It is a regular Green-slip. How you get paid is a little tricky. I will do my best to explain it. Hopefully if I put out anything incorrect (not 100% sure on some of this) a contract Ninja will pipe up with a correction.


If you get a GS like you describe above I believe your pay will be as follows:

All hard time above the GS trigger flown in the regular line month will be paid at 200%.

If you are within 5 hours of the GS trigger you can withdraw 5 hours from the bank to ensure it is all paid at 200%.

All time flown in the reserve month will be paid at straight pay above the cap if they are XXX or *** days. This will not apply to you since it is a reserve day.

All time flown in the reserve month on reserve days will pay/credit the same as any reserve call-out.

Any trip credit will be paid on the last day of the trip - in the above scenario a reserve month. In your case, since your last day is an on-call day I think, but not positive that it will pay as any reserve call-out.

If you flew on XXX or *** days you be given payback days which crew scheduling will use to replace your next on call days. This will not apply in the case you describe above.

Scoop

 

If there's an extra copy, I always chuck it... Whoops. It makes for too much clutter IMO. I pull the embedded things that I want off the release and write it on a note pad that lives on my side window clip (fuel amounts, sob, zfw and so on). With 90+% of the guys on fifi, the top copy and flt plan live by the printer on the pedestal. Notams and wx in the bin behind the pedestal. Easy access for all!

Why make things more complicated than they have to be?

 

There are many times I get to the gate and the paperwork isn't avaialble or hasn't been printed out. I guess we're now supposed to sit around and wait during the time we could have used to get ahead in the airplane. Brilliant. Well, I'm not rushing once I get to go down the jetway.

 

Thanks for the Scoop, Scoop! Makes sense.

 

The trip sheets? No one has ever handed them back. Guys normally use them like they would their hotel pad and jot down what they normally put on there. At the very least the use it for ATC frequencies.

 

I'm a little confused with this part. If the trigger is 75 and you are @ 74:30 and then fly a 20 hour GS does any of the GS trip count towards the trigger if you don't pull from the bank? I thought a GS was pay only and no credit, hence no credit towards meeting the GS trigger.

 

A GS is double pay, no credit IF (!!!!!) all the rest of your flying for the month is at or above the GS trigger. (This is for regular lineholders; the rules for reserves are quite different but that is another conversation.)

If you are below the GS trigger, the first thing that happens with your GS is that any time that is required to bring you up to the trigger is first paid out at straight pay and credit. In your example the first 30 minutes of the GS would be straight pay and credit, and the rest is double pay and no credit.

Two VERY important points:

1. As stated, you can borrow up to five hours from your bank to "fill up" to the trigger. So in your example it would be far better to take 30 minutes out of your bank to bring yourself up to the trigger; that way the GS would pay double for all of it.

2. GS accounting is not done until the END of the month. So if you have a GS at the beginning of the month, and your are way short of the trigger, not to worry. In addition to the five hours from your bank available to you, you have until the end of the month to white slip, swap with the pot, or use the swapboard to get your total non-GS hours up to or above the trigger.

 

Thanks Herk! Cleared it up for me.

 

It allows proper deflection of whose fault a delay is...in the eyes of the agent.

Get ready to get phone calls for not properly inputing a delay code.

Data driven.

 

Whoops, I thought you were talking printing a second release!