Meh, I'd actually appreciate if that were true, but that rings as just lost decade lore anymore.

These days the blue falcons seem to encounter little effect. I know a just recently turned CA, back as a newhire dropped AGR orders right on IOE. I know two more: one who went through the whole thing while in AGR status, never curtailed the tour (which is important as everybody is trying to move in on each other's AGR jobs for retirement purposes, back at the squadrons). Still bounced on the airline after completing training. Airline didn't say boo.

The other one bounced on day one of indoc just to start that airline clock. Interviewed with the airline as an AGR mind you. The airline clearly had no problem not pressing him for a separation date when they offered him the CJO. How is any of that even legal? I dunno, but just like asking for the end of apartheid in palestine gets me smeared "anti-semite!", asking the former question labels me a playa hata, so I'll digress.

Just throwing in post pandemic data points to refute the "target on your back thing", which seems dated. Ditto for calling out sick or using commuting clauses as a probie. Everybody heard from a guy, but nobody actually 1st hand knows anyone terminated. Everybody seems to be pretty emboldened with a "forgiveness over permission" approach these days, and it's largely working for them. Don't shoot the stenographer.

 

the IOE one happens all the time. With the other 2, I am interested if they have returned yet. With what you wrote, when the company sees these orders after they return, it could go multiple ways. They might have timed it right though and only get a slap on the wrist due to how critical manning will be soon.

 

Yes the bad old days are in the rear-view mirror, at least for the time being.

 

Did those examples have any struggles or issues in training, or during their probation period? IMO You can have a target on your back or be highlighted, but if there is no grounds to fire you then I'm positive you'll be fine. But sprinkle in an unable to contact, no/late show or issues in training and it's safe to say you've used up one of your strikes.

 

I feel like a lot of these replies have had to do with AGRs/ ARTs, but I am curious how it would pertain to, say, a month of orders.

For example if you were on Title 10 orders for 30 days, but your duty only ran for 10 days. Could you pick up flying on your 20 days off?

 

With permission from the local unit (he might or might not feel the need to ask further up the chain), and from the airline I don't see anything illegal about it.

Are you talking ten days straight duty and then 20 days to burn accumulated leave? You can generally work for an airline while on terminal leave (including coming off reserve orders), people do start new hire class in that status sometimes. Non-issue with the mil, they expect you to go find a job on terminal, and the airlines are only taking the very slight chance that if the balloon goes up the mil will reel you back in.

If you're talking about working on days off mixed in with duty days while in a liberty status, still legal but need permission from both to CYA.

 

Basically the last part, yes. When we are on alert we only have to work 11 of the 33 days of orders. This often leads to weeks off at a time. For example I am currently off for almost 14 straight days because I front-loaded my month of alert. Now I am twiddling my thumbs at home avoiding my to-do list, but many of our guys will use this time to pick up a quick turn or an overnight to supplement their $ a little.

 

Check with your squadron and local JAG as well as your Military affairs reps at your union to make sure you’re clear of any potential issues.

There was a case 4-5 years back where a O-5 ANG pilot got himself into hot water by not being available when the squadron he was flying with went looking for him on a day he was on orders because he was on a trip for AA. It became a whole thing and wing commander got involved and ended up communicating with his supervisor at AA, who happened to be the VP of Flight Ops. Hilarity did not ensue for this individual and AA and the Guard started comparing notes on his schedules looking for instances he may have misrepresented his orders status as well as occasions he was flying for the airline while on orders. ANG ended up “encouraging” him to retire and the union had to get involved to try to save his airline job.

 

I've been trying to crack a similar nut (not as an AGR per se, but just as a guy on occasional 30+ day orders), but with no luck or buy-in from the local leadership. Lots of resistance and push back against working for an airline while on your off time / leave / weekend passes. Specifically all the resistance is against airline flying. No issue with people who have car businesses, childcare businesses, cleaning businesses, etc. Refrain is usually to the issue of "being in the local area" - notwithstanding the AFI that states in black and white to not impose mileage restrictions. Irrelevant, because it's still disallowed, even on leave! But I digress. With all that said, in reference to your "weeks off at a time," how are you getting around the 96-hour / 4-day special pass limitation? Usually commanders have to require you to be seen in person at least once every four days to avoid violating that AFI. I guess I am assuming you're in the USAF/RES/Guard based on your username.

 

I can definitely see some local commanders having a bug up about doing this, and absent some high echelon policy clarifying that it's explicitly allowed, your local guy will have discretion.

They can always hang their hat on "availability"... don't need a specific mileage limit to argue that if your plane breaks or crew times out that it might take you a couple days to get back if needed.

If you're an alert squadron even more so... when they need you most, all the airliners will be grounded and you'll be trying to do a transcon road trip in a rental car (if there are any left) to report for duty.