OK talk to me Goose.

Upper end:

We're currently at 53% block hours in AF/KLM JV. And that number is low because the company has violated it with no intention of ever fixing it for 4 years. Even then we're at 53% currently. TA15 instantly forgives that and then takes us to a permanent lowered baseline of 49% every other year. How is this a gain?

Middle end:

We wanted SEA to be a hub to protect us from future AS code share abuse and protect the jobs we've gained there courtesy of Delta's EVP of West Coast Pilot Hiring Brad Tilden. The company refused. Why did they refuse? In any case, this is not a gain.

Lower end:

TA15 removes only 2% from DCI in exchange for planes they are getting anyway, as well as planes that are clearly stated as merely replacements.The 2% lower DCI comes from parking more 50 seaters that they can't staff anyway, while allowing them more 70 or 90 seaters (with company preferred 76 seat dual class config) but if we do nothing they will almost definately park more than 2% from DCI, and they won't be able to breathe more life into DCI by fixing 25 jets worth of staffing savings for them. How is that a gain?

Now the 1.81 is clearly a numerical gain over 1.56 MBHR. However, what will be the end state MBHR once all the 717's get here and DCI is at the currently limited 450? How about once the mainline deliveries (inclusive of replacements) arrive? If its over 1.81 then this really isn't much of a deal especially since the 450 end state DCI breakdown is a hard limit regardless. So they couldn't park mas quantities of mainline and shift to DCI with a fixed 450 limit anyway, and will likely go above the 450 RJ end state MBHR because of staffing issues at DCI and mainline deliveries in the first place. Unless they shrink the entire network to punish us for rejecting TA15. With this much profit on the line, even if profits plummet by 3/4, that is highly unlikely.