APA proposes pay scale for AE

[Caveman]

Macdaddy posted:

"You guys are in fact overpaid for the job you perform. You have managed to extort too much money from the big airlines and are in fact killing the goose that laid the golden egg. It will be a long time before the majors hire any new people. They will continue to lose business to Southwest, Frontier, Jetblue, Regional carriers, and fractional operators."

100% correct and the pilots at the majors are 100% in denial. They still think that they can somehow keep drawing water out of an empty well. Look at the numbers. UAL lost something like $500 million dollars last quarter. DAL $400 million. The 'success' of the industry earned $21 million (LUV). To you and I $21 million is a ton of money but to a multibillion dollar company $21 mil is chump change and a dismal showing no matter how they try to spin it.

 

[Draginass]

Sorry, I had to stop laughing before I could write a reply. I thought at first you were a real lawyer because only a real lawyer would have the huzpuh to be critical of another profession's compensation, but now I'm not so sure. Most of the lawyers I know wouldn't be as defensive about their compensation. So, I'm not so sure now.

My compensation is determined between the union and management based upon a mutually agreed upon rate. How do you feel about management's opener last August? Pretty good money there with a promise of industry leading. My compensation is a relatively fixed cost just like fuel, just like gate rent, just like aircraft leases, etc. The company has the power of furlough to cut down on labor costs during times of extended low demand. If the company wants to renegotiate compensation, they can ask, just like they do with the oil company, aircraft lessor, etc. And point of fact, UAL and DAL managements may. UAL's management buffoonery during their pilot's contract is well documented. Well, right now, my compensation is a full 30% below current industry standard and I'm betting the rest of my miserable overcompensated ($80K per year) underworked (19 days a month away from home and based in a very high cost area) career that I'll get some compensation increase on this next contract. And, guess what, I think I'm worth it. If the company won't agree to it, let them. Labor law will take it's course.

My compensation is a cost, just like what the company pays the CEO, company officers, and bevy of corporate lawyers.

Caveman, the major airline pilot neverbe, I think feels this need to slam major pilots at every opportunity in hopes of lowering them to his compensation level. Ok fine, but it's not keeping me awake at night.

I agree that as far as combining AE and AA goes, it makes sense from a standpoint of management simplicity/efficiency, but right now is an impractical idea. Management has no incentive, even if the major lowered compensation. Management knows that they would experience immediate upward pressure, only this time there's no one to whipsaw. Probably the only way they'd go for it would be with a AE style no-strike contract, in which case labor would have little leverage - just like AE got emasculated in 1997.

In retrospect, my personal opinion is that errors were made by the major unions in not countering the regional concept earlier and being preoccupied with immediate self interest. Gosh, imagine that - self interest. But, that said, I'm not sure it would have made much difference anyway. If I were management I wouldn't give up the commuter scope loophole unless I could neuter the major's contract. So, here we are 15 years later with the major with decent compensation and some protective scope provisions, and a regional with lousy compensation and having to fight tooth and nail against outsourcing of their jobs to subcontrators.

The future I see is the ATA's assault on unionism in general, and specifically to put the politicians (lawyers) deeper in their pockets to change the RLA provisions. This would put the companies evern more clearly in a position of superiority.

Were do we go from here? The APA's made the first step with respect to fixing the regional problem. They have only a bit of leverage, while AE has zero. Even so, AMR won't go for it unless they can emasculate APA's contract with industry trailing compensation and a no-strike provision for a very long time.

Something else to consider. I wonder how the face of hiring would change assuming no precipitous drop in compensation. I wonder if minimally qualified pilots who used to get hired by major's regionals would be bypassed in larger numbers in favor of experienced pilots (assuming everybody absorbed their regionals.

Go ahead and hate us all you want. The terrorist assault effects will wear down and the economy is going to pick up again, and things will be fine for the majors. Scare tactics and a few Chicken Little's or not.

