Originally Posted by Buckinfantastic (Post 2870517)

Was this part 91? If not, duty hours are absolutely not "suggestive". You have scheduled vs. actual, which does allow you to go over the duty and block limits when the disruption was beyond the control of the company but that does not mean 8 hours past the original duty limit, which is usually 18 for part 91.

The company had ample opportunity to pull you and put you into rest, so that would not meet the definition of "beyond the control of the company".

Even if it was 91- here are some relevant passages from Part 91.1057:

"(d) Time spent in transportation, not local in character, that a program manager requires of a crewmember and provides to transport the crewmember to an airport at which he or she is to serve on a flight as a crewmember, or from an airport at which he or she was relieved from duty to return to his or her home station, is not considered part of a rest period."

So the scheduler could not legally consider your time spent getting to the origination point for the trip as rest and the time that you reported to the original deadhead would be your duty start time.

"(h) A flight crewmember may decline a flight assignment if, in the flight crewmember's determination, to do so would not be consistent with the standard of safe operation required under this subpart, this part, and applicable provisions of this title."

You have some responsibility here too. This was not safe and the assignment should have been declined.

I'd speak to the CPO when you get back- that's a potential voluntary disclosure to the FAA in addition to being completely reckless on the part of everyone involved.

Surely you have a contract that specifies your duty limit is fewer than 26 hours. If you don't, you need to get out of there yesterday.

If what you're saying is true, this is a big deal and NO ONE should be taking it lightly.

Originally Posted by Riverside (Post 2870448)

Why wouldn't it be?

Originally Posted by vroll1800 (Post 2870593)

1) You fly for a company where David Soaper is CEO.
2) You fly for a company that files lawsuits against it's own pilots.
3) You fly for most any other ACMI other than K4 or Omni.

Originally Posted by Buckinfantastic (Post 2870517)

Was this part 91? If not, duty hours are absolutely not "suggestive". You have scheduled vs. actual, which does allow you to go over the duty and block limits when the disruption was beyond the control of the company but that does not mean 8 hours past the original duty limit, which is usually 18 for part 91.



The company had ample opportunity to pull you and put you into rest, so that would not meet the definition of "beyond the control of the company".



Even if it was 91- here are some relevant passages from Part 91.1057:



"(d) Time spent in transportation, not local in character, that a program manager requires of a crewmember and provides to transport the crewmember to an airport at which he or she is to serve on a flight as a crewmember, or from an airport at which he or she was relieved from duty to return to his or her home station, is not considered part of a rest period."



So the scheduler could not legally consider your time spent getting to the origination point for the trip as rest and the time that you reported to the original deadhead would be your duty start time.



"(h) A flight crewmember may decline a flight assignment if, in the flight crewmember's determination, to do so would not be consistent with the standard of safe operation required under this subpart, this part, and applicable provisions of this title."



You have some responsibility here too. This was not safe and the assignment should have been declined.



I'd speak to the CPO when you get back- that's a potential voluntary disclosure to the FAA in addition to being completely reckless on the part of everyone involved.



Surely you have a contract that specifies your duty limit is fewer than 26 hours. If you don't, you need to get out of there yesterday.



If what you're saying is true, this is a big deal and NO ONE should be taking it lightly.

Originally Posted by No Land 3 (Post 2870787)

I fly for K4, others have said they equally happy at Omni, and I have a friend that is equally happy at Western Global.
What I've noticed, people that have come from a regional are almost universally happy at Kalitta once they are flying the line. The military guys who've never flown passengers and Kalitta is their first exposure to the 121 world, are able to find more faults than the regional guys. What a regional guy will chalk up to being a minor thing almost not worth discussing, the military guys are threatening to send out resumes. I am thankful I had the experience at a regional prior so I have something to compare it to.

Originally Posted by 4runner (Post 2870806)

There’s SOME military guys (Air Force tanker guys usually) that aren’t happy unless they’re at Delta or Fed Ex. They probably wouldn’t be happy there either. It’s like they’re looking for reasons not to fly. That’s doesnt necessarily reflect how things are at Kalitta or Omni, but rather a reflection on certain individuals.

Originally Posted by Aeirum (Post 2870553)

...and agreed. Hours are not suggestive however amongst some oldtimer ACMI guys this attitude still seem to exist. Coming from a us passenger carrier to an ACMI carrier the difference in emphasis on duty regs is noticeable.

Originally Posted by goinaround (Post 2870846)

I’ve met lots of tanker guys at K4. Working here is a huge step up from the USAF.