While that’s true, the poster in question put in his OP (post 3618) that the GS rotation started on a PB, not a PR.

By definition, an interrupted PR is an interrupted X day, and that is inherent in knowing the number of X days interrupted.

But again, you are right that report time relative to PR end-time at the start of a rotation is important to know, it just didn’t apply here.

 

I disagree in that the number of PB days “owed” does not depend on the “PR rounds up to a PB”

Where that does come into play is determining when the math starts on applying the newly earned PB/PR day (s). This is the one and only thing I can think of where the precedent/application actually used by the company (PR rounding up) is actually more generous/liberal than the SRH.

 

Take a look at the example I referenced in the SRH. If you took that scenario to the facebooks or here, most answers would say that the pilot should get an additional PB day over what the example says. They would say "Round the PR to PB, then he has 2 interrupted X days. When in fact, the second rotation only interrupts one X day that goes from 2000 on the 11th until 2000 on the 12th.

This was the original post that I responded to. The report time is very relevant. In the scenario in the SRH, if the report time for the trip was 1959 instead of 2100, the pilot would be due an additional PB day.

An interrupted PR it the end of a previously started PB day. It is not a separate day. When calculations are done according to the SRH, a PR is always included in the PB day that started sometime on the previous calendar day. How many PB days you get depends on the report time of the new rotation to determine how many of your non-midnight X days are interrupted.

 

If you flew a 2 day GS rotation that reported at 2000 and blocked at 1000 the next morning like the example below. How many X days were interrupted?

PB
PB G 2000
PR (ending at 1100) …. 1000

 

Ok, so now who at ALPA needs to get involved so extra PB days are given?

 

This scenario has some variables.

Does the Pilot have any more RES days left that month?

If the pilot has RES left that month, in your example, they would receive 1 PB day and one Partial day (Block in plus 9 hours), making them back on LCR starting at 7 PM on day 2. If they had no more RES days left, they would receive two PB in the bank.

 

I wish ALPA had more power than just sending threatening/negative emails about the company. The company has violated the contract since the day it was signed. The only thing we receive in return is a snarky email and an STS system that takes months to be addressed.

 

None of the variables you bring up alter how many X days were interrupted. According to the SRH, the pilot would receive a single PR on the day after the trip, or one day in the bank.

 

It interrupted 1 X day and 17 hours of the next one (assuming you didn't have a LCR day on day two of this GS), assuming you had more LCR that month, if you didn't, that PR day turns into a PB day and gets banked.

 

Only one X day was interrupted by the trip, it went from 1000-1000. The time free from duty just goes into an on call day. They are due 1 day back.