Is It Right Screwing Over The Airline Operations

[US1YFARE]

Give us a chance to take care of the deadwood here, this latest stroke of squireliness can help in that effort. There is not a judge, Transportation official, neighbor, or even 95% of the hard working employees here who condone what has occured.

95% of us care greatly about your continued patronage.

[post="233185"][/post]​

I would love to continue to use US and feel very badly for those that have worked hard to turn the airline around. If US thinks that they can survive, they need to make immediate changes, announcements, reassurances, etc to their customer base that this is a problem being addressed and what efforts are being taken to stop it in the future and what efforts are being taken to ensure the survival of the airline. After what happened, you would think that DM members, particularly the elites, would be getting email announcements on a daily basis to counter the media proclamations that the airline will soon be no more.

 

[deano]

Savy managers take the "real world" into account. They know human nature and how some people are likely to react when they're threatened. They know the differences in regions and cities' workforces, their motivations, weaknesses, and potential for undesired behaviour. They have a firm knowledge of labor psychology and they've read case studies on failing companies and their labor relations so they don't make the same mistakes over and over. They don't rely on the corporate equivilent of Hail Mary passes. They rely on honesty, openness, and fair dealings with the people they employ.

If they suspect if employees are stealing from the company, they put in security cameras. If they suspect false sick leave calls, they put private detectives on it to make a case for firing that employee.

Savy managers would have changed their business model 2 years ago when it was plain to the most casual observer that it was terminally broken.

Savy managers don't pay CEOs 7 million dollar severance bonuses for 2 years of doing NOTHING.

And finally, savy managers are good leaders, not just work schedule makers, then go home. Savy managers are there during the critical times to make sure the operation runs smoothly . . . . and that especially includes weekends, and holidays, and times of inclement weather.

[post="233196"][/post]​

N924PS is the perfect definition of "FUBAR"...for those that don't know what that means, see "Saving Private Ryan".

You can’t beat people into submission, respect is earned and when it's lost, it's lost and why this management team should have been removed long ago.

At this point it will take a true wizard to rectify the damage done by over paid buffoons who believe they are the infallible and final authority when in reality they are the root cause of U’s terminal disease.

Like a cancer patient the body has been overcome and the enemy within is taking over, the genetic mutation called management is winning as death approaches.

 

[usfliboi]

Did i say ? FIRE THEM !!!!!!!!!!!

 

[delldude]

Did i say ? FIRE THEM !!!!!!!!!!!

[post="233270"][/post]​

hey i got one sickday left,maybe for saturday??

 

[700UW]

Take Two aspirin and call me Monday Morning for your note.

 

[usfliboi]

and then both of youll be fired 🙂

 

[700UW]

and then both of youll be fired 🙂

[post="233307"][/post]​

Really? I don't think so.

I am off on a special assignment, so I doubt I will get fired cause I won't be there anyhow.

And you have no idea about anything, and unless you are suddenly a member of maintenance management in CLT or PIT, you can't do sqaut.

And I guess you don't know where Delldude works or his RDOs.

Now remove the hook from your lip.

 

[Light Years]

xoxo,

Get with putting out the correct information. Mainline is not qualified on the EMB-170.

[post="232023"][/post]​

Wrong. xoxo is correct.

Every mainline flight attendant, after going through this year's recurrent, will be qualified on the E170 aircraft. Similarly, every MAA F/A is requalified on every mainline aircraft upon recall to MAA before they even learn the 170. The Emergency manual now contains a 170 tab, and in general chapters the a/c is referred to (for example, it will say Exception: EMB170 and B767). The entire manual was rewritten to incorporate the type and is carried in it's entitety by all active F/As, mainline or MAA.

MidAtlantic Airways is smoke and mirrors. It is not an airline or a wholly-owned. The airline does not exist, just like Metrojet- no certificate. The 170 is just operated by US Airways using different labor contracts. It is a division.

The FAA doesn't care if US Airways paints the planes pink or what it chooses to write on the fuselage, or if it has a seperate division where they pay the crews with pretzels- it's still a US Airways plane operated by US Airways personnel.

