I don't know about 60 hrs, but I've flown with very senior F/Os who swapped/dropped to be available to GS: ie get the greenie first and worry about filling up to the GS trigger later. Again, very senior and obvious manning issues. I've read these "I never get a GS" posts a million times. AND they never will if they keep volunteering to fly at straight rates. It is their contractual right. But clearly you are solving company manning issues and costing someone else at least double. The company LOVES this. That alone should be enough to consider what you are doing. Also, not just IMO, there is a limit to how much time you can be on the road without damaging your home life. How many straight pay 100 hour block months does it take to cover $2m in a divorce settlement? Also, not just IMO, I never G/S or W/S when we had people on furlough despite being pretty senior and anyone who did is a POS contract or not. OFG

 

I'm on reserve for the first time in a long time, so this is new to me:

I've been getting "inverse assignment" robocalls at zero dark thirty on my days off. Notwithstanding that it's ridiculous to think that anyone could answer the phone at 0200 and be ready to check in at 0530, how would picking up an inverse assignment even work while on reserve? Would I get double pay, over and above my reserve pay? Would I get double credit toward my reserve commitment? What's the deal?

 

OldFlyGuy has it exactly right.
Its astounding to me that people can't understand this concept.

The crew schedulers probably have a bell they get to ring every time they cover a trip at straight rates that should have gone green. High-fives all around.

If we had an old school monthly cap with bow-wave and spillback we'd probably have another 1000 captains at this airline.
But no, people want to fly 99 hours a month. They think restrictions on picking up time do nothing but limit their earnings.

Its lunacy, but I guess its an unstoppable trend.

The goal of contract negotiations used to be "More money. More time off."
The second part of that has kinda gone away.

 

Just one more reason to encourage those junior guys to take the early upgrades. Personally, QOL matters. I seriously doubt I'll upgrade until the kids are out of the house. I'm making NB captain wages in the right seat with waaaaaaaaaaaaaaaaaaaay better schedule now. Add a few greenies and the summer is a lot of fun!

I do get frustrated when I'm due, and see an O (or W) on the coverage list. I get over it with a beer and the phone call the next day.

 

Google "logical fallacy appeal to extremes". If you can't comprehend the difference between a person who loses out on a GS to a standard WS vs an OOBWS then there's not much sense participating in a discussion with you.

OFG and Chuck are right, a bell goes off and a scheduler gets their wings every time an OOBWS trumps a GS.

 

I'm glad there are people like that. It allows me to barely work and stay at home with my family. There is a guy on CC complaining because he can't GS due to the 100 hours in 30 days FAR max. We need to protect ourselves from ourselves first and foremost.

 

On reserve, an inverse assignment acts just like a green slip. You get paid for the trip, as long as it is all on days off, above the reserve guarantee and you get your days off back. They become PB days and start at your first oncall day after the trip. If there are no more days in the month left and you are still owed days off, they go into your PB day bank which is located at the bottom of your Time Card.

If you don't mind flying on your days off and having them slipped for more pay, don't call back.

Denny

 

Just a slight correction........it's now 100 flight hours in 672 hours (28 days).

Denny

 

Thank you, Denny!

 

Maybe It's just me but has anyone else noticed scheduling has been assigning trips to reserves much later lately compared to in the past? Kind of nice to know what you're doing... and before anyone asks, of course they have already assigned their short calls for the next day.