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JAn.9 possible date for merger announcement
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Hi Carl! I'm glad you had a nice Christmas with your children. I had a great one with my grand kids. There is nothing better than watching a 3 year old open a present and then play with it all day!!! Again I'll say we believe we have very little control. But instead of rubbing in our failures (like believing that an end date in a LOA meant an end date) why dont you tell me why min fleet and utilization rates are not important to you.
ackattacker
Client 9
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This letter from APA has been posted online at the Dallas News so I think it's fair to repost it here:
--------------------------
Dec. 27, 2012
Fellow pilots,
The APA Board of Directors reconvened today at 9 a.m. at union headquarters as part of the ongoing four-party negotiations between American Airlines and US Airways management, APA and the US Airline Pilots Association (USAPA) on behalf of US Airways’ pilots.
These negotiations are aimed at reaching a Memorandum of Understanding (MOU), or interim agreement, to address each pilot group’s respective concerns if the two carriers proceed to merge. The MOU would serve as the transition agreement and would also include improvements to our newly ratified collective bargaining agreement.
Some have suggested that the only way APA should “agree” to a merger is to first negotiate an integrated seniority list with USAPA. Major corporate mergers involving represented employee groups don’t work that way. No legal mechanism exists that would allow union-represented employees to interfere with a major transaction such as a merger. With McCaskill-Bond the law of the land, unless management predicates a merger on an integrated seniority list—much as we saw at Southwest in their acquisition of Air Tran–we are left to pick up the pieces after the merger has occurred.
While APA’s institutional position has consistently been one of support for a merger between the two carriers within bankruptcy, support for a merger at this juncture is not unanimous within the union. Likewise, AMR management has not embraced the concept of expediting a merger before restructuring concludes and clearly wants to retain control of the corporation and consider a merger on their terms following exit from bankruptcy. Keep in mind that AMR management has executed four different mergers—beginning with Trans Caribbean and ending with TWA—while completely disregarding the impact on our pilots’ seniority. I doubt that pilot seniority is anywhere near the top of their concerns right now. Likewise, I doubt that pilot seniority would be a key consideration if they were to execute a merger with US Airways, JetBlue or any other carrier following an independent exit from bankruptcy.
Instead, what we’re seeing is likely a deliberate attempt to sew fear amongst our pilots in an effort to derail consensual merger talks. A small group of pilots, with assistance from AMR management and a former CEO, has been advancing the notion that an integrated list should be a precondition to any further consideration of a merger. Their motives are crystal clear: hold on to the reins of power and control any merger on their terms. To be clear, fundamental capital transactions such as a merger involve a large number of parties. By virtue of the 13.5 percent equity stake we now hold as part of our ratified agreement, APA can exert influence over various aspects of a merger as a major stakeholder in AMR. However, we don’t have the ability to stop the clock and make everyone else wait while we sort through all of the issues associated with an integrated seniority list. To suggest otherwise is disingenuous, and simply ignorant of the law and the facts.
Our advisers have indicated that if we do not finalize an MOU in the very near future, in all likelihood there will be no merger before American Airlines exits restructuring. An MOU specifying wages and working conditions for the pilots, along with interim seniority protection in the form of fences, would enable creditors to identify synergies that would result from a merger of the two carriers. Absent an MOU, the financial benefits of a merger would remain unclear.
We all understand that seniority is extremely important to our careers. Of course, your seniority number is irrevocably tied to the airline you work for, so it’s likewise critical for your employer to be able to compete and thrive. The analysts who study our industry and make judgments about which airlines are best positioned in the marketplace have been virtually unanimous in the view that a merger with US Airways represents the best way to address our airline’s current deficiencies. Make no mistake—a merger of some sort is inevitable. The questions before us: Who do you want at the helm and do you want the ability to have some control over the process? In a post-bankruptcy merger, we would have little ability to influence any potential leadership changes at American Airlines and would represent nothing more than a speed bump.
It’s worth revisiting some of the reasons why the APA leadership decided several months ago that despite the inherent difficulties, a merger with US Airways represents the best path to a reinvigorated American Airlines and, by extension, a brighter future for us all. With the mergers of Delta-Northwest and United-Continental, American Airlines now stands at a distant third (and, by some measures, fourth in the U.S. industry) in terms of our revenue base and route network. A merger with US Airways is essential for both carriers and represents the quickest way to recapture the critical mass essential to competing effectively with those two carriers.
