You might be an ACMI pilot if...
#61
Banned
Joined APC: Mar 2019
Posts: 229
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.
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.
#63
Gets Weekends Off
Joined APC: Aug 2007
Position: Always Fly With Favorite Captain
Posts: 374
#64
Banned
Joined APC: Feb 2017
Posts: 2,275
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.
#65
On Reserve Forever
Joined APC: Sep 2009
Position: Would you like fries with that gear, sir?
Posts: 270
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.
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.
Isn’t that 91K?
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#66
Gets Weekends Off
Thread Starter
Joined APC: Aug 2009
Posts: 578
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.
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.
#67
Gets Weekends Off
Joined APC: Apr 2016
Posts: 828
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.
#69
On Reserve
Joined APC: Nov 2018
Posts: 10
Maybe your old pax carrier would have you back? This new place sounds like a real dud.
Seriously, stay safe out there.
#70
Line Holder
Joined APC: Apr 2018
Posts: 28
Biggest complaint: Those gawdawful tomato and cheese sandwiches from Istanbul. When the contract opens, that needs to be addressed immediately!
And you know you’re ACMI if you’ve ever sheepishly asked the lady at the front desk which room you’re in...two days after you already checked in.
Last edited by CrewDog98; 09-04-2019 at 07:04 PM.
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