Unionization

[Awa Contract]

the membership approved it after the IAM voted it till they got the results that THEY wanted

 

[gonzo]

But yet you continue to spew your hatred and misinformation.ROFL......you must be a liberal

Why did the IBT give concessions at CO and they were not in bankruptcy?Oh.....explain your perception of that situation, if you can.

If the IBT is so wonderful, why cant you get the heavy checks in-house? You have this fixation on heavy maintenance being brought to the company. The only reason I can see for that is to keep a buffer between you and the door. The heavy maintenance will be a priority in the future, for now the IBT has done a very good job of keeping it's members employed. The IBT seems to have its priorities in the correct place. IAM apparently does not have those same priorities. Blaming it on a judge and the members is a "cop out", the IAM needs to stand up and say "We screwed up", but they have convinced themselves that they are blameless. You continue to spread that philosophy......

If the IBT is so great why did they get voted out at WN and NW?What have you said in the past, "people who live in glass houses shouldn't throw stones". The IAM has been "voted out" of many, many companies. 1.3 million IBT members can't be all wrong. There must be something that the IBT is doing right.

 

[Mr Eagle]

Your beloved ibt failed to obtain the scope language for the heavy checks, that is why Timco and Aeroman do them, even Timco did the ETOPS mods on the 757s, not the ibt amts.

And even with two bankruptcies, three rounds of concessions and an abrogation we still have more mechanics, more GSE, more Stores and more Avionics and more Utility then you do. And the US/East GSE and Stores make more then their counterparts under your ibt/HP CBA.

Don't let the facts of the CBA's get in your way of history.

And the only reason you got more mechanics back was the FAA levied the largest fine against any airline for maintenance problems and the FAA was getting ready to ground HP, you could not even add one plane to the fleet unless the FAA gave the OK.

Don't let the facts get in your way once again.

Yes You Are Right And That is WHY The Merger came about to Help BAIL US AIRWAYS out of the DEEP PIT they WERE Digging.Now the ?'s comes how long will we continue to DIG Before We Get into the 21 Century of Airline Survival? Like Our Competition SWA they out-source Many of there C-D checks and They Are A VERY PROFITABLE AIRLINE. The Key Is SURVIVAL. Don't Be An Anchor, Become a Soulution to the Many Problems the Airline Industry Is Facing,LIKE Robbing our Pention's.
No You DO NOT GROUND A MAJOR AIRLINE. You Were not Here you do not know all of the Facts. We who were here do know many more facts than YOU will ever KNOW. MWW

 

[insp89]

the membership approved it after the IAM voted it till they got the results that THEY wanted

AWA,
You're exactly right, The IAM INTL. did NOT respect the decision of the mechanic and related's FIRST vote..[THE ONLY VOTE THAT SHOULD OF BEEN TAKEN.] !!! :down:

 

[700UW]

Well you were not a major airline back then you were a national/regional. Just like they grounded Valujet, did you forget that?

Let me give you some facts!

Arizona Repbulic Search results

December 8, 2000 •• 699 words •• ID: pho61217841
The FAA lobbed another bombshell at America West Airlines on Thursday when a top agency official told a national newsmagazine that the airline is in danger of being grounded for repeated maintenance violations. However, an agency spokeswoman downplayed the threat and a stunned Phoenix-based America West said it has been working closely with the agency to correct problems identified in a July audit.. The tussle began late Thursday when U.S. News & World Report issued a news

FAA FEUD NEW HURDLE FOR AMWEST
February 6, 2000 •• 1061 words •• ID: pho60156632
A feud with FAA safety watchdogs in Phoenix has added a new hurdle to America West's recovery from a year plagued by flight delays and cancellations. Threatened with fleet limits that would curtail planned growth, the nation's ninth-largest airline fired back last week, blasting a Phoenix FAA supervisor while arguing that it is making progress in correcting maintenance deficiencies.. Behind the sniping, analysts say it is unlikely the FAA will block America

What really irked them was this quote in the article from Nick Lacey, director of flight standards for the Federal Aviation Administration (FAA): "We are essentially nearing the point where we have to start questioning the competency, qualifications, and commitment of (America West's) management team. My view is...they're at the end of the rope."

Unoffical History of America West

Operational problems reared their ugly head throughout the summer. Mechanical problems increased, unfavorable press ensued, and employee stress reached a breaking point. Union issues were becoming more and more common, for the flight attendant contract was still open. Mechanics elected the Teamsters as their representative, and were negotiating their first contract. Dispatchers had just concluded their first contract on April 13.

