sorry, it's that time of the month

 

Time will tell. You must count on EVERY pilot returning.

 

If you look at the APA website you will see that over half of the first 120 guys are FIS (Furlough in Stead). I would say that the odds are very few of those guys will come back. In addition, only if the guys flowed back to Eagle will they have to come back to avoid losing their seniority number. I would wager they are going to have to call at least 200, and more like 250 guys just for the first 120. After that you will have to see who flowed back to Eagle, excluding those guys I would guess AA is going to have to call at least 3 or 4 guys to get one to accept. As for me, I will defer as long as possible, and probably not come back at all. Why would I take a large paycut, a decrease in QOL and no increase in job security just to fly an airliner, been there done that, don't need the t-shirt .

 

Not really true....flowbacks can defer recall, but they are not seat protected
and will hold whatever their seniority will hold (i.e. FO) . A flowback can
also defer when called, quit Eagle, and not lose their number at AA.

 

AA was actually planning on retiring 193 in 06, but I heard from a union source that between 450 and 500 actually retired

 

Glasspilot,

OK, you're an '88 hire at TWA, which means for some reason you could not or did not get hired at AA (which was hiring 100/mo), or UAL (100/mo) or Delta (50-80/mo) or even SWA/FedEx/UPS or any of the other companies that had much brighter prospects in 1988.

Why did you go to TWA in '88 and more importantly, once you built up some jet time at TWA, WHY DID YOU STAY when many observant and astute fellow TWA'ers left the sinking ship?

 

Maybe 40% will EVER return, bet on it.

 

For one thing, UAL wasn't hiring then.

For another, at that time DAL was still holding to its 20/20 vision requirements.

In 1988, TWA had a bright future. What do you know of those years?

Many of those same 'astute' folks are now furloughed.

As long as you are on the 'let's compare companies' route, maybe you can answer this.

Why has AA killed more passengers in pilot error accidents than all the rest of the US majors in the last 10 years? Ever wondered if the 25 hours of IOE in captain upgrade at AA as compared to 90+ at TWA ever had anything to do with that accident rate?

Or another question...what happened to all of those AA recurrent training videos on how to use the rudder in unusual attitude recoveries?

How's your single engine taxi procedures coming along? Or how about push backs versus blow backs? Ever asked where those 19 tugs came from at DFW?

In my 1988 TWA new hire class of 12, we only had one person leave for another company. And that was AA...where he has since shown himself to be a typical SN jerk.

You clowns really screwed the pooch...you had 2600 folks who would have done anything for you...and all you did was screw them. Presumably, you claim a military fighter background...I don't claim it. I had it. And the one thing that was paramount in my day was that nobody ever played f*ck your buddy...if you did, you were lower than whale sh*t.

Join the whales, buddy.

 

Yesterday, it came to light that AA is looking at recalling 30 a month from the previous 10 per month. The snag is getting the check airman in place along with the classroom instructors.

 

Where are you getting the 30 a month info?