Originally Posted by
CALFO
Whether you take the 2010 list and determine career expectation in combining lists or you take the 2013 list and combine from there, both scenarios should take into account the direction (career expectations) that both airlines were heading at the time of merger. That's been the case in almost every pilot seniority integration.
The UAL side did that. CAL pilots will spend more time flying higher paying, more time off widebody airplanes as a result of the merger, and UAL pilots will spend more time flying narrowbody airplanes. They forecast out both the CAL list and the UAL list and gave hard data (not conjecture) to the arbitrators, that showed both sided evenly benefitting from the proposed list, while the CAL list just ended up with over 90% of all widebody flying positions being flown by LCAL pilots in about 15 years.
So it WAS taken into account. It just turns out that the 50/50 longevity and status and category method showed that each sides career expectations would be statically changed evenly.
You can't argue 2013 proves anything. Just because current management parked UAL 757s and chose to replace them with 737s doesn't mean a stand alone United would ahve done that. Also, standalone UAL had 25 787s on order with 50 more options and 25 A-350s with 25 options. So statically, UAL is actually growing as well.