Well, after exploring the current US contract, I'm hard-pressed to find anything there that would be appealing to AA pilots.

There's a reason Doug would want to do this during the BK process. He gets to shed even more cost and I simply don't see any upside! He certainly isn't looking out for the pilots(AA OR US) here!

I believe he's willing to say anything to get a deal done. Of course, I could be wrong here, and if that's the case, history will prove so. My sense is that Doug really fears a strong post BK AA and the possibility (strong) of a merger with B6 and possibly another carrier, leaving his US team in the dust.

If the thinking is to use US as leverage toward improved terms, we'll see whether that works or not.

I'm a die-hard AA'er and always will be !!

 

So what would that make you? Aa pilots south pilots and twa guys north pilots?

 

What that makes me is a strong AA pilot who believes we will shape our destiny sans any "help" from Mr. Parker!

If US was so interested in a merger, why wait till a BK filing to do a hard court press. He clearly believes he can get even greater cost savings and hopeful secure the CEO position while in the BK process and that possibility would be closed once AA emerges from its restructuring.

 

It's pretty easy to steal those premium passengers when your product (and network) are inferior. It's not that AA got bad, it's they did nothing while the competition upgraded both those aspects of their business. That was what employees at AA entrusted managment with, with 1.8 billion in givebacks in 2003, i.e........that it would be put to use to MAKE AA competitive. Instead they got gyped and not only them, but the shareholders, customers and vendors as well. To rub salt in the wounds, the only success story here during the last decade has been the fabulous executive wealth generation program which rocketed skyward to the heavens like a scud missle.

Supposedly, it was the usual senior executive "us and them" philosophy that those compensation levels were necessary to discourage the defection of the "top talent".

 

The contract is that way because U is saddled with two extremely divided pilot groups that aren't acting as one. U's contract is currently an anomoly, but that has both worked for and against Parker. Yes, he exploits that situation to his benefit, but one wonders if he's realizing that it's also strangling any synergistic necessities he has to have. I think he does and knows he needs to break that logjam for U to have any chance.......that and merge with AA or eventually wither on the vine, becoming neither large fish (global legacy), nor lean fowl (LCC).

I think Doug would be willing to offer a DAL similar contract to get AA pilots (actually all AA labor) to side with his plan. If he could get AA, he could also inherit a pilot labor situation that would break his current pilot contract/operational synergy issue that was initially a benefit, but now an obstacle. The APA would likely be the surviving bargaining representative for pilots and the current U seniority issue would be cleaned up (for better or worse).

Personally, I'd like to hear both his plan for the combined entity and his offers to labor in detail. It will be easy to compare it to the smoking barrel pointed at my head by the two guys currently here. Ummm.........just call me a "comparison shopper".

I agree that Parker is looking out for Parker and I am under no illusions (a good AMR employee has been repeatedly schooled over the last decade NEVER to trust ANYBODY ). I'm with you actually in that my first choice is a strong, stand-alone and growing AA. Unfortunately, that doesn't seem the plan (at least the growing part). AMR is already on record stating that through 2018 all aircraft are for replacement. The expansion will be by stregthening code-shares and expanding American Eagle with small mainline-sized airliners to take over a substantial portion of current AA flying. The A319's could easily be shifted elsewhere from AA in the next year or so and the options post 2018, could easily disappear like a fart in the wind or be mostly sent elsewhere (which is the same thing).

I've got some bad news for you Tom. IMO, you'd better get ready to BE a "Parker Man" (provided you are an AA pilot, of course ). Even Horton admits he's open to a merge post BK and U is the likely player. Since it's likely an inevitability, I'd like to see something better written out for AA pilots while they have some leverage. Parker knows he'll never get AA without the employees on-board and at least negotiating with him now MIGHT provide something better then being FORCED into what current AMR management wants. When the term sheets all hit AA labor (across the board), what leverage with anyone will we have except with Parker ?

That's the problem. IMO, by going for the jugular and rising to a new historic level of intransigence in bargaining (or lack therof), AMR is begging for AA labor to abandon anything to do with them and run anywhere, even if it may not be a good move for them. Again, emotion is in play (too much play) and when emotion is too strong, be it a corporate negotiating issue or a bank robbery gone bad, it destabilizes the situation and unplanned, unwanted results (by all parties) all too frequently occur. Now, if AMR DOES want to steer AA labor to Parker (herding), then they are playing it perfectly. If they don't, then...........well, what does the last decade of corporate planning, decision-making and proactive action show you about their prowess ?

I mean, for all intents and purposes these are the same group of people trying to re-round the wheel they've so successfully pounded square for so long.

 

AA pilots work at AA, and TWA pilots got stapled and furloughed or sent to Eagle.

 

Not all TWA pilots were stapled. Not sure of the exact amount, but perhaps the bottom half was stapled. Some were furloughed and some chose (as opposed to being "sent") to go to Eagle as captains at 18 year pay.

 

You AA guys need to use Parker's desires as leverage. Do not under any circumstances take him at his word. You need to have at least a DAL contract before agreeing to follow Parker, he has complete disdain for all his employees and could care less if we all end up on the street. The APA has a golden opportunity to limit the BK losses but must be very careful when dealing with parker.

 

+1. I believe the APA is well aware of Parker's intentions. They are smart by allowing the courts to decide the fate of their CBA. Rather than accept a LOA 93 like proposal.

 

Well, the APA has their high-priced lawyers and advisors too and it's a given that they are well aware of what Parker is all about. The key is to get the best deal for the most pilots and Parker may simply be the lessor of two evils. April 23 to June 6 is the timeline for arguing the 1113 terminations before judge Lane and when he must rule. On the off chance a TA is agreed to by the APA BOD, it STILL would have to be something that passes by a majority of the membership and that would simply HAVE to be something that offers the bottom half of the seniority list a viable career that so far doesn't exist.

If the term sheets are imposed, my bet says the tent flap then flies open for Parker to jam his snout into. In fact, it may indeed come down to that, i.e., AMR may take it right to the end before becoming serious about a reasonable resolution and not putting anything viable forward until AFTER they abrogate the pilots CBA, but before AA pilots finalize throwing their support behind Parker. At that point they're playing chicken though and sometimes people wait too long to turn the wheel. Probably be quiet until the 23rd before the wild ride starts.