Source: https://far117understanding.com/operational-perspectives/how-maximum-flight-duty-periods-and-maximum-flight-times-will-affect-airlines-far-121-subparts-r-and-s-versus-far-117-augmented-flightcrews/
Timestamp: 2020-02-20 05:04:15
Document Index: 487756586

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FAR 117 versus FAR 121 subpart R and S – Augmented Flight Crew – Understanding FAR 117
HomeOperational PerspectivesFAR 117 versus FAR 121 subpart R and S – Augmented Flight Crew
FAR 117 versus FAR 121 subpart R and S – Augmented Flight Crew
Un-Augmented Flight Crew FAR 117 versus FAR 121 subpart Q
Split-Duty
By Garret Healy, Software Engineer, Jeppesen Inc.
The author’s developed the following tables as a crew planning tool. These tables demonstrate how strict FAR Part 117 work rules are in relation to allowed duty time when compared to FAR part 121 subpart R and S.
Since not all augmented operations involve acclimatization issues, we have also allowed for the ability to examine operations when the penalty for un-acclimated FDP may be applied.
Under 121 subpart R and S, FCM’s are limited to 30 or 32 hours in 7 calendar days depending upon the type of operation, 100 / 120 hours in a calendar month / 30 calendar days and 1000 hours in a calendar year / 12 Calendar Months.
Under 121 subpart R and S, FCM’s are presently not limited by FDP time.
Under 121 subpart R and S, FCM’s are required to have been scheduled for and have been given a rest period of no less than 24 hours in the 7 calendar days preceding the scheduled completion of any flight subject to this subpart.
Flight segment count:
Under FAR 117, the maximum number of Flight segments that may be scheduled is 3 for Augmented operations.
FAA’s rational for the determination of FTL and FDP limits for Augmented Flightcrew:
With regards to FTL:
The FAA stated in the FNPRM that 13 hours for 3 pilot crews and 17 hours for 4 pilot crews would not impact safety.
With a 3 pilot crew the maximum flight deck duty time is 8:40 = (2/3)*13:00.
With a 4 pilot crew the maximum flight deck duty time is 8:30 = (2/4)*17:00.
Both of these values fall into the range for un-augmented operations of 8 to 9 hours.
With regards to FDP:
The FAA used the same diurnal concept used in un-augmented operations, basing the limitations on FDP start time. The FAA further refined the limitations on the number of pilots assigned to the FDP as well as the type of onboard rest facility. The limitations are presented in Table C.
Conceptual differences under FAR 117:
Under FAR 121 subpart Q, no credit is given to a FCM who is assigned to an augmented crew.
The only credit given to augmented operations for domestic operations is under FAR 121 subpart S, “Mainland Rules”.
Under FAR 121 subparts R and S, augmented operations had little details concerning onboard rest facilities, no limitations concerning the number of flight segments, and no specific onboard rest requirements for FCM apart from a differentiation of flight deck duty and time aloft as a FCM.
Under FAR 117, augmentation may take place under domestic or international operations; thus allow carriers additional flexibility.
Part 117 has Daily FTL’s governed under 117.11.
Based upon the number of FCM’s assigned to a FDP, the limitation is either
13:00 for 3 Pilots
17:00 for 4 Pilots.
Part 121 has Daily FTL’s governed under FAR 121 subpart S
Subpart S is broken up into two distinct sections
“Main Land” operations solely within the 48 States
“International” operations that include stations outside the 48 states.
Mainland Rules:
Under 121.505(a), a 2 pilot crew may not be scheduled for more than 8:00, this limitation sets a base line used in the establishment further limitations under this subpart.
Under 121.507(a)(2), a 3 pilot crew may not be scheduled for more than 12:00.
Under 121.509(a)(2), a 4 pilot crew may not be scheduled for more than 16:00.
Under 121.521(a), a 3 pilot crew may not be scheduled for more than 12:00.
Under 121.523(b), a 4 pilot crew is required to have adequate rest periods on the ground while away from base, although no specific FTL is specified, it has regularly been interpreted as 16:00.
