Originally Posted by gloopy

I agree with almost all of that. I do see the potential issues of subdividing every section, and I'm not in favor of doing that for the reasons you describe. However, I think section 3 is unique in that it is so often used to mask (and sometimes to create) massive fault lines in our foundation. I would say section 1 is more important, but that is not the section that is used to bait the hook for a pilot group's future demise...section 3 is, often to the detriment of section 1 (and every other section...see below).

I would not agree that scope is more important to junior pilots though. Unless you are a 777A/747A with so much seniority that you could still hold a line with weekends and holidays off in the same categoty even if potentially thousands of company pilots were suddenly on the street, then you have a huge stake in scope. Even if you are "furlough proof" you can (and many to most will) be downgraded, lineholder to reserve, smaller equipment, changed categories and maybe now FORCED to commute (no it isn't always an essenctric Murphy Brown "lifestyle choice"), lose your weekends off, suddenly have to work holidays, etc.

When junior pilots are furloughed, the vast majority of the list (bottom 90-95%+) take a hit one way or another. Scope is every pilot's issue because no matter what other section you like the most (pay tables, work rules, retirement, other bennies, etc) the negative effects of outsourcing serve to undermine the gains in every other section because that's what outsourcing is for in the first place...to give management relief against every single section of your contract in direct proportion to the section 1 relief that you grant them. The more good stuff that's in the other sections, the more exemptions in section 1 are used to reduce the pilot group's benefit of the other sections.

Scope is the most important, but pay is the shiny penny laid carefully just before a huge crack in the sidewalk and we keep tripping on it again and again.