I wouldn't worry about it. The NTSB has been desperately trying to force the FAA to address pilot rest requirements for the past decade. The NTSB has no regulatory authority, just a bunch of highly educated people who know exactly what they're talking about.

Which pretty much means NADA when talking about the FAA and the numerous industry groups that oppose expensive changes in rest requirements for pilots.

That said, it looks like the CA had 22 hours off before showing up for his shift. That's plenty of time for rest. You can't regulate poor judgment (like riding a red-eye during your rest period).

I hear you but they don't need to do that. The restriction is already in place. You are supposed to be fit for your flight.

When I used to do my two leg commute for RP I had to have a backup flight for each leg. So with a show time of say 2PM in STL I still would get up 4:30AM to get on a 6AM Delta to ATL, then to STL or else I would have not made it. Then fly until 11PM, or later when delayed. There is absolutely no doubt in my mind that the FAA would have been all over me about why I have spent some 20 hours in airplanes/airports that day. The burden to prove that I was fit for my trip would have been on me. BTW real though to prove that when the TSA camera shows you walking through the checkpoint at 5:15AM half way across the country. In addition it is the law that a company scheduled deadhead, and the usual 30-45min prior the departure time of that DH is not considered rest. From there it only takes one step to prove that indeed my commute can't be considered rest although it is not forbidden. And we all know that it is true. It is no rest and you feel like crap on that first day.

Having said all that, I agree, this may have an outcome that will make commuting even more miserable. I don't expect anything good coming out of this. A 2 leg commute + a crappy regional schedule + commutable trips = playing with fire.

It wasn't the Captain they are talking about - the FO commuted in from Seattle the night before on the red-eye. I don't know what time her show was so she might of got a nap in the crew room.

The crash was at night and the FO took a redeye. Depending on her schedule she could have had all day to nap.

Seems to me we need to know the schedule of the pilots before we can point fingers.

Furthermore, why would you worry about the FAA changing rest requirements? They've proven time and again that it's not going to happen and the NTSB has no teeth.

I can see the FAA looking at commuters and questioning the rest. But there are 2 points I wonder about. 1) it's my time, so there is no way to control what I do on my time.and there are no rules for anyone getting to work. for example a guy driving 2 hours in traffic around NYC, LA, DC, or ATL may be more tired than a guy riding in the back of a plane for an hour from some small outstation. and 2) if its OK for IRO's or extra pilots on long trips to "rest" in cabin then why would a commuter be any different.

How tired the FO was or wasn't is a moot point. The captain was the one who was manipulting the controls and initially allowed the upset to occur. While the FO's alertness level could be effected by tiredness, how many newer regional FOs, based on experience level, would have taken command and overrode the captain's inputs? How many have sat there and not challenged the captain when they don't follow procedure?

I'm not throwing anyone under the bus, just pointing out that IMO experience played a larger part that sleep deprivation. When I was a newbie regional FO, I was not as forceful and direct with captains as I am now, having gotten older and been a captain myself. It was a tragic accident that occured. Hopefully politics and posturing to place blame won't obscure the important things that can come from this to make everyone else safer in the future.

Exactly, that was going to be my point as well. How do we know this FO didn't sleep like a baby on that red-eye?

What I find interesting is that commercial vehicle operators have higher rest and shorter on duty requirements than airline pilots. Crazy.

Yep, this is a very good point. Definitely can relate to what you are saying. Even if she saw the speed decay she may have just been thinking "okay, I'll give him 5 more knots until I say something." Although being 1500 feet above the ground and slow, even after only one year of experience, is something that I cannot imagine anyone would let slide.

Well...driving is more dangerous than flying right and no autopilot on that big rig and most often alone. :)

USMCFLYR