We have seen a model for a successfully arbitrated seniority integration at Delta-Northwest using fences and a ratio methodology based on a percentile seniority list ranking. Also, if an American Airlines-US Airways seniority integration were to be arbitrated, our attorneys have indicated that the ongoing seniority dispute between “West” and “East” at US Airways would be settled as part of the process and should not have any negative impact on an arbitrator’s decision under the McCaskill-Bond statute.
Many analysts believe that American Airlines finds itself in its present predicament because of an excessively cautious approach to consolidation during the past several years. Instead of vigorously pursuing Northwest Airlines as a remedy to American Airlines’ deficiencies in the Asian network, they sat on the sidelines as the rest of the industry flew by. How much longer should we wait before deciding that something needs to happen to fix American Airlines’ revenue and network disparities? Merging within bankruptcy also affords APA opportunities to “re-attack” sooner rather than later to capture additional contractual value in the form of a transition agreement/MOU for our members. On the other hand, a “wait and see” approach would ensure that American Airlines exits Chapter 11 restructuring as an independent carrier with our newly ratified contract. At that point we would have no mechanism for making any near-term contractual improvements, and little ability to influence the management structure or strategic direction of the corporation.
If the four parties agree to an MOU/transition agreement, we would proceed to the next phase of the process, which would involve the creditors assessing the financial benefits of a merger. If a merger meets with their approval, a series of additional steps would have to occur before a merger is approved and the new company exits restructuring, including consideration by the two companies’ boards of directors; antitrust review by the federal government; and approval of a plan of reorganization by the Unsecured Creditors’ Committee and the bankruptcy court.
Upon exit from restructuring, an application for single-employer status with the National Mediation Board must be made, which would take approximately six months. Once single-employer status is declared, we would go through a process to determine the bargaining agent for the pilots. After that we would begin negotiating a joint collective bargaining agreement (JCBA), which would focus primarily on reconciling and integrating the US Airways pilots into the American Airlines operation. This JCBA must be completed within 24 months of a plan of reorganization being approved. If not, it would be submitted to binding arbitration for any remaining open items. Seniority integration negotiations would then commence. In the interim, we would operate in accordance with the protections stipulated by the MOU, including fences and provisions to ensure that pilots on the American Airlines seniority list would operate any aircraft delivered as part of the previously announced aircraft orders.
Fellow pilots, we understand your keen interest in the ongoing MOU negotiations, and we will continue to provide updates as developments warrant.
Thank you for remaining engaged in determining our collective futures.
In unity,
Keith Wilson
APA President
--------------------------
Dec. 27, 2012
Fellow pilots,
The APA Board of Directors reconvened today at 9 a.m. at union headquarters as part of the ongoing four-party negotiations between American Airlines and US Airways management, APA and the US Airline Pilots Association (USAPA) on behalf of US Airways’ pilots.
These negotiations are aimed at reaching a Memorandum of Understanding (MOU), or interim agreement, to address each pilot group’s respective concerns if the two carriers proceed to merge. The MOU would serve as the transition agreement and would also include improvements to our newly ratified collective bargaining agreement.
Some have suggested that the only way APA should “agree” to a merger is to first negotiate an integrated seniority list with USAPA. Major corporate mergers involving represented employee groups don’t work that way. No legal mechanism exists that would allow union-represented employees to interfere with a major transaction such as a merger. With McCaskill-Bond the law of the land, unless management predicates a merger on an integrated seniority list—much as we saw at Southwest in their acquisition of Air Tran–we are left to pick up the pieces after the merger has occurred.
While APA’s institutional position has consistently been one of support for a merger between the two carriers within bankruptcy, support for a merger at this juncture is not unanimous within the union. Likewise, AMR management has not embraced the concept of expediting a merger before restructuring concludes and clearly wants to retain control of the corporation and consider a merger on their terms following exit from bankruptcy. Keep in mind that AMR management has executed four different mergers—beginning with Trans Caribbean and ending with TWA—while completely disregarding the impact on our pilots’ seniority. I doubt that pilot seniority is anywhere near the top of their concerns right now. Likewise, I doubt that pilot seniority would be a key consideration if they were to execute a merger with US Airways, JetBlue or any other carrier following an independent exit from bankruptcy.
Instead, what we’re seeing is likely a deliberate attempt to sew fear amongst our pilots in an effort to derail consensual merger talks. A small group of pilots, with assistance from AMR management and a former CEO, has been advancing the notion that an integrated list should be a precondition to any further consideration of a merger. Their motives are crystal clear: hold on to the reins of power and control any merger on their terms. To be clear, fundamental capital transactions such as a merger involve a large number of parties. By virtue of the 13.5 percent equity stake we now hold as part of our ratified agreement, APA can exert influence over various aspects of a merger as a major stakeholder in AMR. However, we don’t have the ability to stop the clock and make everyone else wait while we sort through all of the issues associated with an integrated seniority list. To suggest otherwise is disingenuous, and simply ignorant of the law and the facts.
