Agreed. Certainly nowhere near as much domestic flying as there has been the last, what, 4-5 years? It was just occasionally some domestic before that. But still, they did pop them in during the winter sometimes.

So please help a new guy out here. If I pick up a GS on reserve on my X days, those X days get pushed until after the GS rotation is flown (if there is time in the month). I get paid single pay for the rotation "in addition to any other pay and credit for the bid period." If those moved X-days get pushed over some remaining RES days in the period, do I lose those days from my reserve guarantee on a pro-rated basis? I think the answer is no but really want to know this before answering the call!

You are correct. The answer is no, there is no pro-rating. A reserve green slip pays the hours for the trip above the reserve guarantee and you get your days off back. If you end up getting PB days in the bank and can later bid a regular line, you can possibly (with good coverage) drop those trips with the PB days and get paid for them. In 2014 I used PB days to drop 9 days worth of regular line trips then green slipped over the same period. Was kinda like getting triple pay. Got the pay for the original trip dropped with the PB days, then double pay for the 2 green slips I got on the regular line.

Denny

Thanks Denny, stately exactly as I needed to be able to understand it! Sounds like a great deal....

Payback days might be the best benefit we have in the contract. You can make a killing on partial payback days since contract math says Pr + Pr = PB + Pr. Those could be 2 1-minute Prs and they add up to a full payback day and another Pr. Under the right circumstances you get 2 fer 1 and accumulate 29 payback days in 3 months... I'm down to 20 and just got an automated icrew notification about my landing currency...

That's all I ever said, the category had some limited domestic flying mostly in the winter. The company was willing to pay the international override rather then have guys sitting around. Contrary to posts on here there was not then or now any contractual requirement for a international category to not fly domestic.

Two days ago you said - "much like today"
Is today JFK ER dom/int ratio anywhere close to 10-20 years ago?

The much like today comment was in response to the type of domestic flying if you read the entire post. I pointed out length and departure airport. Here is my original post. Note the floodgates open comment.

Much like today. Usually winter only, 4 day trips out of LGA or JFK. There were no contractual restrictions on domestic flying however it was kept limited because the company had to pay international pay on all flying in the ER category. We lost that in the bankruptcy and the floodgates opened.
2nd post
Originally Posted by sailingfun
I have been on the ER on and off in NY for 20 years. We always had some domestic flying in varying degrees. We added a A330 Caregory in NY picking up many of the ER routes. Considering what has been happening the last 4 years in Europe I am surprised we have as much flying as we do. It's nice that we are the number 1 carrier in the world over the Atlantic.

Why should mil leave count toward the GS trigger? Just curious.

A military member who does 5 days of military duty in a month still must fly 80 block hours in the remaining 25 days. If one were to do a 2-week deployment, there's virtually no way to be eligible for GS pay.

I happen to think that if you're helping the company out on a greenie, you should be eligible for the GS pay everyone else is. As I stated elsewhere, I care not about credit for dropped trips, but would like to see ALV/30 or 80/30 credit per day of pre-posted MLOA be given towards the GS trigger.

Sure, mil members can bid reserve instead, but why force them to give up the benefits of line-holding just to have a shot at premium pay?