Delta Mec: Quick Reference Guide FAR 117

DELTA MEC
Quick Reference Guide

FAR 117
March 2018
ALPA Scheduling Committee Contact Information
• 1-800-USA-ALPA, ask for the Scheduling Committee

• DALScheduling@alpa.org
Be sure to download the Scheduling Reference Handbook from the

Delta MEC website: www.alpa.org/dal/Committees/Scheduling.
The Scheduling Reference Handbook is also located on your com-

pany-issued device under the “PWA & Supporting Documents”
folder in the Content Locker.
Table of Contents
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Dealing with Interrupted Rest. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Flight Time (Block) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
How to Track FAR Flight/Duty Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Dealing with Extensions to the Duty Period. . . . . . . . . . . . . . . . . . . . . . . . . 9
What Report Time to Use and How to Calculate FDP Limits. . . . . . . . . . 13
Rescheduling, Reroutes, and Changes to Report Times . . . . . . . . . . . . . . 15
Latest Allowable Takeoff Time (LATT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
FAR Part 117 Reserve Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Short-Call Reserve Availability Periods (RAPS). . . . . . . . . . . . . . . . . . . . . 24
What Am I Looking At? (Rotations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
FAR Part 117 Unaugmented (Two-Pilot Crew) Non-Transoceanic. . . . . . 26
FAR Part 117 Unaugmented (Two-Pilot Crew) Transoceanic. . . . . . . . . . 28
FAR Part 117 Augmented (Three-Pilot Crew) Transoceanic. . . . . . . . . . . 30
FAR Part 117 Augmented (Four-Pilot Crew) Non-FRMS. . . . . . . . . . . . . . 32
Rest-Augmented (Four-Pilot Crew) Non-FRMS . . . . . . . . . . . . . . . . . . . . . 33
FAR Part 117 Augmented (Four-Pilot Crew) FRMS . . . . . . . . . . . . . . . . . . 34
Rest-Augmented (Four-Pilot Crew) FRMS. . . . . . . . . . . . . . . . . . . . . . . . . . 35
FAR 117 LATT Quick Calculation Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . 36
March 2018 Delta MEC Quick Reference Guide FAR 117 • i

Introduction
Note: This guide is designed as a quick reference manual to certain por-
tions of 14 CFR 117 and the Delta pilot working agreement (PWA). Nothing
contained in this guide supersedes, amends, or replaces either source. In case of
discrepancy, the FAR or the PWA is the final authority.
What’s New in This Edition:

• Implements changes from FAA FAR 117 interpretations
• Added Rescheduling/Reroute section
Our current PWA incorporates the most recent Part 117 FAA regulations
with added buffers to ensure scheduled times and company-mandated
duty times past block-in are protected. Generally speaking, the Delta
PWA scheduled duty times are :30 less than the FAA FDP times.
Duty time, rest time, and flight time must all be considered when deter-
mining legality for each duty period and flight leg.
FAR 117 Reminders

Flight duty periods (FDPs) are measured from report to block-in of the last
flying segment (with no further expectations to fly). “Deadhead only” duty pe-
riods, and deadheads at the end of the FDP are not counted as “flight
duty” for FAR purposes (not part of an FDP), but do count as duty for
PWA purposes (see Section 12 D.4).
Company-assigned deadheading is not rest in any circumstance.
FAR rest does not begin until company duties are completed. While an FDP
ends at block-in, rest does not begin until 30 minutes after block-in.
FAR flight-time limits are “rolling limits” vs “calendar limits.”
“Legal to start, legal to finish” has been eliminated. At takeoff, you must
be able to complete your flight (ETE plus taxi-in time, as stated on the
flight plan) within the prescribed flight duty period (plus any legal exten-
sion) and flight-time limits, or you cannot depart.
FAR 117 has no distinction between international and domestic. It bases

the new limits on crew complement: augmented or unaugmented. The
PWA, however, retains work rules which are affected by the nature of the
flying involved, such as transoceanic flying.
FAR 117 “Table B” is used for unaugmented operations.