 

[FlyingSig]

I'm not delusional. By career, I'm a professional negotiator - I'm an attorney who took a stab at changing careers because I love to fly airplanes. Before 9/11 happened I thought it was a good time to try changing careers. The only thing that kept me out of the Air Force was my eyesight. I went to a big name law school and also have an undergraduate biz ad degree. None of those AMR managers are better educated than I am.

I gotta say thank you... I haven't laughed like that reading this board in quite some time.

I'm not quite sure what your plan is. You say major airline pilots are greedy sob's. Fine, so you want to work for a regional, but by throwing in how smart and edjumakated your are, I'd say you probally don't wan't to be a pilot, you'd rather be a "managment pilot". That's ok too, to each their own. But then you try to warm up to the RJDC crowd when in all reality you want to be on the other side of the table negotiating for the company while you tell your other lawyer friends that you're a pilot. (That's the delusional part)

So what's with the eyesight excuse? So you couldn't get into the airforce. So what? Not motivated enough to go through the civilian ranks. Oh, the money thing right...... you had to get edjumaketed to get the money to pay for the flying. OK, I'm with ya.

I digress.... (If I were a RJDC type though, I'd run as far away from this ambulance chaser.... let's see, I think the last CoEx NMB mediator who used to be an Eagle pilot (lawyer type) suddenly became a negotiator for ExpressJet...funny how that works out)


FYI though, DAL's super expensive rates.... turns out that if you take the pilot rates in 1985 and add inflation to them, the new expensive rates are still lagging by about 10% .... but since you're a professional negotiator you know that pilot productivity is not so much in the payrates but the workrules which are negotiated as well as limited by FAR's.

Nice to see someone who doesn't work for an airline and has never worked for an airline be such an expert on airlines. You probally subscribe to Holly Hennigan's gossip column. You're not related to Terry Erskine are you?

 

[Caveman]

I have to admit it's getting tougher and tougher to bite my tongue and not respond in kind to juvenile comments from the likes of Draginass. FWIW, I don't have an ax to grind with major airline pilots. In fact if the cards fall right I might even consider applying to one or two of them in a few years.

Let me rephrase an earlier comment I made. SOME major airline pilots mistakenly believe that the industry will continue to operate as it has for the past 30 years or so. In my opinion I don't think it will. The small jet is changing the way business is done in drastic ways. Of particular importance is that it's changing the way pilots approach their careers and their expectations.

As recently as 10 years ago the idea of spending an entire career at what were then correctly labled commuter airlines was considered to be idiotic. These carriers were typically stepping stones to bigger, faster equipment and better paying jobs with the potential for a decent living and a decent retirement. The commuters offered none of this.

Along comes the small jet and things start to change in a big way. Slowly at first, but once their viability was proven their use and growth snowballed at an incredible rate. So did the carriers that employed them. What were once exclusively t-prop operators flying 250nm legs to a hub are now jet nationals flying point to point 1000nm legs. In some cases the change from caterpillar to butterfly was less than 5 years. That is extraordinary growth in anybody's book.

The big problem is that until very recently compensation and work rules at these jet nationals hasn't kept pace with growth. However, even the modest gains in compensation at these smaller carriers has made them more attractive as a career choice for a growing segment of the pilot community, me included. The pay, work rules and retirement opportunities are attractive enough to make them a legitimate choice. I will not attempt to insult anyone's intelligence and suggest they are on par with one of the big 5 airlines. Not even close. But they are reasonable.

The compensation at these airlines is also the biggest problem facing the industry today. It's the main source of the increasingly rancorous relationship between the various pilot groups. When small jet pilots are willing to fly for significantly less overall compensation than their mainline counterparts the companies outsource more and more flying to the small jet guys. This threatens mainline pilot job security and causes stagnant growth in their compensation. No wonder they are pissed. Conversly, the mainline pilots try to protect what has traditionally been their piece of the pie and it's done at the expense of small jet opportunities. Thus, the small jet guys are pissed.

