I departed PHX not long after the AA became a separate entity working a couple of gates on their own. However, prior to the separation, I found most of them to be decent guys and helpful. I don't think they were comfortable in the way LUS PHX ran the operation with bat-crap crazy Managers ordering people around, as they were accustom to the CC's running the show. I did observe their operation on N3 (Terminal 3, North 3) as LUS shared gates nearby, and it was a surprise not to see CC's bothering to show-up on in-bound flights. I also ran some bags from their gates, as that was not assigned to LAA TWU, but only to LUS IAM, so I had a pretty good feel of the set-up.
The difference between the Leads vs. CC's on the line in PHX were a complete dichotomy. Typically, two-man crew plus the Lead on the in-bound vs. three-crew, no CC to assist. Lead sets-up gate equipment for in-bound vs. CC nowhere to be found. Lead responsible for supplying headsets, wands, and bypass pin vs. not the CC's problem. Lead returns gate valets to jet bridge vs. CC waits inside. Lead hook-up air, power, and water vs. CC pulls-up DRCP. Lead pushes-out plane vs. CC closes-out flight and goes inside.
I recall seeing more than a few LUS leads behaving like LAA CC's (before the merger), and being terminated too. There was one lead given repeated warnings and write-ups, and finally, terminated. He would call the local union weekly begging to get his job back, complaining the only job he could find was a telemarketing job paying $10/hour without benefits. That's how LUS Management rolled, but I will admit, as cltrat mentioned previously, there are differences between stations, and I think much has to do with the old US East operations vs. the old AW West operations.