A well-publicized FAA fine was imposed on the airline in June. The record $5 million fine was imposed over maintenance issues, primarily oversight and changes in recommended procedures. America West admitted no wrongdoing, and half the fine was forgiven after a restructuring of the maintenance oversight procedures. Eventually, this would lead to yet another change in heavy maintenance contractors.

The relationship with the FAA was poor, leading to further restrictions on growth until the FAA was assured maintenance could handle the extra aircraft. The airline was not in good shape.

Unfortunatly the links to the stories about the FAA Demands are purchase now because of their age, here is a thread that discusses the HP/FAA problem when you almost got shutdown:

FAA Could Ground America West in One Week

More information from Court Documents

2. Outsourcing of Aircraft Maintenance & Related Operational Problems

On January 1, 1994, Defendant William A. Franke became Chief Executive Officer ("CEO") of America West. Plaintiffs allege that aircraft maintenance deteriorated dramatically during his term as CEO and later as President of the company. Plaintiffs assert that Franke instituted a policy known as "don't gold plate the plane" (i.e., maintenance workers should only do the minimum) and discontinued "open-door" and "self-disclosure" practices with the Federal Aviation Administration ("FAA").


In December 1995, America West fired 375 aircraft mechanics, half of the maintenance work force, and out-sourced its maintenance to Tramco. In an internal email dated June 22, 1998, an FAA officer described the "maintenance saga" that began in December 1995. The FAA officer stated that "Tramco was not properly doing maintenance" and that the FAA was fighting an "ongoing battle to educate [the] upper management" of America West that it "was, in fact, responsible for oversight." The FAA began an aggressive enforcement program, which included inspections, warning letters, and meetings. Some of these efforts included:

--A December 27, 1995 letter from the FAA to America West stating that Tramco was not in compliance with the Maintenance Policies and Procedures Manual;

--A series of incident reports regarding use of improper lubricant, failure to complete all maintenance check requirements, and operation of aircraft without installation of needed equipment such as hydraulic system pressure lights;

--A February 20, 1996 meeting between Thomas Derieg, America West's Senior Vice President of Operations, and the FAA to discuss concerns regarding Tramco;

--Subsequent meetings between America West, Tramco, and the FAA regarding Tramco's failure to follow proper procedures;

--A July 18, 1996 FAA report, in which the FAA discussed the results of its "in-depth main base inspection" of America West and cited faulty procedures and multiple violations; and

--A December 10, 1996 FAA letter to Aramini, Senior Vice President of Operations of America West, stating that "Senior Management of America West must understand and take seriously their complete and total responsibility for the administration, oversight, and control of their continuous airworthiness maintenance program."

*3 Throughout 1997, the FAA continued to conduct inspections, find violations, and issue warnings to America West regarding its maintenance operations. In a meeting with America West, the FAA described these maintenance issues as a "systematic problem." America West's "incident rate" [FN5] was above average for the industry in the second and third quarters of 1997. By the fourth quarter of 1997, the number of Service Difficulty Reports ("SDRs") [FN6] had increased from 50 to 80 per quarter, in contrast to other major carriers' average of 40 SDRs per quarter.

FN5. "Incident rate" refers to the number of safety-related incidents or occurrences per 100,000 departures that are associated with an aircraft's operation of an aircraft.

FN6. The purpose of SDRs is to document a failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in the carrier's opinion, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it.

America West's maintenance issues led to operational problems, including canceled or delayed flights and slower maintenance cycles, and resulted in sub- level performance compared to the S & P index of other airline stocks. For example, America West suffered a third-quarter loss of $45.7 million in 1996. During this quarter, the company's stock fell to $11-1/4, half the previous value of the shares. By October 1997, the stock was trading at about $14 to $15 per share.

Throughout this period, America West assured investors that the maintenance issues were being addressed. In its 1996 Annual Report, the company reported that it had improved its "operational reliability by establishing two new overnight maintenance facilities operations, hiring approximately 60 new mechanics and acquiring an additional spare aircraft," as well as committing additional funds for parts. In June 1997, Goodmanson, then President and CEO of America West, assured investors that the company had "explored in great detail what went well and what went wrong, and we have fixes in place.

