Originally Posted by tsquare (Post 1665920)

MEM is a ghost town. As much as I would like MEM to succeed, they brought it on themselves.

Originally Posted by badflaps (Post 1665970)

Our problem in Chicago is, the folks scamper in from Indiana, shoot things up and then slip back across the border, totally ignoring the "no gun laws."

Originally Posted by Sink r8 (Post 1665991)

Almost. I learned that before you start a FDP, you must be able to look back 168 hours, and find the appropriate rest. I think this means the last FDP itself doesn't count for the computation.

It's a lot like saying that you need 30 hours of rest in 7 days + 1 workday.

Originally Posted by Alan Shore (Post 1666053)

A PB day is an X-day, albeit one that likely does not begin and end at midnight. It is therefore a non-fly day, and all the same rules apply. You just need to know when the X-day does end, and know that you cannot be assigned flying or short call earlier than 10 hours after that point.

Originally Posted by hockeypilot44 (Post 1666146)

Yes. Now it's a hard 16:30, but it can be manipulated. The old 16 hour thing of the past could also be manipulated though I suppose. We had our contractual maximum to protect us though. Unfortunately, we gave it away. It seems our contractual maximum is almost always more restrictive than the new FARs because it includes our 30 minute post flight while the FTD ends at blockin.

Originally Posted by Sink r8 (Post 1666184)

My point is that, whether you're getting assigned a trip, or a series of trips, you look at the last 168 hours from the start of that FDP, and you need to find the 30 hours.

So, say you finish vacation on a Sunday, and had back-to-back trips (4-day and a 3-day) starting at 1600 on Monday, and you had several layovers during the week, but no break =/> 30 hours. It's now Sunday morning, and you have a FDP that starts at 0900, and ends at 1800.

You're thinking you're illegal, because during the entire week, including the FDP you're about to start, you didn't have 30 hours break.

Except that 168 hours back from the START of that last FDP takes you back to the previous Sunday at 0900. From that moment, to the start of your first FDP on Monday, you actually had 31 hours rest.

Legal, IMO.

So you need 30 hours in 168 to START a FDP, not by the end of the FDP. Meaning, IOW, that you need "30 in 168 PLUS a FDP", which feels a lot like "30 in 7.5 days", or "30 in 7 days plus a workday", or a little like "30 in 8".

Originally Posted by NWA320pilot (Post 1666186)

If the taxi times are different from the first release don't accept it. It's up to us as pilots to decide if we are fit for flight or not.......

Originally Posted by Alan Shore (Post 1666222)

Assuming that we're talking about the FDP limit, the Captain can agree to go as much as two hours beyond that (to 14 in this case), so long as two conditions have been met:

1) You have not extended more than :30 beyond an FDP since receiving your last rest of 30 hours or more, and
2) The extension would cause you to exceed a cumulative FDP limit such as 60 in 168.

The release should show a Latest Allowable Takeoff Time (LATT) that would comply with the FDP limit, as well as one that complies with the longest legal extension for the crew. It is then up to the Captain to determine whether to agree to an extension and, if so, for how long.

Originally Posted by gloopy (Post 1666253)

As opposed to the Chicago locals who respect the laws? :rolleyes:

Maybe they should make Indiana a gun free zone too then.

Originally Posted by gloopy (Post 1666273)

Had a dispatcher in the JS recently and brought this up. He got very defensive and basically said they were going to do whatever paper pusher trick they could to make it look legal and get you to accept it. Everything. Unrealistic taxi times, redline climb, cruise and descent, direct routing, whatever they needed to make it look legal. Hopefully you push and once you do I think the theory is you will almost always go unless you encounter additional delays, even though there's no way you will actually make it on time even if you're number one for takeoff at pushback time because the math behind the plan is essentially impossible, but you won't figure that out til you're airborne and by then you're going. They can always self disclose and leave you holding the bag as the rogue pilot.

Be careful out there and always triple check their work.