As a more middle seniority commuting FO I can tell you that commuting to our reserve sucks. Pm reserve works commuting east to west as you can come in same day and if you're not used on your last day they're usually pretty good about letting you go by early evening. If you do get used on reserve after you're done flying, say they overnight you and then have you deadhead the next day, you can bounce. When we had our Miami flying to Cuba many times we would finish on Saturday scheduled to deadhead on Sunday so I could catch a late flight home, effectively have Sunday off and then just have to be in Msp by 11am Monday. As a junior line holder, it's been surprisingly commutable. Late shows and finishes in the morning or early afternoon are pretty standard. Some of our multi day trips started with a 19:30 check in day 1, finishing with a red eye on the last day so you can run for your first flight home. Charters are also great for commuting as they will position crews the day before any flying usually somewhere in Texas or Midwest, destinations easy to get to from most airline hubs. International charters are fantastic for commuting as well and will usually get you home a day earlier than the rest of your crew assuming you want to go bounce around the world for a week. When we do Gulfport and Laughlin keep in mind we usually have the same drivers and they'll work with you if you're commuting in and not on company time. If you're not on reserve and unless you want to stick around Msp you're not making extra money. Figure junior line holder in the slow season is 70ish credit with 15 off but a great per diem check. Winter it's more flying and credit, usually more nights in Msp if you want to hunt for all inclusive 24+ hour stays in the Caribbean but as a commuter on guarantee in the winter, one Cancun turn on a day off over 75 hours gives you about 12 extra hours of pay for one extra night.