New Rest Rules

LCR is different for different carriers as of right now. The legal definition of LCR as far as the new rest rules is what was posted above. At Pinnacle, LCR meant you checked your schedule between 10 am and 1:30 pm the day prior. If you didn't have an assignment, you were "off" the next day. Here at jetBlue, it's a 14 hour call out. As long as it complies with the new rules, the airlines can set up LCR however they want.

Looking at the charts now, it looks like most, if not all, of our red eyes will be legal. The latest report we have is 2259, and even with a 2 segment schedule, you could do 10.5 hours of duty. That's more than enough time to fly from SFO-BOS. If I had to guess, I'd say we're going to see minimal schedule interruptions here with the new rules. The regionals are where it's going to change things the most.

If you can read a perfomance chart on an airplane, you can read the new rest/duty charts.
 
kellwolf said:
Looking at the charts now, it looks like most, if not all, of our red eyes will be legal. The latest report we have is 2259, and even with a 2 segment schedule, you could do 10.5 hours of duty. That's more than enough time to fly from SFO-BOS. If I had to guess, I'd say we're going to see minimal schedule interruptions here with the new rules.
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The type of redeye flight that will possibly become illegal, or on the verge of illegal as scheduled, is multi-leg stuff.

I think that is for good reason for common sense reasons. Unless someone is flying 100% night work, multi-legs overnight is hazardous.

The BOS-SJU-BOS overnight that you mentioned is an example. Or at Spirit for instance, I remember someone telling me an example of their trip that was PDX-LAS-DTW overnight. Those two examples would most likely be split up into single flights, depending on any sit times, or else they'd be very close to timing out right from an on-time departure.

As many flaws as I believe these new rules have (aside from the cargo cutout which is another story itself), there are some very basic new rules that are just fantastic and should have been done decades ago. We all know what they are of course...8 hour layovers gone, 16 hour days gone, etc.
 
What about schedules that are just barely legal but experience a delay after blockout? I seem to remember some verbiage about the PIC could decline a flight if it was going to go long due to a an unforeseen circumstance. If that's the case, you would think schedules would be built with a buffer rather than taking them to the max.
 
Nick said:
The type of redeye flight that will possibly become illegal, or on the verge of illegal as scheduled, is multi-leg stuff.

I think that is for good reason for common sense reasons. Unless someone is flying 100% night work, multi-legs overnight is hazardous.

The BOS-SJU-BOS overnight that you mentioned is an example. Or at Spirit for instance, I remember someone telling me an example of their trip that was PDX-LAS-DTW overnight. Those two examples would most likely be split up into single flights, depending on any sit times, or else they'd be very close to timing out right from an on-time departure.

As many flaws as I believe these new rules have (aside from the cargo cutout which is another story itself), there are some very basic new rules that are just fantastic and should have been done decades ago. We all know what they are of course...8 hour layovers gone, 16 hour days gone, etc.
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BOS-SJU-BOS duty time is right around 10 hours right now, so they might split it up. Who knows? The SFO-BOS, which has the latest report and longest flight time I could find, is just one leg, so I'm betting that one will stay the same. Worst case scenario, we wind up with longer overnights in SJU. Darn. :)
 
So I have done some searching on the interwebs and the FAA's website and can't seem to readily find whatever the newest/latest/most comprehensive FAR 117 rules are. Anybody help me out here? I've found various documents with snippets and corrections, but I'm unsure if I've found what I need.

Thoughts?
 
Honestly, my life will change very little from what I'm doing right now. The major difference will be that SCR will count towards duty limits. As of right now, it doesn't. For example, I had a trip last month where I started SCR at 8 AM, had a noon something show time, but my flight was delayed 3 hours or so due to a winter storm. By the time we made it to MSY, we needed to get off the ground within 30 minutes or I would have busted the 24 hour look back for rest (Whitlow Rest). Under the new rules, I would have been done LONG before then.
 
More info:

http://www.gpo.gov/fdsys/pkg/FR-2013-03-05/pdf/2013-05083.pdf

SUMMARY
:
The FAA published a final rule on January 4, 2012, that amends the existing flight, duty and rest regulations applicable to certificate holders and their flight crew members. Since then, the FAA has received numerous questions about the new flight, duty, and rest rule. This is a response to those questions
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Attachments

Eh, so basically, no change for me. :) That's the exact situation we were in. We needed to be planned blocked in by 11:45 since we're released from duty 15 minutes after block in. We made it by 12 minutes. Bonus, though, they released me from reserve for the whole next day, so I got to go home at 7 am instead of 5 pm. I guess that was a "Thanks for making it work."
 
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