TUL mechs

[La Li Lu Le Lo]

Except we will be doing almost double the amount of 737 work in 2015 vs 2014.

I hope so.

 

[bigjets]

Has anybody heard anything about TAESL? It looks like all of AFW want to transfer to DFW

 

[Deleted member 14439]

Has anybody heard anything about TAESL? It looks like all of AFW want to transfer to DFW

its been that way for awhile. I know many guys there just want to be back working on airplanes.

 

[Bob Owens]

for the most part I agree Bob. 
 
but your talking about something that will never happen. 
 
 
maybe if we can get all the AMTs in the US in the AMFA............. 

So are you. 
 
If you read AMFAs Constitution they are almost "Anti -organizing". They rely solely on grassroots organizing and its structured to prevent effective leadership by requiring that pretty much every single movement be approved by the membership first. The theory is that the entire membership maintains a huge amount of interest in every thing the Union does and wishes to engage in micromanaging the Union. The reality is that you end up with factions where the losing side has the ability to stifle the winning side from actually leading by showing up at meetings because the majority still sit it all out. 
 
I feel that the membership should choose the leaders, demand accountability and transparency with the ability to strategize, but allow the leaders to run the business of running the Union (so that may delay full transparency at times and allow the elected leaders to appoint people in the lower positions to get things done but recall keeps accountability in place at all times).
 
Lets face it, more often than not self interest plays a part in how Union leaders lead. People are human and humans are flawed, thats why structure is more important than personality over the long haul. We discussed how within the TWU we have a broken structure that everyone admits is broken but nobody wants to make changes if it effects the structure that provides them a position in that Union. AMFA is not immune from that. How much cash has AMFA infused into the organizing drive at AA? The TWU, IIRC spent well over $1 million trying to organize the Delta Flight Attendants. 
 
The Mechanics at AA contribute roughly $7 million a year in dues to the TWU, it would be the same with AMFA, with such a huge amount of cash at stake one would think that AMFA would be dumping millions into a drive if they really wanted the mechanics at AA. If they had AA they would have the money to fund aggressive organizing of the rest of the industry but their Constitution pretty much discourages that type of organizing.
 
Who's is running AMFA? Mechanics at SWA. If AA were to go into AMFA who would be the majority? AA. So right now the mechanics at SWA run AMFA as they see fit. If AA came in all that would change, and do the mechanics at SWA want to see change? Right now they are at the Top, even if the Top is no longer in real terms what it was 20 years ago people tend to ignore Macro effects and focus only on the Micro. 
 
If AMFA truly wanted to organize the entire industry then they would be telling their mechanics at SWA, who are paid the highest of any passenger airline, by a wide margin that they need to change their Constitution and attach a $75/month surcharge on the dues to fund organizing, or set aside at least $1million in cash per year for organizing, 30% after they get one of the major carriers and after total revenue increases above $10 million , then start reducing it after they get 50% of the profession. They would explain that the reason why they need to organize has a direct impact on why they can't negotiate higher wages with SWA, its because everyone else in the Industry is so far behind that SWA management would rather go into a PEB than give them more raises. In a PEB all workers at SWA would lose. Thats why nobody will really push their delayed contracts all that hard or ask for a release at SWA.
 
By agreeing to what they agreed to the IAM screwed everybody in the industry, UAL, and SWA were both in negotiations and if either end up in a PEB what the IAM agreed to will impact what the PEB recommends however if the IAM had gone into a PEB then what UAL(IBT), DAL(nonunion) and SWA(AMFA) were demanding and had would have influenced what the PEB recommended for US/IAM. The IAM undercut what UAL and SWA already had and it damaged both of those Unions in negotiations. So it damaged all of us, an injury to one is an injury to all. 

 

[Bob Owens]

LEAN Manufacturing even though we manufacture very little.. Removing perfectly good work benches and building modular units that are all alike. Buying very expensive Vidmar cabinets and filling them with "Shop Supplied Tools" and telling the workers to take their personal boxes home that are full of the same tools they are buying..

I don't believe the Hangar Techs are taking theirs out yet as I am speaking about back shops.
The managers are all for it especially if it makes them look good to upper management.

Heard the other day they are buying tool Vending Machines where we will check out items like torque wrenches, drill bits, etc. and these are $80k+..Less Material Specialists??

I am for anything that will make us more efficient and keep people working but I for one will be less efficient working from some generic tool box!

Making you more efficient means they can do with less workers. Not saying we should be against efficiency but we should see improvements as a result when we agree to them. We should share in the gain. We improved efficiency under Little/Videtich's PLI, JLT etc etc to at least $500 million and we got ZERO for it, instead the company demanded a zero cost contract, when they could not get that they went into BK and took 20%. 

 

[737823]

So are you. 
 
If you read AMFAs Constitution they are almost "Anti -organizing". They rely solely on grassroots organizing and its structured to prevent effective leadership by requiring that pretty much every single movement be approved by the membership first. The theory is that the entire membership maintains a huge amount of interest in every thing the Union does and wishes to engage in micromanaging the Union. The reality is that you end up with factions where the losing side has the ability to stifle the winning side from actually leading by showing up at meetings because the majority still sit it all out. 
 
I feel that the membership should choose the leaders, demand accountability and transparency with the ability to strategize, but allow the leaders to run the business of running the Union (so that may delay full transparency at times and allow the elected leaders to appoint people in the lower positions to get things done but recall keeps accountability in place at all times).
 
Lets face it, more often than not self interest plays a part in how Union leaders lead. People are human and humans are flawed, thats why structure is more important than personality over the long haul. We discussed how within the TWU we have a broken structure that everyone admits is broken but nobody wants to make changes if it effects the structure that provides them a position in that Union. AMFA is not immune from that. How much cash has AMFA infused into the organizing drive at AA? The TWU, IIRC spent well over $1 million trying to organize the Delta Flight Attendants. 
 
