aa73---there was no '7 year fence around TWA wide-body flying for OZ pilots'; more inaccurate, false, misleading APA/PDP propaganda. There was immediate access to TWA 747/767/L1011 WB CA/FO seats for OZ pilots, in a percentage allowed (16% of JFK/LAX/STL WB seats). Notice AA/APA fenced TWA pilots off all 777/MD11/A300 seats, and forced our pilots from (3) domiciles into 1---STL---which APA and AA now want to close.

Your second point is interesting; yes, TWA's ALPA MEC (while being manipulated and subverted by ALPA national) could have declined to waive scope & rights to LPPs requiring neutral, binding 3rd party arbitration. AA's CEO Carty stated if that was done---AA would walk away from the deal. Many of our MEC's hard-liners wanted to refuse to give this up---but were outvoted. I would have refused---and taken my chances as a stand-alone airline. Let the chips fall where they may, knowing what I know now.

I ask you all: If US and USAPA stated they'd agree to buy AA and all assets, then merge the two seniority lists, but to proceed APA/APFA & TWU had to give up all LPPs and scope, what would you all do? Hang your hat on Horton's 1113 term sheet? Your leaders seem to think US & Parker is the better bet.

Eaglefly is incorrect stating "Based on TWA's situation (3 months operating cash), it was felt that the career expectations weren't there..." . That wasn't true, and (3) offers were on the table for our MEC Chairman to consider at that time. #1 was AMR's purchase of all of TWA's assets after TWA declared chapter 11; #2 was a large code-share and equity swap with AmericaWest, which was given a thumbs-up by most on Wall Street; #3 was a cash infusion by Boeing, management replaced by J Alix (turnaround specialists). There were other options, and TWA had more than '3 months of cash' left with which to operate.