Aa Mechanic Support Nwa Mechanics

[Thomas Paine]

That said, my money goes to the Red Cross.

[post="295175"][/post]​

Sure, as if you had any intentions on helping them anyway.

Go ahead send it to the Red Cross, it may end up going for Relief, or then again it may go for a raise or a new couch in their office, the $3000 couch that Mrs Dole bought with contributions while also collecting a six figure salary heading the Red Cross is probably getting ratty.

 

[Emil.Howes]

LOLROTFL...........proamfa(PUKE) you crack me up 😛
after the strike is over?? good one. it IS over pal

here is one for y'all SCABS to add to your "logo" buttons( & make it in amfa
PUKE green)

STUPIDITY!!!!!!

dAAve i'd be ashamed...........check this out SCABS

AFL-CIO/ATD/TWU=SCABFREE

[post="291316"][/post]​

What a joke you are!

Love to banter with you but I am out to picket again!!!

-BigE

http://workinglife.typepad.com/daily_blog/...comment-9016440

 

[James T. Kirk]

Strikingly Misguided

The Wall Street Journal
August 31, 2005; Page A8
More than a week into the first major carrier strike in the U.S. in
seven years, Northwest Airlines is showing every sign of surviving.
At this point, some 4,400 mechanics and aircraft cleaners ought to be
asking some hard questions of the union leadership that handed them
their picket signs.

By the end of last week, Northwest had announced that its flight-
cancellation rates and number of planes out of service had recovered
to acceptable levels. Northwest's replacement workers allowed the
airline to complete 98% of its scheduled flights on Friday, and the
carrier is in a position to begin permanently hiring them. Now the
talk is that Northwest may break the strike.

Whatever the outcome, it's evident that the losers in this
confrontation have been the rank and file of the Aircraft Mechanics
Fraternal Association, led by AMFA chief O.V. Delle-Femine, who
pushed the strike strategy. But Northwest had spent months preparing
for this eventuality. The employment market was full of able aircraft
mechanics who were willing to cross picket lines for a job. Other
unions that had already come to terms with the economic realities of
this industry and the potential for a Chapter 11 filing showed little
support.

As is often the case with strikes, Mr. Delle-Femine didn't give his
rank and file an opportunity to vote on Northwest's final offer
before he called the strike. The union has no strike fund, and
employees are receiving their last paychecks. Health-care benefits
run out tomorrow. What was AMFA thinking?

Whether Northwest will survive a brutal airline environment is
unclear. What is clear is that AMFA's leadership has ensured that
many employees won't be around to share in any future success.

 

[Emil.Howes]

Strikingly Misguided

The Wall Street Journal
August 31, 2005; Page A8
More than a week into the first major carrier strike in the U.S. in
seven years, Northwest Airlines is showing every sign of surviving.
At this point, some 4,400 mechanics and aircraft cleaners ought to be
asking some hard questions of the union leadership that handed them
their picket signs.

By the end of last week, Northwest had announced that its flight-
cancellation rates and number of planes out of service had recovered
to acceptable levels. Northwest's replacement workers allowed the
airline to complete 98% of its scheduled flights on Friday, and the
carrier is in a position to begin permanently hiring them. Now the
talk is that Northwest may break the strike.

Whatever the outcome, it's evident that the losers in this
confrontation have been the rank and file of the Aircraft Mechanics
Fraternal Association, led by AMFA chief O.V. Delle-Femine, who
pushed the strike strategy. But Northwest had spent months preparing
for this eventuality. The employment market was full of able aircraft
mechanics who were willing to cross picket lines for a job. Other
unions that had already come to terms with the economic realities of
this industry and the potential for a Chapter 11 filing showed little
support.

As is often the case with strikes, Mr. Delle-Femine didn't give his
rank and file an opportunity to vote on Northwest's final offer
before he called the strike. The union has no strike fund, and
employees are receiving their last paychecks. Health-care benefits
run out tomorrow. What was AMFA thinking?

Whether Northwest will survive a brutal airline environment is
unclear. What is clear is that AMFA's leadership has ensured that
many employees won't be around to share in any future success.