Our advisers have indicated that if we do not finalize an MOU in the very near future, in all likelihood there will be no merger before American Airlines exits restructuring. An MOU specifying wages and working conditions for the pilots, along with interim seniority protection in the form of fences, would enable creditors to identify synergies that would result from a merger of the two carriers. Absent an MOU, the financial benefits of a merger would remain unclear.
We all understand that seniority is extremely important to our careers. Of course, your seniority number is irrevocably tied to the airline you work for, so it’s likewise critical for your employer to be able to compete and thrive. The analysts who study our industry and make judgments about which airlines are best positioned in the marketplace have been virtually unanimous in the view that a merger with US Airways represents the best way to address our airline’s current deficiencies. Make no mistake—a merger of some sort is inevitable. The questions before us: Who do you want at the helm and do you want the ability to have some control over the process? In a post-bankruptcy merger, we would have little ability to influence any potential leadership changes at American Airlines and would represent nothing more than a speed bump.
It’s worth revisiting some of the reasons why the APA leadership decided several months ago that despite the inherent difficulties, a merger with US Airways represents the best path to a reinvigorated American Airlines and, by extension, a brighter future for us all. With the mergers of Delta-Northwest and United-Continental, American Airlines now stands at a distant third (and, by some measures, fourth in the U.S. industry) in terms of our revenue base and route network. A merger with US Airways is essential for both carriers and represents the quickest way to recapture the critical mass essential to competing effectively with those two carriers.
We have seen a model for a successfully arbitrated seniority integration at Delta-Northwest using fences and a ratio methodology based on a percentile seniority list ranking. Also, if an American Airlines-US Airways seniority integration were to be arbitrated, our attorneys have indicated that the ongoing seniority dispute between “West” and “East” at US Airways would be settled as part of the process and should not have any negative impact on an arbitrator’s decision under the McCaskill-Bond statute.
Many analysts believe that American Airlines finds itself in its present predicament because of an excessively cautious approach to consolidation during the past several years. Instead of vigorously pursuing Northwest Airlines as a remedy to American Airlines’ deficiencies in the Asian network, they sat on the sidelines as the rest of the industry flew by. How much longer should we wait before deciding that something needs to happen to fix American Airlines’ revenue and network disparities? Merging within bankruptcy also affords APA opportunities to “re-attack” sooner rather than later to capture additional contractual value in the form of a transition agreement/MOU for our members. On the other hand, a “wait and see” approach would ensure that American Airlines exits Chapter 11 restructuring as an independent carrier with our newly ratified contract. At that point we would have no mechanism for making any near-term contractual improvements, and little ability to influence the management structure or strategic direction of the corporation.
If the four parties agree to an MOU/transition agreement, we would proceed to the next phase of the process, which would involve the creditors assessing the financial benefits of a merger. If a merger meets with their approval, a series of additional steps would have to occur before a merger is approved and the new company exits restructuring, including consideration by the two companies’ boards of directors; antitrust review by the federal government; and approval of a plan of reorganization by the Unsecured Creditors’ Committee and the bankruptcy court.
Upon exit from restructuring, an application for single-employer status with the National Mediation Board must be made, which would take approximately six months. Once single-employer status is declared, we would go through a process to determine the bargaining agent for the pilots. After that we would begin negotiating a joint collective bargaining agreement (JCBA), which would focus primarily on reconciling and integrating the US Airways pilots into the American Airlines operation. This JCBA must be completed within 24 months of a plan of reorganization being approved. If not, it would be submitted to binding arbitration for any remaining open items. Seniority integration negotiations would then commence. In the interim, we would operate in accordance with the protections stipulated by the MOU, including fences and provisions to ensure that pilots on the American Airlines seniority list would operate any aircraft delivered as part of the previously announced aircraft orders.
Fellow pilots, we understand your keen interest in the ongoing MOU negotiations, and we will continue to provide updates as developments warrant.
Thank you for remaining engaged in determining our collective futures.