US Airways Group owns three airlines- US Airways Inc, Piedmont Airlnes, and PSA Airlines. Each has thier own operating certificate. There is no company or air certificate for "MidAtlantic Airways", it's simply a division of US Airways Inc (the FAA refers to it as US Airways- Embraer Division), and the FAA requires the flight attendants to be qualified on all aircraft on the certificate within a certain amount of time. They have gotten around this with the A330 for a few years, but whether you are mainline or MAA you need to be qualified and current on all of US Airways Inc's aircraft.

Airlines are required to tell thier customers who they are really flying. If you are on Mesa, the boarding pass says US EXP- MESA and a small sign next to the door says "Operated by Mesa Airlines." The 170 has US Airways Express titles, and by the door it says MidAtlantic Airways- OPERATED BY US AIRWAYS. The boarding passes say US Airways, and on .com the flights show up as US Airways, not US Airways Express. The Express signage is for the employees only, to make the commuter contracts seem justified and confuse mainline employees who won't know any better when they start flying 100 seaters and such as 737s get parked. Seems like it's working.

US Airways is a regional airline with some long haul and international routes. The majority of the system is short haul flying done with 100 or so seat aircraft. The MAA division can now fly thier new, more customer-friendly family of a/c in the 72-100 seat range (dropping the third F/A by the way), with a 2000 mile range anywhere in the system, staffed by junior, professional mainline employees who chose to come back and do a fantastic job. And the company can shed as many active mainline planes, routes and people as it likes and replace them with MAA. And this was all agreed to, albeit with a gun to thier head, by the folks who were left at mainline, not thier junior counterparts who were left with the bad contracts. It's really amazing that people don't know the deal.

 

[TheLazarusman]

FUBAR,
........Hoping the Eagles tank in the playoffs.......

[post="233008"][/post]​

At least T.O. got tanked in Big D. Hey T.O., remember 10-24-00? We do!!! Enjoy your time on the bench; I hope it's cumfy.

The Lazarusman
FSA Lead
USAirways DFW
COWBOYS FAN TILL I DIE!!!

 

[Winglet]

Any employee who called in sick ove rthe holiday without a legitimate reason should be terminated, period.

[post="231680"][/post]​

Cheap, empty rhetoric. The devil's in the details. Do you propose that management sends company physicians out everytime an employee calls in sick to assess their fitness to work?? How would a physician prove a muscle strain or nausea? If not investigating each case, how is management going to separate the ligitimate sick call from the phony one? I know most American managements would like to run their businesses like 17th century English coal mines, but we have different laws now. Lakefield seems to have no trouble taking every advantage of the bankruptcy laws through serial bk's.

High sick rates, especially at a company who's near corporate death, are a symptom of a much deeper sickness. It's called the "the no faith in leadership" disease. Until the real sickness is treated, the symptoms will remain.

Like in the military, show me a lousy unit with poor performance and morale and I'll show you a unit commander that needs to be fired.

This must be the poster hanging up in the CCY executive suites:

 

[PITbull]

Light years,

If you got inforamtion on this some how, it was not shared with the union.

From my perch, there is no qualifying for the EMB170 on mainline. I don't care what em. manual book it is in.

 

[phl/yyz]

Light years,

If you got inforamtion on this some how, it was not shared with the union.

From my perch, there is no qualifying for the EMB170 on mainline. I don't care what em. manual book it is in.

[post="234574"][/post]​

you do the recurrent on the 170 you don't open the door but do thr home study...

 

[phl/yyz]

At least T.O. got tanked in Big D. Hey T.O., remember 10-24-00? We do!!! Enjoy your time on the bench; I hope it's cumfy.

The Lazarusman
FSA Lead
USAirways DFW
COWBOYS FAN TILL I DIE!!!

[post="234459"][/post]​

I like your postings...but you cross the line cya in JAX

 

[RATBOY]

They play their games,with the courts blessings, and we play our games, the only way we can. What other choice do we have.

 

[PSA1979]

you do the recurrent on the 170 you don't open the door but do thr home study...

[post="234578"][/post]​

I think you are all confusing recurrent with qualification training. In order to be qualified for a specific aircraft you must go to that a/c's training. Just because the info is in the emergency manual and you open the door in recurrent does not qualify you on the aircraft. Prior to going to A319/20/21 training, I went to recurrent and there was info on the test that dealt with these a/c specifically. I wasn't qualified, yet I still had to know specifics. Then I went to qualification training on these 3 a/c. Then and only then was I qualified on them. You don't have to be qualified to ride on the jumpseat, you just have to be on the seniority list!