I've read all of it numerous times, thanks.

So you're trying to argue that while I'm out flying airplanes, I am in a reserve status designated as "airport/standby reserve" by the company.

That is not the case--I cannot possibly be in a reserve status designated as "airport/standby" reserve by the company while I'm out flying, b/c I am neither in an airport nor standing by on reserve--I am flying an aeroplane in the sky--I am still in the same FDP that started with a segment of airport/standby reserve, but now that I am flying, once I've completed my last segment I am pumpkins when the brake is set with no intention of further aircraft movement (unless more flight segments have been added to my schedule prior to brake set).

Even if your argument were correct, from the pairings I've seen from Mesa, they are not designating reserves as "airport/standby" reserve the minute they block-in--they are putting in a "ground time" block of 30 minutes or so in between the last flight segment and a block of airport/standby reserve.

"ground time" is not "airport/standby reserve."

And "airport/standby reserve" is only considered part of the same FDP when it occurs BEFORE or BETWEEN flight segments. Not AFTER. If it occurs AFTER a flight segment blocks in, and 30+ minutes of "ground time" (not designated as aiport reserve) a further airport/standby reserve block on your schedule is a second FDP, and you're starting it without legal rest IMMEDIATELY prior to beginning it, as required by 117.

I don't understand why this is so hard to understand--it's not that complicated. Am I the only one on here who has both read the regs and also sees this? Anyone?

Here is an example:

AIRPORT RESERVE: 15:00-16:10
Flight xxx ORD-MEM: 16:55-18:39
Flight xxx MEM-ORD: 19:18-20:45
"GROUND TIME" : 20:45-21:15
AIRPORT RESERVE: : 21:15-00:00

So CBreezy is saying that this crewmember is in a "reserve status" designated as "airport/standby reserve" from 15:00-00:00.

I am arguing that you ceased being in an "airport/standby reserve status" (or an FDP) when the plane blocked in in ORD at 20:45 with no intention of further aircraft movement, and that the second block of airport/standby reserve is a new, second FDP which the crewmember is beginning without 10 hours of rest "immediately prior to beginning the reserve period"

Who agrees with me?

I agree. However you need clarification from the chief pilot / do. If they are assigning you this and it turns out the be illegal you could be held liable for accepting it

No. I'm saying you're in airport reserve until you fly. When you come back, you're back in airport reserve. This is all counted as FDP (flights and reserve). That's what that regulation means. I'm not sure how the definition applies in this instance. I just know what the regulation says. Any time spent in airport reserve or ready reserve is counted as FDP. It is not counted as reserve availability. I have no idea what "ground time" on your schedule means. It doesn't exist to me. I know on our schedules we have ground time on my schedule built into the lines. The only thought is it's a buffer built in from block in until you're required to be on airport reserve. This isn't rest.

Once your FDP starts, it cannot be stopped or paused until you are put to rest. If your schedule is blank between flight segments or reserve periods, you are still on duty. I don't understand what your confusion is.

Flaps if your right then there have been thousands of violations already. But what I read is airport/stanbye is a FDP. This **** is giving me a headache.

Around 350 right now, just an estimate. Even though there are 450 global seniority captains, there are alot of folks holding out for the Embraer 175 or when they can hold a line in their desired base on the CRJ. And a few permanent FO's.

Damn straight! People who I thought would be a shoe in for the majors are getting rejected before interviewing.

Yes I'm still here.

Changed it for you.

The E-175 program sounds a lot like the Desert Sun issue we had a while back. Risley handpicked the guys to go fly those Fokkers and operated it as a different company (so they were essentially off the seniority list). Then when it failed, he brought them all back without a loss of seniority. Didn't they do that again with Freedom Air? Was there any action taken by ALPA for the seniority issues?