Aircraft maint issues

If each mechanic from individual airlines had a savings account, just one and had "NO" expenditures so that every bit of their earnings went into this account over the last 30 years, which airlines mechanics would be holding the most money?
 
Buck said:
If each mechanic from individual airlines had a savings account, just one and had "NO" expenditures so that every bit of their earnings went into this account over the last 30 years, which airlines mechanics would be holding the most money?
Click to expand...
Probably UPS, Fed Ex, Delta, Southwest, American, United in that order, be my guess.
 
Buck said:
If each mechanic from individual airlines had a savings account, just one and had "NO" expenditures so that every bit of their earnings went into this account over the last 30 years, which airlines mechanics would be holding the most money?
Click to expand...
IF cargo carriers are not considered an airline, I would guess Southwest for the past 30 years. That is every bit of earnings, as you stated.
 
Buck said:
If each mechanic from individual airlines had a savings account, just one and had "NO" expenditures so that every bit of their earnings went into this account over the last 30 years, which airlines mechanics would be holding the most money?
Click to expand...
Great question though...
 
B737 driver said:
Probably UPS, Fed Ex, Delta, Southwest, American, United in that order, be my guess.
Click to expand...

As I have been told many times buy the Industrial Unions, UPS and Fed Ex are not the same as us.
If you want them in your answer then the Industrial Unions should have negotiated better compensation.

I believe that I said airlines. I think over the 30 years Southwest, Delta, and United, then American.
American, since the 30 years is last because of the B-Scale.
 
WeAAsles said:
Tom I ask you to please not share this picture with swamt. Not pretty to see a grown man weep.

View attachment 12253
Click to expand...
who gives a crap? That is a stupid statistic used by union heads stuck in 1947.

Southwest being a single fleet short haul, non-ETOPS, carrier shouldn't have the number of mechanics per aircraft as AA, DL or UA. Even if they did every single thing in house and AA, DL, UA did everything in house the numbers will be higher at AA, DL, UA. Thats comparing apples to dog crap.

Example, at DL, right now we have 7 engine shops (CFM56, CF34, CF6, JT8D-219, PW2000, PW4000, BR714) and are gearing up for the Trent XWB and Trent 1000/7000. On top of that if all the engines came in-house, the CFM56-5As would be done by the CFM56 shop. The CF6-80E1s would be handled by the CF6 shop. The PW4168s would be done by the PW4000 shop. The only new shops would be the V2500, GE90 and Trent 800.
The volume of work going the existing shops would increase (marginally for the PW4000 and CF6s) but at the end of the day WN would still only have one engine shop, the CFM56. The volume just wouldn't be there to have all of those jobs (plus all the back shop jobs that come with all those engines). Why would you expect a carrier with one fleet, one engine type to carriers that have 5-8 fleet types and 8-12 engines?

Scope should be defined by money spent on the maintenance. period.
mechanics per tail is a good way to get the company to try to outsource you even faster.
 
topDawg said:
who gives a crap? That is a stupid statistic used by union heads stuck in 1947.

Southwest being a single fleet short haul, non-ETOPS, carrier shouldn't have the number of mechanics per aircraft as AA, DL or UA. Even if they did every single thing in house and AA, DL, UA did everything in house the numbers will be higher at AA, DL, UA. Thats comparing apples to dog crap.

Example, at DL, right now we have 7 engine shops (CFM56, CF34, CF6, JT8D-219, PW2000, PW4000, BR714) and are gearing up for the Trent XWB and Trent 1000/7000. On top of that if all the engines came in-house, the CFM56-5As would be done by the CFM56 shop. The CF6-80E1s would be handled by the CF6 shop. The PW4168s would be done by the PW4000 shop. The only new shops would be the V2500, GE90 and Trent 800.
The volume of work going the existing shops would increase (marginally for the PW4000 and CF6s) but at the end of the day WN would still only have one engine shop, the CFM56. The volume just wouldn't be there to have all of those jobs (plus all the back shop jobs that come with all those engines). Why would you expect a carrier with one fleet, one engine type to carriers that have 5-8 fleet types and 8-12 engines?

