That's how it works here. The 30 minute is for free, but the company will normally ask you if you will be able to check fit to fly. The 2 hours requires pilot consent.
In our case, activating our EFB counts as certifying that we're fit for duty, for any possible duty including extensions.
Extensions are automatic, and calculated as part of our limits. They often just push into reserve schedules, as all the flying is "unanticipated." Yes, you can call fatigued, but that's no different than any other part of an FDP—you still do the fatigue assessment, you're still subject to not being pay protected, and you may face disciplinary action. (Plus being kicked out of United's horrible new "pathway program," if you're one of the "lucky" few who are selected for it.)
IMO, FDP for an unaugmented RAP needs to start at the start of the RAP. FDP needs to otherwise start at the time you arrive on airport property (parking garage) or hotel van for the purpose of a flight. FDP needs to end at the hotel lobby, for purposes of rest—no carve out for 60 minute "local in nature" van rides.
Maximum permissible unextended FDP should be twelve hours, and deadhead, reflow, and cancellation legs should be part of the table B leg limits. "Unanticipated" should reflect truly unanticipated delays, not "well, this legal when we scheduled it, so even though your predicted FDP at the start of your FDP was already 14.7 hours, we had no idea it might be snowing in ORD in the winter, so it's unanticipated."
Part 117 is particularly egregious when it comes to reserve, and carveouts for "labor relations" issues that allow the company to abuse the pilot group ... and put all the burden of fitness for duty on the pilot.
Every year we do mandatory fatigue training which tells us how important it is to get uninterrupted sleep, go to bed the same time every night, etc, but then we're worked around the clock. If "sleep scientists" or human factors experts saw our actual schedules, they'd never fly again.
Beh.