averettpilot
Well-Known Member
So what we're now saying is the thing that clarifies the "grey" area has its own grey area?Yes, I read it. Show me one where it says it needn't be.
So what we're now saying is the thing that clarifies the "grey" area has its own grey area?Yes, I read it. Show me one where it says it needn't be.
Yes, I read it. Show me one where it says it needn't be.
Regularly assigned duty periods are a thing too - look in 135.267.ooookaaay,
There is no having a conversation if that's the standard. I can't prove a negative, only what is written.
Anyway, my point(s) weren't to advocate FOR being on call, only to give the examples to help folks PROVE they have LEGAL rest. All the other stuff is up to the individual operator to mitigate, ie fatigue, staffing, etc.
AND AGAIN, I never once advocated for being on call as a "good" staffing policy, I want DEFINED DUTY PERIODS.
Yes, I know about .267. Not exactly what "we" are trying to get at here. More along the lines of "You dutied off at 10 pm, you are automatically in rest for 10 hours" Or "On the road duty starts at 8am local and ends at 6pm local". Not so much for exceeding the 10 hours of flight time in a 24 hour period.Regularly assigned duty periods are a thing too - look in 135.267.
So what we're now saying is the thing that clarifies the "grey" area has its own grey area?
Subsection 135.267(c) contains a set of flight, duty, and rest regulations that are applicable only if, among other things, a flight crewmember's assigned flight time "occurs during a regularly assigned duty period of no more than 14 hours." "A key component of the regularly assigned duty period provision ... is that the start and end time of a 14-hour duty day does not vary from day-to-day." In previous interpretations, the FAA emphasized that "regularly assigned duty periods are not intended to be implemented for short periods of time.,,2 The FAA stated that it considers "a schedule of at least four weeks a reasonable amount of time to establish a regularly assigned duty period.?
If you we're having any doubts, that's what I heard you say. @Boris Badenov is a genius, but all bets are off when he hits the crack pipe. Personally, I favor the crank... that's why I don't care about duty limits. (official disclaimer for officious spiders: this is a joke)ooookaaay,
There is no having a conversation if that's the standard. I can't prove a negative, only what is written.
Anyway, my point(s) weren't to advocate FOR being on call, only to give the examples to help folks PROVE they have LEGAL rest. All the other stuff is up to the individual operator to mitigate, ie fatigue, staffing, etc.
AND AGAIN, I never once advocated for being on call as a "good" staffing policy, I want DEFINED DUTY PERIODS.
It only has to happen once. This is a really dumb excuse.
Yea I would check that statement again.
You work here. You lose. Gear up, biaaaatch.Just a datapoint, but my experience at Methods was diametrically opposite. Probably for a myriad of reasons, including but not limited to the size of the company, their long history of getting nailed to the wall by the Feds on the rotor wing side, and the fact that I was at a hospital program. But it sometimes seemed like the hardest part of the job was finding a reason to fly.
PS. I'm on my 7th 135. I...win?
So what have we determined that prospective is? 1 minute? 1 hour? 1 second?!?
Exactly. Things were awful on the 121 side and the 135 side for the last 10 years. Now they are getting better.
12 parsecs.
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