Thanks, but you are wasting your time attempting to explain the facts to someone who has already formed an opinion independent of the facts.

How many regional partners of mainline airlines have attempted to close ranks against management only to see the mainline pilots attempt to throw the regional pilots to the wolves at the first sign of danger?

Pan Am used to have a farm club agreement with Pan Am Express. Continental had a very strong program with Express. All those programs are gone. Management has pitted mainline pilots against regional pilots and the mainline pilots are loving it.

Is it any wonder more and more regionals are telling mainline pilots to either lead, follow or get the heck out of the way?

 

What house? There is no house. AA and AE are very different houses. Maybe in the same subdivsion, but nowhere near eachother. One has 1800 guys on the street (many for almost 9 years now) and the other just got 20 new 70-seat aircraft with a first class section to be staffed with mostly newbies (after the 70 furloughees get back).

I understand that the AE MEC is upset with CHQ, but the real story is how more mainline jobs have just vanished.

 

And how many 737s and 787s does AA have on order?

 

No, the real story is about holding management strictly to a contract. Bottom line. Keep the emotions out of it. Its business and we can not allow contract violations.

 

From an AA perspective w/o the TWA acquisition those numbers would be a lot lower. The APA got basically furlough protection with the merger with TWA with the basic staple of 1989 hirees. Carty's mistake of a merger shouldn't be put on Eagles shoulder. If you are an AA pilot not from TWA, you of all people, should not be complaining about furloughs for 9 years with the shaft the TWA folks got (especially their flight attendants).

450 of those on the street also got the left seat at Eagle while retaining longevity for pay purposes. For some TWA pilots that amounted to a six figure unemployment check.

If the APA is too stubborn to accept Eagle as a partner in coordinating versus AMR, do you honestly believe you would have fared better with RAH/Mesa/Insert Regional doing the majority of the feed?

The "new" aircraft you speak of is once again a net decrease in overall aircraft for Eagle. AA's 737 order and no announcement of what to do with the MD80's is a potential growth for AA as of this moment (I realize this can change in a heartbeat). APA should be working with EGL ALPA and vice versa. If on or the other is too stubborn, etc. that's too bad.

 

A very good analysis until that point. You know as well as I do that until very recently they had the highest min's of all the regionals, and AMR continually complains about their high labor costs due to their senior workforce. While they may have had a very high turnover rate among the less than three year FO's, the majority of the rest had been there long term, with the most JUNIOR Eagle Captains having about ten years in the right seat at Eagle. So, while I agree with everything else you said, that one part was inaccurate.

They vanished when you gave them the right to purchase those extra jets. and nobody is losing any jobs, they just aren't hiring replacements.

 

To date, I don't own an airline.

 

Correction; not 20 but 22 CRJ's.

 

Good luck, Eagle! AMR is trying to take the cheap way out of a scheduling problem by violating your agreement and placing CHQ in your base. AMR could buy their way out of the CHQ contract, they could buy off Eagle pilots through pay/work rule increases, or they could just continue to operate those CHQ flights out of STL. AMR does not HAVE to put CHQ in ORD. Protect what you have, and make AMR pay what they already know they owe.

Someone earlier asked about the content of the CHQ/AA contract. While I know zero specifics, I would venture to say that there are no base-specific provisions in it. RAH has generally given their mainline partners a lot of latitude in terms of aircraft basing, as witnessed by our long history of closed bases and displaced pilots. Occasionally RAH requires a minimum amount of flying to be guaranteed into specific maintenance bases, in order to justify the investment in local staff, facilities, and equipment. For example, Republic is guaranteed a certain amount of flying out of PIT for US Airways, even though Airways has desperately wanted to reduce their PIT presence.

 

the assumption that a 50 seat AE a/c can replace an MD 80 or larger?