More Work for Continental Mechanics with the Teamsters

As a Continental mechanic, current Chairman of the Continental Aircraft Maintenance Scope Review Committee and President of Teamsters Local 19 in Houston, I take great pride in our Teamster contract. This contract has allowed me to take a union leave to run my local for my fellow mechanics. Through my various roles, I have firsthand knowledge of the impact joining the Teamsters has had on mechanics and the aviation industry. And that impact has been considerable.

Following the massive layoffs by Continental in 1993 and 1995, where over 2,000 hourly employees were furloughed, the aircraft maintenance employees called on the Teamsters to represent them. The Teamsters had to face dealing with an airline that was already highly outsourced. Teamster representation was certified on July 28, 1997 and the first contract became effective on January 1, 1999. Since the first contract there have been several contract provisions which have helped secure the jobs of the aircraft technician and related employees.

In December 2002, a next generation 737 heavy check line was brought in house. Previously all of the 737 work was classic aircraft (-300, & -500). The contract also secured a scope review committee for aircraft maintenance, GSE and Facility maintenance once per quarter. The review committee discusses the company’s current practice and future plans of contracting maintenance. This gives the committee the opportunity of increasing the maintenance in house.

A letter of agreement was signed in April 2005 between the Teamsters and Continental Airlines which expanded the heavy check facilities in Houston and bucked the industry trends by bringing the 757 heavy check line in house. Ever since Continental took delivery of their first 757, the heavy check had always been contracted out. A new, larger facility provided an opportunity for Continental to bring work in house, create a heavy check line (which scheduled aircraft nose to tail), and preserve the heavy check jobs in the Houston area. A nose to tail line assures that as one aircraft pushes out of the hangar, the next aircraft’s nose follows it into the hangar, affording the aircraft mechanics a steady flow of work. This also gave Continental the opportunity for additional inspections and a thorough refurbishing of the aircraft interior. The airline has also benefited from a more reliable product after heavy check because of the higher quality maintenance performed in house.

In April 2005, the Teamsters secured a letter of agreement that included a “no furlough clause” which secured the jobs of every technician and related employee on the system seniority list as of February 28, 2005.

Other work accomplished in house includes: new aircraft inductions, modification of the cockpit doors after 9/11, and winglet installation on the 737 aircraft.

The head count under the collective bargaining agreement between Continental Airlines and the Teamsters has increased over 18 percent from December 1998 to August 2007. 

Finally, I would remind United Airlines mechanics to do their homework and not fall into any misinformation you may be getting about Teamster aviation mechanics. Check the facts before you believe anything AMFA is putting out. The fact is, through the Teamsters, aviation mechanics at Continental are better off today than ever before.