The YES voters just saw the money & surface level increases..

The NO voters saw a lot more..

There is WEAK language buried which leaves a lot to interpretation, by whom we don't know..

Words like "operational necessity" , "Operational requirement" & " to be determined by the company" are used way more than they need to be in any contract..

4 hr credit that comes with stipulations, like show time before & after...; cancellation pay is subject to award but language does not cover trades, drops & swaps..

60 min show time for a 29 min turn...

14 hr duty day but can be extended upto 4 hours more than FAR 117 if needed by operational need & with the consent of the pilot, which means 17 hrs of duty day followed by 10 hrs min rest & then do it all over again..

The cancellation pay protection does not apply to Fatigue calls which result from 17 hr days due to delays from MX or WX or both..

One of the biggest was removing 3 GDO's or Guaranteed Days OFF which every reserve pilot gets every month.

Company can set the line threshold in the PBS up to 95 hours, up from 90 hrs in the previous CBA, basically forcing people to work 90-95 hrs per month, with min days off & commuting on days off..

Under the previous TA, NO pilot could be extended or Junior assigned into his GDO or even intentionally dispatched that may cause him to extend into his GDO..

A lot of CA's spend a good 1.5 to 2 yrs on reserve..

Biggest gainers were year 1 & year 2 FO's & the Lifers.

Lifers got 18 yr CA rates.. Lifers are on year 11 pay now, they will have 5 yrs under new CBA & 3 more years after that..

Lots of small things which gives all the power to company interpret the language..

Most of the people who voted NO wanted clarifications & changes made either in Language or in the form of an LOA before the pilot group voted on this TA..