Originally Posted by I was inverted

335/352/366/380 for 23/24/25/26, probably effective early in those years if it follows their previous effective dates.

320/330/340 for 3/23 8/23 8/24. The only real chance the snap up will increase B6 rates is the 8/24. Then consider profit sharing. Then in 2025-2026 the rates get blown away with no snap up. B6 pilots will be lucky to have a JCBA in 2026. That’s pretty optimistic. So you do in fact need to look at the top rates since you’ll be living with them for much more than the covered 17 months. Realistically jetblue pilots will likely be under this contract extension for the same duration, or close to it, as the duration of the delta contract. And at no point do the jetblue rates exceed deltas despite getting earlier raises. They start behind and get further and further behind. And the snap up is written with the timing and with Alaska included to make it basically useless, and it doesn’t recognize or account for in the snap up language the guaranteed bonus money Alaska gets. And it excludes the delta 321NEO delta rates. What???

Also, probably more notable, with CBA 1, the union said the reason the rates were topped where they were is because jetblue management said that they couldn’t tell Wall Street that jetblue pilots had pay rates higher than any legacy, and that it was a nonstarter, so they had to hide money in other areas. My point back then to the union was that thats a pretty bad position to accept since they were comparing 2019 delta rates (last raise before amendable date) to 2021 jetblue rates, and that the 2016/17/18/19 slope would show delta rates easily surpassing JetBlue’s, so that ought to be justification enough as to why exceeding delta rates 3 years after their amendable date shouldn’t be a nonstarter.

but anyway, that position apparently only works one way. For example, you’re arguing that top rates have to be compared only in the applicable years. But both management and ALPA rejected that premise when selling CBA 1 saying B6 top rates couldn’t exceed few year old delta rates. But now the time reference on the scale does in fact matter? See where I’m going? Factor in profit sharing and it’s not even close.

With this TA, B6 pilots are pretty much accepting being 6/6 in comp amongst the mutually accepted peer set. And the timing of the JCBA puts jetblue/spirit in the thick of negotiating before the next cycle of contract negotiations to pave the way and raise the bar. I just don’t think accepting such low rates is wise when $383 321 rates are already being AIP/TAd. In 2026 jetblue will be 12.6% behind delta in rates with another 10-20% on top in profit sharing. And have a whole host of QOL items to address. B6 can’t even get per set standard when we can’t even attract anyone with 2,000 hours anymore, but somehow, even after the majors all hire 1500-2500/yr mostly young guys in the next 3-4 years, there will be so much JCBA leverage that all these cans we keep kicking down the road will be achievable? I’m just not optimistic that sealing a $43 delta between delta and B6 top rates for a contract that will last as long as theirs is wise. But we can circle back to this post in about 4 years and see how things are going.