FODhopper

There is no such thing as an FA jumpseat that is available to jumpseating crewmembers on the CRJ 200. There is only one FA jumpseat and the FA needs to sit in it.


People are forgetting that a Jumpseater has priority if they are traveling to protect a flight. That is Priority 1 in the FOM. OAL Jumpseaters are Priority 4. If that captain was truly deadheading (as in assigned by crew scheduling) then crew scheduling could have said "he needs to take the jumpseat".

The jumpseater could have arrived at the gate as a (non-rev) and ended up a protected jumpseater. This is very possible now that there is no one left to staff the airline and every little trick is needed to assure everyone gets where they need to go. People forget that after the US-AA merger, AA gives out very little positive space to AWAC...it's like pulling teeth.

It's possible this senior captain was a "d$ck" but their are other very plausible explanations.

billyho

Hahaha Hell even the AA Pilots have a hard time getting space positive travel at the end of a trip. You're not alone. The better wAAy I guess.

msprj2

I was referring to mainline AC where the jumpseater wouldn't take the
FA jumpseat as told to me by the CA of that mainline flight.

Braniff DC8

I think PSA will buy, take, merge, intergrate, assimilate or whatever, Air Willy. It's the most logical, I know, Spock isn't always right.

sweetholyjesus

That could explain the lack of negotiating. Perhaps it's easier to sell an airline/pilot group if they don't come with their own enforceable contract. Makes assimilation much easier.

They give out a couple bonuses now to stall contract negotiations and keep the planes flying, then sell the airline over to PSA where they can shove whatever contract they want down the pilots' throats?

WhiskeyDelta

You have an enforceable contract that stays in effect in perpetuity until a new deal is agreed upon. Read in your Scope section about successorship. The cliff notes version is that any purchaser, as one example, must recognize your CBA if ZW is bought. Since PSA is also ALPA, there would have to be a formal seniority list merging process along with another negotiation to create a joint CBA after the merger/acquisition. It's not as simple as you make it sound and certainly not as easy for PSA or any other potential suitor to just swoop in and save ZW.

RemoveB4Flight

If that's their plan they may want to do it soon. There won't be much merging to do if all the pilots are gone by the time they announce it.

StrykerB21

Do you have any evidence to support this?

billyho

I highly doubt Parker will want to Merge PSA/AWAC. He doesn't want anyone at the WO's longer then 8 years so what would be the benefit of bringing over 300 pilots with more then 15 years of seniority? Right now PDT classes are about 30% AWAC pilots and if that continues there's no need to merge.
Plus you'd have to come up with a Combined list to even flow? You think PSA pilots will welcome a ton of pilots that would cause their flow to increase by more then a few years? Don't see that happening either without a stable job in terms of the flow. Too much negatives to outweigh the benefits of a merger.

mainlineAF

Are you kidding me? I already explained the whole situation, as confirmed by the actual deadheader and the gate agent. He was 100% DEADHEADING, with a seat in the back. He gave it up voluntarily at the gate agents request.

I commute. Have for years. I know the difference between a JS and a deadheader and all the what-if scenarios on how he could have ended up in the jump.

Crew scheduling can say he has to take the jump? What if the JS is broken, or you will be overweight, or there is no ballast available at the station, or the captain doesn't want to take a jumpseater for some reason? If crew scheduling needs you somewhere, they give you a seat in the cabin. Nice try though.

One of your guys dropped the ball. Simple as that. Why do you have to continue to make excuses?