History of the Airline for the New Guys
07-10-2019, 08:22 AM
#14
Gets Weekends Off
Joined APC: May 2019
Position: CA
Posts: 191
This is a brief outline of how history has unfolded at this airline over the past decade. I am 100% sure I’m leaving tidbits out and probably messing things up as I’m going primarily off of memory…So those of you that have been here longer than the Envoy days, please chime in.
Let’s go back to 2010. American Eagle begins hiring again for the first time since 2008. American Eagle is the sole wholly owned regional airline under the AMR corporation (what is today’s AAG) for American Airlines with more than 3,000 pilots. American Eagle operates over 90% of all regional flying for American Airlines with the small remaining amount of regional flying being operated by Chautauqua Airlines and Trans States Airlines out of ORD under the American Connection name. American Eagle operates coast to coast out of several domiciles including LAX, DFW, MIA, JFK, LGA, SJU, and ORD. BOS was also a domicile up until its closing less than 2 years prior in 2008.
AMR expressed a desire to divest, or spinoff, American Eagle. Meaning, they wanted to sell the airline and not own a regional airline anymore. Over the next couple of years American Eagle continued to hire heavily at the same time participating in negotiations on how a divesture would be carried out and handled. Everything came to a screeching halt in the fall of 2011. AMR announced that it would be filing for Chapter 11 bankruptcy. American Eagle then immediately stopped hiring and even ended up furloughing 60+ pilots.
At this point in bankruptcy, American Eagle pilots and ALPA faced 2 avenues. One would mean negotiating a bankruptcy concessionary contract with the Company OR proceeding with a Section 1113 hearing. The latter basically gives the power to the bankruptcy judge to decide which cuts and the value of said cuts on which the pilot group would take. Ultimately in an effort to keep the decision out of a bankruptcy Judge’s hands, the American Eagle ALPA Negotiating Committee negotiated an AIP which was subsequently passed as a TA and ratified by the pilot group as a $43 million concessionary contract. In 2012 pilot group begrudgingly accepted these concessions during bankruptcy in a hope avoid greater concessions from a judge and to move past this.
Fast forward to 2013. Us Airways Group and AMR announced that they would be merging. Us Airways brought along with it approximately 10 regional airlines between its two wholly owned carriers and contract carriers. The ink had barely dried on the American Eagle concessionary bankruptcy contract that was recently signed and the new AAG management demanded a second round of concessions due to the fact that its current regional carriers costs were substantially lower.
The American Eagle pilot group was obviously livid about this demand for two reasons. It had just accepted a round of concessions in bankruptcy and the new ATP requirements for pilot positions were obviously putting pilot candidates at a premium. ALPA regional carriers across the country signed a pact to vote no to any sort of concessions presented to each respective carrier going forth. All ALPA regional carriers signed this pact to vote no to concessions, except one: PSA. Many put their money where their mouths were. Expressjet voted no to concessions, Eagle voted no to concessions, Republic (while not technically an ALPA carrier) voted no to concessions. Airline management groups were desperately trying to get concessions and lock in low rates before the pilot shortage really gained traction. Initially the American Eagle MEC voted no to concessions. AAG’s lead negotiator, Jerry Glass, vowed to Comair II American Eagle if concessions were not accepted by the Eagle pilot group. This was in reference to Delta shutting down its regional carrier, Comair. AAG and Eagle management put pressure on the MEC to allow the pilot group to vote on the measure. Reluctantly, the MEC did present concessions to a pilot vote. The pilot group collectively voted no to any sort of further concessions.
AAG did not take kindly to this. Scott Kirby, President of AAG at the time, took this particularity personally. The journey to shutdown American Eagle was about to begin. AAG found a taker to accept concessions, PSA. The one single ALPA carrier that refused to sign the pact to accept no concessions. That airline took concessions and AAG placed a large order of CRJ 900s at PSA. In addition, AAG ordered the transfer of all CRJ 700s from American Eagle to PSA. AAG then began transferring Embraer 145s from American Eagle to Expressjet and Trans States. Furthermore, AAG decided to place the first 20 orders of Embraer 175 aircraft that were slated to go to American Eagle to Compass Airlines.
It was clear that AAG was doing everything in its power to be rid of American Eagle. In the process, the pilot group shrunk from 3,000+ to approximately 1,500 pilots. In a last ditch effort presented from management to the MEC, one last concessionary deal was offered up to the pilot group to vote on. The pilot group reluctantly voted it in. American Eagle would soon be Envoy Air in late 2014.
