I don't see any language that "makes" people flow though. What I do see is a pay control methodology that ensures those who don't, will for the next 8 years fly those 76-seaters for the same rates as the cheapest out there. Actually, at that point, you go into section 6 and you can add anohter 5 years to that.

Previously I put up a post to highlight my opinion that when one considers that methodology, the rates within it, expected inflation and health care increases, it would mean that a future senior, topped-out E175 captain at Eagle would be flying in 2019 for what would be approximately equevilent to about $55,000/year in 2012 earning dollars. Right now, senior, topped out E145 captains are pulling in $100K or more for 25 less seats.

You starting to see the picture here ?

Rock-bottom pilot costs, but they still need some form of whipsaw scenario going forward. It's not just strikes BTW, but coverage for staffing problems, inability to attract pilots or other problems. Still got to avoid having ALL your eggs in one basket even WITH peanuts compensation.

Many of those senior won't come to AA @ $40/hour, commuting to NYC at their ages, so they'll live with the situation or go elsewhere. Some will come over to AA............BUT, AA isn't likely to grow to support any flowthrough anyways as these larger RJ's with these wages will be taking on much of mainlines future flying, so it's likely to be a trickle. If AA merges with U either before C11 exit (Parkers desire) or after (Horton's willingness), then all bets are off and the combined entity has 10 regionals 600 airplanes and 6000 pilots, which is too much. The 2 mainlines might have too many aircraft/pilots too.

What a mess, eh ?