If Eagle hired 1000 pilots in 2010 and 2011, where did the people they replaced go? Was it as much about new flying as it was attrition?

The key is that the majority of Eagle captains would be senior "pilots" and getting top scale. All contracts have increasing pilot pay scale and so does AMR's 1113 to Eagle ALPA. If one considers how aggressively Parker has dickered with the APA over a few dollars, it is understandable that Parker will streamline and shuffle aircraft to places that provide the cheapest labor. Eagle has 6-700 pilots beyond 18 year scale and hundreds more rapidly approaching that, so why would Parker want to inherit not only that, but 200 37-50 seat RJ's when he could avoid most of it. Eagle is a seperate company from AA and to take Eagle whole (with its high pilot costs and the debt of 200 <50-seaters) may be less adventageous then liquidating the operation and possible tax write offs (Parker doesn't like 50-seat RJ's let alone 44 or 37 seat RJ's). I think the combined AA/U will only want/need about 400-450 aircraft or so and thus can work out a transfer of the 47 CRJ's to one of the U feeders and then begin adding more larger RJ's. Eagle ALPA handed Eagle pilots transfer rights to AMR with a bow on top and thus it would be unclear if or how 500 pilots might transfer to a U feeder under that scenario. The remainder of pilots who still might be interested could then be offered new-hire positions as Parker begins adding larger RJ's at a fairly good clip.

Eagle ALPA didn't flush their own pilots scope transfer rights down the crapper for nothing and AMR didn't ask for that change for nothing either. Of course, all this would take a year or so to really ramp up and attrition might offset some of the damage. One would expect Parker to also streamline the remainder of his 9 feeders with either consolidation or letting contracts expire. One simply has to accept this possibility to be realistic as when push comes to shove, it's about maximum future profit and minimum debt.

Most agree this merger WILL happen, the question is when. Whether it's Parker in the driver's seat or Horton, it will be Parker that decides if that merger would include Eagle or not and if so, whether whole or not. AMR sought and got rights to expand their freedom on the future disposition of Eagle to increase the attractive scenarios for any aquirer. One of those was eliminating the concerns of pesky pilots and their seniority (and thus cost to the acquirer). Up till recently, most only considered acquisition by another regional. In the AA/U merger, it would then be the decision of another major whether Eagle offers more then it's worth and considering Eagle's top-heavy seniority (which the 1113 won't change) and the albatross of a large fleet of the least profitable aircraft bar none percetage-wise, makes Eagle's future not assured at all and thus consideration of seniority mergers extremely premature. It may not even be an issue considering the last pilots to get rid of are the most expensive. If those very pilots have no transfer protections, why offer anything at all ?

Just my .02

It would seem fair in theory, but realize that if it went down this way you'd very likely have some Eagle guys junior to PSA guys who had not even soloed yet when Eagle hired them. I am not trying to stir the pot, just showing one perspective of "fair"

250 or so went to AA and a handful of others simply left via normal attrition. Eagle currently has about 3100 pilots and I believe only about 275 aircraft, so they are overstaffed, but that is likely because AMR doesn't know for sure what the end game is. If it's Parker and he doesn't want all (or any) of Eagle, then you can expect the obvious.

Right now Eagle is in Chapter 11, so it's to AMR's advantage to show maximum cost and loss to the court to get their 1113 demands. Additionally, any potential furloughees are all 1st/2nd year F/O's and the cost to do long-term requal is almost that of just keeping them on payroll for awhile until the smoke clears.

It's impossible to make everyone happy no matter how you look at it I guess the term is "most reasonable" rather than fair. If you're a JR capt. now you should remain a JR capt. I don't think there is a huge difference between the companies as far as this goes think we all are around 06-07 upgrades. I could be wrong it's all speculation to this point anyhow

Well look at PNCL right now, they merged the list, and now are getting rid of a ton of planes. I think the same would be the case in a PSA/EGL marriage. I also think if you merge the list, that your misunderstanding out list. Yes we have a bunch of senior captains, but they also have AA rights, and will get slapped in this BK to industry average, and many will finally leave.

The biggest winners will be the fairly senior CAs at PSA that have not been at PSA all that long, since they would end up in with 20 year EGL CAs. However as you get to less than 10 years, you will see less overlap. 7-10 years at EGL gets you the bottom half of Captains. 4-7 years gets you the top of the FO list, and everyone else is the bottom half.

We added 25 CRJs in 2010, so that added 250 more pilots, also about 250 went to AA. IF AA hires another 250 will go fairly fast, and that is why we over hired, prior to BK EGL was planning to hire another 750 due to the attrition rate last year and AA. We hired 900 since 2010.Mid 2006 is most JR CA.

Planning your hypotheticals on AA hiring (or ANY significant attrition of regional pilots to major airlines) in the next 3-5 years isn't realistic, if you ask me. Assuming the advancement burp by Eagle pre-bankruptcy to continue in perpituity isn't either. I understand you clinging to that, as with your seniority it's the only reality you've experienced. AA is FAR more lkely to furlough rather then hire. In fact, under Parker's acquisition deal there would be no furloughs, but likely also no hiring for awhile. My bet says under Horton's post BK merge, there would be more significant furloughs then the 400 that might occur during the reorganization.

By the time even the 253 would get a shot at AA, they'll be 5 years older and even less likley to "get out of the way". IF (and that's a BIG if) the 824 agreement survives both chapter 11 AND any merger with U, expect no more attrition then Eagle could withstand internally (normally 20/month) and so if and when AA/U starts hiring in any numbers it will be a slow/steady trickle. This all assumes Eagle itself even survives a merger with U in whole or part. If in part and junior Eagle pilots are furloughed they'd be starting over at the bottom elsewhere when re-offered new-hires slots at another regional.

How many pilots in this industry (both regional and major) have a past history of "1 step forward/2 steps back" ?

That reality is part of this business and Eagle pilots (especially the recently hired mass) have yet to grasp or experience that reality. Ask any Mesa, Comair, Pinnacle, Midwest, etc. pilot and you'll get a sad shake of the head.

This whole discussion is completely hypothetical. No one but bored pilots are even talking about merging psa and eagle. They dont even have a merger with Usair and aa yet! Also, what about PDT? Where would they fall in? And wingtip, if you think that in an event of a merger our 7 year captains will go fo and Jr to guys from the bankrupt eagle you have another thing coming. Relative would be the only fair way, and I assure there will be lots of psa pilots (not me) pushing for something much worse for you guys than that.

Eaglefly you have to understand 9/11 is over, the age 65 change is now behind us, and the FT/DT and 1500 hour rule are coming. It is not 2008 after a massive economy bubble pop just 7 years after 9/11. You seem to think that a 12 year abnormality, fueled by govt changes and foreign policy blow back, is going to continue. However its coming to a time of self correction.

Name calling isnt really necessary, and its YOURE not YOUR tough guy. You posted very clearly 4-7 years gets you senior fo. That will not happen. To negotiate you need to bring something to the table. A bunch of erjs no one wants and a bunkrupt parent airline isnt it.