Originally Posted by
hotmicoffNOW
I’ll give you a recent example.
CA “A” was called at 4 am on reserve and told they were being put back on rest immediately to work a PM turn.
Meanwhile the day before, the company calls FO B and asks them to work the AM turn because of staffing. The FO agrees because this makes their day commutable. They then attempt to assign the PM turn to FO C, but that FO was on AM reserve thus making them not legal to work the full turn for duty limits.
Because the company has no idea what they are doing, they message FO B in the downwind to tell them that they are going to fly trip #1 to deadhead out and fly the leg back. So FO B misses their commute home and works a max duty day, FO C works one leg out and deadheads back, CA A is flying fatigued meanwhile.
Meanwhile the company has plenty of PM reserves to cover all of this. Now you have another two FO’s ready to quit.
So a scheduling circus. Sounds like what happens at a certain 737 operator I know of, where they seemed to have no desire to fix the problem. And they had a cadre they could depend on to bail them out when they got themselves a$$ deep in sh1t. That's generally what seemed to enable that kind of non-sense. There were those that were too eager to help them out of their paper bag. Was FO B on a day off or otherwise off duty when they contacted him?