FAR 117 “Table C” is used for augmented operations.
March 2018 Delta MEC Quick Reference Guide FAR 117 • 1

Definitions
FAR 117: The section of the FARs that outlines rest, duty, and flight limita-
tions for flight crews engaged in passenger transport.
PWA: Pilot working agreement (the contract).
Duty Time
PWA Duty: PWA duty period limit (with the exception of FRMS) is the
same as the FDP table, with the exception that the maximum scheduled FDP
is 30 minutes less than the table value. This number is the maximum sched-
uled PWA duty day. You cannot be scheduled in excess of this PWA duty
limit.
The allowable length of the PWA duty period depends on a variety of fac-
tors, including the report time of the rotation, type of flying, and augmenta-
tion, among others, and is contained in Section 12 D. of the PWA.
FAR 117 Duty: A flight duty period (FDP) is from report to block-in* of the
last flight segment (not DH segment), with no further expectation to fly.
Duty required by the Company that is not part of an FDP (training, dead-
heading, etc.) is not restricted by FAR 117 (but is restricted by the PWA
Section 12 D. 4. for DH, and Section 11 F. for training); however, any duty
required by the Company is not considered rest.
* “Block-in” means “last intent to move an aircraft.”
The allowable length of a FAR FDP is determined by the time of report,

number of legs, crew complement, and type of crew rest facilities. Unaug-
mented crews use “Table B,” and augmented crews use “Table C.”
Short-Call Reserves: The FDP limit for short-call reserves is somewhat non-
intuitive. The FDP limit is based on the report time of the rotation assigned
(as derived from Table B or C). The period of time between the start of
the short-call period and the report time of an assigned FDP is called the
reserve availability period (RAP).
The total RAP plus FDP duty limit for a short-call reserve is the FDP limit
(based on the report time of the rotation) plus up to four hours of RAP to
the FDP limit in “Table B” or “Table C.” This time limit is measured from
the start time of the short-call period. Duty does not start until sign-in. In
unaugmented operations, max RAP + FDP is 16 hours.
Example: Joe B. O’Donuts is assigned a short-call reserve period that

starts at 1000. At 1200 he is assigned an unaugmented four-leg rotation
with a report of 1500. He enters Table B for a four-leg rotation reporting
at 1500. Table B yields a 12-hour FDP. Adding four hours is 16 hours. The
2 • Delta MEC Quick Reference Guide FAR 117 March 2018

16-hour FDP is now applied to the short-call start time of 1000, yielding
an FDP end time of 0200.
Extensions to the Duty Day under FAR 117

FAR 117: Once you have figured your FAR maximum FDP from one of the
tables, that time can be extended up to two hours, with the concurrence
of the PIC. For reserve pilots, Delta does not extend beyond the RAP + 4-hour
maximum. The PWA provides that it is within the sole discretion of each
individual pilot to determine whether he or she is fit for duty and will
remain on duty beyond his or her applicable FDP or duty period, and if
so, to what extent.
Note: A recent FAR 117 interpretation by the FAA of FAR 117.5(a) which
requires a flightcrew member to “report for any flight duty period rested
and prepared to perform his or her assigned duties” applies only to duties
that are assigned (a flight duty period), not duties that could be assigned (such
as an FDP extension). Thus a flightcrew member’s fitness-for-duty determination
(including pre-FDP rest) is based on the assumption the FDP will not be extended
and/or operated as assigned.
Limit: You cannot extend an FAR FDP more than 30 minutes if you have
already extended a FDP more than 30 minutes, unless you have had a
prospective 30-hour rest period between the two extensions. If the last leg
of the duty period is a deadhead, it is not an FDP extension.
Tip: You may rescind the decision to extend your FDP at any time, even
just after signing the FDRA.
Note: Pre-takeoff FDP extensions cannot cause the exceedance of any cu-
mulative limits (such as 60 hours cumulative FDPs in a rolling 168-hour
period).
Cumulative Duty Limits:

60 hours FDP in any rolling 168-hour period (~7 days)
190 hours FDP in any rolling 672-hour period (~28 days)
Gotcha! You cannot be rerouted into an extension. An extension cannot

be used for a reroute if the extension is required at time of notification of the
reroute. A reroute is a “foreseen circumstance,” and extensions are for un-
foreseen circumstances only.
Deadheads
Deadhead-only periods
The FAA does not consider a “deadhead only” day to be a FDP. The PWA
does consider a deadhead-only day to be a duty period (Section 12 D. 4.)
and is subject to some limitation.