Part 121 has Daily FTL’s governed under FAR 121 subpart R.
Under 121.481(a) and (b), a 2 pilot crew may not be scheduled for more than 8:00, this limitations sets a base line used in the establishment further limitations under this subpart.
Under 121.483(a), a 3 pilot crew may not be scheduled for more than 12:00.
Under 121.485(a), a 4 pilot crew is required to have adequate rest periods on the ground while away from base, although no specific FTL is specified, it has regularly been interpreted as 16:00.
Part 117 has Daily FTL’s governed under 117.17.
Based upon FDP start time, The number of FCM assigned and the class of the onboard rest facility; the scheduled limitation is defined in Table C.
Part 121 does not actually have FDP limitations, instead duty time limitations will be used:
FAR 121 subpart S “Mainland Rules”:
2 Pilots – 16:00 Duty Limit
3 Pilots – 18:00 Duty Limit
4 Pilots – 20:00 Duty Limit
FAR 121 subpart S “International Rules” and FAR 121 subpart R:
These sections do not actually establish duty limits, but best practices and many contractual limitations will establish duty limits like those for the “Mainland Rules”.
For the purposes of our research, we will apply these methods as well.
Some operations will be performed while a FCM is in an unacclimated state, in those cases a 0:30 penalty to the FDP must be assessed under FAR part 117.
FAR 121 Subpart S “Mainland Rules”
100 * (Max Flight Time)/((max duty time – debrief) + Permitted Pairing Growth) * (2/Flightcrew size)
FAR 117 – 3 Pilots
((Max Skd FDP – Unacclimated Penalty)+ Max Extension) – ((Max Flight Time – FT Buffer) + Brief + (Segments – 1) * Turn) = Allowed Flight Duty Period delay
((Max Skd FDP- Unacclimated Penalty) + Max Extension) – ((Max Flight Time) + Brief + (Segments – 1) * Turn) = Required Reduction of Flight Time
100 * (Max Flight Time- Required reduction of Flight Time)/((max skd FDP – unacclimated penalty) + Permitted Pairing Growth) * (2/3)
FAR 117 – 4 Pilots
100 * (Max Flight Time- Required reduction of Flight Time)/((max skd FDP – unacclimated penalty) + Permitted Pairing Growth) * (2/4)
FAR 117 when compared to FAR part 121 subparts R and S augmented operations, overall the pairings will be more efficient; this is primarily due to the fact that flight deck time has increased by 30 to 40 minutes.
Like part 121 operations, 3 pilot operations under part 117 will be more efficient compared to 4 pilot operations. We also see that the ability to accept delays with an increase in the number of segments decreases under both part 121 and part 117.
While part 117 has different limitations based upon the class of the onboard rest facility that will reduce the permissible FDP limitations, this seems to increase the efficiency across both 3 and 4 pilot.
FDP’s that start between 0700 and 1259 have the best ability to accept delays “the sweet spot”, while those between 1700 and 0559 are more prone to the negative effects associated with delays.
FDP’s that use a class 1 rest facility have the best ability to accept delays, while class 3 have the worst ability, due to the diminished FDP limitations.
We also examined longer brief/debrief/turn times, to emulate different contractual requirements to account for the clearing of customs and immigration, which equally diminished FAR 117 and FAR 121 operations.
Increased turn times are also to be expected with larger aircraft and higher passenger capacities, but it is still felt that the formulas used are valid and properly present the concepts.
Lastly we looked at the application of the unacclimated penalty, as this factor will only apply to part 117, it should diminish efficiency by approx. 1.08 percent, and reduce the ability to accept delays by 0:30.
The authors’ recommend that augmented FDP’s be scheduled for 1 or 2 segments especially when using a class 3 rest facility to prevent disruptions due to delays, apply realistic buffers for connections times to help mitigate delays.
How maximum Flight Duty Periods and maximum Flight Times will affect Airlines FAR 121 subparts R and S versus FAR 117 – Augmented Flightcrews
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