Best crew rest app

I use ALPA’s “Part 117 Calc” app.

I’m in a position where I help crews educate themselves on FDP calculations several times per day. Using ALPA products tamps down any of the rare undertones that I’m an evil company man trying to get the crew to break the law. This app has never been wrong as long as you enter the parameters properly; GIGO applies, obviously.
 
I use Cockpit Time. No alarms, but quick and easy break calculations. Also, the best part is it’s free.
 
Rest break optimizer but mostly because I can import all the flight details from our app and just adjust for takeoff time and it’s done.

But the real answer is don’t bid IRO.
 
Chief Captain said:
Hi,

What app are you long haul guys using to quickly calculate rest times?

Thanks
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New jet just cranks out a few options for ya!

#Humblebrag
 
BobDDuck said:
I'd much rather fly, and know I'm getting that position as part of my line.
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I certainty get that, but our admittedly odd system is also nice that it's flexible so if you're tired and wanna offer up to take first break that works too. It would be nice to know ahead of time, but the show up and see who needs a landing thing works too.
 
bike21 said:
I certainty get that, but our admittedly odd system is also nice that it's flexible so if you're tired and wanna offer up to take first break that works too. It would be nice to know ahead of time, but the show up and see who needs a landing thing works too.
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Our WB category does a ton of (albeit mostly crappy) domestic flying as well. The issue is that some junior line holding FOs don't want to do that flying so they bid RO on the international flying, and then beg the FO and captain for a landing to stay current.

The break issue is a tough one. I can't count how many times I've gotten to the plane to fly the return leg as PF and pre rested for a specific break, only to have the captain insist he take that one for... reasons. The original intent of 117 was for each airline to put their own specific rest rules in place that met the needs of their operation and get approval for those rules via Fatigue Risk Management Program. The 117 rules would serve as a base line and cover places where an airline didn't put in their own rules. Of course very few airlines did that (other than under ULH flying, where they had to) and we are stuck with the flying pilot never able to take first break, even if they want it.
 
BobDDuck said:
Our WB category does a ton of (albeit mostly crappy) domestic flying as well. The issue is that some junior line holding FOs don't want to do that flying so they bid RO on the international flying, and then beg the FO and captain for a landing to stay current.

The break issue is a tough one. I can't count how many times I've gotten to the plane to fly the return leg as PF and pre rested for a specific break, only to have the captain insist he take that one for... reasons. The original intent of 117 was for each airline to put their own specific rest rules in place that met the needs of their operation and get approval for those rules via Fatigue Risk Management Program. The 117 rules would serve as a base line and cover places where an airline didn't put in their own rules. Of course very few airlines did that (other than under ULH flying, where they had to) and we are stuck with the flying pilot never able to take first break, even if they want it.
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What's a widebody trip to the mainland look for you guys? Shortish trip over and then you layover for the return the next day on another shortish flight?
 
FlyingAccountant said:
What's a widebody trip to the mainland look for you guys? Shortish trip over and then you layover for the return the next day on another shortish flight?
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Either one leg and a short overnight with an early morning return, or a redeye with an early morning return on day 3 (or a 1am departure out of Vegas on day 3).

Starting to get more three days that don't start with a red eye.
 
BobDDuck said:
Our WB category does a ton of (albeit mostly crappy) domestic flying as well. The issue is that some junior line holding FOs don't want to do that flying so they bid RO on the international flying, and then beg the FO and captain for a landing to stay current.

The break issue is a tough one. I can't count how many times I've gotten to the plane to fly the return leg as PF and pre rested for a specific break, only to have the captain insist he take that one for... reasons. The original intent of 117 was for each airline to put their own specific rest rules in place that met the needs of their operation and get approval for those rules via Fatigue Risk Management Program. The 117 rules would serve as a base line and cover places where an airline didn't put in their own rules. Of course very few airlines did that (other than under ULH flying, where they had to) and we are stuck with the flying pilot never able to take first break, even if they want it.
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Why can’t the PF take the first break (if it’s been pre-arranged)?
 
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