PIT is getting one track of 757s temporarily due to managements lack of staffing for the CLT hangar, 6 757s would end up being parked thru the summer as they keep taking the manpower from the 757s to work all the extra problems with the A330.
Maintenance Staffing Discussion
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justaumechanic
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Ok.. Do we really need to start a fight on here about PIT being overstaffed?
Lets be clear on something.. PIT is not overstaffed.. CLT may be understaffed but I can tell you PIT is far from overstaffed.
PIT is running 7 tracks of Mtc.
Currently we have 3 737 Q check tracks. 1 757 Mod track, 1 737 C check track, 1 Airbus C check track and 1 drop in track. On top of that PIT BASE covers the De-Ice Pad. No additional headcount was added to PIT Base for De-Ice pad operations.
Total Mechanic headcount to cover the 7 tracks 7 days a week is approx 530. This does not include the leads. Do the math.. Covering 7 days with two sets of days off we have 4 days with only 50% of that headcount at the hangars. So covering 4 days 3 shifts with 265 mechanics that averages 13 mechanics per track per shift. You call that overstaffed?? On the three days we are all present not counting vacation, sicktime, training etc you have approx 25 per aircraft per day. This would be in a perfect world and on any given day we are likely to only have 15 to 20 mechanics working on an aircraft. 15 mechanics three days working a heavy check.. And they wonder why it takes time to get anything done.
Staffing in the Sheetmetal shop, seat shop and composite shop are at an all time low totalling about 120 mechanics. This covers 7 day coverage in the seat shop, 5 coverage two shifts in the seat shop and 5 day coverage and 3 shifts in the composite shop..
Having been in Base Mtc for 17 years here in PIT I can tell you with all certainty we are not even close to being overstaffed. The only area we are overstaffed in is management.. This is not a dig its just a plain fact.. With the loss of approx 50% of the mechanic workforce we have seen Zero Loss on the management side of things. More work, More Leaders, Less Mechanics.
There is no good reason for CLT to keep blaming the mechanics in PIT for everything that goes on.. Keep the blame where it belongs, to the people that run the Maintenance side of things.. It is not like its a big secret when any aircraft comes due for Maintenance. Lack of planning, lack of support, lack of materials, lack of manpower but plenty of management to tell us we are not getting the job done..
Lets be clear on something.. PIT is not overstaffed.. CLT may be understaffed but I can tell you PIT is far from overstaffed.
PIT is running 7 tracks of Mtc.
Currently we have 3 737 Q check tracks. 1 757 Mod track, 1 737 C check track, 1 Airbus C check track and 1 drop in track. On top of that PIT BASE covers the De-Ice Pad. No additional headcount was added to PIT Base for De-Ice pad operations.
Total Mechanic headcount to cover the 7 tracks 7 days a week is approx 530. This does not include the leads. Do the math.. Covering 7 days with two sets of days off we have 4 days with only 50% of that headcount at the hangars. So covering 4 days 3 shifts with 265 mechanics that averages 13 mechanics per track per shift. You call that overstaffed?? On the three days we are all present not counting vacation, sicktime, training etc you have approx 25 per aircraft per day. This would be in a perfect world and on any given day we are likely to only have 15 to 20 mechanics working on an aircraft. 15 mechanics three days working a heavy check.. And they wonder why it takes time to get anything done.
Staffing in the Sheetmetal shop, seat shop and composite shop are at an all time low totalling about 120 mechanics. This covers 7 day coverage in the seat shop, 5 coverage two shifts in the seat shop and 5 day coverage and 3 shifts in the composite shop..
Having been in Base Mtc for 17 years here in PIT I can tell you with all certainty we are not even close to being overstaffed. The only area we are overstaffed in is management.. This is not a dig its just a plain fact.. With the loss of approx 50% of the mechanic workforce we have seen Zero Loss on the management side of things. More work, More Leaders, Less Mechanics.
There is no good reason for CLT to keep blaming the mechanics in PIT for everything that goes on.. Keep the blame where it belongs, to the people that run the Maintenance side of things.. It is not like its a big secret when any aircraft comes due for Maintenance. Lack of planning, lack of support, lack of materials, lack of manpower but plenty of management to tell us we are not getting the job done..
justaumechanic:
they brought people off the street to fill those jobs...ask frank or bill hayes.
they bid jobs for deicing in pit, heavy does not to deicing, it is a line function, only time heavy is used is when they exhaust the deicing crew and line then it goes to gse then heavy 😉
they brought people off the street to fill those jobs...ask frank or bill hayes.
they bid jobs for deicing in pit, heavy does not to deicing, it is a line function, only time heavy is used is when they exhaust the deicing crew and line then it goes to gse then heavy 😉
I just read 700UW's comments...and it's clear as Vodka that he put CLT Heavies problem with being under-staffed on managements door step.
CLT has 1 B757 in Bay 1 We have an A330-300 in Bay 3 ...and a B767-200ER in Bay 5
Almost any given night brings a "Drop-In 757 or A319/320 into Bay 2...or even a B737-300/400 into Bay 4. We are simply not staffed for 5 bays operating..and we are certainly not staffed for the 3 scheduled bays for the largest Acft in the fleet to be addressed properly.
