You’re probably right, S1f Note 3 seems like it would be controlling more so than S9f.

 

Nope. John Bell is confirmed accurate.

Remebwr CQ is a work day, and can be combined with a single (or 2) reserve days on the front and/or back. Great way to burn a couple days as unusable. Also, coming off CQ is much like vacation. You are noncontactable while on a CQ calendar day, and don’t go back on LC/contactable until the later of 9 hours after DH release (or sim debrief if ATL based), or midnight, whichever is later. Don’t let them bait you with reat acknowledgement if noncontactable.

 

Your X days will not be affected. Also check for an extra X day in your cat. A lot of people will be getting 14 X days in January with the low ALVs and high reserve levels.

 

Correct. Make sure you play CQ and reserve correctly. With CQ it tends to be smart to tag 2 LC days on each end to reduce your usability those days. The bonus of a 3 day CQ means that if you do a 2-3-2 setup you are not legal for anything on day 7. Combined with not being able to report before 1800 on day 6 coming off CQ those are both essentially free days off. You could also push things further by putting 3 days after CQ instead of 2. This forces them to give you a 30 hour rest and if they aren't proactive about setting it up then you've got effectively 3 unusable days.

 

And in my experience, they almost never are looking 5-6 days ahead to put rest on your schedule before you go non-contactable in CQ, meaning that you can call at the end of the non-legally-notified rest after CQ and get another 30 hours.

 

Crew scheduling not abiding by this. I recently got assigned a trip, while NC, with a report time at 1hr 50mins into SC. I had notified them the previous day of my desire to be NC, and it was noted on my ICrew sked.

Someone else a few pages back alluded to this scenario eventually falls into the fly now, fill out paperwork later bucket. So I made the decision to call CS to discuss, a hail mary to maybe make them yank me off. (I knew what the end result would be). CS supervisor definately did not wish to discuss much about this, they indicated there "was an agreement with ALPA on this, they will hold the plane". I spoke with the ALPA rep on this right after I got off the phone with CS, there is no "agreement". They just want to get you off the phone and move on. STS filed along with two crew assist reports.

So everyone knows, the NC provision is essentially a non-functioning PWA lever to pull. CS'ings interpretation is very different than how it is supposed to be. This is what I learned this week.

 

Yes it’s well known that CS makes things up on their own. You will receive A day assignment pay and an affected pilot will be identified and paid.

You could go the pre-grievance route which costs the company additional dollars beyond the assignment pay and affected pilot. If you’re C020 they’re familiar.

 

What additional dollars? Why?

 

It's still worth doing because it will essentially get you assignment pay for each time they do it to you. That will end up hurting them if enough pilots start to do it.

 

Hats off to a PWA that management actually follows.