Originally Posted by Sniper

I'd rather do that approach to JFK than on my 7th leg an NDB to a closed field @ night after 15 hours of duty.

Europe ties their flight/duty to legs (I think), and the FAA should too.



Agreed. 10 hours sounds good for min rest, no reduced rest. Also defining "transportation that is local in nature" so that the layover hotel isn't 40 minutes away, after waiting 20 minutes on the curb for the van.



Safety should be the only factor here, not QOL considerations. If this means safer skies and more time away from home, than so be it. It's just like CAL ALPA opposing the ULH rules, the ones that DAL ALPA helped develop. I asked then, and I'll ask now: what is the safety argument the CAL ALPA is using here (one that puts them against every other pilot group, who opposes CAL ALPA's position)?

I'd propose:

• max scheduled 12 hour duty day, extendable to 14 max hours for IROPS.
• 10 hours min rest, no reducing
• 10 hours max flight time per duty period, reduced 1 hour for each leg. Ie:
  1 leg = max 10 hours flight time
  2 legs = 9 hours
  3 legs = 8 hours
  etc.
• All flights must be operated FAR 121 for the purposes of flight and duty time: no part 91 repos, nor FAR 135 crap (1200 hours, 120 hours/month).
• 1 in 7 redefined as a "calendar day", not a rolling 24 hour period

Most of these benefit regionals most, but that's where the need is greatest.