IAM Fleet Service topic 04Aug-

[Jester]

Management has the responsibilities to manage and operation its business and directs its work force and the right to establish rules and regulations to maintain efficiency in its place of employment.

While posting this did you stomp your feet, jump around and scream, "No! No! No! NOT MY FAULT! NOT MY FAULT! It is Management's Fault! I dunno nothing!"? At which point with my children I kneel down to their level, unflinchingly look in their crying eyes, and sternly state, "Be Quiet and Pay Attention! Relax and Breathe Deep" ... are you calm now?

Let's clear one issue from the start which demonstrates the complete lack of intellectual honesty by many in this forum who are quick to play the management "Blame Game"... I have never suggested that management does not set the flight schedule, the issue of the 30-minute turn and the ability (or inability) for fleet service to meet that goal would be in doubt, at least, in my mind. Furthermore, this issue was raised when someone groused about the lack of parity versus SWA fleet service, and I countered the argument with of 30-minute turns, more bags, greater number of flights worked in 8-hours, etc. and on COMPARABLE domestic aircraft (not widebodies and not A-321 or larger in size). This was my discussion point... SWA ramp agents are paid more because they are more productive, and I doubt US ramp agents could handle that level of work. Instead posters have created straw man arguments pretending I have equated the B737 with the A330, rephrased the discussion into management fault for creating the flight schedule or refused to admit that a SWA B737-4 is nearly identical to an US B737-3 from a ground operations point of view.

Now the 900 pound gorilla isn't the stuffed animal sitting on John John's bunk bed, it is the various unions representing the many work groups in the company. John John's "Blame Game" of management having "the right to establish rules and regulations" ignores that unions negotiated the CBA and help enforce the terms. Frankly, it is also the RESPONSIBILITY of being an adult in behaving in a professional and polite manner in a civil society in contrast to the denials and foot stomping. I can still make that phone call to CPS if some find this to be a difficult standard.

So Clarifies Jester.

 

[Jester]

Yeah......Yeah.....Yeah......


Again..

Yeah...Yeah....Yeah

Yeah... Yeah... Yeah... unlike most posters in this forum, I actually provide proof of my claims, especially when requested by others...

If that's difficult for you to accept, then you might want to avoid reading my posts.

Again...

Yeah... Yeah... Yeah

So Mimics Jester.

 

[usfurloughed]

Yeah... Yeah... Yeah... unlike most posters in this forum, I actually provide proof of my claims, especially when requested by others...

If that's difficult for you to accept, then you might want to avoid reading my posts.

Again...

Yeah... Yeah... Yeah

So Mimics Jester.

Yep.....yeah ...yeah....yeah !!!!

 

[Edward]

Ok, I've let this go long enough. Let's stop the bickering & get on what ever contract issues your group has.

 

[ChockJockey]

Ok, I've let this go long enough. Let's stop the bickering & get on what ever contract issues your group has.

Dang. I felt we were making real progress.

 

[john john]

Frankly, it is also the RESPONSIBILITY of being an adult in behaving in a professional and polite manner in a civil society in contrast to the denials and foot stomping.

Again the responsibilities to operation the business and control and motivate the work environment is management. Management negotiates the contracts with this very issue in mind it’s a top priority for management. They control the operation.Management in denial combine there bankrupisty two government loans and countless missteps and stomp off with millions

MANAGEMENT LOOK IT UP

 

[roabilly]

Yeah... Yeah... Yeah... unlike most posters in this forum, I actually provide proof of my claims, especially when requested by others...

If that's difficult for you to accept, then you might want to avoid reading my posts.

Again...

Yeah... Yeah... Yeah

So Mimics Jester.

OK... prove that you are in fact Fleet Service!

 

[usfurloughed]

OK... prove that you are in fact Fleet Service!

He's not...his line of thinking is the reason some r still furlough...........................in a way

 

[28L_or_10R?]

OK... prove that you are in fact Fleet Service!

I am pretty darned sure I know him and can guarantee he is fleet service.

 

[Jester]

OK... prove that you are in fact Fleet Service!

My Dearest Mister Roabilly!

I honestly thought you might ask that question, and thus, I was wondering how I might answer that question while avoiding midnight card checks at home from some disgruntled union brothers. So I pondered, weak and weary over many a quaint and curious volume of forgotten lore... oh, sorry wrong blog... how might I demonstrate proof? So I thought that the best way would be using examples for which only a ramp agent would know (okay, maybe a mechanic, but I don't think that's the issue) from their own experiences and observations.

With this in mind, and without much forethought, I offer the following:

"Joe Dirt was here" has signed in one of the East A-320 (maybe it was an A-321) forward bin on the right side near the door... maybe it is homage to our own board poster or his own nom de plume, but I found an almost kinship working the bin and seeing someone I "know" from this board.

When pushing back the East pilots are real adament about verifying "breaks released" before push back, the West pilots are more relaxed about the protocol. Like playing "Simon Says" with the East guys.

