Narrative:

This pairing; like another that I flew recently; has inadequate time allotted to fully and completely plan a longer class 2/oceanic flights. While this may help the company meet the new requirements of far 117 and reduce crew duty time expenses; they do not enhance safety.in the first case; hotel pickup in downtown from the overnight hotel was precisely at the scheduled xa:45 for a xc:30 departure for an oceanic flight. Arrived at the curb after a normal drive approximately 50 minutes prior to departure. Arrived in operations after normal security processing and walk at xb:55. First printer was inoperative. The second was a success for printing papers. Quickly reviewed paperwork for our almost 7 hour oceanic flight (this includes ETOPS and class 2 considerations and frequently between 30 and 45 pages of NOTAMS; etc.) and arrived at the gate 20 minutes prior to departure. All passengers were already on board. Ramp was calling the cockpit to disconnect external air and power. New (and complex) deferral (not reflected in the just printed flight papers) was on the maintenance release. Flight attendants were performing prior to pushback duties and hadn't been briefed by me yet. An off-line jump seat rider was awaiting introductions. Finally; this flight; while being a class 2 nav flight; entailing numerous extra procedures before departure; was not staffed with an extra (relief) pilot. We departed 25 minutes late.in the second case flight ZZZ-ZZZ1 we were picked up exactly on time from the hotel. However; due to the needlessly long and complex security procedures in ZZZ; the long walk to operations; more printer and collating problems and no help in the pilot base at that early hour; we arrived and boarded as the last people on the aircraft with little more than 15 minutes to scheduled departure. Again; after a late flight attendant briefing (when they are busy); some last minute release changes etc.; we departed 18 minutes late. It should be noted that my brand new first officer (just off oe) did a much better than average job in facilitating departure as close to on time as possible; given his experience level.these two legs are but examples of what happens in most cases in preparing for longer class 2 flights with so little preparation time. This may have been ok in the days when the first officer just went to the aircraft and the captain had no input in flight planning; but is not in my opinion appropriate today at [air carrier].the 45 minute report time for domestic flying (which the first flight I described is classified as) is wholly inadequate for a longer flight requiring class 2 procedures and is potentially unsafe; even for domestic operations if both crew members plan the flight together as is encouraged. An hour is inadequate for a class 2/oceanic leg unless everything goes exactly as planned. Over the years; we have seen an increase in duties prior to flight (self-serve paperwork; printer and computer troubleshooting; ipad preflight; etc.) and a reduction (to; in some cases only 45 minutes) in pre-flight duty time. While we can; as professionals control this on the first leg if all crew members show early; we cannot control it coming off a layover.if one is easily pressured by departure time requirements; this presents a clear and present danger to safe flight operations at [air carrier].

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Original NASA ASRS Text

Title: A B777 Captain described one part of his company's FAR 117 international ETOP operations compliance shortens preflight time to less than 60 minutes which is unsafe and inadequate for security; crew briefing; flight planning; and aircraft preflight.

Narrative: This pairing; like another that I flew recently; has inadequate time allotted to fully and completely plan a longer class 2/oceanic flights. While this may help the company meet the new requirements of FAR 117 and reduce crew duty time expenses; they do not enhance safety.In the first case; hotel pickup in downtown from the overnight hotel was precisely at the scheduled XA:45 for a XC:30 departure for an oceanic flight. Arrived at the curb after a normal drive approximately 50 minutes prior to departure. Arrived in operations after normal security processing and walk at XB:55. First printer was inoperative. The second was a success for printing papers. Quickly reviewed paperwork for our almost 7 hour oceanic flight (This includes ETOPS and class 2 considerations and frequently between 30 and 45 pages of NOTAMS; etc.) and arrived at the gate 20 minutes prior to departure. All passengers were already on board. Ramp was calling the cockpit to disconnect external air and power. New (and complex) deferral (not reflected in the just printed flight papers) was on the maintenance release. Flight attendants were performing prior to pushback duties and hadn't been briefed by me yet. An off-line jump seat rider was awaiting introductions. Finally; this flight; while being a class 2 nav flight; entailing numerous extra procedures before departure; was not staffed with an extra (relief) pilot. We departed 25 minutes late.In the second case flight ZZZ-ZZZ1 we were picked up exactly on time from the hotel. However; due to the needlessly long and complex security procedures in ZZZ; the long walk to operations; more printer and collating problems and no help in the pilot base at that early hour; we arrived and boarded as the last people on the aircraft with little more than 15 minutes to scheduled departure. Again; after a late flight attendant briefing (when they are busy); some last minute release changes etc.; we departed 18 minutes late. It should be noted that my brand new first officer (just off OE) did a much better than average job in facilitating departure as close to on time as possible; given his experience level.These two legs are but examples of what happens in most cases in preparing for longer class 2 flights with so little preparation time. This may have been OK in the days when the FO just went to the aircraft and the Captain had no input in flight planning; but is not in my opinion appropriate today at [air carrier].The 45 minute report time for domestic flying (which the first flight I described is classified as) is wholly inadequate for a longer flight requiring class 2 procedures and is potentially unsafe; even for domestic operations if both crew members plan the flight together as is encouraged. An hour is inadequate for a class 2/oceanic leg unless everything goes exactly as planned. Over the years; we have seen an increase in duties prior to flight (self-serve paperwork; printer and computer troubleshooting; iPad preflight; etc.) and a reduction (to; in some cases only 45 minutes) in pre-flight duty time. While we can; as professionals control this on the first leg if all crew members show early; we cannot control it coming off a layover.If one is easily pressured by departure time requirements; this presents a clear and present danger to safe flight operations at [air carrier].

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.