Gotcha! If you are scheduled for a deadhead-only duty period, you can-
not be rerouted into a flying leg after departure of the DH, because a
DH-only period is not an FDP, nor did a crew have an expectation to fly.
An FDP must be preceded by 10 hours of rest, which a DH leg is not. Any
reroute into a flying leg must have 10 hours rest prior to report.
Deadhead before flying

Deadheading before a flying leg is considered part of the FDP, but the leg
does not count as a flight segment for FAR purposes. DH segments prior
to a flying leg do count for PWA purposes, so you may see a difference
between the PWA and FAR limits.
Deadhead after flying

The FARs consider the block-in of your final flying leg as the end of the
FDP. If you are scheduled to deadhead after a flying segment, FDP limits
do not apply beyond the block-in of your final flying segment; however,
PWA Section 12 D. 4. provides limits to deadheading after flying.
If you are deadheading after flying (or as a DH-only event) and exceed the
Table B FDP limit, the post deadhead rest period must be no less than 10
hours or the spent time in deadhead transportation.
Rest Periods
PWA Rest: The time between duty periods under the PWA is called
“break in duty,” and is measured from release to report. This means 30
minutes after block-in to report in for the next duty period.
FAR 117 Rest: This is the same as the PWA, but it’s not worded the same
way. The FAA considers block-in on the last leg as the end of the FDP, but
rest does not start until you are “released from duty,” including the comple-
tion of any deadhead legs.
PWA “break in duty” and FAR rest does not begin until 30 minutes after
block-in.
Read this!: With the minimum FAR required “rest” of 10 hours prior to
report for an FDP, these PWA break-in-duty limits less than 10 hours
are legal only prior to “deadhead only” duty periods. If you have less
than 10 hours of rest preceding a DH-only day, you cannot be rerouted
into flying until you have received 10 hours of rest.
You cannot be rerouted (i.e., rescheduled) to less than the minimum PWA
scheduled break in duty (rest).
With FAR 117, the minimum rest period before any FDP is 10 hours.
Period. This time cannot be reduced or waived. It is inviolate.

Further, the FAA requires that of that 10 hours, eight hours of uninterrupted
sleep opportunity must be provided. If you do not have an opportunity for
eight hours of uninterrupted sleep, you must contact Crew Tracking. This
is a mandatory requirement of FAR 117.
Note: All rest must be prospectively assigned (meaning ahead of time). In

other words, you must know that you are in a rest period for it to count as
“rest.” Rest cannot be retroactively assigned. Prospective rest must have a
known start time and known end time.
Note: Reserve pilots with availability remaining transition back into long-
call status at their release time. There is no requirement for “rest after
release” unless a 56-hour rest is triggered (see rest summary on next page)
or a deadhead that exceeds the Table B limit. Rest is only required prior
to the next FDP.
As “deadhead only” periods are not considered an FDP under the FARs, the 10-
hour minimum rest does not apply, but the PWA requirements do.
PWA and FAR Differences

Once away from base, the PWA requires the minimum scheduled break in
duty to be nine hours if the preceding and succeeding duty periods are
less than or equal to 20 hours. This break in duty must be scheduled for
a minimum of 10 hours if the surrounding duty periods are scheduled to
be greater than 20 hours (PWA Section 12 G. 2.).
Due to delays, the actual minimum break in duty can be 8:15 for sur-
rounding duty periods of 20 hours or less and nine hours for surrounding
duty periods greater than 20 hours.
Prior to a transoceanic duty period (in base or away from base), the PWA
requires :
• 13-hour scheduled break in duty following duty periods of 13 hours
or less
◊ Reducible after delays to 11 hours, or
◊ Eight hours after a non-ocean crossing DH duty period.
Following a transoceanic duty period away from base, the PWA requires:
• 13-hour scheduled break in duty for duty periods of 13 hours or less
◊ Reducible after delays to 11 hours, and
• 18-hour scheduled break in duty for duty periods of more than 13
hours
◊ Reducible after delays to 14 hours
In-base break in duty after a transoceanic duty period must be at least 13

hours.