How do we fix it? The primary solution is that I have to become as concerned about mainline job security and compensation as they are about mine. I have to get on the same page as Draginass and FlyingSig and they have to be on the same page as me. The hard part is that it's probably going to be a different page than either of us are on now. Collectively we have to come to some sort of agreement on where we are and where we want to go as the labor part of this industry. When we are once again one voice we regain the power to coerce management in the direction we want to go. Until then management is winning. Divide and conquer is alive and well.

Now the hard part. How do we come to some sort of consensus between mainline and small jet pilots? Frankly, I don't know because both parties are going to have to yield in some way. Pilot egos being what they are and our concern for our livlihoods being paramount seems to stack the deck against us. Unfortunately we have no choice.

The only thing that seems to make sense, at least initially, is the creation of one seniority list whether it be nationally or just between mainline and their WOs. I have no illusions about this being the panacea for our problems nor do I believe it isn't without implementation problems of it's own. Hell, I don't even know if we can get management to go along with it. But it is a step towards some sense of unity which I hope will foster some sense of community for the entire group.

Ideally in the future a pilot will enter the airline ranks at the small jet level and be able to move seamlessly through the ranks to wide body captain all at the same company. Seniority will be preserved and retirement compensation will grow as a result of the increased longevity from staying at one company instead of bouncing around from one employer to another as we progress through our careers.

None of this will happen unless small jet pilots recognize how we threaten mainline and mainline pilots must recognize that we are here to stay. Mutual respect and compromise must be found.

 

[Draginass]

Fasten you seatbelt, Caveman.

My compliments on your realistic, concise and coherent synopsis of the problem. Even Surplus has admitted that his secret plan isn't pratical.

Given currently foreseeable circumstances, what do you think that majors unions will have to give up to entice/compel the corporations to combine their majors and regionals? What will regional pilots have to give up, or do they have any chips to play at all?

In the meantime, I expect things will continue in the status quo with each group rightfully looking out for it's self interest. Majors aren't going to surrender scope (and jobs) to its regional, and expecially not to just watch it leak out of the regional's sieve of a scope clause into company-of-convenience outsourcers. With globalism, the companies would like no restrictions on code shares or scope limitations, thus being able to source the cheapest labor available.

The wild-card in are the politicians like McCain. If he had his way, the industry power balance would be tilted decisively in favor of the corporations and labor would have the right to strike taken away. These guys could care less if an 777 Captain is paid 60k a year and works 16 hours a day, 22 days a month. They just want cheap ticket prices, and no service interuptions.

 

[Ted Striker]

SUPPORT THE PAC!!

Dragin and others...,

You are quite correct about McCain and others like Ole Trent there from Mississippi. I have nothing but respect for John McCain and what he did for this country, but I have to STRONGLY disagree with him on this. Everyone who is an ALPA member needs to support the PAC. This is our only real hedge against the powerful airline lobby, which has been successful in the past at keeping our duty times high. I just browsed through this thread, but I love the lawyer who knows so much about being an airline pilot. The ones who are overpaid are the no-load managers and CEOs who get fat checks every year and nice golden parachutes. The only ones they are making happy are the stockholders who look at nothing but the bottom line. I can't think of a major airline who hasn't completely pissed off at least one of the following: the business traveler, a labor group, the leisure traveler, etc, etc. OK, I am off on a rant... bottom line, support the PAC!!

 

[bayoubandit]

Didn't McCain say that we pilots shouldn't take vacations in the summer since the demand is so much higher. That we should do our part to help the airlines. I believe he even went on to say that us vacationing in the summer was unpatriotic since it disrupted air service to px's by shortening summer staffing levels.

 

[Airline Pilot27]

This is hearsay but what is ironic is that McCain has a son that flies for a mAAjor airline. That being the case and himself being a former distinguished Navy Pilot one would think he would be a little more sympathetic to airline pilots. Not all of us are making the big bucks...especially at Eagle.

 

[surplus1]

That's a real reach. Last union meeting I was in, the back doors were well guarded. Wishful thinking on some people's part.

