If I have SC starting at 1200, can I GS a trip that reports earlier the same day, say at 900? And do I get any extra pay for that? Cant seem to figure it out by reading the contract. Thx.

 

Pretty sure the answer is no. How would you get required rest before start of SC?

 

I have gotten 2 gs for days I was on call. Rest is going to be the complicated part and it rarely works. I was actually called for another one about 2 months back and they had to pull it after putting it on my schedule and realizing it wasn't legal. If you do get a gs call for the day you were already scheduled for rsv you will get paid above gaurantee for whatever you block that day but no payback day. Greenslips on rsv can be tricky. Unless the GS covers only off days, it doesn't benefit you near as much as you may think. I've just learned by trial and error and will rarely take a gs on rsv anymore if it touches any actual on call days

 

Thanks for the explanation. Im starting to see how payback days are more valuable then extra $$ anyway.

 

Yesterday, same thing. First day of reserve, SC at 1000, trip assigned at 1825 (domestic transcon) and close to duty time limits.

Captain looks at the addendum, my LATT is legal but no ability to extend. Asked me if I extended, I did not.

I wasn't asked to extend. I never agreed to extend duty day.

Are they able to automatically put you up to the extended day if on short call?

 

Isn’t everything we do built with an auto extension? That’s one thing I absolutely disagree with.

 

One potential fix for this would be to enable automatic extension, but formally give crews an easy ability to retract it at any time with no penalty, no forms of any kind to fill out and full pay/immediate hotel accommodations if applicable. That seems like a reasonable compromise.

If extensions were always assumed to be "off" until a pilot enabled it on a case by case basis, that would create tons of situations where crews would have to track it on the taxi out, etc and perhaps take off illegal despite a fitness and willingness to extend. So I get that portion of it logistically from the company's perspective. However, no pilot should EVER be "pushed" or intimidated in ANY WAY to accept an extension or to remain on one once accepted.

And no, refusing or cancelling an extension is NOT a fatigue call. It should be a no questions asked, zero pushback pilot's discretion call to make.

 

If you are referring to 16 hours from the time you began SC -- in this case 0200 -- that is not an extension, just FAR 117 OPS normal. Assuming a 5:35 transcon and an 1825 departure you're looking at 14 hours, 2 hours of wiggle room. There are a few caveats in the FAR 117 table having to do with WOCL which I'm too lazy to look up so I might be mistaken by an hour or even 2 (in which case yes, you're right at duty limits).

 

What do you mean by built? Rotations in the bid pack have to fall in line with the PWA, which is more restrictive than 117. Those times are also on the paperwork (PWA and max with or without extension). If you don't feel safe extending, don't extend. That's your obligation, and you (not the company) will burn if something goes wrong and you extended.

I see few instances in which my body and brain will properly handle a major aircraft malfunction on final approach after an extension to the max. I'm generally not going to take that risk and risk the safety of myself and my passengers. If BOTH crew members (I'm narrowbody) are extending, I'm definitely worried.

 

poor wording choice. The paperwork has the times based on taking an extension. It’s on the pilot to call and say no i won’t extend, then have to fill out paperwork for the FRB. It should be the opposite of that where I call and say I will extend and if i dont take the extension I don’t have to fill out anything.