Note: Because eight hours does not constitute a legal FAR rest period, you
can only be scheduled for less than 10 hours rest prior to a duty period
that does not contain an FDP.
Rest Time Summary:

• 10 hours prior to any FDP
• 30 continuous hours rest in any rolling 168-hour period prior to be-
ginning an FDP or short-call assignment.
• 56 continuous hours of rest if you travel more than 60 degrees longi-
tude during FDPs where you are away from home base for more than
168 consecutive hours. This must include three physiological nights
(0100–0700 local base time).
• The greater of 10 hours or the time spent in DH transportation, if the
DH duty exceeds the Table B limit for the DH segments considered as
if they were flying segments.

Dealing with Interrupted Rest
The FARs require eight hours of uninterrupted sleep opportunity. The PWA requires
at least eight hours of uninterrupted sleep opportunity from the time you reach your
hotel room (Section 12 G. 3. b.). If you do not have an opportunity for eight
hours of uninterrupted sleep (delayed ground transportation, for example),
you must contact Crew Tracking. This is a mandatory 117 requirement.
Further, if the required rest is interrupted for any reason, that rest period
must be reset. Noise, climate, and phone calls are examples of factors that
may be considered. The pilot is the sole authority over whether or not the
rest was interrupted.
While the Company may attempt contact, a pilot is under no obligation to

answer a call, read a note, or decipher a wake-up notification. A pilot must
determine if the contact interrupted rest, and then notify the company if
it is determined the rest period must be reset.
Once in rest, the scheduled report time is controlling. If a report time is

pushed back, the pilot’s report time will begin, and FDP calculated, as if
a short-call RAP had begun at the original report time (but the pilot isn’t
actually on short call). Rest may not be extended once it has begun, unless
it is greater than 10 hours.
Flight Time (Block)

PWA Flight Time: There is no PWA restriction on non-ocean-crossing flight
time.
For transoceanic flights, the PWA limits flight time to eight hours sched-
uled with a two-pilot complement, 12 hours scheduled with a three-pilot
complement, and no restriction with a full relief crew.
FAR 117 Flight Time: The FARs limit unaugmented flight time during a
FDP to eight or nine hours, depending on the time of report. Augmented
flights have a limitation of 13 hours for a three-pilot complement, and 17
hours for FDPs with a relief crew. There are no block limits for FRMS flights.
Note: “Legal to start/legal to finish” no longer applies for either duty time
or flight time. Prior to takeoff, you must ensure you can complete the
flight segment within both the FDP and the flight-time FAR limitations.
Cumulative Flight-Time Limits:

100 hours in any rolling 672-hour period (~28 days)
1,000 hours in any consecutive 365-day period

How to Track FAR Flight/Duty Times
FAR 117 utilizes rolling limits, which are significantly harder to track than
calendar-based times.
If you have a smartphone or tablet with either the Android or iOS operat-
ing system, there are a few apps that you can download to assist with this
task. ALPA has an app that works on both platforms; search for “ALPA
FAR 117” in your app store.
If you don’t have one of those devices, or aren’t particularly tech-savvy,

you can track your times manually using a form with time lines.
If you have a favorite 117 tracking application, let us know and we’ll be
happy to include it in our next revision.
FAR 117 Times in iCrew

You can access your running FAR 117 times in iCrew by logging in, se-
lecting “Qualifications” from the “Personnel” drop-down menu, select-
ing “Block Hours Flown,” and then entering the desired time window.

Dealing with Extensions to the Duty Period
FAR 117 “Dispatch” or “Departure”: You must be legal to complete the
flight based on the conditions present at takeoff. Thus if your flight is
planned for 3:00, and you’re near the limit of your FAR FDP limit, and
you spend an extra 30 minutes in the de-ice pad, you need recheck to see if
you can complete the flight (ETE + Taxi In) within the FDP (or any other)
limits. If not, you may not depart.
If the extension is known and required when the FDRA is signed, this sig-
nifies that each pilot has accepted the extension for that flight segment. If
the extension becomes required after pushback, FAR 117 requires the PIC
to notify the certificate holder if the extension is acceptable. Good CRM
dictates the PIC speak with all crewmembers before responding to the
Company. Extensions of the FAR 117 FDP, by any amount, always requires
concurrence of each pilot. If the decision is made to extend, it is up to each
pilot how much to extend, and this may rescinded or modified at any time.
Some important points to remember:

• Pilots on a rotation might not have the same FAR limits.
• Pre-takeoff extensions cannot cause any violation of the cumula-
tive FAR 117 limits.
Working with Dispatch/Crew Tracking to Ensure Legality

Caveat! The Company will always default to assuming you will concur
with any legal extension. If you do not concur with an extension, you must
contact Crew Tracking.
Crew Tracking, with pilot concurrence, may reduce the subsequent duty
period’s report time by up to 30 minutes to ensure FAR required rest is
achieved.
To meet a FAR legality issue, Dispatch can also adjust the flight plan to meet
either an FDP limit or flight-time limit, with the concurrence of the PIC.
The PIC must concur that any such adjustments are reasonable and
prudent, given the conditions that exist, or are expected to exist. Such
changes must have some basis in reality (no Mach 2.0 cruise speeds or
7,000 foot cruise altitudes).
Any FAR legality issues must be resolved prior to takeoff. Any LATT
and Block concerns must be resolved prior to takeoff.

“Fatigue” vs “Fit for Duty”
If you refuse an FDP extension, you will be asked if you are fatigued.
There is a subtle, but important difference between “fatigue” and “fitness
for duty” (or the lack thereof).
Fatigue is a “current event.” If you are at the gate, and cannot continue
because you are physically exhausted, for example, that would be a case
of fatigue.
On the other hand, if you are OK right this minute to depart, but due to
anticipated conditions at the departure, en route, or destination and/or
length of the duration of the flight you feel that you may be fatigued at
some time in the future, then that is a “fitness for duty” consideration. If
you feel that this is the case, you still cannot depart, as FAR 117 provides
for a “fitness for duty” check prior to any departure. Both fitness for duty
and fatigue have the same PWA application and implications.
The FAA has determined that fitness for duty determination is specific
to the assigned duties. For example, a pilot may determine he is rested and
fit to fly DTW-MSN, but not fit to fly DTW-SEA. The FAA has also deter-
mined that a pilot’s obligation is to be rested and fit for the assigned duties,
not necessarily for those duties which may be assigned (reroute, change
in crew complement, etc.). Delta policy, however, states that pilots report
rested for the entire possible FDP per table B or C (no extensions), a situa-
tion that may not be possible under all circumstances.
Crew Tracking Interaction during FDP Extensions

Pilots are reminded that any extension to the FDP requires the concur-
rence of all pilots on the rotation, not just the PIC.
If you are in a situation where an FDP extension is required to complete

the flight, you are required to conduct a “fitness for duty” check. If you
determine that you are not fit for duty, then you cannot concur to the exten-
sion, and you should so notify Crew Tracking.
“Not fit to continue” is not the same as a fatigue call. You are not required
to say you are fatigued to refuse an FDP extension, only that you are “not
fit to continue.”
Your decision to not continue will be accepted without question from

Crew Tracking. You may be directed to the OCC duty pilot to discuss
coordination of accommodations. You are not required to inform or dis-
cuss the reasons for any extension refusal any party other than your chief
pilot after a rest period has taken place. Any discussion prior to such rest
should be limited to not concurring to an extension because you don’t feel
fit for duty. OCC duty pilots are not in the “chain of command,” and are

only considered “facilitators”; they are not to discuss 117 fitness require-
ments or pay implications.
When to “Not Extend” and What Happens Next

Pilots are naturally proactive and mission-oriented. While it is operation-
ally advantageous to notify Crew Tracking ahead of time when you may
not be able to extend, you must wait to decline until the extension is ac-
tually required. You should never extend if you are fatigued or unfit to
complete the assigned duties.
Sample Statement
“After evaluating the conditions and circumstances of the flight segment, out of an
abundance of caution, I cannot certify my fitness for duty for the extended flight
duty period, and therefore decline to concur with the FDP extension:”
If you are in a position where Crew Tracking insists that you speak to
another party (besides the OCC duty pilot or Crew Accommodations) or
insists that you declare you are fatigued, simply inform them that you
are not required to do so, that you are not fit to continue, and you’ll be
happy to discuss any required clarification with your base chief pilot after
your designated FAR rest period. Note that your FAR rest period does not
begin until your company tasks (including any interaction with Crew Tracking)
are concluded.
Fitness for Duty Report