Well, I got it from the horses mouth, i.e., AA pilots. According to what I read, posted by an AA pilot, there's an active movement among AA pilots, complete with petitions and proposed resolutions, to get your Board to take up and agree to a merger between APA and ALPA. It even includes quotes from the ALPA president. Are you sure you're up to date with what's going on in your own union? If you're not in favor of such a merger you'd best find out.

As far as pay rates for small jets go, I don't know where that's coming from. I've certainly not seen anything published anywhere on that, although I think that you can bet that scope still resides at it's rightful and usual place on the priority list.

Well that's what started this thread. It even includes links (that I can't seem to make work).

I've been trying to get info on where it is. The links take me to ALPA website, but when I sign on, I can't find it anywhere.

It it is true, I find it extremely interesting that the APA, which does not yet represent Eagle pilots, would propose pay rates for Eagle aircraft in its contract opener.

To me, that would confirm completely what I originally said with respect to the APA proposal to "integrate" AE. It is a proposal designed, not to integrate AE pilots, but to transfer AE aircraft to the AA seniority list, without AE pilots.

That takes a lot of cojones.

 

[surplus1]

Fasten you seatbelt, Caveman.

My compliments on your realistic, concise and coherent synopsis of the problem. Even Surplus has admitted that his secret plan isn't pratical.

With all due respect, that's pretty misleading. What I admitted was that even if we overcome the economic difficulties associated with integration of mainline/regional, the corporation would resist because it wants to maintain the leverage provide by 2 or more pilot groups on the same property. That's quite different from what you imply.

I said that my "secret plan" would handle the economic side of the equation, but not the bargaining leverage that the Company now has in its favor.

Stretch it if you want to but stay close to what I said and why I said it.

 

[Draginass]

There's been several "resolutions" etc etc put forth to go back to ALPA. The latest resolution to even "explore" the possibility was voted down at the last meeting I was at and will continue to be so. It just doesn't have nearly enough support.

As far as the secret plan goes, I didn't realize a plan can still be
"practical" and still be unacceptable one of the principals involved.

As point of fact, the APA opener did not include pay rates. That's usually the last thing to be negotiated. With the APAs integration offer to AMR, I would hope that small jet rates would be included in the event that we can get AE pilots under our contract. Putting all AE pilots on the street, huh? Funny, I don't see hardly any condemnation of APA's offer among AE guys themselves. I suggest you let them speak for themselves.

Those ALPA national goons must really be scary when they're able to intimidate the vast majority of regional pilots to not support the RJDC -- or is it that the RJDC has virtually no popular or MEC support?

 

[Caveman]

Draginass,

Thanks. Finally there is some dialogue between us instead of vitriol. There may be hope.

You have centered on the crux of the problem and that is what and how much is each party willing to concede in order to gain solidarity.

The place to start would be to focus on what each side needs most and what each side can bring to the table to help the other side. It would also be an exercise in futility to exclude management concerns from the debate. They have to be appeased as well.

I think that what mainline is lacking is job security and sustainable growth. Both of these are short term problems in my opinion. What mainline has in spades is excellent work rules and pay.

On the small jet side we need the opportunity to move up to better paying a/c. Personally I think the pay for small jets is only slightly low. More is always better but we are in the ball park except of course for 1st year FO pay. Our work rules at Comair are ok but they certainly could be better. What we have in spades is excellent growth and job security.

It appears to me that mainline has what we need more of, i.e. better pay and work rules and we have what you need, i.e. growth and job security. So, how do get together?

Well probably the only way it will ever happen and make the company a willing if not reluctant participant is to have each side give up a little of what they have the most of. For example, the only way small jet guys will be able to partake of mainline work rules is if they give up some short term growth.

Here is a radical proposal that I've given about 10 minutes of thought to. I'll try to be brief. Since I'm in the Delta family I'll use them as my example.

