Did Lombardo ok this?

[swamt]

 
"Fortunately, the administrative judge sided with the mechanic in dismissing Southwest’s claims and finding that the mechanic engaged in activities protected by AIR-21 and that Southwest was aware of it. Although no final decision was reached on the merits of the mechanic’s case, the setttlement followed close on the heels of the judge’s decision.
 
As a long time safety advocate, former NTSB Member and airline mechanic, reading about these types of cases is very dismaying.  It seems to me that any airline whose mechanics find cracks in an aircraft’s fuselage – significant enough to cause the aircraft to be removed from service for repair – should be commended.  Certainly not disciplined."

http://www.forbes.com/sites/johngoglia/2015/02/11/southwest-airlines-settles-whistleblower-suit-by-mechanic-disciplined-for-reporting-cracks-in-737/
 

This was a great win for the mechanics, and this should have never gone to a court.  The co. blew it, plain and simple.  Hoping all you fellow mechanics get a decision in your favor as well.  Hiring the same attorney to represent your cases was very smart indeed, as he has a great feel how to run it thru the system after the last win.  Good luck, look forward to the results...

 

[Glenn Quagmire]

http://aviationblog.dallasnews.com/2015/02/american-airlines-responds-to-twu-allegations-calls-lawsuit-meritless.html/

AA most recent response to Local 591 (Peterson)

 

[Observer]

Read the correspondence between the parties, but the Seymour response gave me pause. First I would remind him that the problem was and is a nuts and bolts issue, so why bring in the SMS people, or would that be busy work for them. Nuts and bolts issues are handled by those that KNOW nuts and bolts. Second when did ASAP become a Company IDENTIFIED program. If my memory serve me correctly, the UNION brought the program to the company after the success of the Pilots program. I was there many times during the discussions.!!! The FAA found fault with a card concerning lightning strike/static discharge and had the company change the card. If the card in its' original format had some problem in its' interpretation, why did local management not get clarification but chose instead to create a situation that could lead to  a contractual infraction. It appears that problems are not solved because there is little respect for either side in the business of aircraft maintenance, which is a very LARGE issue. Problems of internal issues that become a public matter will certainly cause more intense and closer observation by the DOT. Mr Seymour by deflecting responsibility to subordinates is bad for the nuts and bolts business. If there is bad blood as there appears to be, it is high time to end the so called "P$*&(G Contest" and fix the place.

 

[Overspeed]

I agree. Time for all sides to put their junk away and starting resolving issues. The FAA letter reads that there may have been violations which I would expect them to say. The FAA must do an investigation if there is the possibility of an FAR violation. Just because they said they are doing an investigation is confirmation of wrong doing.

 

[Overspeed]

I am surprised Seymour didn't take the high road. Most corporations state that the company has no comment at this time other than we continue to follow all safety and security regulations and will comply fully with the investigation by the authorities. Why Seymour is letting himself be dragged in to GP's type of fight leads one to believe that he may be easily distracted. That bodes well for us as a union in negotiations if GP plays this weakness to his advantage. While the allegations may turn out to be minor infractions regarding the FARs he may have exposed a huge character flaw in the US now AA senior management. This ain't America West and US was only a small step up in complexity. Running the world's largest airline won't be as easy as they thought. DP may need to change out some VPs in the next few years. The lower fuel prices and eliminating the pensions are the real reason AA is making money right now.

 

[DallasConehead]

OS.. your dreaming dude. There is no way Seymour, Westpoint grad is going to be one upped by GP. Not possible.

 

[1AA]

Yes the maintenance planners are under the IAM Mechanic and Related CBA.
 
No planners dont need and A&P they arent fixing planes.

Wrong.
 
AA has given maintenance planners at all class 1 stations a option to go to A&P school to get their ratings or look for another job. This was done to align both airlines under the same policy. I spoke to one personally. AA will keep them on the job while they attend school to get their ratings.

 

[700UW]

No such thing as a class I station at US.
 
There would have to be a negotiated change to the PM US/IAM CBA:
 
 

Aircraft Maintenance Planners
The work of an Aircraft Maintenance Planner may consist of:
 
1. Workflow and workload analysis; scheduling of aircraft, engine or shop maintenance
 
2. Coordination, scheduling and assignment of maintenance work releases
 
3. Analysis and scheduling of new and deferred maintenance requirements
 
4. Coordination of activities as required to support the execution of maintenance events and airworthiness directive compliance
 
5. Assisting and training new planners and continued On the Job Training as necessary  

 
6.Participation in the Departmental Selection Process (if selected)
 
7.Other work within the department as directed
 

An A&P is not required under the US IAM M&R CBA:
 

 
High School Diploma or equivalent and one (1) of the following; Certificate of completion of accredited aircraft maintenance school, possess a two(2) year college degree in a aircraft maintenance field, one (1)year experience in material management or two (2) years experience in an aircraft maintenance and/or flight operations/logistics field
 

 
 

Aircraft mechanical experience under this Article includes all aircraft related bid areas. The following bid areas: Avionics shop,Calibration Lab, Ground Equipment shop, Instrument shop, Machine shop,Plant Maintenance,Planners,Plasma shop, Plating shop and Weld shop are not aircraft mechanical qualifying bid areas.
 

 

 

[1AA]

No such thing as a class I station at US.
 
There would have to be a negotiated change to the PM US/IAM CBA:
 
 

An A&P is not required under the US IAM M&R CBA:
[/quote. Once the usair name is gone all stations with hangar mtx will be classified as a class 1 and the planners are or will be required to have a A & P license even if they do not turn wrenches. This is new policy on the AA side from your beloved Usair management team.

 

[FWAAA]

At 12/31/13, AA had 11.300 "maintenance personnel," and US had 3,100. The compliant TWU will give the company whatever it wants, so if management wants the planners to get their tickets, then planners will have to go to school.

If that conflicts with the pmUS CBA, then that provision will likely be negotiated away.

 

[700UW]

Any changes has to be negotiated and agreed too.

Samething happens with the PI/US merger in regards to line avionics, the company paid for them to get their tickets if they wanted too, otherwise they were grandfathered under a repairman's certificate.

 

[MetalMover]

Any changes has to be negotiated and agreed too.

Samething happens with the PI/US merger in regards to line avionics, the company paid for them to get their tickets if they wanted too, otherwise they were grandfathered under a repairman's certificate.

The IAM/TWU association fiasco can negotiate and agree to anything and everything. Whatever they bring back for a vote will be decided by the large TWU membership. You know.....Strength in numbers.

 

[Vortilon]

Yes the maintenance planners are under the IAM Mechanic and Related CBA.
 
No planners dont need and A&P they arent fixing planes.

 
Well now, maybe my earlier question on this topic wasn't so far fetched as you would imply.  Since Mr Wroble came from NWA, and NWAs Maintenance Planners were required to have their A&P licenses - it seems somebody in upper management prefers MX Planners to play a more involved role.  If this is the case, then the requirement of having an A&P, and experience on aircraft repair would be essential.  Especially knowledge of how to use an AMM & IPC, to ensure the right parts and equipment are sent to the right station to fix the broke aircraft.

 

[700UW]

That at US would be the maintenance controllers at US, not planners.

 

[texasreb]

At 12/31/13, AA had 11.300 "maintenance personnel," and US had 3,100. The compliant TWU will give the company whatever it wants, so if management wants the planners to get their tickets, then planners will have to go to school.If that conflicts with the pmUS CBA, then that provision will likely be negotiated away.

I always laugh at the maintenance numbers such as when we are voting for a contract. Suddenly there are 17,000 mechanics at American Airlines.