This is not about CLT knocking PIT's pud into the dirt over getting anything...it is the purely about the fact that CLT has been slighted by management when it comes to manpower distribution.
I'll welcome anyone from PIT down to assist with the A330-300 we have...Saturday and Sunday nights on 3rd usually amounts to four mechanics and one utility person workig that bird....and a foreman being shared by all the bays. This is far from ideal..and certainly less than PIT has to deal with on a regular basis...I've been in both places within the last six months..and the differences are very very apparent to the objective eye.
CLT has 1 B757 in Bay 1 We have an A330-300 in Bay 3 ...and a B767-200ER in Bay 5
Almost any given night brings a "Drop-In 757 or A319/320 into Bay 2...or even a B737-300/400 into Bay 4. We are simply not staffed for 5 bays operating..and we are certainly not staffed for the 3 scheduled bays for the largest Acft in the fleet to be addressed properly.
This is not about CLT knocking PIT's pud into the dirt over getting anything...it is the purely about the fact that CLT has been slighted by management when it comes to manpower distribution.
I'll welcome anyone from PIT down to assist with the A330-300 we have...Saturday and Sunday nights on 3rd usually amounts to four mechanics and one utility person workig that bird....and a foreman being shared by all the bays. This is far from ideal..and certainly less than PIT has to deal with on a regular basis...I've been in both places within the last six months..and the differences are very very apparent to the objective eye.
justaumechanic
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Well I would love to agree with you on this but I cant.delldude said:
I work Base Mtc Hangar 5. All three shifts are De-Ice Qualified. We run the E Pad or Echo pad. Line did bring people back from Lay Off to operate the C pad or Charlie pad.
I dont need to ask Bill or Frank. I see it everyday. Base Runs the Echo pad. This is the first time this has been done in PIT.
You are right, Line ran both pads until this year.
And when I say everyone in Base it qualified I mean everyone. All the mechanics in Hangar 5 are qualified, all of the leads and all of the Supervisors. All Leads and Supervisors are Ice House Qualified to.
As for the 757's. They are now averaging 4 1/2 to 5 shifts to complete the Mod.
robbedagain
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what is the difference between a B-767-200ER and the -300ER? does the fuel tank make the difference?
repeet
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Your right!
Having just finished a four month tour in PIT, I can say from first hand experience that the mice, I mean mechanics in PIT don't even try to exert any control over what happens to them.
If the PIT Grievence Committee were to come south and experience the typical day of a CLT Committeeman, they would high tail it back north like a scalded dog.
But we do agree on the bottom line:
Therefore, let us be one in resolve:
JUSTAUMECHANIC:i wasn't aware they were doing the deicing in this manner.i must raise some questions as to how they are doing this IAW the contract?this seems to be against the scope.....after all the contract i beleive says line-gse-then base,right?if they can't fill at line AFTER calling OT they go to gse,then base i believe..so we're screwing the line boys out of ot.justaumechanic said:
justaumechanic
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To be honest the Contract is not very specific as to who does the De-Icing.
In the Past in PIT it was always a Line Function.. Like I said as of this year one pad is controlled by the line the other by Base Mtc Hangar 5.
I can tell you how the Base Mtc Pad is working this year. If the pad is activated and we are busy in the hangar they will call OT for the next shift. Go figure this out. But that is how they are doing it. If they can lose the manpower without causing any significant problem in the hangar they will go without OT.
As for the line they have a dedicated crew working the other pad. I do not believe that OT is an issue out there. For the first time since I have been in PIT when the Line Crew has no work they farm them into BASE Mtc.. That I can tell you for a fact I have never ever seen before.. Usually its the other way around. When the line is hurting they far Base Mtc out.
As for the other comment on how the Union runs things in PIT.. Lets not talk about it.. Everyone is pretty much beaten down by what has been going on. Its painful. Franks to busy doing "Other" things. His famous comment on every issue "They can do that".. Its posted all over the base.. He's a puppet to the company.
In the Past in PIT it was always a Line Function.. Like I said as of this year one pad is controlled by the line the other by Base Mtc Hangar 5.
I can tell you how the Base Mtc Pad is working this year. If the pad is activated and we are busy in the hangar they will call OT for the next shift. Go figure this out. But that is how they are doing it. If they can lose the manpower without causing any significant problem in the hangar they will go without OT.
As for the line they have a dedicated crew working the other pad. I do not believe that OT is an issue out there. For the first time since I have been in PIT when the Line Crew has no work they farm them into BASE Mtc.. That I can tell you for a fact I have never ever seen before.. Usually its the other way around. When the line is hurting they far Base Mtc out.
As for the other comment on how the Union runs things in PIT.. Lets not talk about it.. Everyone is pretty much beaten down by what has been going on. Its painful. Franks to busy doing "Other" things. His famous comment on every issue "They can do that".. Its posted all over the base.. He's a puppet to the company.
how many years now has 491 been handling the deicing in PIT?this sounds like a real juicy 'past practice' grievance to me.justaumechanic said:
hell,i hope monty hall hasn't popped his ugly head here in PIT.