Over the following year or two, other regionals started raising their pay rates and benefits and began to flourish. AAG had felt good about locking in poverty level pay rates in exchange for a flow carrot. It was a failed experiment. After chasing away over 1,500 pilots from Envoy by demanding cuts, AAG realized that business plan was unsustainable. Prospective new hires began flocking to the likes of Endeavor, Republic and other airlines with higher pay rates. Shortly after, AAG WOs raised first year FO pay along with high FO retention bonuses. Fast forward from 2015 until present day, we’ve seen bandaid LOAs, RTP and Cadet programs and other sorts to keep a steady stream of new hires coming in the door. We all know what’s going on with the current negotiations and everything else. But the above should be a graphic illustration to how things change constantly and consistently. Anyone coming here putting all their eggs in the flow basket thinking things are going to stay exactly how they look right now for several years….well, I would think twice about that. The only sure thing about this airline game is that there is no sure thing and everything changes quickly and constantly. Hopefully this sheds a little light on the history of this joint for those of you who are new and don't know everything like dera...
Let’s go back to 2010. American Eagle begins hiring again for the first time since 2008. American Eagle is the sole wholly owned regional airline under the AMR corporation (what is today’s AAG) for American Airlines with more than 3,000 pilots. American Eagle operates over 90% of all regional flying for American Airlines with the small remaining amount of regional flying being operated by Chautauqua Airlines and Trans States Airlines out of ORD under the American Connection name. American Eagle operates coast to coast out of several domiciles including LAX, DFW, MIA, JFK, LGA, SJU, and ORD. BOS was also a domicile up until its closing less than 2 years prior in 2008.
AMR expressed a desire to divest, or spinoff, American Eagle. Meaning, they wanted to sell the airline and not own a regional airline anymore. Over the next couple of years American Eagle continued to hire heavily at the same time participating in negotiations on how a divesture would be carried out and handled. Everything came to a screeching halt in the fall of 2011. AMR announced that it would be filing for Chapter 11 bankruptcy. American Eagle then immediately stopped hiring and even ended up furloughing 60+ pilots.
At this point in bankruptcy, American Eagle pilots and ALPA faced 2 avenues. One would mean negotiating a bankruptcy concessionary contract with the Company OR proceeding with a Section 1113 hearing. The latter basically gives the power to the bankruptcy judge to decide which cuts and the value of said cuts on which the pilot group would take. Ultimately in an effort to keep the decision out of a bankruptcy Judge’s hands, the American Eagle ALPA Negotiating Committee negotiated an AIP which was subsequently passed as a TA and ratified by the pilot group as a $43 million concessionary contract. In 2012 pilot group begrudgingly accepted these concessions during bankruptcy in a hope avoid greater concessions from a judge and to move past this.
Fast forward to 2013. Us Airways Group and AMR announced that they would be merging. Us Airways brought along with it approximately 10 regional airlines between its two wholly owned carriers and contract carriers. The ink had barely dried on the American Eagle concessionary bankruptcy contract that was recently signed and the new AAG management demanded a second round of concessions due to the fact that its current regional carriers costs were substantially lower.
The American Eagle pilot group was obviously livid about this demand for two reasons. It had just accepted a round of concessions in bankruptcy and the new ATP requirements for pilot positions were obviously putting pilot candidates at a premium. ALPA regional carriers across the country signed a pact to vote no to any sort of concessions presented to each respective carrier going forth. All ALPA regional carriers signed this pact to vote no to concessions, except one: PSA. Many put their money where their mouths were. Expressjet voted no to concessions, Eagle voted no to concessions, Republic (while not technically an ALPA carrier) voted no to concessions. Airline management groups were desperately trying to get concessions and lock in low rates before the pilot shortage really gained traction. Initially the American Eagle MEC voted no to concessions. AAG’s lead negotiator, Jerry Glass, vowed to Comair II American Eagle if concessions were not accepted by the Eagle pilot group. This was in reference to Delta shutting down its regional carrier, Comair. AAG and Eagle management put pressure on the MEC to allow the pilot group to vote on the measure. Reluctantly, the MEC did present concessions to a pilot vote. The pilot group collectively voted no to any sort of further concessions.
