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mrlupin last won the day on September 6 2016

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  1. Actually, this Liberal government did a fabulous job regarding this corporate welfare collecting company. During the last round of neediness from Bombardier, the Fed loaned them a fully repayable loan instead of giving them subsidies. (The Fed wanted a change in the management structure before any money was given). I only wish the Quebec provincial government could have taken the same route...
  2. With the market for mid sized airplanes split between two manufacturers, the concept of too big to fail is no doubt in play. Think of what is at stake here... The US manufacturing giant is on its knees and commercially needs this airplane to fly again. It doesn't matter that the entire certification process was given to Boeing and Rubber Stamped by the FAA. It doesn't matter whether this airplane meets or doesn't meet various safety criteria, what matters is that it flies again and as soon as possible. One has to wonder what would have happened if there were 4 or 5 airplanes types competing in this market sector... What would have happened if Douglas, Lockheed and company XYZ were producing airplanes? Would this B737 Max have been allowed to fail as other airplanes have when these sort of safety issues have come up? The consolidation of the various Airplane manufacturers into Oligopolies controlling the entire market isn't serving the market... it is serving the two dominant players. It also isn't serving flight safety, in a way it's forcing this airplane onto the market... What a sad state of affairs.
  3. With the advent of new materials, new manufacturing processes and of course new engineers, new issues are appearing. Efficiency in engines comprises of lighter materials (ie the fan), 3D modeling and optimization of compressors, and higher compression rations which of course gives higher internal temps. The A220 has the low pressure turbine spinning at 3 times the speed of the fan on top of all the other advances... It will take Pratt & Whitney some time to iron out the issues. Turbine issues abound... The Leap engine has them and closer to home: An AC B777 whose HPT section let go in 2012
  4. Newer engine types are always riddled with issues. The GE90-115B on the B777 had all sorts of compressor and turbine related issues. The GEnx on the 787 had the AD for flight above highly convective air masses where the engines would flame out, they now have more discrete issues with engine internals that most wouldn't ever read about... The early Trent 1000 on the B787 are degraded to 140 ETOPS, many airlines have multiple aircraft grounded due to the shortage of spare engines. (Air China has 4 out of 14 grounded) The Leap engines on the B737 have transfer gear box issues as well as turbine issues. The PW1500 (A220 engine), last I heard, had trouble making it past 800 hrs on the pylon prior to removal (to put things in context, you can expect a PW R985 Wasp Junior (the radial piston engine built from 1930-1950) in the mythical Dehaviland Beaver to live up to a 1100 TBO on the aircraft.) Growing pains... The engines now transmit so much data that keeping them safe while on aircraft is much easier than it used to be. The manufacturers will iron out the issues eventually... This rush to put out new product seems to force the industry to put out a Beta product (just like in the software world) in order for the bugs to be worked out... It's not an issue exclusive to Pratt & Whitney engines... The other manufacturers have the similar issues.
  5. You seem to have a very different version of history Marshall, when did the IAMAW merge ramp staff and AMEs in your version? Are you referring to CP, AC or both? From what I recall, CP's AMEs were separate from Ramp services and at AC, the IAM has always had Ramp and AMEs together. Presently at the maple leaf carrier, although ramp services negotiates at a different table than AMEs, the ratification of the contract (it is a single contract) is a collective vote. The employer only has to dangle some sort of carrot to the ramp group and they will vote any contract through regardless of the AME part of the contract. (a signing bonus would do the job...) This gives the employer an incredible opportunity to dictate salary and condition regardless of supply and demand, skills, inflation etc.... In 2003, salaries and conditions were chopped and frozen for 10 years by the employer and a judge, in 2011 or 2012 a contract was imposed by the Conservative government. In 2016, a 10 year, meager contract was voted in by ramp services and the AMEs got this imposed to them. In the same time, we had the massive layoff at Bombardier, we had AC sell create ACTS, sell it off as Aveos and that shell company went under in 2012 with massive layoffs. The original post was that of the industry having issues recruiting. I restate what I said: "It's not a labor shortage, it's people learning that if they want stability (ie no layoffs like at Bombardier or Aveos), mobility and decent wages,they have a multitude of other fields they can work in. Kids have choices... The aviation industry has to do a better job at selling itself as a respectable field to work in. "
  6. Nothing like a ride in an old B737-200 to lure AMEs... 18.50$/hour... They are about 5$ short from where the competition starts their apprentices at... It's not a labor shortage, it's people learning that if they want stability (ie no layoffs like at Bombardier or Aveos), mobility and decent wages,they have a multitude of other fields they can work in. Kids have choices... The aviation industry has to do a better job at selling itself as a respectable field to work in. The industry giants did this to themselves...
  7. There's nothing from TC so the operators are free to establish whatever policies they want and under SMS, not following those policies has no repercussions.
  8. If you search the web, you will find incidents where the final outcome is for Transport Canada to set Duty days for AMEs but the regulator hasn't acted on the recommendations. Last time I am aware that it was brought up at CARAC, both Westjet and AC were lobbying against it.
  9. Boestar, What are the AME duty days? I have yet to find them...
  10. 24/7 businesses should have sufficient rest time for employees. (ie duty days) Eight hours of rest is quite different than 8 hours between shifts. There is room for improvements in the current regulations. Also, shifts have changed, most companies are operating on a condensed work week shift (ie 4 to 5 days of 11 or 12 hr shifts). It's quite normal after 11 hours at work to be fatigued. Human factors training teaches us the importance of rest... Wouldn't it be coherent for the policies to reflect basic HF? For the drafting of OT, historically it's always been a zoo. From staff coming to work with their kids, to employees
  11. We were told the MAX was chosen at AC due to an approximate 10 million$ per plane purchase cost advantage... I wonder how much of that cost advantage is left....