Originally Posted by
gloopy
Dude. You're really trying to make something out of nothing here.
"Blanket" Green Slips are extremely common and done all the time by pilots. In and out of base. All. The. Time. By everyone. All the time.
It is 100% legit to answer and then not be able to do them because you're not physically in range or just took a sip of Macallans 25 etc. The parameters thing is just a rough guide. No one can or ever will be expected to keep a live rolling update of all in and out of base "time til report" as you live your life on your days off and drive to the other side of town or take a sip of a drink or a spouse has something come up and now you're watching the kids or adjust it for your rolling rest requirements etc. That is NOT REALISTIC, it isn't a thing and will never be a thing. Ever. It will never be a thing.
If they ever tried to interpret it as such, and having one in meant by default you're a 24/7 short call pilot immediately available with no issues fully rested, then that would make GS requests extremely rare. They don't want that. All to save what, 10 seconds on the phone with someone? Please.
You are literally the only person at the airline who is even attempting to interpret it like that. I have "turned down" more GS than I can count, on the phone with skeds, because I put in blanket ones and for whatever reason couldn't do them. They always thanked me for answering the phone and saving them 10 minutes.
Now, again, if your major issue here is simply saying "nah, I could do it but that trip just isn't to my fancy, so I'm exercising my pilot prerogative to bypass" or something, then yes, you might have to answer for that. But you're taking this to such an extreme extent that a blanket GS according to your logic isn't even FAR117 legal to put in if your interpretation was correct (which is why its not).
So call ALPA and request a declatory judgement on this if you want to. In the EXTREMELY unlikely event they side with you, the company will squash it hard (and might even call it a job action) because they LOVE the blanket GS guys, even when they can't always do something. And they love it even more when they answer the phone and say "I'd love to do it but I'm X hours from the airport and/or in XYZ city so if you'll hold the flight or get me there I'd love to do it".
this pretty much explains the operational implementation.
I would add the scheduler, airline, and our interests and imperative is to cover the trip. if they are calling you on a gs....it means they are out of staffing. its pretty sure I'm not alone in answering a gs call....that then became a mutually agreeable negotiation that meets the needs of both parties.
from adjusting report time, to maybe even a ps seat....its all been done. one holiday gs call, the scheduler offered 3 trips she had no staffing for....'pick any one you want.....just please take one!'
there are a lot of new people in scheduling. idk if they have fully developed the above understanding of the relationship. the old heads would always leave message with rotation details....the newer ones may give you a rotation number and nothing else. which only delays the acknowledgement process.
one very recent oobgs call I answered...I told scheduler I was not in position to get to atl in an hour. she informed me 'a gs is not a proffer'.....uhhh, ok. you can show me acknowledged if you want....but that doesn't change the reality I'm hours away.
the IROP after action report was very informative. delta has a tremendous dependency on pilots volunteering to work ot. and in the example atl m88 category....the majority of pilots had willingly made themselves available if needed.
problem was, a lot simply were not viable for recovery efforts due to refinements in trip construction causing FAR limit conflicts.
its an arrangement that has benefitted all parties. and has worked because all parties have approached the deal with reasonable expectations.