Correct.

Critically, remember you do NOT have a PWA-defined "Non-fly day" before that LC day following training. So no 10 hour carveout. Further, you are NOT in a contactable status on any portion of the calendar day that contains training. So unless they place an assignment (or rest) before your training day (unlikely), they must call you while in a contactable status . In such a case, if a person does not call you, you have zero contractual obligation to be aware of that assignment.


Fairly high chance CS screws that up. Do with that what you will. For me, I've been burned one too many times and don't feel obligated to fix company mistakes anymore.

 

This.

They can't even pay me to do my job, why would I do someone else's?

 

Don't understand why I'm getting 3 calls at 1am last night for a trip assignment that reports at 8am tomorrow. That's not 18 hours, I did the maff.

I don't know who I ****ed off on scheduling because I'm on a streak of trips that could have been assigned to me all at reasonable times of day at the 18 hr mark, but I keep getting called for them at the *** crack of dawn

 

They cover the trip when they cover the trip. This happened to me several times this summer between 48 and 18 hours out. Ringer is off at bedtime for me but it did cost me a few GSs. LC you are not required to acknowledge immediately but that could complicate things if you commute. The live scheduler assigning the trip requirement means they push that to the overnight scheduling crew who are less busy is what I have concluded.

 

I'm thankful SC's are only 6 hours now -- when they could be 12. Someone down there is playing nice.

 

6 is the only way the can assign multiple days without rolling your clock.

 

Help me understand this.

 

While agree that it is nice, they aren’t doing it to be nice. They’re doing it because they ran the data and it’s better for them this way. Since the vast majority of SC call outs come within the first few hours of SC, shortening the window and putting us right back in again makes us more efficient.

If someone wants to play nice, they can stop carpet bombing everyone to 6 SCs immediately. It didn’t used to be that way.

 

6 hour SC + 18 hours between assignments = 24 hours

 

You get a 1000 SC on your first day of LC. If that's a 1000-2200 SC, then they can't use you until 1400 the second day (18 hours after 2200). So day 2 you get 1400-0200 SC. Now on day 3 you can't get SC until 2000, and so on. A 6 hour SC period allows them to keep assigning the same SC start time multiple days in a row and they don't "lose" a day or more of availbility as your 18 hour leash keeps moving backwards.

But also another reason they went from 12, then to 9, and now to 6 (other than the 2359 SC period which I think is still 8-9 hours), is that they found that the futher into a long SC period you got the less usable you were due to the RAP+FDP limit. I would assume that fatigue calls were also higher when they assigned a report at the tail end of a long SC period that went close to the max. Also remember that the RAP+FDP limit is a hard limit and cannot be exceeded unless you're already in the air on your last leg.

At this point the main reason for SC isn't as much for the "hey here's a trip reporting right now when can you get here" but more for stuff that pops up 10-18 hours from reoprt that can't be covered by a LC pilot. Over the last year only 1 of my SC rotation assignments wasn't on my schedule late the night before. I've had just one close-in assignment. So scheduing doesn't need a SC sitting available for 9+ hours as long as they can layer in several 6 hour windows. Those people have greater usability and scheduling can keep rolling their SC period day to day until a rotation gets assigned.