You are required by the PWA to fill out a “Fitness for Duty Report” (FFDR)
to explain an early termination of an FDP, or reasons for not extending a
FDP. This report should be completed within 48 hours of the end of the
FDP. An ASAP report is always encouraged as well, to involve the compa-
ny, the union, and the FAA in any explanation.
The FFDR is found on DeltaNet, under Flight Operations > Administra-

tion > Flight Reports. If a pilot removes themselves from duty due to fa-
tigue or fitness for duty, he or she must submit a FFDR to the Company
within 48 hours stating the circumstances that led to the pilot not being
fit for duty and therefore unable to complete the FDP as scheduled. Once
the FFDR is submitted, it will be sent to the Fitness Review Board (FRB).
If insufficient information was provided in the initial report, the pilot will
be contacted by the chief pilot and provided an opportunity to add addi-
tional information.
Each month, the FRB will meet to review each report. The FRB is com-
posed of two ALPA and two Company representatives. It is important to
note that the pay treatment defaults to “paid” unless the FRB determines the
situation differently.

If you have encountered any of the situations with Crew Tracking de-
scribed above, or any other situation that you would classify as “pilot
pushing,” please inform your LEC representatives, the Delta MEC Sched-
uling Committee, and, as soon as possible, file an ASAP report.
DAL ALPA Scheduling Committee

1-800-USA-ALPA
DALScheduling@alpa.org
From the MEC website, www.alpa.org/dal, select Pilot Report > Scheduling

What Report Time to Use
and How to Calculate FDP Limits
These questions depend on your acclimation, your report time, and the
number of legs you plan to fly.
An FDP begins when a flightcrew member is required to report for duty

and ends at block-in of the last flight segment with no expectation to fly.
At Delta Air Lines, a typical domestic rotation (no layover 30 hours or
longer) contains one series of FDPs, while many international rotations
contain more than one series of FDPs. A deadhead-only duty period is not
an FDP, by FAA definition.
A pilot is acclimated to an entire theater, and not to a specific time zone

within that theater. A pilot will most often be acclimated to the theater
which encompasses their home base when beginning a rotation. A pilot
changes theater if the ending point of an FDP is more than 60 degrees of
longitude from the FDP departure point for that series of FDPs. A pilot
must compare the longitude of the FDP end point to the longitude of the
FDP departure point to determine if he or she is travelling to a differ-
ent theater. See the Scheduling Reference Handbook, Airport Longitude
Table.
Acclimation to a theater occurs when a crewmember has been in a theater for 72

hours or has been given at least 36 consecutive hours free from duty.
Tables A (block time), B, and C (duty period) limits are determined by a

specific local time. Pilots should use the local time as follows to enter Ta-
bles A, B, and C: A pilot beginning a new series of FDPs who is acclimated
to a theater encompassing that FDP starting point should use the local
time of that FDP starting point.
Important! If the FDP starting point is within 60 degrees longitude of the

pilot’s home base, the pilot should use home base time.
Domestic Pilots
A pilot who is acclimated to his or her base when reporting for a rotation
and does not change theaters during the rotation will remain acclimated
and continue to use the local time at his or her base to determine his or her
limits throughout the rotation. A domestic category pilot is not likely to
change theaters because none of the 48 contiguous states are separated by
more than 60 degrees of longitude.
The short version is, for most cases, domestic pilots use their base re-
port time to compute FDP and block limits.

