Bubba, you have it backwards, as usual.
You took their jobs, they didn't take yours.
I took
nobody's job, dumbass. I got hired by a company, worked there for many years, and when I had enough time there to be senior enough to upgrade, I did. If someone crossed a picket line while my union was on strike, then yes, they would be a scab who took a job. If you seriously don't get that, then you really don't know shi1t about unions, do you?
If AA bought SW tomorrow, I'm sure they
could justify bumping you back to 737
FO in LGA. But would that be fair?
Laws have been written to avoid the
abuses that have occurred in past SLI's.
Why not follow the law and allow a neutral
party to help decide, rather than hiring
some dirt-bag, Texas attorney to find some loophole , to circumvent
the law and screw your fellow pilots.
As usual, nothing but BS, and more refusal to actually answer my actual questions. "Blah, blah, blah, I made captain here in four years; I should be a captain at any airline!" That's basically all you can repeat.
And then when that doesn't work, you up the ante with wild-ass claims like "You're a scab!", "You took people's jobs!", which are all not only untrue, but complete crap.
Unlike you, I'll actually answer your question (or maybe it's an accusation; I can't tell):
If I had made captain in a few short years at a small airline, and then it was bought by a American Airlines, then
no, Kwick, I
wouldn't expect to automatically be a captain at American,
ahead of pilots there with many more years of service, who weren't senior enough to be captains there. What I
would expect, is to have a job there, and for my service to count for something. If my fair place on the seniority list qualified me to be a captain, then I would
expect to be one. If not, I wouldn't whine--like a bitch--for years afterward, accusing other pilots of being scabs. That's what I wouldn't do.
Tell you what sport, answer these two questions, and you might be taken seriously. I really would like to know what you think about these specific things, and something more than just, "because that's what I want":
1. Why does 4 years' AirTran service derserve a SWA captain seat when Southwest pilots with less than 10 years' Southwest service didn't rate one?
2. If you were a 9-year, senior FO at your major airline (say AirTran), hoping to make captain in the next year or two, and your company bought a tiny startup, would you want or expect
that company's 1-year captains to get the AirTran captain seat you wanted, while you
still didn't get one with your 9 years' service? You know, because they already were captains and all. Would that be okay with you?
And here's something else for you to think about: If our SLI
had been decided by an arbitrator, then the only thing he would have decided was a list. Period. That's it. That's all he would have decided.
He
wouldn't decide who gets a captain seat, nor who gets what payscale, but strictly what order pilot's seniority numbers appear on a list. That's all he would have been tasked to do in a single category case like ours. That means that even if he had given you straight date-of-hire, you
still wouldn't be senior enough to be a captain here. He decides seniority alone. Don't you get that?
Answer the 2 questions. Or don't. Continue whining and whining, dodging and evading, and pretending that you got screwed and the rest of the world is on your side. Or better yet, grow up and get over it. Maybe someday, when you have more experience (airline
and union) and maturity, you'll be able to upgrade here.
Bubba
)
