TIME FOR CHANGE
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A lot of rumors in MIA about AFW
1000 AMTs needed there
Fact or fiction
1000 AMTs needed there
Fact or fiction
January will be a very bad month at American
- Thread starter Garfield1966
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markkus757
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from what I was told earlier today, it's going to be a really bad month for some AAers in PVD...
markkus757
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now that's its all over the web and the local news:
AA mainline will be leaving PVD 4/2/06 and replace the 3 ORD M80's with 3 ER4's...
AA mainline will be leaving PVD 4/2/06 and replace the 3 ORD M80's with 3 ER4's...
Well, that is bad news for those passengers who value First Class to ORD and is also bad news for the soon-to-be outsourced mainline employees in PVD, but that writing has been on the wall for quite a while now.
eolesen
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I guess that would explain DFW-PVD being cancelled - not quite as attractive on an RJ for 3+ hours. But I agree that PVD has been on the edge of the bubble for years, since it wasn't even one of the station protection cities in Article 42.
Other stations I'd be really concerned about include MEM, CMH, and OKC, since they could easily be replaced with RJ's to the hubs (similar to what's happened at all of the upstate NY airports, PIT, and now, PVD). Plus, they're operating fewer than seven mainline trips a day, and while they aren't affected by the 2555 departure rule in Article 1 as long as there's still a station protected employee on payroll, as soon as those employees retire or transfer, all bets are off.
Other stations I'd be really concerned about include MEM, CMH, and OKC, since they could easily be replaced with RJ's to the hubs (similar to what's happened at all of the upstate NY airports, PIT, and now, PVD). Plus, they're operating fewer than seven mainline trips a day, and while they aren't affected by the 2555 departure rule in Article 1 as long as there's still a station protected employee on payroll, as soon as those employees retire or transfer, all bets are off.
No but they have surely passed the the Scope language for regional carriers ASM's within the AA/twu contract. But the company has no worries as the twu has dropped this grievance once again due to the "don't rock the boat" clause. Afterall, more Eagle means more twu represented Eagle employees.
I believe that the only American Eagle employees that are in the TWU are in the hubs and big cities (BOS, LAX, and NYC) only. The line type cities are non-union.
That is interesting, I didn't believe that was possible under the RLA. Thanks for the info, I will have to look into that.
jimntx
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An announcement was made months ago that MEM was going all Eagle. Was that rescinded at some point?
To give you another example, at EAL they had three levels of stations: A-stations, B-stations, and C-stations. A stations were the largest stations like MIA, ATL, JFK, etc. and had ramp service (those who only dealt with baggage, freight, mail and loaded and unloaded the planes) and airline servicers (basically cabin cleaners only). These two classifications were covered by the IAM contract. The B stations were like FLL, DAB, RSW, TLH, etc. At these cities, the ramp not only loaded and unloaded the plane but also cleaned the cabin. The B stations were also covered by the IAM contract. C stations consisted of completely non-union personnel. The people there worked the ticket counter and gates, loaded and unloaded the planes and cleaned the cabin. When they worked the ramp, they wore basically the same uniform as a unionized ramper in an A or B station. The C stations consisted of the smallest stations (1 to 4 flights a day) like GNV (Gainesville, FL) or EYW (Key West).
eolesen
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Not much to look into -- the outstations for Eagle are cross-utilized station agents, so the same agent who issues tickets and check the bags can also chock the wheels and load the bags. It's way more efficient from a staffing model in an outstation, which is why almost every regional carrier operates that way.
As for the RLA, there's nothing in it which would prevents one job classification from doing a function in City X and another workgroup doing the same function in City Y, e.g. pushbacks at other carriers prior to 2001.
Actually I was first trying to question the 6% ASM cap that twu/AAers have in the contract regarding commuter flights. Eagle alone is over that mark and climbing with the PVD routes. If you add in AA Connection, they are way over the top. But the twu doesn't enforce this because more Eagle flights means more twu Eagle employees except for what has been pointed out here. To which I say the twu should file a NMB jurisdictional claim to those outstation Eagle employees as it is clear that the preponderance of their work is Eagle fleet service work. They won't, their master says NO.
Bagbelt
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The guys from PVD rolled into BOS ten years ago. They all had high seniority then. The last of the AA skycaps is gone I believe as well. They were PVD guys. With the new schedule Eagle is on its way to becoming the big sister in BOS. I heard we were going down to 34 mainline. The only other rumor is we may be pushed into the new billion dollar boondoggle with Delta in terminal A. They are desperately trying to get out of there or at least scale back. Terminal B is a fraction per square foot, but is getting ancient, I still work on the piedmont belt.
markkus757
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well, looks like HOU (Hobby) is sharing the same bad news as PVD did - becoming an all Eagle station 4/3/06...
