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Checking it Out said:
S-C-A-B !
Ok, Let's Say Nw Goes On Strike..
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S-C-A-B !
TWU informer
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Checking it Out said:
One other thing CIO,
When the work was being outsourced and members were laid-off - AMFA DESTRUCTION
When the mechanics strike to protect from RIF of 50% more workers - AMFA DESTRCUTION
First you claim AMFA was wrong and wouldn't support cleaners and custodians. Now, the mechanics strike to protect these workers from lay-off, and you complain about that also.
In your mind there is no correct action except good o'le TWU capitualion to company demands.
With your union philosophy there is no need to pay union dues or have a union at all, in fact, it is your "union" philosophy that will destroy organized labor as a whole, not those that take against corporate bullies!
I take the back, you're actually lower than a S-C-A-B !
Wretched Wrench
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Checking it Out said:
No matter how YOU spin it, the problems in our industry are the result of supply and demand and corporate greed. An ancillary factor is the willingness of airlines to use untrained, unskilled, unlicensed, non-anglophone and even illiterate mechanics.
TWU informer said:
Seems the amfa is in the lead.....
Who needs concessions when you can just let the company farm out the work, layoff half the work force and then give the company enough time to find replacement workers and then finally just go ahead and fire yourselves. Just think, now you don't get any severence pay or unemployment benefits. Talk about a race to the bottom....ER,uh
I guess the amfa has been told to go screw themselves so many times that they finally decided to go ahead and just do it.
----------------------------------------------------------------Strake said:
Who needs concessions when you can legally farm out 49.99% of the work v. the NWA threshold of 38%?
Who needs concessions when the TWU has to "explain" that a joint venture between AA and Rolls Royce, called TAESL, is not actually outsourced work because Rolls Royce "allows" AA/TWU workers to staff the place but can change that if RR decides to exercise their option to buy out AA with a guarantee on X years of service on AA engines at a preset price?
Who needs concessions when you take jobs formerly staffed by A&Ps and fill them with rampers?
Who needs concessions when you create a permanent "B" scale called the OSM?
Who needs concessions when you encourage the use of the dead and terminated to prevent a vote on which Union the M&R want to represent them?
Who needs concessions when your Union successfully argues in Federal Court that the only Contract they are ever legally bound to submit for a vote is the ORIGINAL AGREEMENT?
Who needs concessions when the answer to all of the above is the TWU?
WorldTraveler
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back to the original question:
it doesn't sound like NW is losing many, if any current passengers to other airlines, including AA.
it doesn't sound like NW is losing many, if any current passengers to other airlines, including AA.
eolesen
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WorldTraveler said:
That's because they're still operating over 80% of their schedule. But, it's Saturday, and it's not too hard to keep together a schedule on a day where you've got lighter loads.
Tomorrow and Monday will be the real test.
local 12 proud
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wait until all the deferred Maintenance Items start piling up. your not going to see a major impact to operations over night, but NWA has already reported "Maint. Delays"!
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Checking it Out said:
CIO and Imagolfer (or is that Gofer? ) are like two sides of the same coin. One espouses anti union drivel, and the other does the same though is too dumb to realize it.
We can compare the socioeconomic siuation in this country today to the late 1800s to early to mid 1900s. Since the end of the Civil war, our government has no longer been a government of the People, by the People and for the People. Rather it has beome a government of, by and for the banks and corporations. Most elected representatives have become merely corporate henchmen who do the bidding of their masters. This is evident by the countless strikes in the past that were broken after some judge's injunction was ignored. The state militia, the police and federal troops worked side by side with the Pinkertons on behalf of the corporations. Today the mere theat of an injunction is enough to scare our mighty slogan unionist leaders back into the holes they crawled out of.
Why is that? Because it was set up that way by the ruling corporate elite. In 1884 the workers of the Pullman Car Works went on strike due to poor working conditions and wage cuts. While not affiliated with Eugene Debs and his American Railway Union, Pullan workers asked for their assistance. Having just won a victory against the Great Northern Railroad, the ARU was still battle scarred and not in a position to engage in another labor dispute. The fact that Pullman was a manufacturer and not a railroad further complicated matters. Never the less, the ARU agreed to help the Pullman workers by not handling Pullman cars.