In unity,
Keith Wilson
APA President
Tweaker
BOHICA
- Joined
- Dec 1, 2002
- Posts
- 736
Yesterday, the APA Board of Directors voted 11-5 to approve a proposed Memorandum of Understanding (MOU) for consideration by AMR, AMR’s Unsecured Creditors Committee, and US Airways. Please understand the MOU they voted on contains the latest APA positions and IS NOT a final agreement. Your NAC continues to work with all parties involved to insure we have a complete document and the approval to present it from the other parties, prior to discussing it with the BPR.
As we mentioned in our update to you Friday, due to non-disclosure restrictions, we will be unable to discuss the details of this or any other MOU with you until certain legal steps are taken. This is a complex transaction, involving multiple parties. If and when there is a consensual agreement, we will present an MOU to the USAPA BPR for consideration. If that agreement meets the BPR’s standards, they will send it to the membership for a ratification vote in accordance with our Constitution and By-Laws.
We will continue to provide you with periodic updates as developments occur.
Your Negotiating Advisory Committee
As we mentioned in our update to you Friday, due to non-disclosure restrictions, we will be unable to discuss the details of this or any other MOU with you until certain legal steps are taken. This is a complex transaction, involving multiple parties. If and when there is a consensual agreement, we will present an MOU to the USAPA BPR for consideration. If that agreement meets the BPR’s standards, they will send it to the membership for a ratification vote in accordance with our Constitution and By-Laws.
We will continue to provide you with periodic updates as developments occur.
Your Negotiating Advisory Committee
Guppiedriver
Well-known member
- Joined
- Dec 4, 2001
- Posts
- 544
So, is the uSAPa NAC insinuating that the APA BoD voted in favor of an incomplete document? Let me guess....the MOU doesn't include the Gold Standard of DOH.
APA INFORMATION HOTLINE: December 29, 2012
APA BOARD OF DIRECTORS VOTES TO APPROVE MOU: This morning the APA Board of Directors voted 11-5 to approve a proposed Memorandum of Understanding (MOU) for consideration by AMR and US Airways managements and the US Airline Pilots Association representing US Airways’ pilots. If these other parties agree to the terms of the MOU that APA has approved, the MOU would serve as a framework for an agreement if American Airlines and US Airways proceed to merge. If there is no merger between the two carriers, the MOU would be rendered null and void.
We recognize that our members are understandably interested in being briefed on the specifics of the MOU. Due to a judicially enforceable non-disclosure agreement and relevant Securities and Exchange laws, APA cannot disclose the terms that our Board has approved at this juncture. We are in discussions with the other three parties to the MOU process and the Unsecured Creditors’ Committee about the timetable for their review, and when we would be permitted to divulge specific details if the MOU is approved by the respective parties. We will continue to provide regular updates as MOU-related developments warrant.
It’s worth recalling that the United Airlines pilots’ union leadership did not publicly disseminate details of their pilots’ recently ratified tentative agreement for four months while the terms were under consideration. APA is involved in a complex business transaction under judicial supervision and we are therefore legally constrained in the amount of detail we can provide.
Turtle21
Well-known member
- Joined
- Feb 8, 2007
- Posts
- 1,683
The APA board voted to approve their own proposal, and called it an MOU.
. I think they are desperate to push this merger as fast as possible because every day that goes by Horton grows more likely to emerge at the top of the heap.
Bringupthebird
Grumpy? Who-Me?
- Joined
- Feb 7, 2006
- Posts
- 2,182
Flybywire44
Flies With The Hat On
- Joined
- Mar 31, 2006
- Posts
- 991
I just don't think right now is the best time for East or West pilots to be broadcasting if they have low opinions of USAPA—It makes the union look weak.
I think you should realize that reinforcing the status quo at this point is fruitless—both sides should hold their breath for a merger so you can finally have something positive in your lives to look forward to in the near future.
This really is an opportunity for us all to move on towards a more positive chapter.
Hello Carl S. and Becket! Are you there? Come on explain to me why min fleet, scope and min utililization rates are not important. Explain to us how if your beloved pay rates go to a million dollars an hour but we get furloughed how that is good for us (they pay $0 an hour while on furlough). Remember with your nic windfall we 16.5 year people get stapled and then furloughed so your rate of pay argument doesn't mean anything to us but keep saying "integrity". Nice try though! When do you really believe you'll get yout 330 captains bid?
2013 is going to be a rough year for you and your fellow jihadists.
Bringupthebird
Grumpy? Who-Me?
- Joined
- Feb 7, 2006
- Posts
- 2,182
Wait, aren't you telling potential new-hires there is a better chance of the earth colliding with the sun than there is of them going through a furlough during their career with US? So what is it?
