Part 121 never addressed a "sleep opportunity." The rule was simply a minimum of 9 hours of rest (reducible) to 8 from duty release to duty sign-in. This was "commonly" referred to as a minimum of "8 hours behind the door." The absolute minimum per the rule was 8 hours of rest...with a few caveats. Now the minimum is 10 hours of rest, with an 8 hour uninterrupted sleep opportunity. It is your responsibility to determine if you received 8 hours of uninterrupted sleep, and yours alone! ;) :D
Sorry for the confusion.

Not sure why the old rules matter. I thought you were referring to the current rules in effect. If you just were rehashing the old ones, I think I get you now, just not sure why it really matters anymore. The current rules are pretty specific about the 8 hours of uninterrupted sleep and the crewmember is required to inform the company if they are unable to achieve it. However, there is a joint responsibility that the FAA requires of the certificate holder and the flightcrew member to make sure that rest and sleep opportunity can take place.

See below ;)

http://www.faa.gov/documentLibrary/m...AC%20117-3.pdf

8. MANAGING REST.

a. Rest and Sleep Opportunities. Rest opportunities and sleep opportunities are two separate issues. A rest opportunity is an assigned period in which the flightcrew member is free from all duty prior to a duty assignment; while a sleep opportunity period resides within that rest period. The sleep obtained within the sleep opportunity is the essential element for being fit for duty.

b. Hours of Rest and Sleep. Managing rest and sleep opportunities are essential for reducing the risk of being unfit for duty due to fatigue. A joint responsibility is again placed on the air carrier and the flightcrew member in § 117.25(e)(f), which prescribes that no flightcrew member may accept an assignment for any reserve or FDP unless that flightcrew member is given a rest period of at least 10 consecutive hours immediately before beginning the reserve or FDP measured from the time the flightcrew member is released from duty. The 10-hour rest period must provide the flightcrew member with an opportunity of a minimum of 8 hours of uninterrupted sleep. If the flightcrew member determines that the rest period will not provide an opportunity of 8 uninterrupted hours of sleep, that flightcrew member must notify the certificate holder. The flightcrew member cannot report for the assigned FDP until he or she receives a minimum of 8 hours of uninterrupted sleep opportunity

Only 1 out of 8 in SEA with lanyard. And some one jokingly called me a "rebel with the orange lanyard".

Does a GSWC (C #1) count as your first GS just as a G #1 would even though it has a different coverage code? My guess would be yes, but can't find it.

If you get bought off a trip for OE and then get a GS over some or all of the now open days, do you get paid for the original trip and double the GS trip...or is different math involved in this scenario?

Ha, the tables are flipped a bit. Now wearing ALPA means you voted no to ALPA. :D

I don't get this. If you're deadheading and the flight has 14 open seats and 18 seats not assigned, why does it show full when you go to swap seats on Delta.com?

Bought off is done.

Whatever you do next is just like bought trip was never on your Sked. Free to gs, ws, visit girlfriend, etc. normal gs rules/pay in force. Enjoy

Thanks.

Anyone have info whether or not all GS are created equal in terms of future GS awards?

- Does a GSWC (C #1) count the same as a "normal" GS (G #1)...or are they different because they have different coverage codes?

- Does an out-of-base GS (H #1) count as your GS for future normal/standard/in-base/no conflict GS awards?

In other words, does a C #1 or H #1 count the same as G #1 when it comes time to be considered for G #2?

They are all in different silos. When they get down to Cs and As, they are desperate. Crew schd also gets slack when it gets close to sign in, they are allowed to grab someone they know can make sign in, instead of going thru a long list by senority. Some pilots have called them and let them know they're cooling their heels at the airport.

Your question is going right over everyone's heads. :)

Here's the portion of it that I know an answer to.

An out-of-base H#1 does not count as G#1 in base.

Also, a bit more detail, all of the Hs are in one group, and G in your base separately.

That is to say, you could pick up an ATL trip for H#1.
Then you fly a DTW trip for H#2.
Then you pickup a SLC trip for H#3.
If in that month you then pickup a NYC trip it will still be G#1.

I'm not sure about the GSWC part of your question.