Aircraft maint issues

[swamt]

NWA wanted to get concessions from AMFA, just like they had already or were in process of getting concessions from ramp pilots and FAs. AMFA said we will wait until contract is up. Full pay to the last day. It’s good to be tough but not when the rest of the industry and unions at the same company has already taken or given concessions.

NWA taught AMFA and all unions that they can be replaced. You chose to remain loyal to the union and the company decided to fill maintenance positions with mechanics from outside the union. Not a great time to strike when so many mechs were desperate and looking for work. Now would be the time to strike. Mech shortage, demand and economy are strong.

The job position you walked away from was an AMT opening at NWA, it was not yours or the unions position. You and AMFA gambled that NWA wouldn’t be able to fill that position.

the basement airline CFO, and the NWA CFO differed on what they said they can afford. Just like in 2010 when the majority of AA mechs listened to our basement CFOs we voted down a TA and we have all left $70k on table and still counting.

I know it’s more popular to parrot union rhetoric on this forum, but a dose of reality is necessary. I will say NWA was obviously out to break AMFA with that offer. No way 51% of mechs will vote themselves out of a job. But then again it was arrogant of AMFA to think they were above taking concessions when pilots and FAs already did.

Actually well said bigjets!
The timing was terrible. For that I blame AMFA for not pulling the trigger sooner. They allowed NWA to bus in scabs to their training dept. to get trained on paperwork and NWA policies etc... Now if AMFA had the instructors represented at NWA as they are here now, it would have turned out completely different. No scabs would have been trained by AMFA represented instructors.
But we all know, including the moron weezal, that the NWA wanted a the mechanics to pull a job action and they were ready for it. Plain and simple because they wanted the majority of the mechanics gone, no brainer guys, that's a no vote. Planned out by NWA, but at a cost to NWA, NWA no longer exist.

 

[Vortilon]

I don’t have a overly high opinion of myself, but I do want to emulate delta and SWA mechanics, doing only A&P work and getting high pay to do it.


In your line of thinking we should all accept less so you can wing walk and ramp guys can stuff pillow cases. I would rather you turn wrenches and ramp guys handle all that they do on through trips.

Last time I checked, taxiing aircraft was an A&P function. Parking aircraft and launching aircraft in and around the hangar should also be for mechanics only.
Your posts suggest that you're under the impression that having taxi crews is somehow holding up negotiations?
You know, it would be funny to watch fleet service move 6 or 7 aircraft at a time with the current equipment we have at DFW. Cause there are several times a day when this happens.
The company would literally need to purchase 15 Goldhofers at about $1 million per copy, cause on the average day about half of them would be in automotive.

 

[Vortilon]

Nothing unusual for any airline. Even DFW had mechs displaced as well as all the other big hubs. Airline industry isn’t immune from closures are movement like any other industry.

Only relative safety is working in large hub and having a lot of seniority.

Well, I wasn't referring to newbies transferring to IAH. Closures do happen, but much more likely at a class II. Now if there were some protections restored, and maybe improved to reflect inflation of moving costs in the last 30 years - attitudes might change.

 

[bigjets]

Last time I checked, taxiing aircraft was an A&P function. Parking aircraft and launching aircraft in and around the hangar should also be for mechanics only.
Your posts suggest that you're under the impression that having taxi crews is somehow holding up negotiations?
You know, it would be funny to watch fleet service move 6 or 7 aircraft at a time with the current equipment we have at DFW. Cause there are several times a day when this happens.
The company would literally need to purchase 15 Goldhofers at about $1 million per copy, cause on the average day about half of them would be in automotive.

Not once have I said taxiing airplanes is not a maintenance function. I’m hoping you know the difference between wing walking and taxiing aircraft. According to the association they are trying to preserve shifts and days off. When I ask the board they say aa wants to take away aircraft movement from us. In doing that aa will use ramp agents and tow equipment, just like aa already does in out stations.

The other airlines already do this at ord lax jfk sfo etc etc.......

Don’t think so low of the FSCs that they couldn’t possibly move a plane around the airport. They are already, well deservedly so, trusted to push planes off the gate with people on board, and that’s in a congested area with airliners full of pax all around.

I personally think it’s a BS argument as AA can already have FSCs do the movements but don’t.

 

[texasreb]

Not once have I said taxiing airplanes is not a maintenance function. I’m hoping you know the difference between wing walking and taxiing aircraft. According to the association they are trying to preserve shifts and days off. When I ask the board they say aa wants to take away aircraft movement from us. In doing that aa will use ramp agents and tow equipment, just like aa already does in out stations.

The other airlines already do this at ord lax jfk sfo etc etc.......

Don’t think so low of the FSCs that they couldn’t possibly move a plane around the airport. They are already, well deservedly so, trusted to push planes off the gate with people on board, and that’s in a congested area with airliners full of pax all around.

