This is not a scope improvement, this is doubling down on C2012: fixing management's DCI staffing problem for them, breathing new life into a repugnant outsourcing scheme, and acting like buying flying we already own is some sort of scope victory.

Name one single contract since 1996 when DALPA hasn't given given management more of the biggest, most advanced, most mainliney RJs available at the time. You can't. They are habitually unable and unwilling to draw and defend a line on narrowbody scope (and now it turns out, widebody scope too). This is yet another capitulation and the best thing that can be said about it is that it's not as big as the last one.

Hell, I'd fly a Piper Cub if paid enough and I didn't have to put up with some captains.

6 billion dollars for the investors, show us the money.

80...are you posting talking points from C44 again?

That's fine, and I'm sure you are glad that some senior to you will free up some spots to enable you to move up on the 330, if those people get tired of staying up alllll night and then waking up at midnight on go-home day. Maybe they live in base and would prefer easy 2-days and daytrips. It all circulates and you'd benefit a bit from moving up as some choose to upgrade.

Exactly. Been there done that got the tshirt. Not sure why everyone thinks it's that great. Give me a small cockpit, two time zones, and American soil, and I'm happy.

Reread my post and quit being such a butt.

I flew the E175 for 6.5 years, 6 of those as a CA. It's actually a very comfortable cockpit, and a nice-flying, well-designed, reliable airplane. I fly the MadDog now and it's slightly more cramped, far less comfortable temps, far less reliable, tries to kill or violate me with some regularity, and makes me work about 3x as hard as I ever did in the Ejet. I'll gladly, gladly take my Delta upgrade in the E195. It's ok that you and many others don't want to do narrowbody flying, that will allow those of us who are junior much better seniority in the left seat. Choices are a good thing.

That said, I'm still not willing to let management outsource one more mainline-replacement RJ to get 195s.

Actually, taken word for word 80's quote above is correct. The TA does further lock in mainline flying:

1. The total number of RJ's is reduced from 450 to 425.
2. The mainline to DCI block hour ratio is increased from a maximum min (if that even makes sense :D ) of 1.56 to 1.81. Prior to the JPWA the ratio was somewhere around 0.9.

I'm not saying it's right, and I would rather not see 25 more 76 seaters, but these are 2 improvements over the current PWA. Do they offset having more 76 seaters? We only have to decide if the MEC sends it to memrat tomorrow afternoon. We will see soon enough.

As for the carrot and stick routine with the 190's, I am in complete agreement. We should not consider that in our decision on this deal at all. They can buy them or not, and our blessing is not required either way. The only thing the TA does wrt the 190's IMO is get the rates for them up to where they ought to be. If they come under the current rates my prediction is you will see street captains (or nearly so) because nobody currently on the property would bid it.

From the other forum ref: sick concessions. Is this accurate?


If true, it's fewer than 15 days unverified per rolling year after year 1.