Scope should be defined by money spent on the maintenance. period.
mechanics per tail is a good way to get the company to try to outsource you even faster.
Click to expand...
The work is there as far as man hours, our main concern in this new contract , we want to keep the language of our bid locations and the shops we have. I realize with the -300s gone there will not be as much structure work in Dallas.However some of these 700s are getting time on them. That is the main hold up.
 
topDawg said:
who gives a crap? That is a stupid statistic used by union heads stuck in 1947.

Southwest being a single fleet short haul, non-ETOPS, carrier shouldn't have the number of mechanics per aircraft as AA, DL or UA. Even if they did every single thing in house and AA, DL, UA did everything in house the numbers will be higher at AA, DL, UA. Thats comparing apples to dog crap.

Example, at DL, right now we have 7 engine shops (CFM56, CF34, CF6, JT8D-219, PW2000, PW4000, BR714) and are gearing up for the Trent XWB and Trent 1000/7000. On top of that if all the engines came in-house, the CFM56-5As would be done by the CFM56 shop. The CF6-80E1s would be handled by the CF6 shop. The PW4168s would be done by the PW4000 shop. The only new shops would be the V2500, GE90 and Trent 800.
The volume of work going the existing shops would increase (marginally for the PW4000 and CF6s) but at the end of the day WN would still only have one engine shop, the CFM56. The volume just wouldn't be there to have all of those jobs (plus all the back shop jobs that come with all those engines). Why would you expect a carrier with one fleet, one engine type to carriers that have 5-8 fleet types and 8-12 engines?

Scope should be defined by money spent on the maintenance. period.
mechanics per tail is a good way to get the company to try to outsource you even faster.
Click to expand...
You have to understand that using AMTs per aircraft is the way Fleet Service can try to justify when the TWU divides the pie the AMTs get a smaller piece and Fleet gets a bigger piece. Money for jobs. Everyone knows the company throws the money out there and the TWU gets to divide it up. International officers have admitted that. If Fleet can tell us we need to take less that means they get more. That is how it works at AA in the TWU. If anyone (Especially from fleet service) tells you it doesn't work that way they are lying.
 
OldGuy@AA said:
You have to understand that using AMTs per aircraft is the way Fleet Service can try to justify when the TWU divides the pie the AMTs get a smaller piece and Fleet gets a bigger piece. Money for jobs. Everyone knows the company throws the money out there and the TWU gets to divide it up. International officers have admitted that. If Fleet can tell us we need to take less that means they get more. That is how it works at AA in the TWU. If anyone (Especially from fleet service) tells you it doesn't work that way they are lying.
Click to expand...


Ok no I absolutely am not going to respond and claim to you that’s not the way it works. You already completely have it all figured out. And yes you’re 100% correct that I’m siphoning off of you today, and when the JCBA’s come out.

So here’s what you need to do to catch me red handed once and for all. When your JCBA comes out and the Roadshow comes to your city. With a paper and pen ready you need to ask those liars

“How did the Baggage Handlers pull another fast one on us (The educated) and ride our coattails this time”?

And please share that information here so I can donate what I’ve taken from you back to the coffee can.

BTW can you explain to me how SWA has all those high paid Baggage Handlers but they’re not in the same Union as the Mechanics? How are they ripping them off?

Oh and the same thing at UAL too if you don’t mind? They also have some expensive bag chuckers.

And you can’t claim AFL/CIO either since neither:
AMFA or
IBT
Are in the AFL/CIO

Now I’m not lying to you at all. I’m asking you to explain to me since we’re both in the same Union and I’m ripping you off, why am I not making a ton more than Baggage Handlers at UAL and SWA?

(Oh and not counting Ready Reserve, Non Union Baggage Handlers at Delta are making more in overall compensation too? How the hell is that happening?)
 