AAG did not take kindly to this. Scott Kirby, President of AAG at the time, took this particularity personally. The journey to shutdown American Eagle was about to begin. AAG found a taker to accept concessions, PSA. The one single ALPA carrier that refused to sign the pact to accept no concessions. That airline took concessions and AAG placed a large order of CRJ 900s at PSA. In addition, AAG ordered the transfer of all CRJ 700s from American Eagle to PSA. AAG then began transferring Embraer 145s from American Eagle to Expressjet and Trans States. Furthermore, AAG decided to place the first 20 orders of Embraer 175 aircraft that were slated to go to American Eagle to Compass Airlines.
It was clear that AAG was doing everything in its power to be rid of American Eagle. In the process, the pilot group shrunk from 3,000+ to approximately 1,500 pilots. In a last ditch effort presented from management to the MEC, one last concessionary deal was offered up to the pilot group to vote on. The pilot group reluctantly voted it in. American Eagle would soon be Envoy Air in late 2014.
Over the following year or two, other regionals started raising their pay rates and benefits and began to flourish. AAG had felt good about locking in poverty level pay rates in exchange for a flow carrot. It was a failed experiment. After chasing away over 1,500 pilots from Envoy by demanding cuts, AAG realized that business plan was unsustainable. Prospective new hires began flocking to the likes of Endeavor, Republic and other airlines with higher pay rates. Shortly after, AAG WOs raised first year FO pay along with high FO retention bonuses. Fast forward from 2015 until present day, we’ve seen bandaid LOAs, RTP and Cadet programs and other sorts to keep a steady stream of new hires coming in the door. We all know what’s going on with the current negotiations and everything else. But the above should be a graphic illustration to how things change constantly and consistently. Anyone coming here putting all their eggs in the flow basket thinking things are going to stay exactly how they look right now for several years….well, I would think twice about that. The only sure thing about this airline game is that there is no sure thing and everything changes quickly and constantly. Hopefully this sheds a little light on the history of this joint for those of you who are new and don't know everything like dera...
07-14-2019, 05:34 AM
#16
Gets Weekends Off
Joined APC: Feb 2016
Posts: 470
Awesome write up, and explains the hatred of envoy vs psa. Yikes... with that being said, all those that voted yes to the 900s that were at PSA in 2013 are no longer there.
Disclaimer: the following is from memory and what has been told to me by a former chief pilot and union members that have already flowed to AA, and friends that were at PSA prior to 2013.
The merger of AA/USAIR was being held up by PSA. Initially they did refuse, but were warned that if they refused the planes they would be liquidated, and the 600 pilots at the time would be without jobs in a months time. They were faced with a choice. Accept concessions, get planes, and grow... or disappear. Maybe it was a bluff but more than 50% of the pilot group didn’t want to find out if they were bluffing just for a few extra $$$ when the planes meant immediate growth and movement.
Now I’m sure there’s plenty more to the story but hopefully this fills in some gaps from the other side. For what it’s worth, after the failed AIP, everyone at PSA is rooting for you guys.
Disclaimer: the following is from memory and what has been told to me by a former chief pilot and union members that have already flowed to AA, and friends that were at PSA prior to 2013.
The merger of AA/USAIR was being held up by PSA. Initially they did refuse, but were warned that if they refused the planes they would be liquidated, and the 600 pilots at the time would be without jobs in a months time. They were faced with a choice. Accept concessions, get planes, and grow... or disappear. Maybe it was a bluff but more than 50% of the pilot group didn’t want to find out if they were bluffing just for a few extra $$$ when the planes meant immediate growth and movement.
Now I’m sure there’s plenty more to the story but hopefully this fills in some gaps from the other side. For what it’s worth, after the failed AIP, everyone at PSA is rooting for you guys.
In the end, as of 4/1 Santa Claus showed up and dropped a big win in our laps, but it's also worth noting that our union leadership has been trying to cultivate a good relationship with management for the last few years, after pressuring the company to force out some senior leaders a while back. Now I hear they're working on some middle management...…
The difference between the current state of PSA and Envoy might be more about the differences in DF and PF more than anything else.
Oh, and those dogged out 700s you lost? As I recall yall gave up rights to those in whatever LOA created the "Protected Pilots," i.e. you allowed those 700s to be transferred off the Eagle certificate to the AA certificate in exchange for a mainline job guarantee for everyone on property at the time.
