Just to clear up what I was saying, I am fine with a system that has a mix of days off. To, me that is what is nice about the system. If you want to make money, upgrade at first opportunity, if you want QOL stay in your seat. There are more benefits regarding those choices when you are at an airline that has a mixed fleet and mixed types of flying.

I am not sure what it is now, but AirTran had a very average days off spread through the bid pack. To me, it was ok for the junior guy, but if you were senior, it wasn't great because you really didn't get anything. Defeats the QOL of life debate, thus forcing you to upgrade to get something, ie a higher pay rate.

I am not sure that a max duty rule change will be bad. First, as has been mentioned, safety is job one, regardless of what is in the back of the airplane, peeps or boxes. We are a 121 Supplemental Airlines, switching next year to being a 121 Flag Domestic/International. My point is that under 121 Supplemental, things are a lot more relaxed than Flag. Our contract however makes us look like a 121 Flag airline. For example, we have a duty max of 13 hours during from 5AM-4PM, then it switches from 4PM-Midnight to a 11.5 max and between 1AM-5AM we have a max of 9 hours. Our Duty max can be extended an hour and a half for operational reasons and then of course, we can go up to the FAR 16 max. I have never gone to the FAR limit, but have hit the operational extensions a few times. All of the above is for Domestic, International has different rules.

SWA has AM or PM flying, they don't fly all day. My point in all of this is that it comes down to rigs or productivity. Each airline and pilot group will have to figure out what works for them. As mentioned, COEX had duty limits also, so it can be done.