1. Merge Comair and ASA lists on an equal seniority basis then staple that list to the bottom of the DAL list. Mainline gets instant job security and the bottom of the ComASA folks get instant job insecurity. But this should be a short term problem for the junior guys. I'll explain why in a minute.

2. Dump the block hour scope limits immediately. Management wins this round. They get to use the best airplane for the route instead of trying to deal with arbitrary seat/size limitations. The pilots will benefit in several ways. One, growth will continue because the company can rightsize the airplanes, that lessens their risk. The bottom of the seniority list keeps their jobs or suffer short term furloughs. The bottom of what used to be the mainline list will have to settle for flying small jets at Comair wages, but they will be employed and earning longevity. Remember, think long term. Same for the former ComASA pilots. Short term pain for long term gain. Let the company market the right planes for the right job and growth will continue. Right now they are restricted and growth is stagnating at mainline.

3. ASA works under Comairs contract and all parties keep their current contracts until the latest date that the contracts expire. In other words all contracts would expire at the same date and negotiating for a new work agreement that covers the entire group wouldn't take place until the last of the two contracts is ammendable. Again, management wins this one for the short term. No nasty strike at ASA and they get an extension of the current DAL contract until June 06'. We win when as one unified group we negotiate for the new contract. The result will be the same work rules and benefits for all pilots at Delta, Inc.

4. Impose fences to seat protect what everyone is currently flying. Make them relatively short term, say 3 - 5 years. After that you fly what your seniority will hold.

In my scenario mainline pilots will have to agree to short term limits on their ability to negotiate a better contract. They gain instrant job security and improved growth.

Small jet pilots MAY suffer some short term furloughs. They will eventually gain access to mainline work rules and unlimited upward mobility.

The company gains an extension on their fixed labor cost for the next five years and the ability to market the use of airplanes as they see fit absent of any scope limitations. Their downside is that when the new work agreement is negotiated they will incur additional costs attributable mainly to the size of the pilot labor pool. IMHO they also would be less vulnerable to a strike because it's unlikly that the feds would allow a pilot group the size of a merged DAL/ComASA group to walk out. The economic impact would be too severe.

Is this plan flawed. Most certainly. Like I said it took about 10 minutes to dream up. What it does do is cause all parties to give up a little to gain a little.

Fire away.

 

[surplus1]

Caveman

Good thinking! Perhaps not perfect but way better than anything anyone else has offered so far. You must be a Comair pilot. You not only have a mind, you're using it.

Guess what? You won't get a single mainline pilot to even listen to what you've said. Know why? They might have to contribute something to the solution.

There's not a one of them that will do that. After all they a mainline pilots and that's substantially better than being airline pilots.

Just watch what you get back. I predict at least 20 reasons why it "will never work".

 

[Draginass]

Actually, that comes close to what I would think a "least bad" proposal.

Not sure what you mean by seat protections when the plan would result in some mainline FOs being displaced into RJs at regional compensation (not just pay, but I assume benefits and retirement as well).

Would like to see some actuarial projections on upward movement as well as compensation loss. Also, aircraft projections and market analysis, which there is no clear picture.

Gut check tells me that the company would not see enough gain to compensate for loss of leverage. It's a numbers game and would require some really indepth anaysis.

DALPA would have to be convinced that they are going to lose their scope clause, and so far there's no indication that's going to happen.

In the end, the regionals MAY suffer some furloughes, but most gain tremendously.

Mainline gets to retrograde some junior pilots to RJ captain (presumably seats in new aircraft) (and certainly better than being mainline furloughed) and has its compensation frozen until 2006.

Trying to make it work in my mind, but it would take some serious number crunching and realistic projections. Not convinced, but thinking.

 

[FlyingSig]

Re: Caveman

Know why? They might have to contribute something to the solution.

Kinda like Comair pilots not wanting to loose any of their own seniority "for the good of the solution".

Works both ways and from what you preach, you don't want to give an inch either.