But, fast forward a few years and all those no voters who are still here who railed against the LOA of late 2013 have seen massive increases in pay as the recent pay agreement for PSA included lifting the pay caps for those hired prior to that agreement. In some cases that raise was very near $20/hour. 2013 hires (you know, the ones without a vote in this thing) all flowed in just over 5 years. 2014 hires should all flow in just under 6 according to our union excel dude. Everyone else is now getting paid far and above our supposed virtuous betters at Envoy, and flowing unlike EDV and RAH.
So much for bringing down the industry.
Last edited by 272922; 07-14-2019 at 05:51 AM.
07-14-2019, 08:00 AM
#17
Gets Weekends Off
Joined APC: Mar 2017
Posts: 429
Not sure how PSA hurt the industry considering the pay, QOL, and many other parts of live at PSA are far better than just about anyone else in the industry. (not to mention that everyone that even had a chance to vote on it already flowed to AA except for about 50 "lifers").
It looks like Envoy pilots don't understand negotiating and taking victories when they can get them. Negotiating LOA's and contracts come in many stages, not one massive victory. You will not always get 100% of what you want when negotiating. The trick is to get as much as you can, AND make sure that you are giving up as little as possible.
PSA got SAP in 2013 (which is worth a tremendous amount in terms of QOL), and many other good things (cancellation on leg by leg basis, block or better on a leg by leg basis) in exchange for things that they knew would be fixed later anyways. Fast forward less than 5 years since the contract was signed and all of the so-called concessions (which were just negotiating points, not actually concessions) are gone and PSA is left with what they have now.
PSA is still working on a few things, like improving reserve rules, which the company and Union are working on together, and the Min-Day carveouts and increased flow will be coming soon with the transition to PBS.
Oh, and what about 16% 401k matching while at PSA if the pilots stay until flow as well as sick time buy out contribution to 401K- coming soon to an LOA near you (well, an LOA near you if you work for a company with a base in Dayton).
PSA's current pay raise that they accepted has helped hiring (training department just said that over 80 new pilots in July alone) but it is already diminishing in terms of applicants and interviews. The pay rates alone were not enough as the Union knew that they wouldn't be. They will need to increase flow and make a couple other changes. So, AAG has seen that the pay raises are not going to help long term but PSA pilots are making a lot more money and will continue to do so.
It looks like Envoy pilots don't understand negotiating and taking victories when they can get them. Negotiating LOA's and contracts come in many stages, not one massive victory. You will not always get 100% of what you want when negotiating. The trick is to get as much as you can, AND make sure that you are giving up as little as possible.
PSA got SAP in 2013 (which is worth a tremendous amount in terms of QOL), and many other good things (cancellation on leg by leg basis, block or better on a leg by leg basis) in exchange for things that they knew would be fixed later anyways. Fast forward less than 5 years since the contract was signed and all of the so-called concessions (which were just negotiating points, not actually concessions) are gone and PSA is left with what they have now.
PSA is still working on a few things, like improving reserve rules, which the company and Union are working on together, and the Min-Day carveouts and increased flow will be coming soon with the transition to PBS.
Oh, and what about 16% 401k matching while at PSA if the pilots stay until flow as well as sick time buy out contribution to 401K- coming soon to an LOA near you (well, an LOA near you if you work for a company with a base in Dayton).
PSA's current pay raise that they accepted has helped hiring (training department just said that over 80 new pilots in July alone) but it is already diminishing in terms of applicants and interviews. The pay rates alone were not enough as the Union knew that they wouldn't be. They will need to increase flow and make a couple other changes. So, AAG has seen that the pay raises are not going to help long term but PSA pilots are making a lot more money and will continue to do so.
07-14-2019, 08:30 AM
#18
Line Holder
Joined APC: Jun 2015
Posts: 29
Early 2011 - American Eagle is taking delivery of 27 CRJ 700s. New hires are totaling 40-50 per month.
Aug 2011 - Captain upgrade time drops from almost 10 years in 2010 to 4. If everything stayed the same, it would drop to around 3 in just under a year.
Sep 2011 - American Eagle has over 3400 pilots on its seniority list.
Oct 2011 - AMR files for bankruptcy. Hiring immediately stops and 76 new hires are furloughed.
Apr 2012 - American Eagle closes SJU base.
May 2012 – American Eagle pilots begin bankruptcy negotiations for a new concessionary contract that would include a new sweet fleet plan.
