That might be it. I think he had exactly 2 days of availability and got the 2 day while i had 4 (although they had to put me on rest for 30 hours of the 4 days).

regarding the manning requirements, you could say the exact same thing about Green Slips.
just say'n ...

To avert that situation, I put Avoid trips with check out <0201 in a separate line. This is after my normal commutable time constraints. If I'm going to work till 0200 (since that is the cutoff) on the "last day" I don't accept not being paid for it.

It sucks, but the best way to learn these things is to be burned by them. That's when you say, never again. I know I'll never forget...

No, you can't.

Green Slips have a direct input to raise the manning formula.

More Green slips means they MUST add pilots to that base/category.:rolleyes:

However, giving in-base flying away to out of base pilots means....they can keep doing it, GS tax free!

Well, until they get everyone trained and IOE'd and converted, it's all a crap shoot. So sit back and embrace the suck.

A year from now they...MIGHT...have it sorted out.

The good news (for you) is that you are at the front of the Suck train, as more junior newbs come in below you, they will be crying the same tears, and then you can tell them how much is sucked to be you:

'Back in the day, when men were men, and sheep were nervous'... :D

True, to a degree. Greenslips as a Regular line-holder does directly make the pilot more productive (and that individual does get the direct pay benefit, and the commensurate workload toll) while directly reducing the number of pilots needed to fly that number of block hours.

A Greenslip while on Reserve, however, is much more complicated and has greatly reduced correlation to lower manning requirements: (as a refresher, and for noobs) A Reserve Greenslip is for premium flying on your xx days or ** days off, which pays straight pay, not double, added to your full reserve pay, AND gives you payback days for every xx or ** day that had even a portion of it violated, PLUS 10 more hours of recovery time beyond that. These payback days and recovery time are added to your next "on call" days that month, or if you have no more on call days left, fall off the end of the month and become payback days. If a portion of the recovery time also falls off the month, even just a couple of minutes, it gets counted as a full payback day, too, and will be reflected on the very bottom of your card under "payback days".

The recovery time is very important, as it means you no longer start on-call status at midnight - it might start your on-call day at 0534 or 0903, for example, and becomes very hard for schedulers to track and make plans for you as you literally fall off their radar screens on their midnight and early morning sweeps, and essentially become invisible.

The payback days are also very important. If they get placed on your next on-call days in the month, and its more than a few days out (3? I think?), you can move them around just like your other xx and ** days, which gives you more flexibility to get the days off you actually need. Alternately, payback days that fall off the end of the month are truly an Ace up your sleeve, ready to be deployed during any Reserve or Regular month for the rest of that calendar year (whereupon they drop out of your payback bank and become supplemental vacation days, but only paying 3:15 vacay pay). Use PCS, Payback days menu to drop a number of reserve days, or regular trips (provided there is coverage), and get pay (and credit, I believe) for either the full pro-rata reserve day, or the value of the trip.

As you can see, it is indeed possible to take 1:21 of recovery time that flows into the next day and falls off the end of the month, and becomes a full payback day, then use it to get paid to drop an 8:06 AUS turn. Which scheduling now has to cover, (or someone gladly picks up) thereby increasing manning requirements.

So the Reserve Greenslip is actually scheduling's version of buying you for today with a high-interest, variable-rate credit card. For which you control the rate. And when they have to pay you back.

I do OOB white slips. Come get me.

Not out of line at all.
FIRST, you apparently took the "beaten about the head and shoulders with a herring" seriously, which should be an indicator to the astute reader of some tongue-in-cheek writing, not to be taken wholly seriously.

Ok, well so let's say you took it seriously.
How long did we have to work to get the trip parking stopped? This is fruit off the same tree. This is not something we can currently do, this is a NEW WORK RULE LOSS that is being discussed! Therefore NO ONE has any "life and choices and circumstance" that are affected by this hypothetical! And your straw man of "judge others so harshly without knowing any facts"-- JUDGE WHO?? NO ONE can do this, therefore I'm not judging ANY ACTUAL PERSON harshly. I'm judging a job-reducing short-sighted potential work rule harshly--yes. If YOU felt insulted, well I've got nothing against the Fiigmo, you shouldn't.

1. I didn't insult anyone. Someone asked for pro-con, did NOT say they supported this. I didn't call them or you anything; I posited a hypothetical pilot with a particular opinion that no one (that I recall) has espoused. An opinion that I'm 100% against, and that I pre-emptively attacked before anyone particularly supported it. Guys should know and be told in no uncertain terms when a work rule
2. At some point the trip goes up for GS coverage and someone IN BASE gets the chance to make more $$. No matter WHERE or HOW it is done, allowing ANOTHER group of pilots to offer to fly that trip, which the company currently does not have the ability to access or with reduced restrictions (!), will reduce the pressure on the company in that base for coverage and will reduce the number of trips put out for GS. The END EFFECT is to reduce the number of pilots needed to fly the entire Delta schedule. All of that is negative.

If you want to fly trips out of a base, bid the base. Or bid OOB White Slips like Dalad does above, which are already in the coverage matrix.

When someone at that base doesn't want to fly a trip and puts it on the swap board--it's THOSE GUY's TRIP, Guys at THAT BASE. To take or to let fall into the coverage ladder, and maybe go to GS IN THAT BASE. I can just imagine the bidding cabals that would emerge if we were foolish enough to ever let this camel get it's nose in the tent...

Not arguing with you but still trying to determine the pros/cons of out of base swap board pick ups. If a swap board trip doesn't get picked up it IS NOT going to fall into an in base GS as you suggest. Rather, the pilot who is trying to dump the trip is going to be stuck flying the trip. I don't get your logic in how a swap board trip not picked up could potentially results in a GS? And yes, it's "THOSE GUY's TRIP" as you suggest. Let it sit on the swap board until the last day but when it comes down to the final hours and no one in base has picked up the swap board trip then what is the harm in having an out of base pilot pick it up. Out of base pilot scored a trip he wants and the guy wanting to drop his trip was able to drop his trip. Win/Win? If an out of base guy isn't allowed to pick up the trip you aren't preventing an in base GS.

With such statements as "Anyone who desires to be able to fly out of base swaps/pickups/slips is a greedy SOB who puts their wallet above the seniority list and manning levels of the pilot group. And should be beaten about the head and shoulders with a herring if not worse." You lose you credibility very quickly.

Thanks for the info.