Also, what makes you think you hold the keys to the destiny of CoC anyhow? You gave them to Cleary and he snapped them off in the lock because he couldn't figure out how to use them.
P
pave driver
US Airways Pilots, After Long Wait, Want Payoff From AMR Merger
Add CommentBy Ted Reed12/31/12 - 06:20 AM EST
Stock quotes in this article: AAMRQ.PK, LCC
CHARLOTTE, N.C. (TheStreet) -- Since the airline industry began to restructure with a wave of bankruptcies following the Sept. 11, 2001, terrorist attacks, no pilot group has paid a higher price than the pilots of US Airways (LCC_).
Let's take a brief look at the history of US Airways pilots sacrifices.
In 2002, US Airways became the first carrier to file for bankruptcy following the 2001 attacks. The bankruptcy took just seven months and failed to sufficiently reduce costs. The airline filed again in 2004. Facing the possibility of liquidation, pilots agreed to wages that were the lowest for any major airline. Also, the bankruptcy court approved the termination of their pension plan, which was taken over by the Pension Benefit Guaranty Corp., which imposed maximum payout levels below what the pilots had expected. By contrast, at American, which did not file bankruptcy until 2011, the existing pilot pension plan was frozen.
In 2005, US Airways merged with America West and emerged from bankruptcy. A bankruptcy deal combined America West's youthful, ambitious management team with US Airways' valuable assets in Charlotte, Philadelphia and Washington National. Leveraging these assets, the America West people took two weak airlines and made one strong one. It began to seem that pilots might reap the benefit of their sacrifices.
But wait. Pilot seniority integration was handed over to arbitrator George Nicolau, who issued a ruling in 2007. It seems fair to say that the ruling was absurd. It followed a conventional pattern for "slotting" pilots from two merging carriers, but it also placed a never-laid-off 56-year-old pilot with 17 years at US Airways behind a 35-year-old America West pilot with a few months on the job. In hundreds of similar cases, east pilots with 15 or more years at the carrier went behind west pilots with a few years or less. In fact, the ruling seems to violate ALPA's anti-windfall policy.
It must also be said that the ruling resulted from binding arbitration. Nicolau was jointly selected by pilots from both airlines. One cannot dispute west pilots' contention that "binding arbitration is binding arbitration," although an east pilot once told me that "my first marriage was final and binding too." In my view, rank-and-file US Airways pilots were sold out by hardline leaders who refused to back down from their insistence on unadulterated date-of-hire seniority, even though Nicolau asked them to negotiate and Jack Stephan, who was president of the US Airways ALPA chapter, wanted to. Over the years, multiple non-pilot sources have told me that Nicolau was frustrated by the conduct of these supposed leaders. His ruling seems to reflect that.
After the ruling, the east pilots voted to leave ALPA for the newly created USAPA. With a voting majority, they dragged along the west pilots, kicking and screaming.
The seniority discussion may seem to be a digression, but it is a digression that has consumed US Airways pilot-management relations for five years. The lack of a seniority agreement has enabled management to avoid negotiating a new joint contract that would boost the low pay rates in both existing pilot contracts. Rather, management has focused on seeking a merger, arguing that if US Airways could merge with an airline that has the hubs to support vast international flying, it could pay its employees at the same rate as the three major airlines do.
Now a merger seems almost here. Expectations are high. The west pilots generally want a deal, although one told me the top benefit would be "putting USAPA in the grave." East pilots generally want a deal too. But some worry that so far the airline's bargaining position has not included maintenance of their scope clause, which protects the Charlotte and Philadelphia flying that they see as the principal asset they have been able to retain through their struggles.
Some American pilots, opposed to a merger, have compiled a "date of hire" seniority list that places many US Airways pilots ahead of American pilots. Theoretically, that could enable US Airways pilots to take the best international routes from Chicago, Dallas and Miami. But US Airways pilots have no desire or expectation to take American flying, and they fully expect "fences" to protect both carriers' flying in any merger deal. As one US Airways pilot told me, "We're not looking for a windfall. We never have. We just want to protect what we bring to the party."
For this downtrodden pilot group, that does not seem a lot to ask.
Add CommentBy Ted Reed12/31/12 - 06:20 AM EST
Stock quotes in this article: AAMRQ.PK, LCC
CHARLOTTE, N.C. (TheStreet) -- Since the airline industry began to restructure with a wave of bankruptcies following the Sept. 11, 2001, terrorist attacks, no pilot group has paid a higher price than the pilots of US Airways (LCC_).