The lavs on the Airbus are much easier to service. Just one access panel in the tail with just one fill port. Boeing have a minimum of two access panels with multiple fill ports on some of them. I swear in the years I have worked on B757, I could probably name, at least, five different configerations of lav panels... tail, further back on tail, between the main landing gear, just behind the nose gear, up high on the left side between the forward bin door and the wing, and I thought there were others.... the last one being a real pain when the air hose has been rolled-out and now sits in the way of the lav truck or even bags being loaded on the other side.

A321 aft bin nets are a pain in the ass because they don't attached straight across from the wall to the bin netting near the door. They jut-out about a foot and so if you don't leave enough room when stacking the bags near the fuel tank, you will either be fighting to lift up the bags on the bottom of the pile or "forget" to secure that snap on the floor.

When pushing out an aircraft, it is highly advisable to keep the nose gear straight before attempting to disconnect the tow bar because the "hook" binds-up on the bar making it difficult to disengage the push tug from the aircraft. If this does happen, then it might be necessary to remove the tow bar from the push tug, thus relieving pressure from one side of the tow bar and allowing the tow bar to be removed from the nose gear.

After completing a push and the pilot has set the break, the tug driver should place the tug into neutral, thus removing additional pressure from the tow bar when it is being disconnected from the nose gear. Personally, I hate when I see rampers beating and kicking the tow bar to get it off the nose gear.

On the B737 removing the bypass pin requires that one get almost inside the nose gear bay... I really try to avoid that... I have found the pressing down gently on the part that holds the pin firmly to remove the pressure and gets the pin to slide out easily.

Here's something obscure... the bypass pins on the Airbus (319, 320 and 321), B737, and B757 are different in size from each other. The B737 has the most narrow pin almost the size of a cocktail slipping straw, Airbus about the diameter of a soda drinking straw, and the B757 about the width of a milk shake straw.

On the ground power plug, there are six holes in a 2 x 3 configuration with four of the holes being smaller than the other two larger holes. The male plug needs to match the larger holes and the small holes, otherwise the plug won't fit.

When conducting a push back, especially one in which the jet bridge is attached to the second door (as when on a B757) be sure to clear the nose from the jet bridge before making another hard turns especially attempting to push the tail to driver's left. Otherwise it is possible to have the nose strike the jet bridge.

When I have instructed newbies on a push back, I tell them some simple advice... "Turn in the direction you want to go and watch the nose gear to avoid jack knifing the tug and push bar... don't allow the push bar to get too close towards the red lines on the side of the plane."

Also on a push back, the longer the wheel base of the plane, the less "squirrely" the plane handles. The B737 are a pain as they can turn on a dime (whether that's is the intent or not), and because they are low to the ground, it isn't possible to see what is directly behind the plane. Big advantage to the Airbus or B757 because they are higher off the ground.

So Mr. Roabilly, I hope this may put to rest your false ideas about me being part of management... I doubt Doug Parker was scrounging around the bins tonight looking for "Joe Dirt was here" and forget Scott Kirby... he might get his golf shirt dirty.

So Proffers Jester.

 

[roabilly]

My Dearest Mister Roabilly!

I honestly thought you might ask that question, and thus, I was wondering how I might answer that question while avoiding midnight card checks at home from some disgruntled union brothers. So I pondered, weak and weary over many a quaint and curious volume of forgotten lore... oh, sorry wrong blog... how might I demonstrate proof? So I thought that the best way would be using examples for which only a ramp agent would know (okay, maybe a mechanic, but I don't think that's the issue) from their own experiences and observations.

With this in mind, and without much forethought, I offer the following:

"Joe Dirt was here" has signed in one of the East A-320 (maybe it was an A-321) forward bin on the right side near the door... maybe it is homage to our own board poster or his own nom de plume, but I found an almost kinship working the bin and seeing someone I "know" from this board.

When pushing back the East pilots are real adament about verifying "breaks released" before push back, the West pilots are more relaxed about the protocol. Like playing "Simon Says" with the East guys.

The lavs on the Airbus are much easier to service. Just one access panel in the tail with just one fill port. Boeing have a minimum of two access panels with multiple fill ports on some of them. I swear in the years I have worked on B757, I could probably name, at least, five different configerations of lav panels... tail, further back on tail, between the main landing gear, just behind the nose gear, up high on the left side between the forward bin door and the wing, and I thought there were others.... the last one being a real pain when the air hose has been rolled-out and now sits in the way of the lav truck or even bags being loaded on the other side.

A321 aft bin nets are a pain in the ass because they don't attached straight across from the wall to the bin netting near the door. They jut-out about a foot and so if you don't leave enough room when stacking the bags near the fuel tank, you will either be fighting to lift up the bags on the bottom of the pile or "forget" to secure that snap on the floor.

When pushing out an aircraft, it is highly advisable to keep the nose gear straight before attempting to disconnect the tow bar because the "hook" binds-up on the bar making it difficult to disengage the push tug from the aircraft. If this does happen, then it might be necessary to remove the tow bar from the push tug, thus relieving pressure from one side of the tow bar and allowing the tow bar to be removed from the nose gear.