[post="295998"][/post]​

URL? or another fake post by this fool?

-BigE

 

[TWU informer]

Strikingly Misguided

The Wall Street Journal
August 31, 2005; Page A8
More than a week into the first major carrier strike in the U.S. in 
seven years, Northwest Airlines is showing every sign of surviving. 
At this point, some 4,400 mechanics and aircraft cleaners ought to be 
asking some hard questions of the union leadership that handed them 
their picket signs.

By the end of last week, Northwest had announced that its flight-
cancellation rates and number of planes out of service had recovered 
to acceptable levels. Northwest's replacement workers allowed the 
airline to complete 98% of its scheduled flights on Friday, and the 
carrier is in a position to begin permanently hiring them. Now the 
talk is that Northwest may break the strike.

Whatever the outcome, it's evident that the losers in this 
confrontation have been the rank and file of the Aircraft Mechanics 
Fraternal Association, led by AMFA chief O.V. Delle-Femine, who 
pushed the strike strategy. But Northwest had spent months preparing 
for this eventuality. The employment market was full of able aircraft 
mechanics who were willing to cross picket lines for a job. Other 
unions that had already come to terms with the economic realities of 
this industry and the potential for a Chapter 11 filing showed little 
support.

As is often the case with strikes, Mr. Delle-Femine didn't give his 
rank and file an opportunity to vote on Northwest's final offer 
before he called the strike. The union has no strike fund, and 
employees are receiving their last paychecks. Health-care benefits 
run out tomorrow. What was AMFA thinking?

Whether Northwest will survive a brutal airline environment is 
unclear. What is clear is that AMFA's leadership has ensured that 
many employees won't be around to share in any future success.

[post="295998"][/post]​

Meanwhile, the TWU with their without further ratification by the membership industry leading concessions will re-open negotiations in 2006 and ALL paycuts, benefit cuts, and paid time off concessions will be restored to the membership plus interest!

I know this because the company union local president in tulsa has said so.

And everyone now knows that everything the twu and aa tell us is the truth! Just as every cut and paste post by James T. Kirk is now known as truth on internet communications.

Sheep Call - BAAHHHAAAHHAAAAA

Remember - Politicians are the working mans friend

Remember - AA Management is your friend and you can trust them

Remember - Jim Little and the TWU is your friend and will not lie to you

Remember - More concessions at AA will save 12,000 more jobs and save three maintenance bases

Remember - Even though Carmine Romano was one the 46 recipients and the hidden management perks SERP, he is your friend and the financial partner of your tulsa local union president.

Remember - The pajama party, and the break through goal, along the with now hundreds of employees attending committee meetings instead of working will make us more efficient and third party work is knocking our door down.

Remember - 3200 members not getting to vote is an irrelevant issue.

Remember - We will be getting a complete re-vote to insure a credible ratification has taken place.

 

[PlayTheOdds]

I'm just curious, how is the money that is raised going to be distriuted to the strikers?

 

[Thomas Paine]

Strikingly Misguided

The Wall Street Journal
August 31, 2005; Page A8

[post="295998"][/post]​

Ok so the Newspaper of Capitalism, not exactly an unbiased publication or proponent of labor, writes an editorial critical of AMFA. So? What would you expect from the Journal of Wall Street, the place where they let out cheers when unemployment numbers go up and wages go down?

 

[Oneflyer]

I am continually confused how someone can attempt to justify that somehow the NWA mechanics that are out of work and will probably never get their jobs back are better off than the AA mechanics that took a pay cut. It’s bizarre. A rational human good not make the argument.

The fact remains that if an airline started today and offered the same wages and benefits that AA does to its unionized employees, people would love it. Mechanics, pilots, flight attendants, and ramp works would talk about the great wages and benefits, but unfortunately there are those that refuse to admit that the world has changed and the pre-911 days are over. If you can not accept you wage then you need to find a new place to work, because no union is going to be able to negotiate higher wages with a company that is not making money. How hard is this to understand?

