assuming you commute company business to work.

while I can use COBUS 99% of the time, there are times of day which if they call me for a 12:01 callout I would have to take an offline JS or drive to make it to work.

while what you say is true, depending on your commute and flight schedule it may not be smart to be in a position on reserve where I need to take a flight to get to work and be incapable of taking the jumpseat. Especially if I am on deck on the RAL as Tennisguru’s comment was suggesting.

 

Here's a quick "gotcha" for all you newbie (or soon to be) WB reserve pilots. I know this, it happened to moi!

The WB will often have 6 day trips, say you notice one a few days ahead in open time that covers over the weekend so no one is stepping up for it.

On the RAL you notice 5 people, including yourself that all have 6 days available for that trip. You notice your the most senior of the 5 so it slips your mind to check it again for the next few days.

Day before the trip you get tagged, and in disbelief you go look at the RAL to notice that the other 4 had all moved their days off to now not be available for day 6 (a Tuesday) for the trip.

Just for giggles as you check in for your 6 day, you again peek at the RAL to notice that 3 of the 4 had already moved their days off back to leaving Tuesday as a reserve day now that the trip had been assigned.

Bottom line, yes a WB reserve can spend most of the month not flying, but sometimes a little attentiveness to what's happening can make a big difference.

 

Oh yeah…moving the X days. I did that a few times to get out of 5 and 4 day trips. But that was when we had staffing on the NB fleet. Ain’t going to be able to do that again for awhile. 😩

 

Dropping a banked PB day on day 3 of a 5 day stretch is also very effective...assuming adequate reserve coverage.

 

Still have to have positive reserve converge to do that, correct?

 

Are Inverse Assignments on reserve paid in the same manner as a Green Slip? Single pay each day and a payback day?

 

Yes they do

 

Yes, it is mostly a WB thing which is why I posted as there are soon to be plenty of new WB pilots who may spend much of winter on reserve. It's mostly a WB thing because you have to have enough lead time and reserve coverage to move or drop the X day. You also have to have a prevalence of 4-6 day trips in open time to make it worth the effort.

It's a set of conditions that rarely come up in the NB fleets.

 

The beer comment was a theoretical tack on to illustrate the totality of the complexity of using "the list" to determine anything.

If your situation means you can legally have a FOM compliant adult beverage either way, then that's irrelevant WRT using the reserve list for anything anyway. If your ability to legally have an FOM compliant adult beverage is in any way dependant on what you think you see by looking at the coverage list, then IMO that's a default reversion to "no" because the list in question is very nebulous and subject to change. That's the point for every concern. Beers, commuting, planning sleep times, making plans, etc.

The list is for a rough draft heads up of what may be more likely than not. That's all its for. I wouldn't rely on it to determine any positive QOL related thing or its related action ever.

 

I was assigned a trip that puts my accumulated credit over the reserve guarantee. When can I be "full"? I'm paranoid, but I see a scenario where they assign another trip for the day following this trip up to alv +15 because I hadn't technically completed the first trip. Legal? Likely?