I was in a restaurant the other day and heard, "You've got mail!" I looked around in astonishment thinking I would see the, "Where's the beef?" lady.

My wife was watching a 20-something TV show and they made a joke about seeing someone with a flip-phone. They thought the owner must have been a "time-traveler."

Regarding IAs, your last statement is complete crap. IF the company is bound and determined to give you tag on flying after you finish a trip, (which by default would be an IA) there would be certain circumstances where you couldn't refuse, and there would not be any hint of "deep down he really wanted it."

As for green slips, which are voluntary by definition, that is a whole other thing.

Agreed. So far, so good.

Carl

It is complete bull, that is why its not permitted under your contract so its a non issue. You also can not be rerouted prior to departing on your first leg of a rotation which someone posted could also happen. Know your contract!

What I refused was not tag on flying but a trip the next day. I have never had the company try to add legs on my rotation.

Don't sweat it, especially if you're not even on the seniority list yet. Reserve ain't that bad. You've got much bigger fish to fry.

Sailing when you reroute my last leg that's supposed to get me in before noon, then tag on another two legs through another domicile airport, I consider it the same exact thing as adding more flying at the end of my trip. I realize the contract says that once you complete you last leg of a rotation into you home base you cannot be rerouted, but essentially every leg before that your a hot reserve.

That's my issue. If FAR 117 becomes as ugly as it appears it will be, these reroutes will become a very unpleasant reality for many of us. What's the point of bidding on a rotation that finishes early when the company can add more legs until midnight without one cent of green slip pay?

That is because tag on flying is not permitted under the contract. They cannot "tag" a turn on at the end of a rotation. They can however re-route you into your day off which is not considered tag on flying.

What I can't wait to see is how they will cover the legs we can't fly when we are delayed more than 20 minutes. The SLC rotations have ALOT of 4 leg 8:30-8:45 days. Not sure how that reduces fatigue, but if you are 15 minutes late on one of the first 3 legs you cannot fly the last one. They will be out of short calls because of the LC mess and can't use IA to cover them.

Reserves are going to be sitting all their short calls and line holders are going to become very familiar with the re-route section of the contract is what it looks like to me.

So if I'm a LC guy and they put a trip on my schedule I'm not going to ack the trip until 3 hours prior. They will then tell me I'm not legal for it and go see the chief because you didn't ack it. Then can't they give me the exact same trip as a GS with less than 12 hours to report? Once they run out of short call guys all the LC guys could take the trip as a GS with less than 12 to report and get GS pay for at least day one of the trip right?

The company stated they were buffering by 30 minutes. I took a quick look at some SLC trips and could not find any over 8:30. Actually only saw one over 8. What category and rotations are you looking at that have a lot of days over 8:30?