At the risk of upsetting some of the more sensitive BA pilots, it would be worthwhile everyone reviewing the DanAir take-over in 1992 which seems to have many similarities and followed a 'less-than popular' BCal take-over with list merging..
Severe restrictions on pilots from non-BA bases/non-737CFM a/c types - they were 'fired' with minimum severance. 120 pilots 'retained' and lines drawn across the lists at 60 of each seat, again 'sacking' (aka not 'retaining') those below the line (no seat changing). Initially the remaining 13 737 3/400 aircraft and 40 routes were to remain 'separate' at LGW but to fly in BA colours.
DanAir seniority etc retained.
It became apparent that the grand plan was to expand the operation to displace the existing 737-200 mainline operation at LGW and who knows where else.
Threats of industrial action by mainline pilots.
Eventual 'resolution (not properly formally agreed by DanAir PLC as far as can be established) was for DA pilots to join mainline seniority list in DA order BELOW the most junior BA entrant at the time. IE 25 year senior Captains 'junior' to latest Prestwick cadet, able to bid out of LGW onto other fleets with loss of 'grandfather' seats,.staff travel protected and pensions manipulated to compensate. This 'opened' commands at LGW on the 'new DA' T&C to very junior BA F/Os (mostly OK with the odd exception) and cause the odd CRM issue, thus 'freezing' command prospects for DA F/Os. Eventually the existing T&C caused the flow of bidders from BA to dry up, 'DA' F/O's accordingly achieved command (from 1996) and T&C were 'improved' for all and now (well up to 2004 when I retired) the only main difference was in T&C for things like Hotac and bidding.
It has all the hallmarks of going the same way.