Contrary to America West's representations, its maintenance problems, as well as the FAA's resulting enforcement actions and warnings, continued to occur. Examples include:

--A January 20, 1998 FAA letter to Goodmanson and related case report, stating that America West's failure to ensure the effectiveness of the two-way radio communication system on airplanes "is indicative of the systemic problems that are deeply integrated within the airline's procedures and/or lack thereof;" and

--A February 9, 1998 FAA letter to Goodmanson and related case report, stating that America West's lack of methods and procedures regarding dispatch releases "perpetuates the attitude of this carrier's management that safety and regulatory requirements are secondary to the continued movement of aircraft within the carrier's route system."

By failing to perform the required inspections and routine maintenance, America West allegedly achieved artificially high utilization rates (i.e., the number of hours flown by an aircraft per day), which in turn increased their revenues. Plaintiffs allege that America West, TPG, and Continental all knew that America West would eventually bear the brunt of the these deferred costs.

By May 1998, America West had begun secret settlement negotiations with the FAA. In a June 15, 1998 meeting, Goodmanson verbally promised FAA officials that America West would resolve its maintenance problems. The terms of the agreement were discussed in a series of meetings held on June 16, 18, and 24, 1998.

On July 14, 1998, the FAA and America West reached a settlement agreement under which the company agreed to pay $5 million for violating the FAA's aircraft inspection and maintenance rules. The agreement stated that "oth the FAA and America West recognize that organizational changes are required to ensure that America West can conduct such operations at the highest level of safety." Under the terms of the agreement, America West was required to "devise comprehensive corrective actions for problems discovered, at minimum, in the following areas: oversight of contract maintenance; performance of maintenance in accordance with appropriate procedures ...; minimum equipment list compliance, including deferred maintenance; [and] flight/ground training programs...." In carrying out these actions, America West was required to demonstrate that it had sufficient numbers of "experienced maintenance and inspection personnel, quality assurance personnel, ground support personnel, materials, and equipment."

By the way, don't let the facts get in your way!

 

[insp89]

AWA,
You're exactly right, The IAM INTL. did NOT respect the decision of the mechanic and related's FIRST vote..[THE ONLY VOTE THAT SHOULD OF BEEN TAKEN.] !!! :down:

:down:

 

[700UW]

There was only ONE vote on the final offer in the last bankruptcy case.

And the reasoning (which I don't agree with the revote on the first concessions in 2002) was clearly explained because of Siegel and the membership could have voted the same way, but they didn't.

 

[robbedagain]

700UW, we voted for and authorized a strike. But THE IAM DIDNT WANT TO STRIKE.

 

[700UW]

Wrong,

Neither the mechanic and related or fleet service voted with a 2/3 majority to authorize a strike and even if either group did it was a moot point as both groups ratified their final offers.

So the IAM did not prevent anyone from striking, the members did.

 

[Awa Contract]

under the IAM hearding of the meak

 

[700UW]

Wow, amazing how you think you know so much when you are in PHX and were not even involved with anything at US Airways during any of their chapter 11 cases.

Must suck to be so bitter and angry.

 

[Mr Eagle]

There was only ONE vote on the final offer in the last bankruptcy case.

And the reasoning (which I don't agree with the revote on the first concessions in 2002) was clearly explained because of Siegel and the membership could have voted the same way, but they didn't.

The News MEDIA A MOST RELIABLE RESOURCE of FACTS right.
The Real Facts Are found in What Really Happened & Again YOU MY DEAR BROTHER WERE NOT HEAR.
MWW

 

[brown]

Wow, amazing how you think you know so much when you are in PHX and were not even involved with anything at US Airways during any of their chapter 11 cases.

Must suck to be so bitter and angry.

Must suck to have this BB be your life

 

[delldude]

just talked to Fred and boy oh boy is IBT gonna be pissed 😱

 

[700UW]

The News MEDIA A MOST RELIABLE RESOURCE of FACTS right.
The Real Facts Are found in What Really Happened & Again YOU MY DEAR BROTHER WERE NOT HEAR.
MWW

The news-media has nothing to do with Siegel and the second vote, see I was there, you weren't. And the second large section of information was not from the media, it came from a court case against HP, straight out of the judges decision.

And when the FAA says you are close to being shut down and you have the largest maintenance fine levied against you, seems right on the money. And if it was not true, why did HP not sue US World News and Report of the Arizona Republic?

Why is it that you ibters can never admit when you are shown to be wrong and why do you complete dodge the issues when shown to be wrong?



And it is here, not hear.