Narrative:

On jan/xa/00, I completed a 10 hour 20 min duty day, where I flew 5 hours 54 mins (block). I was off duty at BB15. The next day, I started work again at AB20 (I had 10 hours 5 mins rest). I was scheduled to fly 7 hours 40 mins that day, over 6 legs, and I was due to be off duty at BB45 (12 hour 25 min duty time). During the day, we had several deice events and 2 maintenance problems. The second problem happened en route from dtw to pit. Both of our landing lights burned out, so we were stuck in pit until the company could get a mechanic to fix the aircraft. We were on duty until AB10 (16 hour 50 min duty) and we flew 9 hour 2 min block. On the flight back to dtw, I realized that I might have violated the FARS. I might have been on reduced rest the night before, and therefore would have not been legal for duty after BB15 (24 hours from when the reduced rest started). It took several hours to figure, but I could only find 8 hours 55 mins of flight in any 24 hour period. Therefore, I was legal to complete the trip by 5 mins. If I had flown 9 hours in the 24 hour period, my 10 hours of rest would have been 'reduced rest,' and I would have needed 12 hours of rest starting at BB15 (I would have been stuck in pit). Although I don't think I violated a regulation, I think the 'sliding 24 hour window' the regulations are based on is too difficult to calculate. But the real safety thing is that if I had flown only 5 mins more the day before this incident, I would have been required to be off duty almost 3 hours before I was. I suppose I could have been on duty a lot longer, since I was only scheduled for a 12 hour day. There should be some limit to the duty day -- the actual duty day -- because it is very difficult to tell the company 'I'm too tired.'

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Original NASA ASRS Text

Title: AN FO'S RPT ON FLC WORK SCHEDULING RULES AND HIS THOUGHTS OF POSSIBLY VIOLATING THOSE RULES DURING A DELAY AT PIT, PA.

Narrative: ON JAN/XA/00, I COMPLETED A 10 HR 20 MIN DUTY DAY, WHERE I FLEW 5 HRS 54 MINS (BLOCK). I WAS OFF DUTY AT BB15. THE NEXT DAY, I STARTED WORK AGAIN AT AB20 (I HAD 10 HRS 5 MINS REST). I WAS SCHEDULED TO FLY 7 HRS 40 MINS THAT DAY, OVER 6 LEGS, AND I WAS DUE TO BE OFF DUTY AT BB45 (12 HR 25 MIN DUTY TIME). DURING THE DAY, WE HAD SEVERAL DEICE EVENTS AND 2 MAINT PROBS. THE SECOND PROB HAPPENED ENRTE FROM DTW TO PIT. BOTH OF OUR LNDG LIGHTS BURNED OUT, SO WE WERE STUCK IN PIT UNTIL THE COMPANY COULD GET A MECH TO FIX THE ACFT. WE WERE ON DUTY UNTIL AB10 (16 HR 50 MIN DUTY) AND WE FLEW 9 HR 2 MIN BLOCK. ON THE FLT BACK TO DTW, I REALIZED THAT I MIGHT HAVE VIOLATED THE FARS. I MIGHT HAVE BEEN ON REDUCED REST THE NIGHT BEFORE, AND THEREFORE WOULD HAVE NOT BEEN LEGAL FOR DUTY AFTER BB15 (24 HRS FROM WHEN THE REDUCED REST STARTED). IT TOOK SEVERAL HRS TO FIGURE, BUT I COULD ONLY FIND 8 HRS 55 MINS OF FLT IN ANY 24 HR PERIOD. THEREFORE, I WAS LEGAL TO COMPLETE THE TRIP BY 5 MINS. IF I HAD FLOWN 9 HRS IN THE 24 HR PERIOD, MY 10 HRS OF REST WOULD HAVE BEEN 'REDUCED REST,' AND I WOULD HAVE NEEDED 12 HRS OF REST STARTING AT BB15 (I WOULD HAVE BEEN STUCK IN PIT). ALTHOUGH I DON'T THINK I VIOLATED A REG, I THINK THE 'SLIDING 24 HR WINDOW' THE REGS ARE BASED ON IS TOO DIFFICULT TO CALCULATE. BUT THE REAL SAFETY THING IS THAT IF I HAD FLOWN ONLY 5 MINS MORE THE DAY BEFORE THIS INCIDENT, I WOULD HAVE BEEN REQUIRED TO BE OFF DUTY ALMOST 3 HRS BEFORE I WAS. I SUPPOSE I COULD HAVE BEEN ON DUTY A LOT LONGER, SINCE I WAS ONLY SCHEDULED FOR A 12 HR DAY. THERE SHOULD BE SOME LIMIT TO THE DUTY DAY -- THE ACTUAL DUTY DAY -- BECAUSE IT IS VERY DIFFICULT TO TELL THE COMPANY 'I'M TOO TIRED.'

Data retrieved from NASA's ASRS site as of July 2007 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.