The Mechanics at AA contribute roughly $7 million a year in dues to the TWU, it would be the same with AMFA, with such a huge amount of cash at stake one would think that AMFA would be dumping millions into a drive if they really wanted the mechanics at AA. If they had AA they would have the money to fund aggressive organizing of the rest of the industry but their Constitution pretty much discourages that type of organizing.
 
Who's is running AMFA? Mechanics at SWA. If AA were to go into AMFA who would be the majority? AA. So right now the mechanics at SWA run AMFA as they see fit. If AA came in all that would change, and do the mechanics at SWA want to see change? Right now they are at the Top, even if the Top is no longer in real terms what it was 20 years ago people tend to ignore Macro effects and focus only on the Micro. 
 
If AMFA truly wanted to organize the entire industry then they would be telling their mechanics at SWA, who are paid the highest of any passenger airline, by a wide margin that they need to change their Constitution and attach a $75/month surcharge on the dues to fund organizing, or set aside at least $1million in cash per year for organizing, 30% after they get one of the major carriers and after total revenue increases above $10 million , then start reducing it after they get 50% of the profession. They would explain that the reason why they need to organize has a direct impact on why they can't negotiate higher wages with SWA, its because everyone else in the Industry is so far behind that SWA management would rather go into a PEB than give them more raises. In a PEB all workers at SWA would lose. Thats why nobody will really push their delayed contracts all that hard or ask for a release at SWA.
 
By agreeing to what they agreed to the IAM screwed everybody in the industry, UAL, and SWA were both in negotiations and if either end up in a PEB what the IAM agreed to will impact what the PEB recommends however if the IAM had gone into a PEB then what UAL(IBT), DAL(nonunion) and SWA(AMFA) were demanding and had would have influenced what the PEB recommended for US/IAM. The IAM undercut what UAL and SWA already had and it damaged both of those Unions in negotiations. So it damaged all of us, an injury to one is an injury to all.

The IAM has been working for years to lower the bar for all workers across industries-not just in the airlines.

Josh

 

[AMFAinMIAMI]

The IAM has been working for years to lower the bar for all workers across industries-not just in the airlines.

Josh

 
Josh
 
That is not a true statement, They have done a good job for the IAM at Boeing. 
 
And do I need to remind you about AA AMT threads, post as you wish on all the other threads and specially just to piss off your Pal 700UW.
 
We really don't need to be fighting amoung ourselves to rid AA from the TWU. Tulsa mechanics are just not up to speed like the line guys are
but they are not the problem. Its the leaders in tulsa from the TWU who lie to these guys and propergate the BS about AMFA.

 

[OldGuy@AA]

Has anybody heard anything about TAESL? It looks like all of AFW want to transfer to DFW

The word is that AA is considering moving the operation to Tulsa.  Honestly this would make sense so the chances of it happening are slim.

 

[Real tired]

Just so I'm up on all things 'merican, we were talking about this the other day and I had no answers,
 
What is the difference between TAESL, Tulsa, DFW and AFW?  What types of work is done at each (station?)?

 

[FWAAA]

TAESL is a joint venture of AA and Rolls-Royce that performs engine maintenance and is located at AFW.

AFW is the now-closed and shut-down heavy maintenance facility that previously maintained AA's 777s before they were outsourced to HAECO in HKG. Now, TAESL is the only AA operation at that airport.

Tulsa is the long-time home of AA's main heavy maintenance facility, TULE, where AA overhauls just about everything except the 777s, including airframes and engines.

DFW is the home of the newest AA maintenace facility - DWH. Dunno exactly what is performed there.

 

[Deleted member 14439]

TAESL is a joint venture of AA and Rolls-Royce that performs engine maintenance and is located at AFW.AFW is the now-closed and shut-down heavy maintenance facility that previously maintained AA's 777s before they were outsourced to HAECO in HKG. Now, TAESL is the only AA operation at that airport.Tulsa is the long-time home of AA's main heavy maintenance facility, TULE, where AA overhauls just about everything except the 777s, including airframes and engines.DFW is the home of the newest AA maintenace facility - DWH. Dunno exactly what is performed there.

DWH does 777-300, Airbus and soon 787 acceptance checks. Some mod and special visit work. B checks on 777-300 and whatever junk dfw sends over.

 

[xUT]

The word is that AA is considering moving the operation to Tulsa.  Honestly this would make sense so the chances of it happening are slim.

I doubt it.
Building a test cell costs millions and leaving the property is subject to EPA scrutiny.
Some things are portable, a test cell is not.
JMHO, if they get rid of TASEL, it will more than likely be sold and AA engine repair/overhaul will be outsourced to RR or or one of their affiliates.
 
Good Luck Guys N' Gals!
B) xUT

 

[DNTULSA]

Is it true that TASEL only overhauls RB-211's?

 

[AA Tulsa Mechanic]

Is it true that TASEL only overhauls RB-211's?

No

 

[Real tired]

TAESL is a joint venture of AA and Rolls-Royce that performs engine maintenance and is located at AFW.

AFW is the now-closed and shut-down heavy maintenance facility that previously maintained AA's 777s before they were outsourced to HAECO in HKG. Now, TAESL is the only AA operation at that airport.

Tulsa is the long-time home of AA's main heavy maintenance facility, TULE, where AA overhauls just about everything except the 777s, including airframes and engines.

DFW is the home of the newest AA maintenace facility - DWH. Dunno exactly what is performed there.

Thanks for the reply.  Now I know.