Aug 2012 - AA and US Airways begin talks
Sep 2012 - American Eagle closes LAX base
Sep 2012 - SkyWest given contract to operate 23 CRJ-200s out of LAX
Oct 2012 – American Eagle pilots approve concessionary bankruptcy contract with the sweet fleet plan language removed and changed to a gentleman’s agreement
Nov 2012 – 3,141 pilots on envoy seniority list
Jan 2013 - Republic granted 47 EMB 175s with an additional 47 options. Envoy pilots receive 0 aircraft in exchange for their bankruptcy concessions
Feb 2013 - AA and US Airways begin formal merger
Feb 2013 - ExpresJet begins operating CRJs from DFW
May 2013 - 2,994 pilots on American Eagle seniority list
July 2013 - Pedro Fabregas appointed president of American Eagle
July 2013 – American Eagle’s pilot union rejects a B-Scale proposal as directed by ALPA policy. Management specifically references Endeavor's lower costs as the reason for additional concession (See Jan 2015)
Sep 2013 - Pilots at PSA, supported by ALPA, approve industry bottom contract that includes a B-Scale to ensure they receive American Eagle aircraft
Dec 2013 - AA and US Airways merge and American Airlines exits bankruptcy
Dec 2013 - AA orders 30 CRJ 900 for PSA with option for 40 more
Dec 2013 - AA orders 60 EMB 175s with options for 90 more. These orders are then used to threaten American Eagle pilots
Dec 2013 – Just 10 days after exiting bankruptcy management returns for additional concessions to honor the sweet fleet plan.
Dec 2013 – 2,778 pilots on American Eagle seniority list
Jan 2014 - American Eagle renamed envoy air
Mar 2014 - (12:00) envoy pilots reject a second attempt at another concessionary contract
Mar 2014 - (12:02) envoy pilots notified that they would not fly Chautauqua ORD flying when ORD VP drags new SkyWest jet out and parks it in front of ORD crew room
Apr 2014 -2,604 pilots on envoy seniority list
May 2014 - Under armed guard PSA’s new CRJ 900 is unveiled……in DFW
May 2014 - Mesa awarded 6 CRJ-900’s without concessionary demands
Jun 2014 - Compass awarded 20 EMB 175s without concessionary demands
Sep 2014 - envoy pilots notified that AA will transfer all 47 of its CRJ 700s to PSA
Oct 2014 - envoy begins to close MIA crew base
Nov 2014 - Mesa begins DFW operations and will become the largest operator of regional jets in DFW
Nov 2014 - envoy pilots notified that 50 jets will be transferred from envoy airlines to help solve staffing. 20 to Piedmont, 15 to TSA and 15 to ExpressJet. Oddly, this move backfires and attrition sky rockets
Dec 2014 - (12:00 PM) envoy pilots accept concessionary contract with the promise of 40 EMB 175s and 90 options.
Dec 2014 - (2:00 PM) AA awards employees 4% raises, not to include envoy pilots
Jan 2015 - 2,370 pilots on envoy seniority list
Jan 2015 - Endeavor pilots receive $80,000 retention bonus (See July 2013)
Feb 2015 - PSA given 24 additional CRJ-900 options, reducing envoy’s promised options by 24.
Feb 2015 - Mesa orders seven additional CRJ 900s, reducing envoy’s promised options by an additional 7. The agreement also includes an undisclosed number of options to purchase additional CRJ900 aircraft that would also reduce envoy’s promised options even further.
Feb 2015 - Flow through pilots are notified that the flow through has been temporarily stopped
Feb 2015 - envoy pilots notified that the company will close its NY EMB base with the CRJ base to follow.
Feb 2015 - Compass begins flying EMB-175s from American Eagle's old LAX base
Aug 2011 - Captain upgrade time drops from almost 10 years in 2010 to 4. If everything stayed the same, it would drop to around 3 in just under a year.
Sep 2011 - American Eagle has over 3400 pilots on its seniority list.
Oct 2011 - AMR files for bankruptcy. Hiring immediately stops and 76 new hires are furloughed.
Apr 2012 - American Eagle closes SJU base.
May 2012 – American Eagle pilots begin bankruptcy negotiations for a new concessionary contract that would include a new sweet fleet plan.
