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On 11/21/2002 7:36:10 PM repeet wrote:
Ooops, fooled by the IAM again.
According to VM-CICS RGP2 the staffing levels at TPA are this:
491 Line Maintenance 60, including Leads.
494 GSE 8, including Leads.
431 Maintenance Check 0, including Leads?
As for the shops; I work in the Charlotte Avionics Shop, Dept. 470. With the layoffs, and the parking of aircraft, over half of "our work" is gone. That leaves about 5000 sq.ft. in our shop unutilized. Also, other shops throughout the hanger are similarly under utilized. Let alone two empty bays on the floor.
And oh yeah, our off-site is half-empty.
Also, the Airport Manager, Jerry Orr, has said he can provide any and all shop, or hanger, space that we may require.
Don't take my word for this. This is something anyone in the company can check.
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Repeet,
I hear you on the underutilization of our in house shops. We had an incident last week where a 757 needed a wiper motor converter. All of ours were unserviceable (vendor repair of course), and we wound up having to borrow. The vendor could not provide with a repair or exchange unit until the end of December at the earliest. The unit at the vendor since July was awaiting parts to complete the repair, and the vendor was charging us over $3600 for two relays, and transistor, and a seal on a $13000 part. There is no logical reason our own shops could not do this repair at a tremendous cost savings. Then you can add in the convienence factor of being able to cannabilize another part when we are awaiting parts to complete a repair. This is only going to get worse as we go more into bed with Airbus and see all items under vendor repair. Take landing gear on the Airbus, we have a perfectly good shop in INT to turn parts around quickly, yet we send it all out to Messier-Dowty. On top of outrageous repair charges, plus shipping charges, the vendor has no loyalty to us or our customers, so there is no incentive for them to push repairs. I hope this is something the new maintenance management takes a long hard look at.