Industry Standard Wages

[TWU informer]

Check this TWU MasterPiece Out
http://www.amfa-aa.com/images/organizer/2003_Revote.jpeg

 

[Overspeed]

Who are the TWU mechanic? Do they now belong to the Union? Work for the Union?

You know I really have no time to argue with those that will never change their minds.

I have an AMFA website to keep up, contributions to take care of and spend, signed cards to get sent in, open minded TWU members that are ready to leave the TWU to speak with.

In other words, you are waste of valuable time that needs to be spent getting rid of the problem.

It's a closed shop. They are TWU represented mechanics.

And open minded people are the best kind of people. When presented the facts as they are and not as they are distorted, they will make a good decision. To stay with the TWU and be an active part of the TWU/IBT alliance. At UA after getting their jobs represented away by AMFA they woke up and left. The IBT got them an improved CBA and now they are just behind WN. (Hey if we had voted in the July 2010 TA we would be just ahead of them.)

Maybe if the TWU had been the manipulative dictatorship you say they are they would have squelched the Local Presidents who recommended a no vote and ramrodded the July 2010 TA through. Instead, well you know the story. Some guys in video making bold statements about the future if we keep voting no and stamping TAs with "Vote No" on them. When will they be held accountable? Oh that's right, it's the Int'l who didn't do a good job.

 

[Overspeed]

Same with other Unions at other Airlines. You just cannot see the problem (dirt) on your own porch becuase you are too busy with the dirt on everyone else's porch.

Not the same. The scope language protected the jobs exactly as it stated. Outsourcing even with MCI closing remained at 10% of total maintenance spend. The TWU CBA language worked. No work was outsourced

The UA and AS language was in force AMFA did not enforce it. UA and AS DID outsource the work in clear violation of the existing CBA.

All this spinning Dave is making you so dizzy you can't face the facts. AMFA is not the savior.

 

[Overspeed]

Check this TWU MasterPiece Out
http://www.amfa-aa.c...003_Revote.jpeg

Classic bait a switch. I love it.

Squirrel!

 

[Overspeed]

And what has happend at AA with the TWU? Again check the dirt on your own porch.

UAL at SFO is still there to this day.

Better yet, start distributing this garbage and help us get some cards signed.

Not IND or OAK. And SFO is there but how many planes are in HC? What's that Dave? That's right, none.

 

[Overspeed]

And what has happend at AA with the TWU? Again check the dirt on your own porch.

UAL at SFO is still there to this day.

Better yet, start distributing this garbage and help us get some cards signed.

I would be glad to compare what has happened to AA with the TWU. No airframe or engine overhaul work outsourced beyond the existing practice of 10% of total maintenance spend as it was before 2000. Retiree medical stayed intact, pension remained in force, and no jobs were shipped to Korea, China, or El Salvador like at every AMFA represented airline.

 

[TWU informer]

Keep telling LIES against AMFA

Mechanics for United Airlines Reject Proposal on Concessions
By MICHELINE MAYNARD
Published: November 29, 2002
United Airlines' mechanics rejected a proposed package of wage and benefit concessions early yesterday morning, forcing the two sides back to the bargaining table as the world's second-largest airline struggles to avert bankruptcy.
The rejection comes as United is facing a critical Monday deadline for making a $375 million payment on debt backed by aircraft, and just as the busy holiday travel season gets under way. United officials said yesterday that they would decide on Monday whether to make the payment, or take advantage of a 10-day grace period.
Only hours after the results were disclosed about 1 a.m. yesterday, the airline resumed discussions with leaders of the International Association of Machinists, which represents United mechanics. Officials said they would try to negotiate a new package of concessions that union members could accept. No date was set for another vote.
The vote, which surprised even the union's leadership, will hamper the airline's frenzied efforts to pull together the pieces of a reorganization plan in order to win $1.8 billion in federal loan guarantees and avoid a bankruptcy filing.