For example: If you are based in DTW, and report for an FDP in SEA, you
use the rotation report time in SEA converted to eastern time (DTW time)
to determine the limits.
If you pick up an out-of-base trip (WS/GS), you are considered based in

the city that the rotation begins.
International Pilots
• A pilot beginning a new series of FDPs who is not acclimated to a the-
ater encompassing that FDP starting point should use the local time
at the location where he or she most recently began a series of FDPs
while acclimated to a theater encompassing the FDP starting point of
that series.
For example: If you are based in ATL and fly to CDG, but do not accli-
mate, you still use ATL time to compute limits. You’ll need to convert the
CDG report time to ATL time.
The FDP limitations in Tables B and C must be reduced by 30 minutes if

the pilot is not acclimated to a theater that encompasses that individ-
ual FDP starting point.
• A pilot continuing a series of FDPs should use the local time at the lo-
cation where he or she most recently began a series of FDPs while accli-
mated to a theater encompassing the FDP starting point of that series.
For example: If you are based in ATL, and fly to CDG, but do acclimate,
you would then use the CDG time zone, as that is the place where accli-
mation occurred.
Remember: DH segments prior to a flying leg count toward the FDP, but
not as a flight segment for FAR purposes. They do count for PWA purpos-
es. DH after the last flying leg does not count for FDP or segments, either
for the FARs or PWA. This does not include DH-only duty. That has its
own rules (see Deadheads). Deadhead-only duty periods are not FDPs
under the FARs, but they are duty, and they cannot be considered rest.
For More Help

This is a tricky subject, and not particularly intuitive. There are multiple
examples of these concepts in the Scheduling Reference Handbook.
Be sure to download the Scheduling Reference Handbook from the Delta

MEC website at: www.alpa.org/dal/Committees/Scheduling.
The Scheduling Reference Handbook is located on your company-is-

sued device in the content locker under the “PWA and Supporting Doc-
uments” folder.

Rescheduling, Reroutes,
and Changes to Report Times
Prior to the Beginning of a Flight Duty Period
Changes to an FDP report time once it has been assigned essentially con-
verts the pilot into either a “long call” or “short call” reserve pilot, and
mirrors those rules:
10 Hours or More Prior to Report

If you receive 10 or more hours notice prior to the new report time, the
FDP limit is based on the new report time. This mirrors the 10 hours rest
before an FDP for long-call reserves, and includes the proviso for an eight-
hour sleep opportunity.
Less Than 10 Hours to Report

If your report time is rescheduled, and you receive less than 10 hours’ no-
tice, the rescheduled FDP will be treated similar to a “short call reserve,”
with a RAP start time at the original report time of the FDP (noted on the
rotation as “Pay/Actual Report”). The new FDP will be based on the re-
scheduled report time (noted as “airport report time”), but the RAP is
considered to have begun at the original report time. The combination
of new FDP and RAP cannot exceed the FDP limit plus four hours. The
combination of FDP and RAP cannot exceed 16 hours for unaugmented
operations.
When there is a change of your rotation report time within 10 hours of the
originally scheduled report, an “Airport Report Time” will be displayed
on your rotation below “Pay/Actual Report Time” as noted above.
This will require some mental math on your part. In essence, your origi-
nal “Actual Report Time” represents the beginning of a pseudo-RAP and
the “Airport Report Time” represents the report time for the rescheduled
FDP.
To figure out your new FDP limit (the lesser value is most restrictive):
• Convert your “Airport Report Time” to your last acclimated city, and
enter table B or C with the number of flight segments.
• Your FDP must end at the new report time (“Airport Report Time”)
plus the FDP (from table B or C)
• And determine:
Unaugmented: The original report time (IE “Actual Report Time”) Ta-
ble B value + four hours (not to exceed 16 hours)
Augmented: The original report time (IE “Actual Report Time) Table
C value + four hours.

Remember, the lesser value is most restrictive!
Exception: If the FDP intrudes into the pilot’s window of circadian low,
the company must provide 12 hours’ notice, not 10, to use “long call”
rules.
Note: The company is free to disregard the above, and keep the report at
the original scheduled time. All flying must be done within the original
FDP limit. Reference FAR 117.21.d.
During the FDP

