Originally Posted by El Gipple

Not to dig too deep in to the messiness (application-wise) of that language, but...



So if cancelled at an outstation and NOT reassigned within 3 hours, how can a pilot be released and pay protected for the Sequence under this language? By definition, the Sequence ends with a legal rest break in the Pilot's domicile. Therefore, the Company has a contractual obligation to release you from your Sequence in domicile, not at the outstation. They must get you back to domicile. We've had pilots walk away and disappear until their next sequence at an outstation after a cancellation attempting to pound a square peg into the round hole that this language is.

Key here is since there is plenty of confusion about this language these days, CALL YOUR UNION reps if you have questions or concerns.

Originally Posted by El Gipple

Not to dig too deep in to the messiness (application-wise) of that language, but...



So if cancelled at an outstation and NOT reassigned within 3 hours, how can a pilot be released and pay protected for the Sequence under this language? By definition, the Sequence ends with a legal rest break in the Pilot's domicile. Therefore, the Company has a contractual obligation to release you from your Sequence in domicile, not at the outstation. They must get you back to domicile. We've had pilots walk away and disappear until their next sequence at an outstation after a cancellation attempting to pound a square peg into the round hole that this language is.

Key here is since there is plenty of confusion about this language these days, CALL YOUR UNION reps if you have questions or concerns.

Originally Posted by jws3443

Had this happen to me recently.. Entire day cancelled in the outstation, they tried to reassign us into something illegal (this time actually was an honest mistake). I told them and they pulled us from the illegal trip and said they'd call back with what they want. An hour later, I called back and asked if they had anything. They said no, and I said I'd like my release. They said ok and booked me a ticket home on Southwest.

Originally Posted by El Gipple

FOM VOL. I, 25.10 Page 2

When available, ACARS is the preferred method for communicating routine information to station and maintenance personnel.


FOM VOL. I, 25.20 Page 3

When crews have a question regarding a discrepancy or entering a discrepancy in the logbook, flight crews must make initial contact with dispatch and notify the dispatcher of the discrepancy or question and then ask to be transferred to Maintenance Control through the responsible dispatcher. The dispatcher will then forward the call to maintenance control, and will stay on the conference call at his or her discretion based upon the discrepancy being reported. The purpose of this communications flow is to enhance flight status awareness between the PIC and dispatcher who share operational control over a flight.

FOM VOL. I, 30.10 Page 3

Whenever mechanical irregularities have been entered in the aircraft logbook, the flight crew must contact MCC through the responsible Dispatcher and report the discrepancies.

Originally Posted by Flymonkey10

Interesting how dispatchers N K and T W turn pilots into management daily for this.