Not as many as you think. Most will have to stay longer to make up some of their losses. This will be bad for anyone who was looking to AA for their next career move.

As scope is whittled, there will be more RJ's for former mainline hopefuls to retire on.

 

That's definitely a possibility. I'm wondering how much leniency the bankruptcy judge will give AMR in regards to the contract. This bankruptcy was pretty tenuous since AMR's cash position is much better than other companies that filed for Chap 11. I'm still surprised they were granted a bankruptcy, but then again I'm not a financial wizard. If I was I wouldn't be a profesional pilot.... LOL.

I think AMR is going to have to present a very good case to make any significant changes to the contracts. Of course anything could happen....

 

Believe it or not, I have a friend in the AMR upper management team and here's the skinny:

1. Bust the AA scope clause.
2. Spin off Eagle.
3. Create a permanent B scale for ex-Eagle flows (retroactively) and all new hires.
4. Bid out feeder flying for 90-125 seat jets (up to 100). The Eagle spin off will get a 2.5-3.5% price preference.
5. AA will consist of 737, 777, 787, A320 and A330 types by 2020.
6. All Eagle aircraft under 70 seats (as currently configured) will be sold, sent back to lessors, or parked as of the spin off or by 2014 latest.

So, that's the skinny.

 

...................................

 

I have a friend in upper mang and he says eagle will be the new aa, if your on property last summer, you will be aa by 2020. Goal is to use eagle as a B scale'

 

Is your friend in upper management as real as your "1000 hours of legacy time"?

 

1. The APA will likely not willingly give a blank check on scope. AMR can ask a judge to, but they'll be required to demonstrate scope relief above and beyond the competition is necessary for successful emergence from chapter 11. A judge may or may not give them everything they ask for in that instance.

2. Possible.....or maybe not.

3. Perhaps for flows not yet on property,but those who have already flowed through are scattered about the seniority list and AMR can't cherry-pick pilots out of seniority and single them out for special compensation reductions. The APA would be subject to DFR if they agreed to any such thing.

4. AA will be flying the 125-seat A319 and has options for the 106-seat 737Max, so I don't see the point of needing to contract out that flying and losing money, especially considering what they'll likely be seeking in their 1113 from the APA.

5. No A330 orders yet. It's another fleet type and would compete with the 777, so I'd be surprised if they went with the additional expense. The A320 isn't in the mix at AA, but only the A319 and A321.

6. Agree, all Embraer E-145 series will be gone within 2-3 years. I'd expect more CRJ's and Q400's and likely some larger E-series with perhaps half flown by another carrier then Eagle (spun off or not).

 

Its as real as everything else you read on here

 

Heard from a mtx. supervisor that they have been told all the 135/140s and half of the 145's will be gone in 2-3yrs from now.

Bumpy ride ahead.

 

MTX supervisor? So that's probably accurate...