Last edited:
OldGuy@AA said:
You have to understand that using AMTs per aircraft is the way Fleet Service can try to justify when the TWU divides the pie the AMTs get a smaller piece and Fleet gets a bigger piece. Money for jobs. Everyone knows the company throws the money out there and the TWU gets to divide it up. International officers have admitted that. If Fleet can tell us we need to take less that means they get more. That is how it works at AA in the TWU. If anyone (Especially from fleet service) tells you it doesn't work that way they are lying.
Click to expand...

Oh BTW if it really is as simple as you say that the Company merely tosses a barrel of money in Labors direction and says “Here you divide it up” then why are there so many scheduled weeks and the Company Negotiators come and hang out?

And OldGuy I’m not saying you’re wrong cause I believe you. Again I think you got it all figured out 100%.

So why is this taking so long then? I mean us Fleet guys should just grab the cash and leave you in the dust right?
 
WeAAsles said:
Ok no I absolutely am not going to respond and claim to you that’s not the way it works. You already completely have it all figured out. And yes you’re 100% correct that I’m siphoning off of you today, and when the JCBA’s come out.

So here’s what you need to do to catch me red handed once and for all. When your JCBA comes out and the Roadshow comes to your city. With a paper and pen ready you need to ask those liars

“How did the Baggage Handlers pull another fast one on us (The educated) and ride our coattails this time”?

And please share that information here so I can donate what I’ve taken from you back to the coffee can.

BTW can you explain to me how SWA has all those high paid Baggage Handlers but they’re not in the same Union as the Mechanics? How are they ripping them off?

Oh and the same thing at UAL too if you don’t mind? They also have some expensive bag chuckers.

And you can’t claim AFL/CIO either since neither:
AMFA or
IBT
Are in the AFL/CIO

Now I’m not lying to you at all. I’m asking you to explain to me since we’re both in the same Union and I’m ripping you off, why am I not making a ton more than Baggage Handlers at UAL and SWA?

(Oh and not counting Ready Reserve, Non Union Baggage Handlers at Delta are making more in overall compensation too? How the hell is that happening?)
Click to expand...


Conehead777 man up bro. You’re a smart cookie. Maybe you care to show me your dazzling intellect and explain all this to me instead of just playing X games?

D77F2F6B-66B1-4C70-9261-C60D9C923A12.png
 
WeAAsles said:
Ok no I absolutely am not going to respond and claim to you that’s not the way it works. You already completely have it all figured out. And yes you’re 100% correct that I’m siphoning off of you today, and when the JCBA’s come out.

So here’s what you need to do to catch me red handed once and for all. When your JCBA comes out and the Roadshow comes to your city. With a paper and pen ready you need to ask those liars

“How did the Baggage Handlers pull another fast one on us (The educated) and ride our coattails this time”?

And please share that information here so I can donate what I’ve taken from you back to the coffee can.

BTW can you explain to me how SWA has all those high paid Baggage Handlers but they’re not in the same Union as the Mechanics? How are they ripping them off?

Oh and the same thing at UAL too if you don’t mind? They also have some expensive bag chuckers.

And you can’t claim AFL/CIO either since neither:
AMFA or
IBT
Are in the AFL/CIO

Now I’m not lying to you at all. I’m asking you to explain to me since we’re both in the same Union and I’m ripping you off, why am I not making a ton more than Baggage Handlers at UAL and SWA?

(Oh and not counting Ready Reserve, Non Union Baggage Handlers at Delta are making more in overall compensation too? How the hell is that happening?)
Click to expand...
This is how it works aa offers so much money for the twu . The twu decides how to distribute it. Like in 03 mechanics took 17 percent money pay cut fleet took a 16 percent. Also maintenance we lost in sick time then fleet. In 03 the first two days of sick each time was half a days pay latter it was changed to the first day, and in 2012 bk maintenance lost a week of vacation but stores was given a week . So at swa AMFA is offered so much money there’s no dividing since maitance is the ones being represented the same at ua.
 
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