 

[Steve McCroskey]

Dragin,
In an earlier post you said that AMR would have to get a no-strike clause in the very slim chance they would agree to a merger of AA and AE. Why not give it to them as the US Gov't would never allow AA to strike in the first place, too much negative impact on the industry or some other reason. I completely agree on not removing a pilot group's ability to self help, but if the feds won't even allow it and AMR is willing to give something up for the clause it seems like it might be a freebe for APA. I know next to nothing about airline contracts and negotiations. I'm sure there are numerous reasons for not giving management this clause of which I am ignorant. Please enlighten me as to the other pitfalls of a no-strike clause.
I ask this sincerly and would honestly like to know more.

 

[Clownpilot]

>>Well, I got it from the horses mouth, i.e., AA pilots. According to what I read, posted by an AA pilot, there's an active movement among AA pilots, complete with petitions and proposed resolutions, to get your Board to take up and agree to a merger between APA and ALPA. It even includes quotes from the ALPA president. Are you sure you're up to date with what's going on in your own union? If you're not in favor of such a merger you'd best find out.>

Yeah well here's a horse that will tell you straight. I am an AA pilot and I am active in the union. I also monitor all union activities pretty closely. Yes, there is a small yet very vocal group who are proponents of merging with ALPA. They have yet to gain enough steam to even force a ballot vote. Many people, including myself, believe that a move to ALPA may be inevitable in the coming years. But support for that right now is very low. There is no immediate possibility of that happening. The TWA acquisition set back the ALPA movement probably years. Many guys now believe that after what TWA tried in the political arena it would be far too risky to become a part of the organization that represented them. Frankly, many guys are so pissed off from that Bond legislation that they may never support an ALPA move. However, the time may come. But, it won't be soon. Right now overall support for a move to ALPA is less than 10% as opposed to 35-40% pre TWA.

>>Well that's what started this thread. It even includes links (that I can't seem to make work).

I've been trying to get info on where it is. The links take me to ALPA website, but when I sign on, I can't find it anywhere.

It it is true, I find it extremely interesting that the APA, which does not yet represent Eagle pilots, would propose pay rates for Eagle aircraft in its contract opener.

To me, that would confirm completely what I originally said with respect to the APA proposal to "integrate" AE. It is a proposal designed, not to integrate AE pilots, but to transfer AE aircraft to the AA seniority list, without AE pilots.

That takes a lot of cojones.>>

We submitted a proposal to AMR management for the eventual integration of all jet flying at AA. This included bringing a part of AE that flies RJ's into our fold. Management responded that our proposal gave them nothing to work with, was completely unrealistic, and didn't warrant a formal counterproposal of any kind. And frankly we never received one. But, it did end the PR campaign against us that they were using to try to convince people that we were the reason they had to furlough AE pilots and employees. It was all a PR game.

You can go on and on about this issue but as I have said before, scope will control the RJ issue and we must preserve that scope clause at all costs. I am the strongest advocate of maintaining strong scope not only as a control measure for management but also as a control for the 'one list' wackos.

 

[Draginass]

Steve -
The President is the one that initiates the PEB that suspends the right to strike. Eventually, if no settlement is found, then it's within the power of the Congress to impose a contract -- something that Congress would be politically loath to get involved in. It's dependent on the politics, which, of course, sway with the wind. The President will change, but if you waive your right to strike, you're stuck with it no matter who the president is. Unfortunately, the negotiating tactic of most companies is to delay, delay, delay, then only negotiate seriously when a strike is an imminent threat. Without that power, the negotiating leverage of a union is virtually nil. The courts are very slanted towards the companies and very hostile to labor now, and even working to contract minimums can be deemed illegal as evidenced by the court order to Delta pilots to fly "voluntary" overtime. A no-strike provision in a contract is a really bad idea. Without that and strong scope provisions, you might as well save your money on union dues because it won't be a profession anymore, just a job until management can find someone to do it for less than you're willing to take.

Ask some AE guys what they think about their 16 year no-strike contract.