Eventually the railroads came to the aid of Pullman by claiming that ARU members were refusing to handle mail cars in order to instigate federal intervention.
Injunctions were issued, Debs and the ARU leadership were locked up and the strike was broken by federal troops.
Samuel Gompers who after the Great Northern strike had called the ARU "a disruptive movement," refused to allow his AFL to back the ARU or help the Pullman workers. Gompers was also concerned that he was losing members to the ARU
Samuel Gompers is known to many as the father of American unionism. What he really did was estabish the AFL in order to keep the "radicals" (like Debs and the ARU) in check thus thwarting any real unionism and helping the corporations. The practice that Gompers established is known as Business Unionism and is alive and well today.
The AFL -CIO leadership would rather see management triumph than support AMFA. They gloat as the only vestige of real unionism is in a life and death battle against big business and the federal governent. They don't care because they get their payoffs and live large. While Bush and our corporate congress argue over allowing illegal aliens to work in the U.S., the AFL-CIO is ready and willing to fight. Fight for the right to orgnize and get the dues money from the illegals who will take our jobs.
SUPPORT REAL UNIONISM, SUPPORT AMFA!!
Oneflyer said:
Well if I were at NWA I would be in better shape financially than I am, even if I spent the day walking a picket line.
Over the last three years, without OT, a mechanic at NWA with my seniority would have earned $60,000 more than I have over the last three years. If equal amounts of overtime were added in the difference would be compounded.
So the NWA mech would have to go one full year with zero income, no unemployment comp, no side work, nothing, before I with my 25% cut (17.5 was just the hourly wage cut) start to come out ahead. Full pay to the last day is the right way to go.
Checking it Out said:
Funny how you try to spin things.
Amfa came into the picture late in the game in an attempt to save the profession.
The damage had already been done. Just as the twin towers did not come down right away the damage was done when those planes hit.
According to your logic CIO the firemen are to blame for the collapse of the Twin towers not Al Queda.
The TWU started the decline of the profession in the early eighties with the introduction of B-scale. By accepting B-scale the TWU was pretty much saying that airline workers were overpaid.
The TWU also introduced the systematic erosion of the mechanics scope. They transferred work away from maintenance to lower paid classifications. This eliminated the need for mechanics in scores of stations throughout the system.
The TWU introduced SRPs which were used to displace mechanics in the overhaul shops. The TWU created new classifications of workers in TitleI to divide up and weaken the profession even more.
So before 9-11 the TWU had undermined the profession and elimated thousands of A&P positions.
So long before AMFA showed up on the scene the TWU had inflicted so much damage to the profession that by the time AMFA showed up their only option was damage control. The NMB blocked AMFAs attempts to totally revamp contracts, making them choose between language and money. At the time the money was the most pressing problem but even there the NMB blocked Amfa from getting what it set out to get. Lets also not forget the PEB.
When was the last time the TWU took negotiations to the point of a PEB at AA?
In just one contract cycle AMFA brought wages from around $25/hr to $35/hr, setting the standard for the rest of the industry. It would have been $40 if not for NMB interference. Other workers in the same unions as mechanics did not see similar gains so there is no way that any union can deny that AMFA set the rate for passenger airlines.
Lets contrast that to the TWUs performance from the beginning of this post.
The transfer of jobs, creation of subclasses of workers, b-scale and add in the erosion of benifits that the TWU fostered so Sonny's son could sell us insurance to replace the benifits he took away.
Our losses under the TWU have been horendous. You cant blame 20 years of losses on AMFA. The losses that the TWU inflicted go across the board to every class of worker that the TWU represents at AA, and there is no way you can possibly attribute that to AMFA.
Strake said:
Who needs the TWU? 99.9% of the working population does not belong to the TWU yet they have jobs. In fact the average worker who is not a TWU member earns more than the average TWU member and they dont have to fork over two hours pay per month either.
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Oneflyer said:
Well then, there would NOT be an over capacity causing Bankruptcies and record setting worker concessions.
YES! That matters to me!
Size may matter in some things, but an Airline isn't one of them. Unless of course you are the union dues collector, then size may matter.
Get real dude, do you think I give a fat rats ass how big AA is? Why should I? Being BIG obviously doesn't mean success! The only time AA benefits is when labor gives more concessions, and that success is apparently short lived in itself until the next giveback.
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