After completing a push and the pilot has set the break, the tug driver should place the tug into neutral, thus removing additional pressure from the tow bar when it is being disconnected from the nose gear. Personally, I hate when I see rampers beating and kicking the tow bar to get it off the nose gear.

On the B737 removing the bypass pin requires that one get almost inside the nose gear bay... I really try to avoid that... I have found the pressing down gently on the part that holds the pin firmly to remove the pressure and gets the pin to slide out easily.

Here's something obscure... the bypass pins on the Airbus (319, 320 and 321), B737, and B757 are different in size from each other. The B737 has the most narrow pin almost the size of a cocktail slipping straw, Airbus about the diameter of a soda drinking straw, and the B757 about the width of a milk shake straw.

On the ground power plug, there are six holes in a 2 x 3 configuration with four of the holes being smaller than the other two larger holes. The male plug needs to match the larger holes and the small holes, otherwise the plug won't fit.

When conducting a push back, especially one in which the jet bridge is attached to the second door (as when on a B757) be sure to clear the nose from the jet bridge before making another hard turns especially attempting to push the tail to driver's left. Otherwise it is possible to have the nose strike the jet bridge.

When I have instructed newbies on a push back, I tell them some simple advice... "Turn in the direction you want to go and watch the nose gear to avoid jack knifing the tug and push bar... don't allow the push bar to get too close towards the red lines on the side of the plane."

Also on a push back, the longer the wheel base of the plane, the less "squirrely" the plane handles. The B737 are a pain as they can turn on a dime (whether that's is the intent or not), and because they are low to the ground, it isn't possible to see what is directly behind the plane. Big advantage to the Airbus or B757 because they are higher off the ground.

So Mr. Roabilly, I hope this may put to rest your false ideas about me being part of management... I doubt Doug Parker was scrounging around the bins tonight looking for "Joe Dirt was here" and forget Scott Kirby... he might get his golf shirt dirty.

So Proffers Jester.

Every single item is common knowledge to any Ramp Manager...and thus available to someone that has directed a campaign online for several years. Your posts and philosophies contain a common thread that has run through them since you began posting.

You will never convince me you are FS... and that you have the Best Interest of FS in mind. The overall direction of your communications has established this without any room for reasonable doubt!

Again... thank you for making Unionism necessary... without people like you, Unions would not be necessary!

So... completes recon...

BroBilly

 

[Jester]

Every single item is common knowledge to any Ramp Manager...and thus available to someone that has directed a campaign online for several years. Your posts and philosophies contain a common thread that has run through them since you began posting.

My Dearest Roabilly,

I also knew that nothing I would say outside of my name would convince you otherwise... shame... waste time as I may there are some who refuse to see the facts when presented to them. I guess that's the difference between you and I in this "occupation" and why you embrace the union model... I see this as a job, if I thought of it as a career, I would have jumped in front of a train a long time ago.

As for Ramp Managers being "knowledgeable" about actually doing the work, maybe were you are stationed, but most of them were not on the ramp long enough to know the small details of actually performing the job. You think even Ramp Managers are crawling around the bin looking for graffiti? Your belief system is being challenged and that which is contrary to what you think to be the truth conflicts with reality... face it.... I am a ramp agent, just like you, but we only view our "career" paths differently.

So Advises Jester.

 

[notaw]

What is with this Jester dude? By no means am I impressed with what he thinks is superior knowledge of our craft and class. He just likes to antagonize. Not impressed. Just glad I don't have to work with him.

 

[strangiatotheme]

Pathetic doesn't even begin to describe the last few posts. What's the point in asking? Jester could post my name and badge number and pass it off as his own. Anyone could. Nothing will either prove or disprove what anyone says here about who they are. Everyone will still have the same opinion, regardless of whether or not he's fleet or management, or quite possibly a yeti crab that has mastered the use of not only a computer, but also the wonder and magic of the internet. Please, just put it to bed.

 

[roabilly]

My Dearest Roabilly,

I also knew that nothing I would say outside of my name would convince you otherwise... shame... waste time as I may there are some who refuse to see the facts when presented to them. I guess that's the difference between you and I in this "occupation" and why you embrace the union model... I see this as a job, if I thought of it as a career, I would have jumped in front of a train a long time ago.

As for Ramp Managers being "knowledgeable" about actually doing the work, maybe were you are stationed, but most of them were not on the ramp long enough to know the small details of actually performing the job. You think even Ramp Managers are crawling around the bin looking for graffiti? Your belief system is being challenged and that which is contrary to what you think to be the truth conflicts with reality... face it.... I am a ramp agent, just like you, but we only view our "career" paths differently.

So Advises Jester.

The graffiti scenario reeks of management seeking to investigate possible company property defacement charges against a known union supporter. You could clear this whole thing up by privately sending me your book number.

If it matches... and is verifiable to the member, I will publicly apologize to you in this open forum.

In addition, I will send you three (3) Pit Cooked... Pulled Pork... BBQ Plates with all the sides directly from the Carolinas! These plates will be packaged and preserved by freezing and sent overnight delivery directly to your desert abode!

So offers a right to exist treaty...

BroBilly

P.S. I’ll even throw in some moon pies!