Originally Posted by
Xdashdriver
You asked:
I referenced what you asked for. Nothing vague about it. Like I said, there are SEVERAL other iterations of the question that may provide the clarity you're looking for. I didn't link to them all, but I believe Wykoff and Mullen asked them and they are in 2015 IIRC.
I think you're getting confused with terminology. A RAP is NOT part of your FDP. Once the FDP clock has started and then stopped, you cannot go into another FDP or RAP until you have 10 hours of rest. What the FAA is saying in the interpretations is that the company can keep your FDP clock running after your last leg if there is some intention of you flying more, even if they aren't yet aware of it. "We may have some more flying for you later" is acceptable to the FAA for keeping your FDP clock running to the Table B max. It's not a RAP because it's inside of the FDP. It becomes one continuous FDP. Once the company determines it is no longer going to use you and/or the FDP clock runs to its Table B max, you're released to rest.
Now, companies/unions can call this FDP-clock-continuation period whatever they want for compensation/work rule purposes. They may even call it reserve, like you want, but it doesn't change the legal status of that time...it's still FDP time, not a RAP per 117.
Right now, Mesa can keep you on FDP right up until Table B max and then ask you to extend on top of that. There are no additional restrictions because it isn't addressed in the current contract.
In looking at your TA in 13.M.2 it looks like the company would be limited beyond what the FARs require as to how long you can kept in this FDP limbo world without additional assignment. That's why it's important to have this kind of time defined.
FAA definitions:
Short-call reserve means a period of time in which a flightcrew member is assigned to a reserve availability period.
Reserve availability period means a duty period during which a certificate holder requires a flightcrew member on short call reserve to be available to receive an assignment for a flight duty period.
The FAA defines short-call reserve as a pilot assigned to a RAP. If you've already been assigned into a flight duty period, then by definition you are no longer in a RAP and therefore are not on short-call reserve as the FAA defines it. The FAA would probably define any post-flight or in-between-flights-reserve as airport/standby reserve for regulatory purposes. The ready/airport/standby reserve term has other implications in the Mesa contract (namely extra pay), so they have to call it something else in the contract or else it would be confusing.
I was using the RAP +FDP + RAP as an example. My main problem is the company holding on to you like short call reserve. Out of those four options, three make sense. flying , ready, go home. When you read the FDP definition, it mentions airport standby, not short call. When you read these interpretation they do not specifically address my issue, other than you are still good to the company for flying. I am sure everyone has reservations on this portion of the TA. The spirit of the 117 rule is not to go home to be called back. This is what could happen. I am sure the people writing this rule never intended this sort of usage, that's why the idea of airport standby is in the definition. And back to the MAGNEG guys. Because you are on call, on FDP, you are not getting paid, just like short call reserve. There will be no credit for FDP on rainmaker. And stop with the BS of I am getting paid. YEAH YEAH YEAH, my daily credit for my guaranty, this IMO is telling me I am on short call, not FDP. And to make it simple for you, flying = paid, ready = paid, go home = done , FDP ( to be called back with two hour call out, MAYBE) = NO PAY.
Fix this section, ADD a day off, no DOS BS (everything in full swing day one), health insurance like everyone else has, better language and definitions, and just maybe we will have a contract that will attract and maintain an adequate pilot staffing level. This POS is not that contract. If you guys believe this contract attracts and keeps pilots, show me. Lots of FO's voting no, you know why??? no health insurance. Its a big F ing deal. JO has made this mess, everything we do now that does not fix all the problems is a concession. You see this word repeatedly. You union guys, without actually saying it, threaten the pilot group by saying this is the contract or the doors close. If this is really the case, ask yourselves, maybe we sent this out prematurely.
end rant.