Thanks. Seems to me that jet bridge assignments shouldn’t be contractual either.

I think it's just a in-person version of an Inverse Assignment. Every airline I've been at except one has had some version of an IA.

It’s just a assignment per the contract. Catching you in the jetway means you can’t dodge the phone call. Personally I think assignments should pay triple pay. That would give the company a large incentive to avoid them and most pilots would break land speed records to acknowledge them.

I get that, but I can ignore the phone ringing. I guess it would come down to the creative exits if they were waiting on the bridge. Heaven forbid someone plan something or just want to be home on their days off.

Just read the latest Crew Resources Monthly Newsletter and unless the MEC is looking to assist Flight Ops in finding additional simulators nothing will stop the onslaught on Greenslips on the 330 and 320 next year

Sent from my SM-G975U1 using Tapatalk

Training capacity is not the MEC’s job. That would be the company’s responsibility to plan properly to staff the airline correctly.

This


Sent from my iPhone using Tapatalk

MEC assistance? By all means, enlighten us.

The contract allows for far more flexibility with reserve pilots. I just saw last week a RES pilot get rerouted from a 2 day GS to a 6 day trip because they were going into on call days.


Sent from my iPhone using Tapatalk

And I think we need a new version. After green slips but before IA, we should have Assignment. Premium pay with no trigger, proffered in seniority order. Plenty of folks senior to an unwilling junior assignee would take a trip for double pay, having passed on the trip as a greenie because their schedule was light and it won't generate enough fiscal incentive to fly short-notice.