04/15/2003 - Updated 03:01 AM ET

Near Indianapolis Airport, a once-bustling United Airlines facility soon will be a 1.7 million-square-foot white elephant.
The Indianapolis Maintenance Center was the crown jewel of United Airlines' respected maintenance program: a 24-hour, state-of-the-art facility for complex "heavy" maintenance on single-aisle Boeing and Airbus jets. In its heyday in the late '90s, the center employed almost 3,000 people. It was a source of civic pride for Indianapolis, which outbid nearly 100 cities to get the 7,500 high-paying jobs that United promised would be there by 2004. Indianapolis and Indiana shouldered most of the $540 million project cost.
United's maintenance centers

United maintains its aircraft in three major facilities around the USA. Under a tentative agreement with the mechanics union, centers in Indianapolis and Oakland could be closed.
San Francisco
United's largest maintenance center at San Francisco International Airport has:
129 acres of land
3 million square feet of floor space
12 aircraft hangar docks
3,610 employees{1}
Indianapolis
United's Indianapolis Maintenance Center has:
300 acres
1.7 million square feet
12 hangar docks
3,000 employees{1}
Oakland
United's maintenance center at the Oakland airport has:
44 acres
380,000 square feet
4 hangar docks
684 employees{1}
1 — as of Dec. 31; Source: UAL 10-K report for 2002 to Securities and Exchange Commission



Now, with United parent UAL in bankruptcy court and the nation at war, city and state officials in Indianapolis are learning how high a price communities can pay when big companies they woo run aground.
United has announced it is closing the center for a few months to cut costs, but the closure could well be permanent.
In a bid to slash maintenance costs, United has negotiated labor contract changes with its mechanics union that would let the airline contract out all heavy maintenance work and shut the Indianapolis and Oakland centers where United mechanics perform that work. The agreement would require only United's San Francisco maintenance base to remain open.
Members of the International Association of Machinists (IAM) will vote on the controversial changes April 29. If they vote no, United's lawyers will ask a bankruptcy judge for his blessing to break the old IAM contract.
So Indianapolis, along with Chicago, Denver and many other communities where United has facilities and owes money, is now a creditor in bankruptcy court. Indianapolis claims it is owed as much as $100 million for United's failure to create the 7,500 jobs agreed to as a condition for the investment.
"Ten years ago, no one questioned United Airlines," says Melina Maniatis Kennedy, Indianapolis' economic development director. "Any city would have vied for 7,500 jobs."
Opened in 1994, the center was Indiana's "most significant economic development project of the '90s," recalls Mark Moore, the state's chairman of transportation finance. "Our expectation was that this was a good investment."
So it seemed then. "It was a state-of-the-art facility for the whole industry," says United spokesman Joe Hopkins. "It was well lit, spacious, clean. When this was designed, we sent a team around to other large plants, like Saturn, to learn best practices. It was a showplace."
Government assistance helped United in two ways. Indianapolis and Indiana sold bonds to finance about 60% of the project. But United also was never charged real estate taxes on the property, which is airport land. At one time, the company lauded the Indianapolis center as a model of productivity and economic efficiency compared with its other maintenance centers in San Francisco and Oakland. Annual ground rent to the airport authority runs about $697,000, a fraction of the company's cost in California.
United's rent payments are current, but local officials seem more concerned about idling thousands of highly skilled mechanics amid the recession, perhaps permanently.
"The real impact for us is the loss of jobs," Kennedy says.
Only a few hundred workers and a couple of Boeing 737s remain. By early May, the center will close. United had told workers they were being placed on unpaid leave because of the war. But after the International Association of Machinists sought a court injunction, the airline agreed to pay mechanics a severance and consider transfers to another United facility.
Officials haven't written off United Airlines. City and state leaders have been aggressively pressing Indianapolis' case with United executives. One hope is that if United launches a low-fare airline as it has proposed, it will maintain those jets in Indianapolis. Officials say the $100 million claim is negotiable.
"United has not been forthcoming, which is very frustrating," Kennedy says. "It's difficult to believe they are making decisions based on hard data. We're kind of scratching our heads."
Indianapolis Mayor Bart Peterson has appointed a committee to court other tenants for the mammoth complex in case the airline leaves for good. But if what was once the world's biggest airline cannot fill it up, it's not clear what could right now.
"We're incredibly disappointed in their decision to close the facility," Moore says. "At some point, we will be in a position to re-let it

