Look at 23.U. under inverse assignment for some clarity.

 

Yea, what Tennis said. For my scenario, after my STS was approved and signed off on in my favor, I got paid 7.2'ish hours pay/no credit, on top of guarantee, which was all the block time on day-1 of the trip I should not have been assigned. They annotated this extra pay with a 23-something code on the time card that the trip occurred in, which at the time of STS approval was closed out and both paychecks from that time card had already been paid, so did I actually receive 7.2 hours of extra pay in a paycheck somewhere? I honestly don't know. Maybe it would be in a PAS statement down the line? It wouldn't surprise me, that their way of not really paying you extra pay due, is to put it on a time card that's already closed & paid out. You're "awarded" extra pay, but don't actually receive it.

 

That happened to me with an SCC. It showed up on a past timecard from the month it happened but I have no way to verify it ever showed up in a paycheck.

 

PAS are static and won’t change after they close out. You have to look at your pay statements for “ADJ/Corrections” and then do the math to figure out if it was right.

I haven’t found a place to look for the pay computations for adjustments like that yet.

 

Sorry if this has been covered in the pages since this reply, but I guess this is my point. If I'm sitting SC 1.5 hours from the airport, I'd rather be on the normal report time expectations of SC than to be on the hook for an "immediate" report since I played a card that exists to allow me to commute to ATL (for example) during that specific period of time. 'Cause I'm not going to go sit at the airport. So it seems like I'm better off just playing it straight and doing what I want around the hangar. If the phone rings I can be at the gate in 2 hours from where I am, and it hasn't been an issue. But if the phone rang 1 minute after my two hour NC time it is not unreasonable that they would expect that I be at the airport and should be there much sooner.

It seems like a shell game, the end of which basically gives the company a greater expectation of my ability to get to an airplane. Of course, statistically speaking it isn't much of a practical concern because I have had two SC assignments where I went unused in the last year, and overwhelmingly I get a trip assigned the day before the SC begins. I've actually 'sat' SC probably 4 times in the last year. In short, if I see SC on my schedule its just a matter of how much notice I'll get. It is usually 12 hours at least.

 

Just check your schedule one minute after your SC starts and you're good to go. Taking the 2 hour non contactable option would still shield you (in theory) from any trips that start within the first two hours up until your SC starts.

 

Going NC only requires you to be immediately available right at the 2:00 mark. You are the perfect candidate for using NC to shield yourself from having to report during the first 1/3 of your 6 hour SC period. Simply check your schedule 1 minute into your SC period. If you have a rotation then you’ve got plenty of time to be “immediately” available 2 hours from that point.

 

It’s PIA, but possible. It will either show up as a separate “adj/corrections” or lumped in with other pay and displayed on the pay statement. You have to cross reference pay check and iCrew pay statement amounts.

There should be remarks on the line item on the pay statement saying when it was paid. Otherwise it’s the detective work above.

 

Forgive me for being dense; this is an honest question. So, let's say my SC begins at 1000. If they call me at 1001, I am reasonably expected to be at the airport at 1201, but with all of the "what if" elbow room in place. Alternatively....

I start SC at 1000 and I go NC until 1200, I am reasonably expected to be available for a 1201 report with none of the same "what if" elbow room. Since that NC time doesn't mean they can't assign something to me, if just means I have less notice to respond to it.



It seems to me that I'm better off staying quiet since I am supposed to be using that NC time to be getting closer to the airport, and I am not going to do that since I am natively less than two hours from the airport and I can just spend that time doing whatever I want. If they assign me a trip at 1030, I can get to it by 1230 and not raise anyone's dander. I 'gained' 30 minutes of hangar time.

If I am on NC time and they do the same, but I check my schedule at 1045 and have that same trip at 1230, I've only lost 15 minutes of my SC leash. Which would be made even worse if my phone rang at 1201 and I now had 29 minutes to report.

Is the idea that if I start SC at 1000, they could assign me a trip reporting at 1030 sometime in the middle of the night and I'd lose that two hour's of NC 'home time'? That would be the only protection that I can noodle out, but I don't think that's how SC works here. I start at 1000, I really can't be expected to be anywhere before about noon, anyhow.

What am I missing?

 

Let me try to clarify it. You start SC at 1000. They can call you at 1001 and say we have a trip that reports at 1015 (yes they can do that). You say "I can get to the airport around 12pm". Then it is up to the company to delay the flight for you or find someone else. But they can give you a report time any time within you short call window, they just can't contact you about it until you SC starts.

Now if you use the NC clause, they cannot give you a report before 12pm. However the report could be 1201 and you would not be able to say "I can get to the airport around 2pm". You are expected to be at the airport at 12pm ready to go.

However, if you use the NC and then check icrew at 1030 (since you are 1.5 hours from the airport), worst case is that you have a trip with report of 1201. Best case is that nothing is on your schedule and since you've checked icrew, you are now back to the normal SC report time rules.

Basically people are using the NC to get out of having a report time in the first 2 hours of their SC, instead of its intended purpose. Loophole for the win.