Let's take a brief look at the history of US Airways pilots sacrifices.
In 2002, US Airways became the first carrier to file for bankruptcy following the 2001 attacks. The bankruptcy took just seven months and failed to sufficiently reduce costs. The airline filed again in 2004. Facing the possibility of liquidation, pilots agreed to wages that were the lowest for any major airline. Also, the bankruptcy court approved the termination of their pension plan, which was taken over by the Pension Benefit Guaranty Corp., which imposed maximum payout levels below what the pilots had expected. By contrast, at American, which did not file bankruptcy until 2011, the existing pilot pension plan was frozen.
In 2005, US Airways merged with America West and emerged from bankruptcy. A bankruptcy deal combined America West's youthful, ambitious management team with US Airways' valuable assets in Charlotte, Philadelphia and Washington National. Leveraging these assets, the America West people took two weak airlines and made one strong one. It began to seem that pilots might reap the benefit of their sacrifices.
But wait. Pilot seniority integration was handed over to arbitrator George Nicolau, who issued a ruling in 2007. It seems fair to say that the ruling was absurd. It followed a conventional pattern for "slotting" pilots from two merging carriers, but it also placed a never-laid-off 56-year-old pilot with 17 years at US Airways behind a 35-year-old America West pilot with a few months on the job. In hundreds of similar cases, east pilots with 15 or more years at the carrier went behind west pilots with a few years or less. In fact, the ruling seems to violate ALPA's anti-windfall policy.
It must also be said that the ruling resulted from binding arbitration. Nicolau was jointly selected by pilots from both airlines. One cannot dispute west pilots' contention that "binding arbitration is binding arbitration," although an east pilot once told me that "my first marriage was final and binding too." In my view, rank-and-file US Airways pilots were sold out by hardline leaders who refused to back down from their insistence on unadulterated date-of-hire seniority, even though Nicolau asked them to negotiate and Jack Stephan, who was president of the US Airways ALPA chapter, wanted to. Over the years, multiple non-pilot sources have told me that Nicolau was frustrated by the conduct of these supposed leaders. His ruling seems to reflect that.
After the ruling, the east pilots voted to leave ALPA for the newly created USAPA. With a voting majority, they dragged along the west pilots, kicking and screaming.
The seniority discussion may seem to be a digression, but it is a digression that has consumed US Airways pilot-management relations for five years. The lack of a seniority agreement has enabled management to avoid negotiating a new joint contract that would boost the low pay rates in both existing pilot contracts. Rather, management has focused on seeking a merger, arguing that if US Airways could merge with an airline that has the hubs to support vast international flying, it could pay its employees at the same rate as the three major airlines do.
Now a merger seems almost here. Expectations are high. The west pilots generally want a deal, although one told me the top benefit would be "putting USAPA in the grave." East pilots generally want a deal too. But some worry that so far the airline's bargaining position has not included maintenance of their scope clause, which protects the Charlotte and Philadelphia flying that they see as the principal asset they have been able to retain through their struggles.
Some American pilots, opposed to a merger, have compiled a "date of hire" seniority list that places many US Airways pilots ahead of American pilots. Theoretically, that could enable US Airways pilots to take the best international routes from Chicago, Dallas and Miami. But US Airways pilots have no desire or expectation to take American flying, and they fully expect "fences" to protect both carriers' flying in any merger deal. As one US Airways pilot told me, "We're not looking for a windfall. We never have. We just want to protect what we bring to the party."
For this downtrodden pilot group, that does not seem a lot to ask.
Last edited:
Carl S.
Well-known member
- Joined
- Nov 21, 2004
- Posts
- 481
I am very comfortable in my seat position, be that by slotting, DOH or straight relative position...so the street is probably not in my future. Easties are in epic danager if the NIC. goes into play and the new LCC/AA needs to shrink a little to right size the operations...USAPA NAC is holding this up and 1/9/13 is the next deadline, so no voting for your Daddy or you it looks...Could the GOLD STANDARD be in danger??? Happy New Year to all, enjoy life a bit, this just a hobby to me....
P.S.- Ted Reed writes some good fiction....
P.S.#2- charlie2, I don't want anything to do with PHL or the A330, so relax, I got 20 years to go in this game and enjoy my kids too much to commute...
P.S.- Ted Reed writes some good fiction....
P.S.#2- charlie2, I don't want anything to do with PHL or the A330, so relax, I got 20 years to go in this game and enjoy my kids too much to commute...
Last edited:
Bringupthebird
Grumpy? Who-Me?
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- Feb 7, 2006
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