Aug 2012 - AA and US Airways begin talks
Sep 2012 - American Eagle closes LAX base
Sep 2012 - SkyWest given contract to operate 23 CRJ-200s out of LAX
Oct 2012 – American Eagle pilots approve concessionary bankruptcy contract with the sweet fleet plan language removed and changed to a gentleman’s agreement
Nov 2012 – 3,141 pilots on envoy seniority list
Jan 2013 - Republic granted 47 EMB 175s with an additional 47 options. Envoy pilots receive 0 aircraft in exchange for their bankruptcy concessions
Feb 2013 - AA and US Airways begin formal merger
Feb 2013 - ExpresJet begins operating CRJs from DFW
May 2013 - 2,994 pilots on American Eagle seniority list
July 2013 - Pedro Fabregas appointed president of American Eagle
July 2013 – American Eagle’s pilot union rejects a B-Scale proposal as directed by ALPA policy. Management specifically references Endeavor's lower costs as the reason for additional concession (See Jan 2015)
Sep 2013 - Pilots at PSA, supported by ALPA, approve industry bottom contract that includes a B-Scale to ensure they receive American Eagle aircraft
Dec 2013 - AA and US Airways merge and American Airlines exits bankruptcy
Dec 2013 - AA orders 30 CRJ 900 for PSA with option for 40 more
Dec 2013 - AA orders 60 EMB 175s with options for 90 more. These orders are then used to threaten American Eagle pilots
Dec 2013 – Just 10 days after exiting bankruptcy management returns for additional concessions to honor the sweet fleet plan.
Dec 2013 – 2,778 pilots on American Eagle seniority list
Jan 2014 - American Eagle renamed envoy air
Mar 2014 - (12:00) envoy pilots reject a second attempt at another concessionary contract
Mar 2014 - (12:02) envoy pilots notified that they would not fly Chautauqua ORD flying when ORD VP drags new SkyWest jet out and parks it in front of ORD crew room
Apr 2014 -2,604 pilots on envoy seniority list
May 2014 - Under armed guard PSA’s new CRJ 900 is unveiled……in DFW
May 2014 - Mesa awarded 6 CRJ-900’s without concessionary demands
Jun 2014 - Compass awarded 20 EMB 175s without concessionary demands
Sep 2014 - envoy pilots notified that AA will transfer all 47 of its CRJ 700s to PSA
Oct 2014 - envoy begins to close MIA crew base
Nov 2014 - Mesa begins DFW operations and will become the largest operator of regional jets in DFW
Nov 2014 - envoy pilots notified that 50 jets will be transferred from envoy airlines to help solve staffing. 20 to Piedmont, 15 to TSA and 15 to ExpressJet. Oddly, this move backfires and attrition sky rockets
Dec 2014 - (12:00 PM) envoy pilots accept concessionary contract with the promise of 40 EMB 175s and 90 options.
Dec 2014 - (2:00 PM) AA awards employees 4% raises, not to include envoy pilots
Jan 2015 - 2,370 pilots on envoy seniority list
Jan 2015 - Endeavor pilots receive $80,000 retention bonus (See July 2013)
Feb 2015 - PSA given 24 additional CRJ-900 options, reducing envoy’s promised options by 24.
Feb 2015 - Mesa orders seven additional CRJ 900s, reducing envoy’s promised options by an additional 7. The agreement also includes an undisclosed number of options to purchase additional CRJ900 aircraft that would also reduce envoy’s promised options even further.
Feb 2015 - Flow through pilots are notified that the flow through has been temporarily stopped
Feb 2015 - envoy pilots notified that the company will close its NY EMB base with the CRJ base to follow.
Feb 2015 - Compass begins flying EMB-175s from American Eagle's old LAX base
07-14-2019, 08:44 AM
#19
Gets Weekends Off
Joined APC: Feb 2016
Posts: 470
Early 2011 - American Eagle is taking delivery of 27 CRJ 700s. New hires are totaling 40-50 per month.
Aug 2011 - Captain upgrade time drops from almost 10 years in 2010 to 4. If everything stayed the same, it would drop to around 3 in just under a year.
Sep 2011 - American Eagle has over 3400 pilots on its seniority list.
Oct 2011 - AMR files for bankruptcy. Hiring immediately stops and 76 new hires are furloughed.
Apr 2012 - American Eagle closes SJU base.
May 2012 – American Eagle pilots begin bankruptcy negotiations for a new concessionary contract that would include a new sweet fleet plan.
