Thats a lot of talk from someone's who union has gone from overhauling every engine in their fleet going all the way down to one.
You got any proof Southwest was willing to put the capital into building the facilities, buying the tooling, hiring the staff to start overhauling engines? Or any proof GE was willing to give Southwest a license to do so?
I have a feeling you have no clue what it would take for Southwest to bring in engine overhaul work and frankly I would be shocked if AMFA or any other union could work out a deal with them to do so unless someone at Southwest wakes up and decides they want to get into the MRO business.
not quite. Its a high mountain to climb and IMO AMFA has not shown any interest in doing what it would take for you guys to bring engine work in house.
First thing that would have to happen would be letting Southwest have unlicensed mechanics and other rolls. For example, Delta has three main groups of people in the engine shop. MUEs, ASMs and AMTs (and then the obvious stuff like inspectors, machinist etc.)
MUEs start out at like 14 and hour. They are the ones moving parts from shop to shop and they are also the parts washers.
ASMs do a lot of work in shops like the blade shop, plating etc. Those shops have AMTs as well. Then the engine line themselves I believe have some ASMs.
AMTs do some shop work and most of the engine line and test cell work.
but the "everyone to touch a tool must be a mechanic and have an A&P" mentality that AMFA has wont cut it. Simple fact is, Southwest just couldn't compete cost wise with that.
But as to the contract with GE, they have been a big pain in the ass lately about letting carriers do the work. They have there select few they allow MROs deals but thats it. You can ask Delta. Delta would probably have Maxes or have maxes on order if GE would let them overhaul LEAPs and all the components of the engine. Thats one of the reason they are building up Pratt and Rolls engines.
Southwest might be able to change GE's mind because of how many engines they have and how loyal they have to be to GE though.
The one thing I think AMFA and Southwest have truly f**ked up on over the years is not working together to make Southwest a huge MRO. No frickin way could they not offer competitive costs on big ticket 737 items. They couldn't do much in the airframe world but engines, APUs,
landing gear, avionics etc. I don't see how any would be able to compete with them on pure volume (as long as AMFA was smart enough to keep their cost in line.)
Do you even realize that you guys agreed to a contract that allows American to completely shut down your engine shop over the coming years?
Lets look at a little bit of history.
American goes from doing every engine they operate in house, JT8, CFM56, CF6, RB211, Trent 800.
now out of all the engines they operate (V2500, CFM56, GEnX, LEAP, Trent 800, GE90) they work the CFM56 only.
and on top of that, you guys were dumb enough to sign a contract that singles out three engine types, (JT8, CF6, CFM56) that are all dying engines and engines that American is actively retiring. Guess what happens to your engine shop, per your contract, when American stops flying CFM56 engines? Thats right, SWAMT gets to get on this form and point out to you and weAAsles that GE is doing all you engine work on the LEAP, GEnX and GE90. Tulsa loses a metric s**t ton of engine related jobs on top of it.
And how many jobs has your union been able to add because of scope gains?
Oh thats right, they have, even out of bankruptcy, managed to sell away jobs with every contract. Hell your bankruptcy scope was better than your current scope.
AMFA has been the ONLY union, the ONLY one, that has added work since 2000. IBT at United, TWU/IAM at American have both allowed their companies to outsource more and more.
Hell the only reason you are doing CFM56-5B work is because American was nice enough to insource it.
Oh and lets not forget you guys also let them have a sunset date of the PIT maintenance base and IIRC don't have a single avionics shop protected by your contract. I mean, its a good thing aircraft aren't becoming more avionic based. Don't need to work on them, going the way of the hose and buggy am I right?
But yeah, please, go a head, tell the class how badly AMFA has screwed the industry. TWU/IAM/IBT have been some scope protectors!
🙄
Oh wait, I know what it is. People like you saw the upcoming A&P shortage and decided that if they go ahead and sign away all their work, it gives American a way to deal with it. Protects you, protects the company and makes sure any new A&Ps get to live the wonder life of working for a MRO. How nice of you to bail airline management out, yet again. 😂😂