 

[High Speed Steel]

Here he goes again. The "proof is in the pudding" don't you remember the famous Delle quote reguarding his AMFA constitution Informer?​

Oh, I forgot. Informer stood in the lobby and held hands with his fellow AMFA supporters and organizers as Delle tried to sell the farm and steal away the membership of the TWU some years back. The "paper tiger" and his foolishness... :blink:​

 

[TWU informer]

Timeline of United Airlines' bankruptcy

Noteworthy dates in United Airlines' bankruptcy restructuring:

Dec. 9, 2002 — UAL's United Airlines files for Chapter 11 federal bankruptcy protection in Chicago. It remains the largest bankruptcy filing by an airline and was at the time the sixth-biggest by any U.S. company.

Feb. 13, 2003 — United says it intends to shift 30% of its U.S. capacity to a new low-cost carrier to compete with Southwest Airlines and other discount carriers.

April 21, 2003 — United starts charging for meals on flights.

May 1, 2003 — New labor contracts go into effect reducing labor costs by $2.56 billion annually for six years.

Feb. 12, 2004 — United launches its new Denver-based discount carrier, Ted.

June 28, 2004 — United loses third and final try for a government loan guarantee, forcing it to seek new financing.

Aug. 19, 2004 — United says in a bankruptcy filing that it likely will terminate and replace its employee pension plans.

Oct. 6, 2004 — United cuts domestic flight capacity by 12% and increases international capacity 14% amid intensifying discount-carrier competition in U.S. and more lucrative routes internationally.

Nov. 4, 2004 — CEO Glenn Tilton says record-high fuel costs mean United has no choice but to eliminate pensions and cut wages further to gain an additional $2 billion in reductions.

May 10, 2005 — Bankruptcy Judge Eugene Wedoff approves United's plan to terminate employee pensions, clearing the way for the largest corporate-pension default in American history.

July 21, 2005 — United completes second round of negotiated labor cuts in bankruptcy, adding another $700 million in annual labor savings.

Sept. 7, 2005 — United files reorganization plan outlining its intentions for repaying its debts and wiping out its stock. Forecasts nearly $1 billion operating profit in 2006 but based on oil prices falling to $50 a barrel.

Oct. 6, 2005 — United signs off on a $3 billion loan from JPMorgan Chase & Co. and Citigroup Inc. enabling it to exit bankruptcy.

Dec. 30, 2005 — United announces majority of creditors have voted for its reorganization plan.

Jan. 20, 2006 — Reorganization plan approved by bankruptcy court.

Feb. 1, 2006 — United emerging from bankruptcy after three years, 51 days.

 

[Flying low]

Yes it is.....last day was Monday!

I will certainly miss all my friends at AA.....WE had some good times over 22 years!

Goodby, good luck in the next step of your life, don't be a stranger

 

[Mr Red]

Here he goes again. The "proof is in the pudding" don't you remember the famous Delle quote reguarding his AMFA constitution Informer?​

Oh, I forgot. Informer stood in the lobby and held hands with his fellow AMFA supporters and organizers as Delle tried to sell the farm and steal away the membership of the TWU some years back. The "paper tiger" and his foolishness... :blink:​

Out of the 22 yrs at AA the only decent contract, was when AMFA was knocken at the door.
Time for a change,long overdue !! GO AMFA !

 

[TWU informer]

A refresher for you on AMFA at UAL. "AMFA, yeah they did that?"


