40% of a raise WOULD be great. But for me, no raise and higher seniority would be better. I'm not sure what pilots at what airline you're talking about that "are not as able to pick up all the flying they may want". I pick up all the flying I legally can (per FARs, as you alluded to), which usually equals all I want. But its my seniority that allows me to do that, assuming FARs are satisfied. At AirTran, our first period of open flying bidding is based on seniority. Vacation bidding is seniority based, as are lines of flying. As senior as I am at AirTran (not bragging, just showing an example of how seniority directly affects my pay), I am always able to bid for and receive a line of flying that has my week of vacation off already built into the line. With 4 weeks of vacation (paid at 22 hrs. per week) per year, I do this 4 months out of 12. If my line (with my week of vacation already counted as "off" days) is published as paying 80 hrs. with 17 days off, when you add the 22 hrs to that, for 4 months out of the year, I have a line with 17 days off that starts out paying over 100 hrs for the month. If I choose to, I can pick up a 4 day trip during my "vacation", and my line becomes 13 days off and pays over 120. With my seniority, I'm able to bid for and receive any week of vacation I want, a line that already has that week of vacation off, and pick up a nice paying 4 day trip during my vacation. If I wasn't as senior, I'd still receive weeks of vacation, but the chances of being awarded a line that has my entire week of vacation already off would be slim, as I'd have to be able to hold weekends off. Per our contract, if we are awarded a line of flying that touches a vacation period, we usually lose the pay value of the entire trip. So a less senior pilot awarded an 80 hr line and who wasn't able to bid around his vacation, loses the value of the 4 day trip (typically around 22 hrs), starts out at 58 hrs., and will get his 70 hr guarantee if he picks up nothing. If he picked up a 3 day trip worth 16 hrs, he'd get 74 hrs, or 4 more than if he picked up nothing. Our subsequent open flying pickup periods are "first come first serve", but by that time, all that's usually left is the "crumbs" of trips that no one wants. I'm not sure how these types of situations work at SW, so how their system works would be nice to know. Using the above examples, I take home more money at the end of the month by being "senior" and making 40% less than someone "junior" making 40% more. A pilot who doesn't care about the money and bids just for days off could intentionally bid a line that has 15 days off, has vacation during a week that he's supposed to be flying, have that 4 day trip removed, and wind up with 70 hrs of pay and 19 days off. There's all kinds of ways to "game the system", but my experience is that if you want to "game" it for money, it helps being senior. When I consider how much money I "make", I look at my paystub and my bring-home, not my hourly rate. So yes, it is "the money", but I'd rather be able to say that I made $17,000 for the month (at $140 per hr) than to say I made $14000 for the month (at $196 per hr). I'm willing to work more to make more. And I may well vote to "sign on the dotted line". I just need to see and hear the details when they're released, and then I'll make my decision. Believe me, I'm grateful for the pay raise I stand to receive (mine will be about 26%). But my gratitude doesn't necessitate "rolling over" when it comes to my seniority. If its "all about the money", and I need my seniority to make more money than a less senior pilot at the same rate or a less senior pilot at a higher rate, than my seniority is "all about the money".