Not going to defend Norwegian, but clearly there is some misconception about how Norwegian worked. Norwegian pilots were employed based upon the country in which they were based. Pilots were not employed under contract with a certain certificate. In other words, pilots did not get hired by NAI when the could have been hired by NAS. Instead, they were hired by Norwegian, and they were offered a contract based upon the country in which they were based. Then Norwegian would assign them to the NAS certificate, the NAI certificate, or maybe even the NUK certificate. For example, a Norwegian pilot hired as a 737 first officer, based in Copenhagen, would be put on the Norwegian master seniority list based upon date of hire, and they would be offered a Denmark based contract and be represented by the Danish pilot union FPU (Flyvebranchens Personale Union). Then they could have been assigned to either the NAI certificate or the NAS certificate. But their contract and union representation did not change because of the AOC, and in fact many Norwegian pilots did switch between AOCs regularly. The same thing happened when NAS opened the NUK certificate for the 787. NAS 787 pilots who were based at Gatwick were on a UK employment contract, and most of the pilots were represented by BALPA. When Norwegian started NUK operations (aka "RedNose" callsign), the pilots were swapped over to being qualified under the NUK AOC. But their contract, contract terms, union representation, and place on the Norwegian seniority list did not change at all. A LGW based NUK 787 pilot could bid for a NAS 787 CDG base when a vacancy came open, and vice versa.