Total lie?? For a guy that thinks he is the epitome of level headed posters you sure go ugly early. (and nonsensical: "Did you even read your our 2000 contract posted above")

You said " CAL and DAL purposely killed the best contract that pilots had ever seen and that is a fact." I said the CAL contract was passed in 1997, how could we proactively undercut what you did in 2000? If I misinterpreted what you said, I apologize, but it was hard to decipher your point.

And you are wrong about the CAL 50 seat Scope, it was: The legacy Continental contract has a limit on the number of small jets (50-seat limit) which can increase with increases in the mainline fleet, based on a matrix of our entire fleet. The number is unlimited for
Q400 turboprops. (Of which there are 24 currently flying)

But lets not talk about how CAL pilots were harmed and had to successfully grieve the infestation of UAX 70 seaters into our hubs.

Understandably, "In the years since the legacy Continental and United contracts were negotiated, industry standards have
changed and there has been explosive growth in business arrangements between carriers to take advantage of
Open Skies agreements and more liberalized regulatory frameworks such as those associated with alliances." (From Crews News about UPA Sec 1)

That passage gives both sides an out to leave the past where it belongs, as an objective and instructional guidepost for us, collectively, to go forward from here.

Here are some excerpts, subjective, from our new Section 1:

Scope (1-B)
Borrowing from the legacy Continental contract, Company flying is defined to include all commercial flying of
any nature “by or for” the Company or a Company affiliate.

Hubs (1-C-1-d)
• Permits up to five percent of United Express block hours to operate between Company hubs. This concept
is new and addresses the fact that as a result of the merger, the number of flights operating between what
will be Company hubs is currently close to this limit. The legacy Continental CBA prohibits these flights
and the legacy United CBA requires a reasonableness test for them to be operated by Express operations.
As a comparison, Delta allows six percent of their feeder flying to operate between hubs

United Express Flying Block Hour Limitations (1-C-1-f)

As further clarification, had provisions from existing contracts (in
particular, United) been retained for the TA, United Express flying at DOS could have grown as much as 22 percent
without any growth for mainline flying, merely because of the difference in network size following the merger.

Domestic Code Share Agreements (1-C-2)
Previously known to Continental pilots as referring to Complementary Carriers (now Domestic Code Share
Carriers), these are the same code share agreement restrictions from the legacy Continental CBA.

Hub-to-Hub Flights (1-C-2-c-(1))
• These provisions are carried over from the legacy Continental contract and operate the same way.

System Flights (1-C-2-c-(2))
• These provisions are also carried over from the legacy Continental contract, adjusted for dates and
nomenclature used in the JCBA

Exception for smaller carriers that operate fewer than one-half the system ASMs of the new United (ratio
satisfied so long as it does not exceed 125 percent [or inversely 80 percent, as borrowed from the legacy
Continental CBA])

Foreign Air Carrier Code Share Agreements (1-C-3)
These provisions outline the allowable code share business arrangements related to international segments with
foreign carriers. There are similarities to language in the legacy Continental CBA, updated or expanded to address
how foreign carrier code share agreements have developed over the years.

Geographical Limits (1-C-3-a)
• From the legacy Continental CBA. If a foreign carrier code-shares with United, flights are permitted only
to or from our hubs, to or from countries where that carrier has a hub

Flying Ratios (1-C-3-b)
1-C-3-b-(1) and 1-C-b-(2)
• The language in 1-C-3-b-(1) establishes the process used to determine a flight differential ratio that
compares international route flights operated by the Company to international flights on the same route
operated by a foreign air carrier. Provisions in 1-C-3-b-(2) outline a limitation of two flights above this
differential. This limitation is from the legacy Continental contract

Yadda yadda ya. And as CAL pilots, we are tired of the holier than thou attitude SOME UA pilots throw out by saying we brought nothing to the merger. I am cognizant of, and appreciate the "gets" that were achievable in the UPA only because they previously existed in the UA CBA. But we brought some skin to the game too, not that it really matters.

We will all get over these perceived slights, in time. It's impossible to NOT analyze current and past events from one's subjective point of view. It's time to get over it and move on, knowing that BOTH sides have contributed to the unproductive mud slinging. But we are also capable of forging a new positive future, collectively, together.