I think thats a bit Chicken Little "The sky is falling" theory. Eagle is 7% the size of AA. We would need upwards of 500+ E190s to come close to doing what AA does domestically, not to mention the fact that an E190 cannot operationally do most of the domestic routes AA does(transcons). A fleet of 100 E190s would be the right size (definitely not 500).

The E190 would be a small gap filler between the 70seat and 140 seat markets. Yes, it would replace some MD80s in markets that are consistently running half full. It would also allow for routes that MD80s/737s cant operate profitably, such as MIA-SYR/BUF/PVD and other long thin routes. More pax funneled through the big AA hubs will mean more business for mainline.

That is why they need to bring the two pilot groups together. In the past APA didn't mind the feeders because they were able to squeeze money from the feeders to fatten their contracts. That is no longer the case and now the threat cannot be overlooked. Time to take a short term step back to capture all the flying and later we can shore up the differences in pay. Granted what we will have is basically another B-scale at the feeder until we are able to absorb the differences in the future.

Actually it makes a compelling case for a new entity to start a new carrier from scratch. Staff it with E-190's and its own brand. AA could then domestic codeshare with it. If it works, then purchase the company, and roll it into mainline. no legacy Eagle costs to deal with, entry level compensation, and shed the outdated parts of Eagle.

Business is business.

Lots of dreaming/drooling going on here. Don't expect APA to cede anything(scope wise). My bet if any major changes to their contract, a possible slight reduction in the pay formula and work rules(something between MD80 and eagle CRJ70) and a large order of 100 seaters for mainline. There is a much better chance of eagle shrinking as 35-50 seaters are parked. This thread reminds me of the early 90s "80s for 80s" yahoos.

1. AA can have as many E-190 aircraft as they want, right now. There is no scope provisions prohibiting this.

2. AE is a dead-duck, and an even quicker dead-duck if fuel prices spike again. Even with the additional 22 70-seaters filched-in via the "secret verbal agreement" with Bombardier, it won't make a difference. AE is mostly comprised of obsolete 37-50 seat jets with very high seat-mile costs. That's why nobody would want to buy it. AMR knows this and that's why they are desperate about defeating the contract scope provisions.

It's interesting to note that AA management is not demanding 100 seaters at AE, just a one for one replacement of the 50 seat beercans with 70 (actually config'd to 66 seats). However, that could be a cheap ruse where when it comes down to signing time, they try to pull a bum's rush (like the 2003 BK avoidance contract) and slip in 100 seat aircraft in the language at the last second.

AA management has painted themselves into a dark corner between the failure to plan ahead and conducting a campaign of deliberately angering the employee groups. And once again, they expect the pilots of AA to pay the price for management's ineptness. Not gonna happen this time. AA is in desperate need of new management with actual leadership skills, not cheap slogans, PR campaigns, and business school pap.

Buddies, I'm pretty happy in the mighty 402.

I take my son to school every morning, and tuck him in every evening. I sleep in my own home, in my own bed, with my own wife, every night. Which I couldn't do when I was flying a shiny jet, at Eagle. Oh yeah, I make more now than if I had stayed an Eagle FO.

What makes you think an AA FO wants to be an AE captain? The junior (10 year) FO at AA makes more than the senior (18 year) AE Capt. If you're pay protected, (and you will be if your merger guys have any clue) do you give a rats assett what size aircraft you're flying?

But maybe I'm wrong. Quick poll - who would rather be an GoJets or Mesa pilot than a United pilot? Who would rather be a Compass or ASA pilot than a Delta pilot? Who would rather be a PSA or Piedmont pilot then an Airways pilot? Who would rather be a ExpressJet or Colgan pilot than a Continental pilot? Who would rather be an Eagle pilot than an American pilot?

But if you do, then fine. Put up a fence that keeps your seat safe - that's a reasonable caveat to the whole thing. But the ten year FO at Eagle makes more as a second year FO at AA then he does as an 11 year Eagle Captain. Its just short sighted not to do the deal, if it can be done at all.

yep I have been warning about this for years. NWA/Compass all over again.

LOL, you do realize that those yahoos were just responding to the AA yahoo's that were saying something equally stupid? I have always thought it borderline psychotic that guys would go around staring down Eagle guys or staring away when they see one because somehow they thought those guys are the ones making decisions on scope. We have only ourselves to blame for all the years on not wanting to fly the little stuff.

The best thing I've read so far. Do you think if APA said OK to the CRJ's, we'd be in this mess?

Maybe this was what the merger talk was all about. A buddy at Eagle just emailed me that ALPA and Eagle management have reached an agreement to move their most senior pilots to AA to allow cheaper pilots and more new hires to cut costs. The only way the pilots can't leave is through a tough hardship application process, so about 600 of them will be pushed out of their seats and over to American. It's a big win for those who are looking for upgrades or a flying job.

Expect at least a 1000 new hires at Eagle over the next two years. It may be another 8 to 12 months before most of the top pilots are moved over to AA, but be patient. The jobs are coming for those who want to go to Eagle.