Narrative:

We had extensive ground delay in ZZZ for our flight to lga. As time went on; I called scheduling to let them know that our fdp was going to have to be watched and confirmed our limits with them. I also called the union and talked to our far 117 expert to confirm limits. When we were eventually ready to push back; I got the fdp worksheet from the agent. It showed our luw time had already passed. I didn't think that was right and called scheduling. The first scheduler said that we weren't legal and that they would call me back. I still thought this was wrong and called scheduling back. The next scheduler said I was good to go and that luw time on sheet did not include extension. After all the mixed answers; I had scheduling get the chief pilot on call on the line. When all was said and done; we were still legal to takeoff. While enroute to lga; we had numerous delays for flow; and when we got on the ground in lga we had numerous delays getting to gate; too many aircraft; not enough room to move them around. Bottom line; this whole far 117 change that was supposed to make things easier is a chocolate mess. Constantly causes confusion to aircrew and scheduling. When you go to something with this many charts and tables and 'what ifs' and rolling look-backs that take a computer to keep track of; how can anyone say this is simpler? It only creates more confusion at a time when aircrew is already tired and their performance is on the downward slide. Numerous NASA and military studies have shown a steep drop off in performance after a 10 hour duty day; but we can still go 15 hours and the FAA expects us to be perfect; and now we get threats of FAA violations for far 117 limits that we have no say in writing. The weather/winds/turbulence was terrible going into lga that night. I wonder how this easier/safer far 117 limits would have looked if something happened; as a former safety officer in the air force and a trained accident investigator; I can tell you we are setting ourselves up for a fall. Our fdp sheet that we get in the cockpit before push needs to have any extensions included in the luw time; having to do math when tired and distracted in the cockpit before push only leads to more confusion/errors; at least put that new time in 'extension reason' box. Exceeded far 117 fdp by seven minutes.

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Original NASA ASRS Text

Title: B737 Captain reported exceeding his maximum FAR 117 duty time due to weather; enroute delays; and ground delays at LGA.

Narrative: We had extensive ground delay in ZZZ for our flight to LGA. As time went on; I called Scheduling to let them know that our FDP was going to have to be watched and confirmed our limits with them. I also called the Union and talked to our FAR 117 expert to confirm limits. When we were eventually ready to push back; I got the FDP worksheet from the Agent. It showed our LUW time had already passed. I didn't think that was right and called Scheduling. The first Scheduler said that we weren't legal and that they would call me back. I still thought this was wrong and called Scheduling back. The next Scheduler said I was good to go and that LUW time on sheet did not include extension. After all the mixed answers; I had Scheduling get the Chief Pilot on Call on the line. When all was said and done; we were still legal to takeoff. While enroute to LGA; we had numerous delays for flow; and when we got on the ground in LGA we had numerous delays getting to gate; too many aircraft; not enough room to move them around. Bottom line; this whole FAR 117 change that was supposed to make things easier is a chocolate mess. Constantly causes confusion to Aircrew and Scheduling. When you go to something with this many charts and tables and 'What ifs' and rolling look-backs that take a computer to keep track of; how can anyone say this is simpler? It only creates more confusion at a time when Aircrew is already tired and their performance is on the downward slide. Numerous NASA and Military studies have shown a steep drop off in performance after a 10 hour duty day; but we can still go 15 hours and the FAA expects us to be perfect; and now we get threats of FAA violations for FAR 117 limits that we have no say in writing. The weather/winds/turbulence was terrible going into LGA that night. I wonder how this easier/safer FAR 117 limits would have looked if something happened; as a former Safety Officer in the Air Force and a trained Accident Investigator; I can tell you we are setting ourselves up for a fall. Our FDP sheet that we get in the cockpit before push needs to have any extensions included in the LUW time; having to do math when tired and distracted in the cockpit before push only leads to more confusion/errors; at least put that new time in 'Extension Reason' box. Exceeded FAR 117 FDP by seven minutes.

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.