Aircraft maint issues

[bigjets]

All of the LAA Chiefs got basically dovetailed into the seniority list with their Chief date if I'm not mistaken.
Only anyone entering a higher classification going forward will go to the bottom.
I agree, the TWU method is superior, and my reason for not being concerned I guess is that I would never Bid a Chief spot anyway due to the fact it is a management liaison anymore.

Another question is the selection process, will they use IAM or TWU method?

Crew Chiefs should be a management position. How many times have we seen crew Chiefs be union stewards then into management. By and large the CCs are less then knowledgeable about aircraft maintenance and with only junior guys going into the position, it’s not like they need to know anything other then how to answer phone and say to a real mechanic go take care of this LUS a/c because our union was to stupid to hold cross utilization as a bargaining chip to motivate the company into settling contract.

CCs should not be able to CS with real mechanics, if a CC “works” on your crew you are already one mech down as the crew chief courtesy kicks in. That CSing CC will certainly not get a job assignment but that’s ok because the real mechs will do extra.

CCs should be on their own OT list and only work OT as a CC. see above reason.

There are obviously some very good knowledgeable CCs out there, but we all know the CCs I’m talking about, and in the future no knowledgeable Mechanic will give up his seniority to answer a phone and sit in front of computer for 8 hours

 

[B737 driver]

Crew Chiefs should be a management position. How many times have we seen crew Chiefs be union stewards then into management. By and large the CCs are less then knowledgeable about aircraft maintenance and with only junior guys going into the position, it’s not like they need to know anything other then how to answer phone and say to a real mechanic go take care of this LUS a/c because our union was to stupid to hold cross utilization as a bargaining chip to motivate the company into settling contract.

CCs should not be able to CS with real mechanics, if a CC “works” on your crew you are already one mech down as the crew chief courtesy kicks in. That CSing CC will certainly not get a job assignment but that’s ok because the real mechs will do extra.

CCs should be on their own OT list and only work OT as a CC. see above reason.

There are obviously some very good knowledgeable CCs out there, but we all know the CCs I’m talking about, and in the future no knowledgeable Mechanic will give up his seniority to answer a phone and sit in front of computer for 8 hours

The sad thing is, is if they just went by seniority, you would get some good crew chiefs,. The older guys could finish up their careers, freeing up positions for guys to get off of midnights to days or evenings.

 

[Rogallo]

One thing I have to say about being in a Union and it doesn’t matter which one. They always come with a load of DRAMA.

Go the F away

 

[WeAAsles]

Go the F away

When all the non American Airlines AMT’s go the F away, I’ll think about it.

 

[Deleted member 14439]

All of the LAA Chiefs got basically dovetailed into the seniority list with their Chief date if I'm not mistaken.
Only anyone entering a higher classification going forward will go to the bottom.
I agree, the TWU method is superior, and my reason for not being concerned I guess is that I would never Bid a Chief spot anyway due to the fact it is a management liaison anymore.

Another question is the selection process, will they use IAM or TWU method?

They way things are going, I`d say the IAM method would be used. They seem to be running the show.

 

[Kev3188]

The sad thing is, is if they just went by seniority, you would get some good crew chiefs,. The older guys could finish up their careers, freeing up positions for guys to get off of midnights to days or evenings.

That's what happened in the NW/DL merger. We (NW) used classification seniority, and DL only used date-of-hire. We had to go with the latter, and in the end has worked out fine. I was (and still kinda am) a fan of classification seniority, but using straight DOH put a quick end to the same sorts of scenarios AA guys have posted above.

 

[MetalMover]

The sad thing is, is if they just went by seniority, you would get some good crew chiefs,. The older guys could finish up their careers, freeing up positions for guys to get off of midnights to days or evenings.

Seniority does not, by default, make someone a good leader, in this case CrewChief.
Same goes for "older" guys.

 

[B737 driver]

Seniority does not, by default, make someone a good leader, in this case CrewChief.
Same goes for "older" guys.

You could do what we do for inspection, maintenance control , and field tech have an interview and test, to make sure they are competent. Also we have had leads that couldn't make probation, and had to go back to their box.

 

[2ndGENAMT]

They way things are going, I`d say the IAM method would be used. They seem to be running the show.

Or whatever is best for the company and that would be the TWU method, and it seems like the company is running things in my view..

 

[2ndGENAMT]

Not sure how the line worked/works but years ago a crew chief would stand up to a supervisor if he tried to tell him how to run his crew or flow a check. Now, a chief has his meeting with his crew and hands out assignments then goes to a meeting with management and planning then sometimes changes the assignments.
Most don't start getting to work until after the management meeting so they don't have to ready for a different job, nothing really gets started for an hour after the shift starts because of this.
My opinion is they (management) are mostly incompetent and have ruined the Tulsa base from what it is capable of....

 

[B737 driver]

Not sure how the line worked/works but years ago a crew chief would stand up to a supervisor if he tried to tell him how to run his crew or flow a check. Now, a chief has his meeting with his crew and hands out assignments then goes to a meeting with management and planning then sometimes changes the assignments.
Most don't start getting to work until after the management meeting so they don't have to ready for a different job, nothing really gets started for an hour after the shift starts because of this.
My opinion is they (management) are mostly incompetent and have ruined the Tulsa base from what it is capable of....

I work the line as a crew chief, I run my crew, and the supervisor leaves me alone, unless we have to take an aircraft out of service. I get at work and set up my crew an hour before they show up.

 

[Rogallo]

When all the non American Airlines AMT’s go the F away, I’ll think about it.

Maybe you could lead by example!

 

[bigjets]

The sad thing is, is if they just went by seniority, you would get some good crew chiefs,. The older guys could finish up their careers, freeing up positions for guys to get off of midnights to days or evenings.

Those guys were the biggest pieces of poo. The best CCs I had, had good seniority smart good experience and cared about doing a good job. You know guys that did more in their career then placard coffee makers. We all know the type of crew chief I’m referring to.

 

[bigjets]

https://airwaysmag.com/industry/los...ed-the-least-reliable-airport-airline-in-usa/

LOS ANGELES, AMERICAN AIRLINES NAMED THE ‘LEAST RELIABLE’ AIRPORT/AIRLINE IN USA

Hopefully AA will understand there is more to the airline then just the flight crews.

 

[1AA]

https://airwaysmag.com/industry/los...ed-the-least-reliable-airport-airline-in-usa/

LOS ANGELES, AMERICAN AIRLINES NAMED THE ‘LEAST RELIABLE’ AIRPORT/AIRLINE IN USA

Hopefully AA will understand there is more to the airline then just the flight crews.

This new management team only looks at load factors and profit margins. You can gauge the load factors by looking at how many non revs don't get on. Passengers can complain and airport authorities can as well but as long as the loads are high that's all that matters to management. The company can tweak few things here and there but as long as it is cost effective. You don't want to go that extra mile to make passengers happy if it means it will cut into profits. I'm sure there is plenty of blame to go around but it always starts at the top to lead by example. I wonder how other airports compare to the west coast? Every city has weather issues and security issues.