Johnso, don't you have any heartburn with what was the world's largest carrier, the number one Asian carrier (at least we were) only having 65 NB FOs at LAX and none at its other gateway in SEA? Language like LAX exception and SEA shall never be a hub regardless of the number days of daily departures doesn't make that defective sense stand out strong?

I'm sorry, but replacing 50-seat, obsolete, cost ineffective RJs for ones in which two can be operated for the price of one -88 and at longer ranges is not a win for anyone under Carl's position. All we did was create another group of pilots who get paid like bottom feeders to operate aircraft that honestly should be my upgrade seat, and now we fight over the last floater in the pot.

You are welcome to digest these facts:
DAL management wanted a fast contract, undisclosed as to why (I have my own theory)
We sign a contract that sustains the DCI model for 15-20 more years and shortly after:
UAL signs a TA allowing their first ever RJs over 70-seats
CAL looses 50-seat scope
AA looses not just control over 70-seat scope, but 50% of their operation can be connection and now their maximum seats are 76, AS and JBLU can also fly an equivalent of 50% of their routes. The "trigger" for all of this was DALPA endorsing and passing a similar TA. It wasn't just industry leading it was industry changing on an epic level.

Lastly, the profit sharing was almost 6% of the net for the year? I guess I'll add my 3% raise in 2014 to that loss as well.

And I'm sick of the "oh, don't worry we will buy them someday," mentality. When after their junior most guy is an 8 year 737 CA or 330 CA?