I agree that fixing the hundreds of DC-9-10 jets that are outsourced hurts everyone involved and the solution has to come from us.

There are already a lot of DCI elements in our scope clause as well as in management's unilateral treatment of the issue. Mass quantities of preferential interviews, hundreds of guaranteed flows, potentially unlimited "direct to Delta" hiring (like a flow but without the quid of a flow down), DCI scope clauses signed directly with DAL management (something CMR and ASA were told was strictly forbidden by the NMB to even inquire about when they were WO's) and disgusting secret little "vault letters".

DL is snapping up every mil pilot it can find right now, which is great, but try being a non DCI civ pilot on the outside wanting in. Very few are getting a chance right now. Just how much more DCI preference should there be? And that's just DCI preference and guarantees at DL. DCI pilots can and constantly do flock to OAL as well.

And what form should it take? The SSP candidates I think are seeing a much higher success rate than originally. I heard the lower numbers early on were because pilots somehow got the asinine impession that it was a semi formal rubber stamp. While I can't wrap my head around that sorry excuse, perhaps there's some truth to it. But even if someone thought it was easy, for a quantum career leap like that worth millions more than your present position, who wouldn't even bother to prepare?

Anyway PCL is the last airline that should receive DL preference for reduced large RJ's (even assuming we actually prioritize that…we've been told "we hear you loud and clear and the big issue is money!" *sigh*) PCL would likely be the last place they were parked/transferred first because PCL pilots have DAL scope for those jets, SKYW has a major reset coming up and other feeders can't staff what they currently have either.

Even if the scope line moves south and some PCL jets are parked, it would probably be because they couldn't staff them either. In which case its pretty hard to make a claim for preference based on "losing" something you couldn't do anyway. And from a management perspective it makes even less sense. Fix your staffing shortage by moving planes you can't fly there to here, then hiring even more pilots from there to here, increasing what you can't fly there.

Unless there is a version of such a theoretical transfer that would almost instantly move the line and reacquire large swaths of DC-9-10 flying from DCI to mainline, I don't see much more DCI preference being given by either side. Even if that did end up happening, you better get your ducks in a row over there and not radically overestimate your leverage like CMR/ASA did last time. New hires at the bottom of the list is by far the most realistic high water mark. The fantasy ceiling is a staple, but that is extremely unlikely. Even a tiny theoretical potential risk of one single number more than that for one single pilot and the entire deal would collapse under its own unworkability.