Opie,

As Check said, a thorough answer would be long but I'll take a shot at a shorter one.:)

A greenslip and an inverse assignment are basically the same for a line holder, double pay and no credit. (This is assuming no conflict with another trip on your line.) The difference comes in that a GS is voluntary and you have to submit a GS request to get it. The GS is assigned in senority order. After you get one, you go to the bottom of the list and others more junior to you get the opportunity to get a first one before they come back to you for a second one. An inverse assignment is just that, they start at the bottom of the list and go up to try and cover the trip.

A greenslip and inverse assignment on reserve pay single pay no credit and you get your violated reserve X days back. In other words, you get the pay for the trip above the reserve guarantee and your day off back. These payback day start approximately 9 hours after you block in from the trip. When manning is very short, if you are senior enough, this is a great way to fly a 75 hour month and get 145 hours of pay. Assignment of these works as described above.

This is a simple answer and does not take into consideration greenslip with conflict and inverse assignment with conflict. I haven't read "when scheduling calls" lately but I'll bet it has a good explanation and I'm sure you can download it from the Union website.

Denny

Sorry didn't see your last post!

Thanks Denny, that was pretty much what I was looking for. Specifically, I did not see any real difference b/t IA and GS for a reserve pilot and it appears that there really isn't one.

I'm sure somewhere buried in the details, someone can point out a time when there is, but that's the general explanation I was looking for. Thanks.

Here's a question that appears to be in play out there on this last AE:

When does pay protection for getting converted out of seniority kick in?

It appears that there are many guys whose conversion is being pushed back past the summer, but with junior folks getting it done much earlier.

These are both for guys needing training, and no vacation waivers involved. There are more than a dozen examples.

I know of at least one case where the company told a fall converter that as long as he was slotted in seniority order in the category he came from, no pay protection. Whaaa?

This can't be right can it? It would seem to lend itself to all kinds of shenanigans.

8 <----- no dog to kick in this fight, but.....

You're welcome. Really the only difference between the two, other than line holder vs reserve, is one is voluntary and the other is not!! (Unless you have a good excuse!!:D)

Denny

[quote=Denny Crane;758006]Opie,

As Check said, a thorough answer would be long but I'll take a shot at a shorter one.:)

A greenslip and an inverse assignment are basically the same for a line holder, double pay and no credit. (This is assuming no conflict with another trip on your line.) The difference comes in that a GS is voluntary and you have to submit a GS request to get it. The GS is assigned in senority order. After you get one, you go to the bottom of the list and others more junior to you get the opportunity to get a first one before they come back to you for a second one. An inverse assignment is just that, they start at the bottom of the list and go up to try and cover the trip.

A greenslip and inverse assignment on reserve pay single pay no credit and you get your violated reserve X days back. In other words, you get the pay for the trip above the reserve guarantee and your day off back. These payback day start approximately 9 hours after you block in from the trip. When manning is very short, if you are senior enough, this is a great way to fly a 75 hour month and get 145 hours of pay. Assignment of these works as described above.

This is a simple answer and does not take into consideration greenslip with conflict and inverse assignment with conflict. I haven't read "when scheduling calls" lately but I'll bet it has a good explanation and I'm sure you can download it from the Union website.

Denny



How about if you get an IA/GS on reserves on your last day off so it goes into a scheduled reserves day, is the whole trip paid as an IA/GS or just for the day u were off and the rest just goes into your bank (raw score)??

thanks

If you're on reserve, only the hours on X days are counted as "green".
Whatever flying you do on those days is single pay/no credit plus you get the X days back.
The hours on your normal reserve days count as normal reserve credit.

Don't confuse "credit", "bank" and "raw score" though.
"Credit hours" is a monthly pay calculation.
"RAW" is just a formula number used by skeds to assign trips. Nothing to do with $$$.
Your "bank" is pay hours you have saved or borrowed and carries over month to month.

Thanks.. I knew about the credit and raw but wasn't sure about the flying from off days into reserve days!! makes going in a day early really not worth it depending on the trip!

Yea, it depends on how much that day is worth in pay.

One thing to clarify - you caught me before I edited the post.
Flying on X days does NOT count toward RAW. My bad.

In a busy month it will allow you to reach ALV a lot quicker. It is all about gaming the system.

Based on that, I'm curious. Here's what I had happen to me a few weeks back. I was in the middle of a group of reserve days but happened to be on long call on this particular day. I recieved an automated call at 10 PM or so. It went to voicemail but the message was in regard to an IA for the following morning with a 6 AM showtime. The message mentioned "premium" pay but since this was my first experience with an IA, I was suspicious as to whether it would really be "premium" pay for a reserve and didn't take the trip. From what some have said, it would seem that I would have gotten paid above guarantee for the trip even though it fell on a reserve day (I assume because they had no short calls and it was less than the 12 hour window for a long call). Am I understanding that correctly?