Charlie,
There are easy pickings.
Yes, Eagle doesn't have quite a monopoly, but first, it's CHAUTAUQUA. A good leader doesn't insult those being led (thus I'm not really a good leader - or really a leader in any capacity unless it's "Boss, I'm gunna jump up. Want some coffee?").
However, do like RAH. If the powers that be get their rocks off having 2 or 20 certificates, let them. Have one pilot list. One CBA. Yes, on the smaller equipment you won't make what you make on the large jets. That's just a function of productivity. However, that doesn't preclude a livable wage. And that common CBA will have a common QoL. That's where it starts.
The dream is to hire on as a young FO on the smallest equipment and retire an old salt off the best paying equipment. The way to do that is start out small.
I mean, really. Look at AMR. They bought Reno, and integrated those pilots. They bought TWA and integrated those pilots. They own Eagle yet those pilots aren't integrated? What's the difference? 2 121 carriers were OK, and the other no? Other than the equipment, is the job different? It's not like Reno was flying long haul heavies, I'd even say they had a similar route structure to Eagle.
Just like when USAir bought Hensen, Jersey Central and Jetstream. They didn't merge those guys into mainline, but merged in the PSA and Piedmont guys?
Contiental bought Britt. Not merged in
Delta bought ASA and ComAir. Not merged in.
Well, you get the idea. I think a good attack point would be why were some airlines that were bought merged in and some weren't? Why weren't merger and successorship clauses enforced? Why were some pilots discriminated against?