Mason32

Comparing Eagle with RAH is like comparing Kalita with FedEx. Eagle has all the cost structures of a major airline, while RAH, TSA, ONCL ER all all are barebones operations.

Toyota and Lexus. Both go from A to B, but one is a much better product.

What

Yea but you mentioned cost, and that seems to be the only important thing these days.

What

I just applied

ERJF15

Toyota and Lexus are the same company too.

mojo6911

What are the tax implications if you take the bonus, bail in a year and give it back?

eaglefly

Winner, Winner.......Chicken Dinner !!!

The plan is ACCEPTABLE product at minimum cost. Eagles better product doesn't justify its substantially higher costs (and Eagle doesn't HAVE to be truly more costly only SOLD that way to labor to achieve an objective). The key is to create a business model whereby the quality of the products (plural) are similar enough, but the cost structures are essentially equal and rock bottom.

The model is called "Whipsawing". The ability to do it cheaper isn't the only whipsawable aspect, so is quality. Read managements communiques describing what Eagle must do to compete and you'll see both mentioned. Lets face it, the quality of the different regionals has little to do with pilots or even F/A's for that matter, but logistics like performance in schedule completion and baggage handling. The cost employee wise however, has A LOT to do with pilots. Tidy up the operations and gut the pilots and you'll have essentially undistinguishable carriers in the future flying as American Eagle.

Tough way to make a long-term living as a pilot though in the future with the HIGHEST paid pilots at about $85K/year busting their humps flying 1000 hours. That's going to be especially rough as those very senior get into their later 50's and 60's. I think once the model is in place, those senior they haven't "smoked out" will have to fly more normal 700-800 hour schedules for $70K or so. $70K is pretty mediocre for 2015-2020 dollars, but it will be the new competitive reality.......again, unless you can take the beating for the extra $15K or so.

What

And AMR controls the ground handling for essentially all of the ground ops, so they can just shift flying around as they see fit while only changing who is flying the aircraft (basically). Look in DFW, Eagle is covering close to 20% of the Expressjet ops and all AMR has to do is assign a 9000 flight number and assign an Eagle crew.

I think the guys that are staying at Eagle and all the regionals are going to suffer in the coming years, they will keep their place in the seniority list if the regional stays afloat but their FO will make more on second years pay at United, Delta, etc...

Many Captains at Eagle don't believe that will happen, as they feel that regionals rather pay them 100K+ than shift the flying to mainline. But the fact is that by 2020 there will around 60% airframes at the regionals compared to today but there will be more 76 seaters.

RAH is in good shape right now because they operate mainly 70-76 seaters and are one of only two airlines in the US operating Ejets. But if SKW and AE start the programs then RAH could be in a world of trouble with their subpar performance, but I think this would be years away.

Airframe

Sorry if this has been answered before but this thread is too long to sift through but how is AE in particular getting their FO's their ATPs' by Aug 1st?

ERJF15

It seems that there will be few that won't make the 1500. What will happen if they can't, no one knows.

What

Most FO will have ATP and unrestricted type rating by months end, June will be to cover the last few with July covering the guys who are just short of 1500 and they will be completed as they attain 1500 hrs.