Maybe some others more schooled in labor law can give a more detailed answer.

 

[surplus1]

Re: Re: Caveman

Kinda like Comair pilots not wanting to loose any of their own seniority "for the good of the solution".

If Delta pilots aren't going to lose any of their seniority at DAL(and they should not have to), then there is no reason for Comair pilots to lose their seniority at CMR either.

Works both ways and from what you preach, you don't want to give an inch either.

Actually I might be willing to give quite a bit to Delta pilots, but you are absolutely right when you say I won't give one inch to ALPA.

Delta pilots owe me nothing and I owe them nothing. We start with a level playing field and that makes a deal possible. A lot of you guys think this is a fight with Delta pilots. It's not.

On the other hand I pay the union to represent my interests. Not only has it failed to do that, it's ripping me off. If there is anything I can do to stop that, I intend to do it.

 

[surplus1]

[B
Yeah well here's a horse that will tell you straight. I am an AA pilot and I am active in the union. I also monitor all union activities pretty closely. Yes, there is a small yet very vocal group who are proponents of merging with ALPA. They have yet to gain enough steam to even force a ballot vote. Many people, including myself, believe that a move to ALPA may be inevitable in the coming years. But support for that right now is very low. There is no immediate possibility of that happening. The TWA acquisition set back the ALPA movement probably years. Many guys now believe that after what TWA tried in the political arena it would be far too risky to become a part of the organization that represented them. Frankly, many guys are so pissed off from that Bond legislation that they may never support an ALPA move. However, the time may come. But, it won't be soon. Right now overall support for a move to ALPA is less than 10% as opposed to 35-40% pre TWA. [/B]

Thanks for the assesment. I won't debate the TWA scenario, mostly because I think ALPA did little to represent them (for political reasons associated with the effort to recruit you).

Anyway, I'm happy to hear that support for a merger is such a small minority. While I am obviously NOT an AA pilot, I think you're far better off runing your own show. The type of politics that caused you to leave ALPA in the first place are alive and well today. The only real difference is that it's being played against folks like me. BTW, you weren't much bigger than we are today back then.

We submitted a proposal to AMR management for the eventual integration of all jet flying at AA. This included bringing a part of AE that flies RJ's into our fold. Management responded that our proposal gave them nothing to work with, was completely unrealistic, and didn't warrant a formal counterproposal of any kind. And frankly we never received one. But, it did end the PR campaign against us that they were using to try to convince people that we were the reason they had to furlough AE pilots and employees. It was all a PR game.

I'm pleased to see you acknowledge that the APA proposal was really a scam, i.e., just a PR game. The only thing I feel sad about is that there appeared to be a lot of "suckers" at AE willing to jump on that bandwagon and failing to recognize what you were really doing. PR though it may have been, in the remote change that AMR has swallowed it, it was a vehicle that allowed you to take the Eagle aircraft for yourselves at their expense. Apparently and unfortunately, many (from what I read in forums like this one) AE pilots are green enough and naive enough to see it as something good for them.

You can go on and on about this issue but as I have said before, scope will control the RJ issue and we must preserve that scope clause at all costs. I am the strongest advocate of maintaining strong scope not only as a control measure for management but also as a control for the 'one list' wackos.

As I have said before, you are entitled to your beliefs and the pursuit of what you see as your best interests. All that you need to comprehend is that we are entitled to the very same thing.

As for the "one list" bit, I am personally against it (which I have said before as well). However, I am very much dedicated to prevent you from controlling my flying or my life and, just like you intend to continue to try, I intend to continue the effort to stop you.

You've made it clear in previous posts that you are not worried about what we think, you intend to pursue your course with no possibility of compromise. There's not much I can do about that, but it doesn't reduce me to cowering in fear of your wrath either.

No doubt the folks with your attitude will win many battles. You're big, strong and very powerful. So was Great Britain, but it didn't phase the Minute Men. History has a record of repeating itself when we don't learn from it. I don't think you all have.