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<blockquote data-quote="oreana123" data-source="post: 779159" data-attributes="member: 31236"><p>Just a note to you Upssocks, it is the nature of the contract that exists for the airline mechanics that they continue to work while UPS managment and their elected representatives negotiate their future contract. No AMT has walked off the job. They are all still providing UPS with some of the best aircraft maintenance in the world. As far as hype goes, you would be wrong to underestimate the resolution that the AMT group has to obtain a fair contract. None of these negotiations move at a rapid speed, there are roadblocks at every turn for those who labor to negotiate with any form of managment in the USA.</p><p> </p><p>I also think that you, Upssocks underestimate the responsibilities of the UPS AMTs. Their job is evolving as time goes by, their responsibilities have increased to a point that they deserve a level of pay that obviously seems unfair to you, and I simply base that observation on your comments in this string of posts. And how does one determine the level of compensation? Is it not based on responsibility? UPS has no problem paying highly those whose importance to the continued safe operation of the company is the greatest. The AMT group of UPS is saying to their managment negotiators that they are among the more important players. It is as simple as that.</p><p> </p><p>Belive me when I say that I am not comparing AMTs to any other job classification at UPS. They have a very singular and responsible duty, and they deserve to be compensated for that responsibility.</p><p> </p><p>Here are some examples of the continuing change in AMT duties:</p><p> </p><p>UPS Airline policy now require an AMT to sign off an airworthiness release before any flight leg originating at an airport where AMT services are available. As a managment employee, you probably have no idea of the mechanical status, flight readiness, and legal ramifications of the airworthiness release. This is one of the increased responsibilities of the AMT group. Gone are the days of gapping spark plugs, today's AMTs are required to know complex craft, be able to troubleshoot and repair, and to do it on one's own.</p><p> </p><p>This leads me to your last comment about "be ready to work as instructed". This shows me that you do not realize how much of the AMTs work is on his own. No managment supervisor I have met knows enough about the aircraft I am responsible for, to tell me what needs to be done to maintain that craft when it is in a state of repair. They are often a valuable resource, but they are not going to sign that airworthiness release...</p><p> </p><p>If it helps you, think of the operation of the aircraft that UPS uses by two groups: Flight Operations and Aircraft Maintenance. When the aircraft needs an AMT, that aircraft belongs to the maintenance group until the logbook is signed. When Aircraft Maintenance releases the aircraft to Flight Operations, then and only then can the pilot group do their job. </p><p> </p><p>Did you know that the documents aboard the aircraft like the flight and maintenance log are court of law admissable evidence? Did you know that the responsibility for the pilot of UPS aircraft ends when he leaves the aircraft, but the responsibility for the AMTs work can last for years? Did you know that some courts have sought criminal charges for faulty aircraft maintenance, even charging AMTs with homicide in fatal crashes? No person in the package end of UPS will be hauled into court for doing a poor job at UPS. These are some of the responsibilities that have changed in USA and it is these kind of changes that fuel the AMTs desire for fair compensation.</p><p> </p><p>My long-winded point is that that you, Upssocks know not of what you speak, and you will not be happy with the contract the AMTs end up with after negotiations come up with a new pay rate. My point is that the AMTs of UPS deserve increased compensation for their evolving responsibilities.</p></blockquote><p></p>
[QUOTE="oreana123, post: 779159, member: 31236"] Just a note to you Upssocks, it is the nature of the contract that exists for the airline mechanics that they continue to work while UPS managment and their elected representatives negotiate their future contract. No AMT has walked off the job. They are all still providing UPS with some of the best aircraft maintenance in the world. As far as hype goes, you would be wrong to underestimate the resolution that the AMT group has to obtain a fair contract. None of these negotiations move at a rapid speed, there are roadblocks at every turn for those who labor to negotiate with any form of managment in the USA. I also think that you, Upssocks underestimate the responsibilities of the UPS AMTs. Their job is evolving as time goes by, their responsibilities have increased to a point that they deserve a level of pay that obviously seems unfair to you, and I simply base that observation on your comments in this string of posts. And how does one determine the level of compensation? Is it not based on responsibility? UPS has no problem paying highly those whose importance to the continued safe operation of the company is the greatest. The AMT group of UPS is saying to their managment negotiators that they are among the more important players. It is as simple as that. Belive me when I say that I am not comparing AMTs to any other job classification at UPS. They have a very singular and responsible duty, and they deserve to be compensated for that responsibility. Here are some examples of the continuing change in AMT duties: UPS Airline policy now require an AMT to sign off an airworthiness release before any flight leg originating at an airport where AMT services are available. As a managment employee, you probably have no idea of the mechanical status, flight readiness, and legal ramifications of the airworthiness release. This is one of the increased responsibilities of the AMT group. Gone are the days of gapping spark plugs, today's AMTs are required to know complex craft, be able to troubleshoot and repair, and to do it on one's own. This leads me to your last comment about "be ready to work as instructed". This shows me that you do not realize how much of the AMTs work is on his own. No managment supervisor I have met knows enough about the aircraft I am responsible for, to tell me what needs to be done to maintain that craft when it is in a state of repair. They are often a valuable resource, but they are not going to sign that airworthiness release... If it helps you, think of the operation of the aircraft that UPS uses by two groups: Flight Operations and Aircraft Maintenance. When the aircraft needs an AMT, that aircraft belongs to the maintenance group until the logbook is signed. When Aircraft Maintenance releases the aircraft to Flight Operations, then and only then can the pilot group do their job. Did you know that the documents aboard the aircraft like the flight and maintenance log are court of law admissable evidence? Did you know that the responsibility for the pilot of UPS aircraft ends when he leaves the aircraft, but the responsibility for the AMTs work can last for years? Did you know that some courts have sought criminal charges for faulty aircraft maintenance, even charging AMTs with homicide in fatal crashes? No person in the package end of UPS will be hauled into court for doing a poor job at UPS. These are some of the responsibilities that have changed in USA and it is these kind of changes that fuel the AMTs desire for fair compensation. My long-winded point is that that you, Upssocks know not of what you speak, and you will not be happy with the contract the AMTs end up with after negotiations come up with a new pay rate. My point is that the AMTs of UPS deserve increased compensation for their evolving responsibilities. [/QUOTE]
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