During AMFA’s time representing UAL mechanics (2003 – 2007) over 3,000 jobs were lost.

AMFA agreed not only to the foreign outsourcing of heavy maintenance on 747s and 777s (AMECO – China), but also narrow body aircraft within the US (AAR – Indianapolis). Permitted UAL to contract out computer tech work, utility work, and all fueling work. PW2000/4000 piece part work was farmed out because AMFA didn’t put up a fight.

Due to poorly defended contract language, UAL was able to further expand outsourcing to include C Checks. As a result, C Check work went to Korea.

AMFA permitted UAL to institute “blending” under which uncertified mechanics were brought in off the streets to do aviation maintenance work while thousands of UAL mechanics were on furlough.

When UAL announced its intention to sell the huge 3,000 mechanic and related SFO maintenance base, AMFA never even took a position against it. AMFA also took little action to fight the effort. Here is what it did:

1. Had several meetings with UAL officials, but said they were confidential and did not share information with the membership
2. Was given a large sum of money by UAL in order to pay for an “independent” consultant to analyze the sale of the base
3. Attended the Teamster rally at San Francisco City Hall and insulted the Mayor carrying signs that had nothing to do with fighting the sale of the base, but raised a scandal the Mayor had been involved in earlier

During AMFA’s tenure at UAL all airframe overhaul was farmed out resulting in over 4,000 jobs lost.

Teamsters win vote to represent United Airlines mechanics


April 01, 2008

Vowing tougher bargaining with United Airlines, Teamsters union officials and supporters Monday hailed their heated election victory in winning over United's mechanics from the Aircraft Mechanics Fraternal Association.
The Teamsters garnered 4,113 votes compared with 2,631 for AMFA out of 8,631 eligible workers, according to the National Mediation Board. Only about 5,000 mechanics are still on the job, according to United Airlines officials.

In 2008, AMFA has 5000 Mechanics still on the job at UAL when the Teamsters were certified. Ual also goin through a BK Court.

After AA RIF's, Increased Outsourcing, and the change in ASM restriction.
TWU at AA will also be at or below 5000 mechanics.

Like I said, try checking the dirt on your own porch before attacking the dirt at some other carrier.

Craft Unionism is Superior to Industrial Unionism.......period!

 

[FWAAA]

At 12/31/11, UA had 4,777 technicians and related and CO had 3,739 (including 113 at CO Micronesia) for a total of 8,516 IBT-represented mechanics and related. In addition, UA and CO had 863 stock clerks represented by the IAM. Mainline fleet was 701 planes plus another 555 regional planes. 2011 revenue was $37 billion, 54% greater than AMR's total revenue.

 

[TWU informer]

At 12/31/11, UA had 4,777 technicians and related and CO had 3,739 (including 113 at CO Micronesia) for a total of 8,516 IBT-represented mechanics and related. In addition, UA and CO had 863 stock clerks represented by the IAM. Mainline fleet was 701 planes plus another 555 regional planes. 2011 revenue was $37 billion, 54% greater than AMR's total revenue.

Yes and AA is headed into those same numbers as far as headcount.

However, we are not being offered the supporting Pay/Benefit Package compared to our peers.

Thus topic discussion that is suppose to be about Industry Standard in Wages.
But the sympathetic TWU Fear Mongers are running over the thread.

 

[FWAAA]

Yes and AA is headed into those same numbers as far as headcount.

However, we are not being offered the supporting Pay/Benefit Package compared to our peers.

No Sh!t. AA is in bankruptcy. Airline employees are never offered pay increases when their employers file Ch 11. Bankruptcy means decreased pay and benefits, not more.

Thus topic discussion that is suppose to be about Industry Standard in Wages.
But the sympathetic TWU Fear Mongers are running over the thread.

The worthless union and company management have failed you for decades. Once you guys replace the worthless union, you guys should demand that your new negotiators offer the company the Southwest AMFA contract, verbatim.