I personally think it’s a BS argument as AA can already have FSCs do the movements but don’t.

It’s my understanding that fleet already moves the aircraft everywhere except DFW and ORD. I know it would be harder for them at DFW because of the long distances to the hangars. The terminal will call for a plane and they want it now. It would take fleet service an hour to come and get a plane from DWH.

 

[Vortilon]

Not once have I said taxiing airplanes is not a maintenance function. I’m hoping you know the difference between wing walking and taxiing aircraft. According to the association they are trying to preserve shifts and days off. When I ask the board they say aa wants to take away aircraft movement from us. In doing that aa will use ramp agents and tow equipment, just like aa already does in out stations.

The other airlines already do this at ord lax jfk sfo etc etc.......

Don’t think so low of the FSCs that they couldn’t possibly move a plane around the airport. They are already, well deservedly so, trusted to push planes off the gate with people on board, and that’s in a congested area with airliners full of pax all around.

I personally think it’s a BS argument as AA can already have FSCs do the movements but don’t.

No, you're real careful to tap dance around the obvious. I don't think low of the people in any department. You're under the impression that all AMTs should be only turning wrenches - cause somehow everything else should be given to fleet service or a low cost vendor? This would somehow make company management open up their pocketbooks to pay us more, and restore benefits? Lol

With guys like you on our side, the company doesn't even need to employ the Delphi Technique on us - as you are already doing it for them.

Keep it up..

 

[B737 driver]

It’s my understanding that fleet already moves the aircraft everywhere except DFW and ORD. I know it would be harder for them at DFW because of the long distances to the hangars. The terminal will call for a plane and they want it now. It would take fleet service an hour to come and get a plane from DWH.

I know when I have done downlines from MDW to LGA, when you would move the Airplanes from the American hangar ramp to our gates, you had to call ground control, because the ramp was so controlled, they would get upset. Plus you couldn't run engines after 22:30 , you might wake the prisoners up on the island.

 

[WeAAsles]

It’s my understanding that fleet already moves the aircraft everywhere except DFW and ORD. I know it would be harder for them at DFW because of the long distances to the hangars. The terminal will call for a plane and they want it now. It would take fleet service an hour to come and get a plane from DWH.

Fleet doesn’t move Aircraft in MIA.

 

[bigjets]

No, you're real careful to tap dance around the obvious. I don't think low of the people in any department. You're under the impression that all AMTs should be only turning wrenches - cause somehow everything else should be given to fleet service or a low cost vendor? This would somehow make company management open up their pocketbooks to pay us more, and restore benefits? Lol

With guys like you on our side, the company doesn't even need to employ the Delphi Technique on us - as you are already doing it for them.

Keep it up..

Ouch, that one got to me.

 

[Rogallo]

I wonder how many from the IAM side wanna go?

 

[WeAAsles]

View attachment 14355
I wonder how many from the IAM side wanna go?

Perhaps just one reason?

https://www.houstonchronicle.com/ne...photos-show-how-Hurricane-Harvey-13155174.php

 

[swamt]

Any "mechanics" willing to elaborate on these recordings? With all the items left open and with what has been reported so far as to no movement and no future dates were set in these last April nego's, do you all expect to be put on ice?? It also sounds as if the pension is holding everything hostage, but, we will see when the official updates come out.
With all the info coming out verbally so far, if it all is verified with updates, I fear you all will surpass how long we took. I am sure you guys will pass the 7 years mark easily, especially if put on ice if there were no movement and no dates set. We feel your pains.

Discussion on TWU/IAM Negotiations Letter from American Airlines Executives: Brian Parker is joined by Gary Peterson
April 24, 2019
TWU Local 513 Strategic Action Coordinator and TWU International Vice President and Air Division Systems Coordinator Gary Peterson discuss a letter that AA's Kerry Philipovitch and David Seymour posted in regards to contract negotiations. Gary goes through the letter in great detail and explains exactly what the company is and isn't saying. He also explains the importance of securing clear contractual language rather than taking the company's word.



Like(7) Download(2460)

 

[Rogallo]

'Increasing wages to match the new higher pay rates for applicable mechanic pay rates (AMTs, Inspectors, GSE/Facilities, and MCTs) in the Southwest tentative agreement'

Remember 2001? Looks like we are gonna mirror another AMFA agreement from another airline.

HAD ENOUGH YET?

 

[dfw gen]

'Increasing wages to match the new higher pay rates for applicable mechanic pay rates (AMTs, Inspectors, GSE/Facilities, and MCTs) in the Southwest tentative agreement'

Remember 2001? Looks like we are gonna mirror another AMFA agreement from another airline.

HAD ENOUGH YET?

A LONG TIME AGO.

 

[Rogallo]

A LONG TIME AGO.

Sure was.

But in a round about kinda way AMFA has gotten us the best contract at AA.

So, again, what do I pay the TWU for?