 

[TWU informer]

I am continually confused how someone can attempt to justify that somehow the NWA mechanics that are out of work and will probably never get their jobs back are better off than the AA mechanics that took a pay cut. It’s bizarre. A rational human good not make the argument.

The fact remains that if an airline started today and offered the same wages and benefits that AA does to its unionized employees, people would love it. Mechanics, pilots, flight attendants, and ramp works would talk about the great wages and benefits, but unfortunately there are those that refuse to admit that the world has changed and the pre-911 days are over. If you can not accept you wage then you need to find a new place to work, because no union is going to be able to negotiate higher wages with a company that is not making money. How hard is this to understand?

[post="296028"][/post]​

Correction,

It is 20 years worth of concessions and paycuts.

You can speak of the topped-out mechanic all you want.

But there are many, and I mean many who do not make the top pay, and their top pay is not what you think it is, and isn't much better than any other job.

There is a complete sub-class of mechanic at the overhaul base.

And many including myself are working hard on the way out of this industry.
I just wasn't ready for such a quick slam dunk and I made the mistake of feeling comfortable in this industry.

NEVER AGAIN, I'M WORKING ON A PLAN TO GET OUT!

And isn't just myself, other folks in tulsa are leaving AA at a fairly steady rate.

Tell us OneFLyer, you know our payscale as it is made public. Why don't you share with us your annual payrate and what your responsibility is to earn that pay? Hmmm, I don't think you will honestly share that info!

 

[Thomas Paine]

I am continually confused

[post="296028"][/post]​

OK, you got one thing right.

 

[eolesen]

Why don't you share with us your annual payrate and what your responsibility is to earn that pay? Hmmm, I don't think you will honestly share that info!

[post="296036"][/post]​

He doesn't have to. Pay for management is published as well on Jetnet -- go to Policies & Procedures, click on Employee Policy Guide, then Pay, and then Management/Specialist.

What a particular analyst earns between the minimum and maximum of each range depends entirely on their level of experience, education, and to a far lesser degree, their seniority.

 

[TWU informer]

He doesn't have to.  Pay for management is published as well on Jetnet -- go to Policies & Procedures, click on Employee Policy Guide, then Pay, and then Management/Specialist. 

What a particular analyst earns between the minimum and maximum of each range depends entirely on their level of experience, education, and to a far lesser degree, their seniority.

[post="296056"][/post]​

Oh, so OneFlyer is AA Management?

That explains alot, and credibility is now in question.

Kind of like when you and Holley claimed PlaneBusiness was not associated with AA Management.

I will agree many of the sheep believe everything your propaganda machine pumps out, but there are also many who now question everything said, offered, promised, or even signed on a contract.

 

[James T. Kirk]

COMMENTARY
By Robert Berner


This Hardball Union Is Striking Out
The Aircraft Mechanics Fraternal Assn. thrived for decades with tough
tactics. But as Northwest is proving, those days are gone


Since founding an airline mechanics union behind the ongoing Northwest
Airlines strike four decades ago, labor leader O.V. Delle-Femine has
built its membership on a core principle: Make no wage concessions to
management. For years that position worked, allowing the Aircraft
Mechanics Fraternal Assn. to raid existing unions at such airlines as
Southwest Airlines and United Airlines to swell its ranks.

Now the Northwest walkout seems likely to spell the death knell for
hard-line labor positions in the troubled airline industry. Many of the
mechanics who quit the much larger International Association of
Machinists in favor of AMFA's tough approach probably won't get their
jobs back. Their likely defeat will reverberate among other unionized
airline workers, too, dampening any idea that Delle-Femine's
go-it-alone
tactics are worth emulating.

Instead, airline workers at most major carriers will continue to face
painful wage and benefit adjustments as their employers struggle to
cope
in a fiercely competitive, loss-plagued industry. The Northwest
strike "will cause the collapse of AMFA," predicts Ray Abernathy,
president of Abernathy Associates, a Washington (D.C.) consulting firm
that advises unions on strategy.

