+1, must be the demographics where I am flying but APC seems to fuel the most no vote sentiment IMO. I like the debates and I see a lot of personal points of view on both sides, some rational and some down right bizarre. I to wish this thing was out of the way and we can get back to more light hearted civility. Best to all!

That's why most of us are pretty sure this thing will pass. Most aren't into debate or looking at where the company is going. They show up, fly their trip and leave.

Some of us like it this way!

What would the company consider more negative?

A) A reserve pilot who over the past year called in sick 7 different times for 1-2 reserve days at a time.

B) A reserve pilot who over the past year called in sick 3 times for 8 day reserve stretches.

Pilot A only misses 10 days of reserve over 7 calls or pilot B who misses 24 days of reserve over 3 calls? Any thoughts?

Or maybe I should ask which pilot is most likely to get a call from the CP regarding attendance.

I did not say I did not want to see it, I said that this agreement does not have enough quids in it.

One of my biggest concerns as I have stated before is the top tier ratio is too far below the business plan. A graduated check valve up where mainline is a much smaller first accumulator. Right now that is not the case.

I will say that the fear campaign seems to be working. Lots of guys hate this deal but are sold on the fear.

You talk in absolutes, as I said last night, the mtc contract does not need to be signed on July 1. The rest of the business plan that this whole deal sets us up for as some more time as well.

If AMR gets those contracts thrown out on June 22nd, DAL is going to want to move even quicker, and most will be fearful of allowing more seats if we send it back. I say that increases our leverage because its a lot cheaper and allows DAL to be first mover to go with dealing with us versus the rumored plan B which according to the reps I have talked to was not briefed to them.

Sailing I agree with everything you have stated. My reason for pointing out what could happen with the given language is because we have had things happen under the current language. It is wise to show loopholes and when people don't see it, give em a scenario.

Padre2992 like to state ins paralysis though analysis, but the simple facts is I do not need any of those scenarios to come to a decision. I merely using them to illustrate a point.

I would guess A. As a boss I would worry about the health of an employee that got sick 7 different times in one year, and also I'd be more likely to suspect sick leave abuse, compared to an employee that only got sick three times. I'm pretty sure that's how the company views it. I think either case would exceed the averages and result in an inquiry. Think about it...how many people really get sick for 8 days three times in a year?

80 covered 1 & 2 well. I'll cover 3 since I'm a commuter. Here is the commuting policy covered in our current contract. It's identical in the proposed TA.

1. A commuting pilot is expected to arrive at his base with sufficient time and with adequate rest prior to beginning scheduled duty.
2. A commuting pilot who is unable to report to his base as scheduled, due to an interruption to his travel plans, will notify Crew Scheduling of his inability to report as soon as possible.
Crew Scheduling may, at its discretion:
a. deadhead the pilot (without pay or credit) to join his rotation,
b. place the pilot on his rotation when it transits his base (without a rotation guarantee),
c. remove the pilot from the rotation without pay, or
d. remove the reserve pilot from his on-call day without pay.
Note: Such day will be considered a non-fly day for purposes of A commuting pilot who travels to his base by air will not be eligible for treatment under 2 Section 23 Y. 2. unless he has attempted to travel on at least two flights (on and/or off 3 line) that:
a. show adequate actual seat availability within 24 hours of the departure, considering the pilot's seniority and the normal load factor of the flight; or, on which the pilot has a jumpseat reservation,
b. are scheduled to arrive at his base at a reasonable time before his scheduled report, and
c. are separated by at least two hours.
4. It is expected that a pilot will avail himself of Section 23 Y. 2. on a rare basis. 5. A pilot who has demonstrated a pattern of inability to report as scheduled will be subject 12 to progressive disciplinary action.
6. If the FAA amends its policies to treat commuting time as a break in a pilot's rest period:
a. this commuting policy will be canceled, and
b. the Company and Association will seek agreement on a suitable replacement for this 16 commuting policy.

We also have an FOM Policy(which means management can yank it whenever they want) called the Unable to Commute policy. If we give ourselves 2 flights and can't make first and the second is also full, just call scheduling and they positive space you. I have commuted to DTW and now NYC, and have yet to needed to use this policy. Knock on wood. :D

I just logged into Icrew. I had to do a special page for AVL.

I would not read too much into it! It is just the DALPA and company spin doctors trying to entice a yes vote!:D