Originally Posted by Snookered

Starting a long stretch of reserve days tomorrow, following 4 days off, 3 of which were Golden days (**). Checked MiCrew at noon (ATL time) ... it showed SC starting at 1000am tomorrow (No VRU or any other type of notification received). Check MiCrew again around 2:00pm and it showed a 3 day rotation starting later in the afternoon with still no phone call or VRU notification and the SC is still on my schedule starting at 1000am and the rotation which reports a few hours later.

Questions:

1) They (CS) don't have to call me in person or notify me via VRU of the SC because it is my responsibility to "ascertain" ... correct?
2) Is the rotation assignment legal? it was not on my schedule until later this afternoon. Still haven't received any type of notification. I have only viewed MiCrew and ICrew Daily Coverage.
3) Will they (most likely) notify me of the rotation assignment once my SC period starts tomorrow at 1000?

Thanks!

Originally Posted by tennisguru

1. Correct. Coming off a golden X day vs regular X day means nothing. It is still a non fly day with the applicable early report provisions.
2. The rotation is your SC rotation assignment and is legal.
3. Unless you choose to self-acknowledge, scheduling must call you once you start SC to notify you of the rotation. Until they do so you are under no obligation to start heading to the airport.

Originally Posted by Verdell

While I think you are probably correct, this is where the SRH example #6 gets weird. In that example, the duty day for the REG pilot on day 4 didn't even get extended, in fact it was shortened. Yet L8 is paid for that day 4 duty period.

So it appears that for a REG pilot, only the footprint of the rotation needs to extend beyond >4 hours for L8 to kick in, and that L8 pay includes the duty period where the reroute began, regardless of the end of that duty period. But for RES, L9 only pays as you say, for duty periods that both end >4 late, AND infringe an X-day.

That's a massive difference that doesn't seem to be represented in the language of the PWA, the SRH, or any scheduling alerts.

Both L8 and L9 include the phrase: "single pay no credit for any duty period(s) that extends beyond such time limitation.". SRH example #6 gives L8 pay to a REG pilot for a duty period that didn't extend >4 hours (day 4 of the rotation.) This suggests that the duty period itself going >4 hours ISN'T the trigger, rather the footprint of the rotation being rerouted >4 hours is. And if that's true for REG, I don't understand why it wouldn't be true for RES if the footprint of their rotation is rerouted >4 hours and into an X-day.

Originally Posted by tennisguru

1. Correct. Coming off a golden X day vs regular X day means nothing. It is still a non fly day with the applicable early report provisions.
2. The rotation is your SC rotation assignment and is legal.
3. Unless you choose to self-acknowledge, scheduling must call you once you start SC to notify you of the rotation. Until they do so you are under no obligation to start heading to the airport.

Originally Posted by Verdell

^^^ This, 100%. Tennisguru is actually Reserveguru.

Originally Posted by Verdell

I'm a dog with a bone on this one, so please forgive me.

Anyone interested, someone please tell me why a REG pilot gets L8 RRPY in Example #6 in the SRH (pages 162-163) for the duty period on day 4 ("D" day of that rotation) for a reroute that does NOT extend that particular duty period beyond >4 hours per "single pay no credit for any duty period(s) that extends beyond such time limitation."

This example is either wrong (which is not what I'm driving towards), or it's correct... which I feel has substantial implications to RES pilots who are rerouted into X-days.

Originally Posted by FangsF15

The reason day 4 'pays' is because a leg was removed. That triggers the 'reroute', so anything which follows that is not on the original rotation is also part of the reroute - and is why the (added) 5th day pays at 100%. L8 reaches back and doubles the trip credit all the way back to the trigger (on day 4), which is why the :40 DTY from day 4 is included in the L8 pay. The 3 paragraphs which follow the example explain it pretty well.

Originally Posted by Verdell

If I understand you and the example correctly, the trigger for L8 is the rotation release (footprint) being >4 hours, and the pay begins with the duty period that the reroute began (day 4 (D).)

From Example #6: "Since​ this reroute was​ also scheduled to release the pilot beyond​ the four-hour limitation​ and was​ ​not subject​ to​ any​ of the exceptions, Section​ 23​ L. 8.​ reroute​ pay​ was​ also​ triggered. In​ this​ ​example, that includes​ the block​ & MU time​ for D and E​ days, as well as​ any​ rotation​ credit​ due"

So if Example #6 is for a RES pilot, and day 4(D) was a LC day, but day 5(E) was an X day, would L9 pay the same way as L8? The trigger being the rotation release >4 hours AND into X-day, and the pay begins.... when?

Originally Posted by FangsF15

Yes. You’ve got it.

Just for clarity, the overall “trigger” for reroute is the leg being removed. L8/9 reaches back into that 4th day to double the trip credit for day 4 and 5. In this particular case, nothing actually paid at 50% (L4), since nothing was flown on day 4, even though it triggered that day.

Originally Posted by dmhpilot

The trigger is a rerouted duty period was scheduled to release more than 4 hours late and infringed on an X day.

Originally Posted by dmhpilot

Regarding SRH Example 6:

Look at the release for the duty period. Is it after midnight base time (and infringes on an X day)? If yes, then that duty period gets L9 pay. If no, then no L9 pay.