Answers: The answers you got are not correct as far as Part 121 pilots (airline pilots) are concerned.
There are FAA rules that govern how plentiful flight hours you fly in a daytime, in 30 days, and surrounded by a year. Also, there is a on a daily basis limit on how oodles hours you can be "on duty", which has zilch to do with flight hours.
It would be totally silly of me to quote all the regulations because it won't do anything to give support to you understand the answer. Besides, most pilots don't completely twig them and that's not what you asked.
Your duty day starts when you report for your flight and ends after your postflight duties are complete. Most companies set the report time at 1 hour up to that time takeoff until 15 minutes after the door is open at the end of the flight. And yes, it does include preflight duties.
Airline pilots bid a calendar. The schedule is built to doesn`t matter what the contract (between the company and the pilot's union) and the FAA allows.
Typically, a Part 121 pilot will fly 75-80 hours per month, so a schedule is made that will put the "credit" hours to tumble within that scope.
Block time (you know it as flight hours) counts from the time the brakes are released for push back until you gain back to the revenue and the door is opened.
Credit time is that time the pilot is given credit for flying. Usually, it is a minimun guarantee you capture for a flight regardless of how long it takes to in reality fly. For example, one company I know guarantees 5 hours credit per day.
Let's utter a crew is scheduled to fly MEM-BNA, later BNA-MEM and they're done for the day. The total flight time probably wouldn't exceed 3 hours. So the block would be 3 hours, but the credit is 5 hours because that's the on a daily basis minimum guarantee.
Let's say you fly from JFK to LAX. Suppose the crew blocks contained by at 6.5 hours. That is more than the guarantee, so the crew earned 6.5 credit hours for that year.
Pilots, then, bid a set agenda that may have them flying any combination of trips that will equal 75-80 hours per month. You could fly a 3 morning trip, have 4 days stale, fly a 6 day trip, hold a few more days off and conceivably have another 2 or 3 light of day trip to finish off your month.
At the lapse of the month, you get rewarded for your credit hours which will always be equal to or greater than your block hours.
The specific interview you asked about how to bring back home? You NEVER pay your own path, and it is NEVER on your own time. If you will exceed FAA limits by flying, the company will deadhead you home and you receive credit hours for the deadhead.
Then there are reserve pilots. They are close to substitute school teacher in that, when a pilot call in sick, or for some other unanticipated issue pops up, reverse pilots are called to fly the plane that would enjoy been flown by the in general scheduled crew.
Reserve pilots win paid a monthly guarantee of at most minuscule 75 hours (depending on the company) whether or not they even fly anytime during the month.
80-100 hours per month works out to 4-5 hours a day, 5 days a week. Pre-flight and flight planning is not counted for on-duty time. Since you are individual on the clock for the time when your wheels are sour the ground, 4-5 flying hours a day is a pretty full calendar.
If your clock runs out at a station away from home, you will deadhead back to your home station on your own time.
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