A few questions and even a comment or three!
Firstly, are all their aircraft FAA, EASA or local registered ??
The FAA ATP is like the EASA one, BUT the 500 hrs part of the 1500 hrs total must be cross country time rather than multi crew. So for any chap not clocking up time P2 in a trotter dropping local jumpers, it's easier to get. The written tests are also less painfull.
Secondly,
What is the worst issue with the T's and C's ??
Is it some kind of P2F or P2Type scheme, or problems buying a few cold ones ??
Some of the commentators do not live in the real world and are complaining about flying too much and who is joining.
The senior boys will not wake up and change much until they really do run out of drivers even after reducing the requirements to the legal minimum, even if that means changing reg. The unknown factors are their capacity in training terms and what their insurance folks say about the minimum type of driver.
Under FAA regs both pilots need an ATP, BUT under EASA the P2 only needs a CPL/IR and can be straight out of school. That type of new pilot has been used by BA in the past, although in this case it would probably be via the Dash route, or extra sim time if they really have to panic.