At the top of Icrew where it says "PAY" then "BANK." That's where you select either a deposit or withdrawal. My recommendation would be to play with it and see how each option effects your time card. Bank transactions are not final until the month is over.

As far pay goes, do you know how to pull up your pay check statement on deltanet? If not, go to "ADMIN" on the left and then "PAYCHECK" on the right. If you cannot figure out what the codes mean, you can ask.:)

Denny

Edit: Follow Scoop's suggestion for the pay stuff!

BUMP!

Any, and I mean ANY time you are at work you are liable for a reroute!

ANY TIME!!!!!

It will be up to you to find out after the fact if it truly was a legal reroute, if you're inclined to find out!!!

Ask me why my 1 out overnight 1 back ATL-RIC turned into a 5 leg reroute literally 10 seconds after I broke ground on the first leg!

As a new hire I assume you're on a reroute enhanced aircraft!

Beware!

Ummm.. try not to scare the new guy so much. I've been here 6 years and the few reroutes I've gotten have gotten, have had me getting home a few hours later, that's it. That's from a mix of 7ER and 73N flying. I agree, the 88 seems to get them a lot more but don't think they happen regularly. Perhaps with more in and out of ATL there is more opportunity for that to happen.

Partially incorrect. You can pick up flying on PD days. It's only APD days where you can't pick up flying.

Yes. You can pick up and add flying on PD days. Your annual APD is a different animal. You can't add flying to any day on your schedule that is coded APD.

Didn't see your edit comment regarding reserve pilots. I was thinking about a line holder picking up flying on a PD day. You are correct. Long day and need sleep.

Same here. I've seen a lot of re-routes in 7 years, but probably only 4 or 5 that actually got me home later than scheduled. Only one that didn't get me home the original day I was suppose to get home.

And probably in the reroute enhanced base which is ATL.

90% of the reroutes I've gotten have been in ATL. I've still only had a few that get me home later than scheduled. I've had a ton that make a good trip really crappy, but I still get home the same time or earlier.

The correct answer is "c". Don't ask how I know.

The theoretical math looks like this:

RAP begins with short call
1hr prior to short call expiration assigned a trip [fly 1 leg/DH back] reporting in 2 hrs
RAP ends, FDP begins at report.
Fly a quick leg of less than 2hrs.
FDP ends at block in.
Near as I can tell, the FAA wouldn't mind if you DH'd for the next 5 days. When your FDP ends in a DH, the FAA says that is Duty but apparently not Flight Duty. However our PWA comes to the rescue and says if the FDP ends in a DH then you must block in at least 30 minutes less than the FDP limit. So for our example a 3 hour FDP would mean you could DH/sit for between 05:30 - 10:30 depending on what time you reported.

13 hr RAP + 3hr FDP + 10:30 DH/sit =26:30 on duty

This is theoretical but you can get well over 20 hours with some real life examples.

All day ATL short call/last leg to RDU/DH back 1st flt in the morning.

All day LAX short call/red eye to IND/DH back 1st flt in the morning.

I find it hard to believe this is the FAA's actual intent. I find it even harder to believe our PWA allows it. For those who were saying a few days ago how the new rules are "light years" better. What is the color of the sky in your world?

Not if you are on reserve. PWA pg 23-20, sec I 10.


"A reserve pilot will not be awarded a GS, IA, or yellow slip for a rotation that is scheduled to operate during a day of his PD".