Aug 2012 - AA and US Airways begin talks
Sep 2012 - American Eagle closes LAX base
Sep 2012 - SkyWest given contract to operate 23 CRJ-200s out of LAX
Oct 2012 – American Eagle pilots approve concessionary bankruptcy contract with the sweet fleet plan language removed and changed to a gentleman’s agreement
Nov 2012 – 3,141 pilots on envoy seniority list
Jan 2013 - Republic granted 47 EMB 175s with an additional 47 options. Envoy pilots receive 0 aircraft in exchange for their bankruptcy concessions
Feb 2013 - AA and US Airways begin formal merger
Feb 2013 - ExpresJet begins operating CRJs from DFW
May 2013 - 2,994 pilots on American Eagle seniority list
July 2013 - Pedro Fabregas appointed president of American Eagle
July 2013 – American Eagle’s pilot union rejects a B-Scale proposal as directed by ALPA policy. Management specifically references Endeavor's lower costs as the reason for additional concession (See Jan 2015)
Sep 2013 - Pilots at PSA, supported by ALPA, approve industry bottom contract that includes a B-Scale to ensure they receive American Eagle aircraft
Dec 2013 - AA and US Airways merge and American Airlines exits bankruptcy
Dec 2013 - AA orders 30 CRJ 900 for PSA with option for 40 more
Dec 2013 - AA orders 60 EMB 175s with options for 90 more. These orders are then used to threaten American Eagle pilots
Dec 2013 – Just 10 days after exiting bankruptcy management returns for additional concessions to honor the sweet fleet plan.
Dec 2013 – 2,778 pilots on American Eagle seniority list
Jan 2014 - American Eagle renamed envoy air
Mar 2014 - (12:00) envoy pilots reject a second attempt at another concessionary contract
Mar 2014 - (12:02) envoy pilots notified that they would not fly Chautauqua ORD flying when ORD VP drags new SkyWest jet out and parks it in front of ORD crew room
Apr 2014 -2,604 pilots on envoy seniority list
May 2014 - Under armed guard PSA’s new CRJ 900 is unveiled……in DFW
May 2014 - Mesa awarded 6 CRJ-900’s without concessionary demands
Jun 2014 - Compass awarded 20 EMB 175s without concessionary demands
Sep 2014 - envoy pilots notified that AA will transfer all 47 of its CRJ 700s to PSA
Oct 2014 - envoy begins to close MIA crew base
Nov 2014 - Mesa begins DFW operations and will become the largest operator of regional jets in DFW
Nov 2014 - envoy pilots notified that 50 jets will be transferred from envoy airlines to help solve staffing. 20 to Piedmont, 15 to TSA and 15 to ExpressJet. Oddly, this move backfires and attrition sky rockets
Dec 2014 - (12:00 PM) envoy pilots accept concessionary contract with the promise of 40 EMB 175s and 90 options.
Dec 2014 - (2:00 PM) AA awards employees 4% raises, not to include envoy pilots
Jan 2015 - 2,370 pilots on envoy seniority list
Jan 2015 - Endeavor pilots receive $80,000 retention bonus (See July 2013)
Feb 2015 - PSA given 24 additional CRJ-900 options, reducing envoy’s promised options by 24.
Feb 2015 - Mesa orders seven additional CRJ 900s, reducing envoy’s promised options by an additional 7. The agreement also includes an undisclosed number of options to purchase additional CRJ900 aircraft that would also reduce envoy’s promised options even further.
Feb 2015 - Flow through pilots are notified that the flow through has been temporarily stopped
Feb 2015 - envoy pilots notified that the company will close its NY EMB base with the CRJ base to follow.
Feb 2015 - Compass begins flying EMB-175s from American Eagle's old LAX base
Aug 2011 - Captain upgrade time drops from almost 10 years in 2010 to 4. If everything stayed the same, it would drop to around 3 in just under a year.
Sep 2011 - American Eagle has over 3400 pilots on its seniority list.
Oct 2011 - AMR files for bankruptcy. Hiring immediately stops and 76 new hires are furloughed.
Apr 2012 - American Eagle closes SJU base.
May 2012 – American Eagle pilots begin bankruptcy negotiations for a new concessionary contract that would include a new sweet fleet plan.
