Narrative:

This report concerns acceptance of extensions to far 117 duty time limits. On a recent flight; as a crew we decided that we would hold to the far 117 limit as found in table C. Since this flight was a window of circadian low (wocl) flight; we believed it not in the interest of safety to extend our duty day beyond the normal limit. After we were unable to make it off the ground before our max off time had expired; we returned to the gate. Dispatch was notified of our reason for returning. On my drive home; I received what can only be described as an irate call from crew tracking; scolding me for not calling them with my 'fatigue notice.' I explained to the crew tracker that I was not fatigued nor making a declaration of fatigue; but simply illegal to continue the flight duty period under far 117 limits without an extension. She told me that if I did not negotiate an extension that I was in fact declaring myself fatigued. I again told her that I was not fatigued; but at this point decided to take it up with my base chief pilot in the morning. It appears that the cart and the horse have been reversed here by my air carrier concerning extensions to far 117 duty time limits. Instead of using the table C limits as the default; they are claiming that the two hour extension is the default; and that any pilot who does not approve the extension is tagged with a 'fatigue event.' clearly this is faulty logic; as disapproval of the extension by any one member of the crew can result in all members of the crew receiving a fatigue event. I believe this also to be direct 'pilot pushing;' whereby crews are made to feel that simply sticking to the true default far limits will result in negative consequences. This not so subtle pressure could result in a pilot yielding to the company's desire to complete the flight at all costs; instead of heeding the pilot's own objective evaluation as to whether they are fit to continue.

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Original NASA ASRS Text

Title: A B767 Captain returned to the gate and removed himself because the flight could not reach the destination without exceeding the FAR 117 Table C limit and since the flight was oceanic during the window of circadian low he would not exend the duty day for safety reasons.

Narrative: This report concerns acceptance of extensions to FAR 117 duty time limits. On a recent flight; as a crew we decided that we would hold to the FAR 117 limit as found in Table C. Since this flight was a window of circadian low (WOCL) flight; we believed it not in the interest of safety to extend our duty day beyond the normal limit. After we were unable to make it off the ground before our Max Off Time had expired; we returned to the gate. Dispatch was notified of our reason for returning. On my drive home; I received what can only be described as an irate call from Crew Tracking; scolding me for not calling them with my 'Fatigue Notice.' I explained to the Crew Tracker that I was NOT fatigued nor making a declaration of fatigue; but simply illegal to continue the flight duty period under FAR 117 limits without an extension. She told me that if I did not negotiate an extension that I was in fact declaring myself fatigued. I again told her that I was not fatigued; but at this point decided to take it up with my Base Chief Pilot in the morning. It appears that the cart and the horse have been reversed here by my air carrier concerning extensions to FAR 117 Duty Time limits. Instead of using the Table C limits as the default; they are claiming that the two hour extension is the default; and that any pilot who does not approve the extension is tagged with a 'fatigue event.' Clearly this is faulty logic; as disapproval of the extension by any one member of the crew can result in all members of the crew receiving a fatigue event. I believe this also to be direct 'pilot pushing;' whereby crews are made to feel that simply sticking to the true default FAR limits will result in negative consequences. This not so subtle pressure could result in a pilot yielding to the company's desire to complete the flight at all costs; instead of heeding the pilot's own objective evaluation as to whether they are fit to continue.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.