You are correct that our position was 8%, 4/4/4. We ended up getting the $$ moved forward with 9/3/3/3.

100 x 1.08 x 1.04 = 112.32 x 1.04 x 1.04 = 121.49
100 x 1.09 x 1.03 = 112.27 x 1.03 x 1.03 = 119.11

So the first two years work out within five hundredths of a percent, and 2 percent over the 4 years.

We asked for a 2% B fund bump at 2 years and accepted a 1% at 1 year.

Moving the dollars forward increases the value of those increases.

The B-fund increase is compounded by getting 9% vs 8% raise at date of signing.

The bottom line is this was a negotiation. There where compromises between the two sides, but I think FDX moved farther off there position than our negotiating committee.

There are many more compound issues. The trip rig affects almost all international flights and nearly 50% of the domestic flights. MEM O&B's and pure MEM hubturn lines take that on the chin, but I understand the impetus to get the long haul flying bumped up in pay.

The recovery of block over 8 hours affects virtually all Europe -> CONUS flights. Few of those flights ever went over 10. So that's a 1 to 2 hour bump over the 6 hours. That alone is over a 17% raise.

I forsee some changes in relative seniority for the fleets as guys chase these dollars.

Some of the details in the Grid penalty could be worth a lot of money if flights are revised.

I'm going to the meeting tomorrow to learn more. I've read this thing a couple of times and got very little sleep since Friday. I too have many more questions.

I'd like to see what a bidpack is going to look like when this is fully implemented.