Aug 2012 - AA and US Airways begin talks
Sep 2012 - American Eagle closes LAX base
Sep 2012 - SkyWest given contract to operate 23 CRJ-200s out of LAX
Oct 2012 – American Eagle pilots approve concessionary bankruptcy contract with the sweet fleet plan language removed and changed to a gentleman’s agreement
Nov 2012 – 3,141 pilots on envoy seniority list
Jan 2013 - Republic granted 47 EMB 175s with an additional 47 options. Envoy pilots receive 0 aircraft in exchange for their bankruptcy concessions
Feb 2013 - AA and US Airways begin formal merger
Feb 2013 - ExpresJet begins operating CRJs from DFW
May 2013 - 2,994 pilots on American Eagle seniority list
July 2013 - Pedro Fabregas appointed president of American Eagle
July 2013 – American Eagle’s pilot union rejects a B-Scale proposal as directed by ALPA policy. Management specifically references Endeavor's lower costs as the reason for additional concession (See Jan 2015)
Sep 2013 - Pilots at PSA, supported by ALPA, approve industry bottom contract that includes a B-Scale to ensure they receive American Eagle aircraft
Dec 2013 - AA and US Airways merge and American Airlines exits bankruptcy
Dec 2013 - AA orders 30 CRJ 900 for PSA with option for 40 more
Dec 2013 - AA orders 60 EMB 175s with options for 90 more. These orders are then used to threaten American Eagle pilots
Dec 2013 – Just 10 days after exiting bankruptcy management returns for additional concessions to honor the sweet fleet plan.
Dec 2013 – 2,778 pilots on American Eagle seniority list
Jan 2014 - American Eagle renamed envoy air
Mar 2014 - (12:00) envoy pilots reject a second attempt at another concessionary contract
Mar 2014 - (12:02) envoy pilots notified that they would not fly Chautauqua ORD flying when ORD VP drags new SkyWest jet out and parks it in front of ORD crew room
Apr 2014 -2,604 pilots on envoy seniority list
May 2014 - Under armed guard PSA’s new CRJ 900 is unveiled……in DFW
May 2014 - Mesa awarded 6 CRJ-900’s without concessionary demands
Jun 2014 - Compass awarded 20 EMB 175s without concessionary demands
Sep 2014 - envoy pilots notified that AA will transfer all 47 of its CRJ 700s to PSA
Oct 2014 - envoy begins to close MIA crew base
Nov 2014 - Mesa begins DFW operations and will become the largest operator of regional jets in DFW
Nov 2014 - envoy pilots notified that 50 jets will be transferred from envoy airlines to help solve staffing. 20 to Piedmont, 15 to TSA and 15 to ExpressJet. Oddly, this move backfires and attrition sky rockets
Dec 2014 - (12:00 PM) envoy pilots accept concessionary contract with the promise of 40 EMB 175s and 90 options.
Dec 2014 - (2:00 PM) AA awards employees 4% raises, not to include envoy pilots
Jan 2015 - 2,370 pilots on envoy seniority list
Jan 2015 - Endeavor pilots receive $80,000 retention bonus (See July 2013)
Feb 2015 - PSA given 24 additional CRJ-900 options, reducing envoy’s promised options by 24.
Feb 2015 - Mesa orders seven additional CRJ 900s, reducing envoy’s promised options by an additional 7. The agreement also includes an undisclosed number of options to purchase additional CRJ900 aircraft that would also reduce envoy’s promised options even further.
Feb 2015 - Flow through pilots are notified that the flow through has been temporarily stopped
Feb 2015 - envoy pilots notified that the company will close its NY EMB base with the CRJ base to follow.
Feb 2015 - Compass begins flying EMB-175s from American Eagle's old LAX base
Looks like you're among the majority of Envoy pilots who haven't quite grasped the concept that you have ONE customer and that ONE customer can do what they please with the flying they have to doll out. Hate to break the bad news to you, but you own NONE of it.
And there isn't a regional out there that has or is a B scale, despite how much certain keyboard warriors like to say so.
07-14-2019, 09:07 AM
#20
Line Holder
Joined APC: Apr 2010
Posts: 28
Bottom line- Alpa national and PSA caused the regional industry to regress by about 3 years. Think where the regionals would be today if PSA joined the every other regional and voted no! Folks in my seniority would have upgraded and gone to AA about 3 yrs earlier so the PSA vote cost us at least a 1/4 mill. IMO, the people really to be ****ed at is Alpa national for approving PSA’s agreement.
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