CRAFT POWER.
More broadly, AMFA's uphill struggle illustrates just how
weakened organized labor has become across the economy. True, airline
unions operate under special federal laws that don't apply to auto
workers or most other labor groups. But the ease with which Northwest
has replaced 4,300 skilled mechanics shows how vulnerable virtually
every kind of employee has become.

AFMA has tried to re-create worker clout based on an outdated notion of
craft power more suited to the early 20th century than to today's
globalized, deregulated economy. "Workers have to organize in bigger
unions across whole sectors" or they will fail, says Bruce Raynor,
president of UNITE/HERE, the needle trades and hotel workers union.

Delle-Femine's strategy seems poised to collapse because AFMA has run
smack into the reality of an industry under huge economic pressures. A
well-prepared and novel contingency plan by Northwest management also
undermined the mechanics union's leverage. While Delle-Femine calls the
prediction of AFMA's demise "far from the truth," the union's chances
of
winning the strike become more unlikely with each passing day. AFMA's
leadership ordered the strike on Aug. 20 over the airline's demand that
the union accept $176 million in wage concessions, including 2,000 job
cuts.

LEGACY OF SUCCESS.
But Northwest's ability to use replacement workers has
enabled it to keep flying with few delays or cancellations. "Northwest
has proved it can run the airline without them," says John Fossum, an
industrial-relations professor at the University of Minnesota St. Paul,
Northwest's hometown.

A former airline mechanic himself, Delle-Femine formed his union in the
early 1960s on the notion of how indispensable such mechanics were. He
believed the workers could be better represented in their own union
rather than in larger unions covering multiple industries. So he raided
existing airline unions for mechanics, including most machinists' union
members from Northwest in 1998.

Until now, he has largely succeeded with his no-concession stance. In
2001, prior to 9/11, he negotiated the highest-paid contract in the
industry for those workers. But the sharp and unabated downturn in the
airlines that occurred after the terrorist attacks undermined the
union's bargaining strength.

BANKRUPT SKIES.
With United already filing for bankruptcy protection and
other majors -- including Northwest -- considering the possibility,
other airline unions have been far more conciliatory. That includes
Northwest's pilots union, which recently accepted pay cuts.

Labor experts say if the mechanics' strike fails, it will undermine the
confidence in Delle-Femine's leadership among the union's 12,000
members
at six other airlines. For now, though, the Northwest mechanics who are
part of the union will be paying the price.

 

[TWU informer]

James T Kirk,

Why don't you suspend the copy and paste information for a minute, and actually provide us your own personal opinion on what is the solution to the decline and destruction of organized labor?

You post your anti-amfa rhetoric on a regular basis, but never provide your own opinions or ideas.

Is this because you really do not have any ideas? Or are you just content to copy and paste as much anti labor, anti amfa rhetoric as possible?

Win or Lose, the NWA mechanics fought and failed against corporate greed with the IAM, that didn't work, so they changed unions and went AMFA. Yes, they appear to be in rough situation right now. But at least they are not freely capitulating industry leading concessions, cowering in fear, and bed wetting corporate union blankets on a daily basis like the TWU is. Your post indicate that you take much pride in worker sufferage. Are you management?

Come on James T.,

This is an open forum for opinions, give us your ideas and solutions to the airline worker demise?

Or is the TWU corporate unionism, and leading the industry in concessions your idea of the long term solution?

 

[eolesen]

Oh, so OneFlyer is AA Management?

That explains alot, and credibility is now in question.

My mistake. I have OneFlyer confused with someone else who has admitted to being in AA Finance (I forget their screen name at the moment... it's been a long week).

Kind of like when you and Holley claimed PlaneBusiness was not associated with AA Management.

[post="296063"][/post]​

Whatever. You obviously don't subscribe to the Banter if you think she's associated with AA. Yes, Holly work directly for Crandall as a consultant about 10 years ago, but that was working for him, and not AMR. CorpComm even went so far as to issue an email to all managers discrediting her articles a few years back. Why do that if she was just an AA puppet?....

If you don't want to believe me, then don't. Ask her directly to discuss what her relationship was and is. She's usually pretty good about returning emails.