General
You cannot be rerouted into an extension, a reroute must be legal at the
time of notification
Diversions
Segments flown due to a diversion do not count as an “extra” segment,
nor do they cause a recalculation of the FDP if you continue to the original
destination. You must, however, still finish within the original FDP limits,
with any extensions applied, provided that each crewmember determines
they are fit to extend.
Additional Legs
The FDP must be recalculated using the original report time and the new
total number of legs during the FDP.
Deleted Legs
The FDP must be recalculated using the original report time and the new
number of legs.
Deadheads
You cannot be rerouted into a flying leg during a deadhead-only duty pe-
riod. If you have had 10 hours of rest prior to report, you can be rerouted
to fly as long as you are contacted no later than report. After report you
may not be rerouted to fly. Once the flight departs, you cannot be rerouted
to fly.
You cannot be rerouted into a flying leg from a DH leg after the block-in
of the last flying leg, unless you were notified prior to your FDP ending.
You can be rerouted into a flying leg from a DH leg if the DH leg is prior to
a scheduled flying leg. Any change in the number of flying legs requires
recalculation of the FDP limits.

Return-to-Gate Cancellations
If, prior to takeoff, the flight cancels and you return to the gate, the leg
does not count as a flight segment.
Unscheduled Augmentation
The FDP limits cannot be changed after report time by augmenting the
crew.
Anticipated Completion of Flight Duty Period

The Company must give some reasonable expectation, with constructive
notification, of flying past the scheduled end of an FDP prior to block-in of
the last flying leg to be rescheduled past the end of the FDP. Rescheduling
of the FDP must occur prior to the end of the FDP, which terminates at
block-in of the last flying leg where there is no further expectation of air-
craft movement. An FDP cannot be restarted after block-in, and requires
10 hours’ rest prior to the next FDP.

Notes:

Latest Allowable Takeoff Time (LATT)
A significant change that FAR 117 has implemented is the elimination of
“legal to start, legal to finish.” When you advance the throttles for takeoff,
the ETE and taxi-in times as displayed on your flight plan must show
your flight within both the specified FDP (with any legal extensions) and
the specified flight-time limit (block) for the day. The flight plan must be
reasonable for the conditions expected.
Because of this, we need to know when is the latest time we can depart
and still remain within these two limits. That time is known as the latest
allowable takeoff time, or LATT.
There are two different kinds of LATT, one for duty time, and another
for flight (block) time. After block out, the earliest LATT controls!
FDP LATT
To compute your LATT to remain within your FDP, there are four num-
bers you need to know: Your report time, your allowable flight duty peri-
od, your estimated time en route, and your taxi-in time.
Report time and FDP limits can be found on your rotation.
The ETE and taxi-in time can be found on the release for your flight. These
are the only times that can be used for LATT calculations. If they change, a
new flight plan is required.
iCrew Rotation Display

Report Time
Unextended FDP Limit/Max Extend-

ed FDP Limit/Max Block
Note: Each pilot has separate limits
Estimated Time En Route (ETE) Taxi-In Time

(Found in multiple spots) (Found at the bottom of the
fuel-planning block)

To calculate your FDP LATT, complete the following:
Report time + FDP – ETE – taxi-in time = FDP LATT
From this LATT, you can apply any legal extensions, as determined by
your individual situation.
Note: Legal extensions can be affected by previous extensions, reserve

duty, or cumulative duty limits!
The flight plan addendum includes this calculation, based on company

data:
The first line indicates the LATT with the basic FDP limit applied. The sec-
ond line indicates the LATT with the maximum legal extension (up to two
hours) applied, which requires pilot concurrence. Depending on fitness,
the pilot may choose to reduce the extension applied, or not concur with
any extension at all.
Flight-Time LATT (Block Time)

Computing the flight-time LATT is a bit trickier, since you can’t do it until
you block out. Once blocked out, your taxi time counts toward your flight
time limit.
To compute the flight-time LATT, complete the following:

Block out time + block time limit – time already flown in the FDP – ETE –
taxi-in = flight-time LATT
Example: Out at 1500z + 9:00 fight-time limit – 4:00 hours already flown –
3:30 ETE – 0:05 taxi-in = flight-time LATT of 16:25z
Fortunately, the company provides a calculation form with most of the

math already done, for each pilot, with the updated weather briefing:

After block out, enter the “block out” time in the “out” space, add the
“max taxi” and this will provide the flight-time LATT. Note, the “max taxi”
number is calculated by subtracting the ETE and taxi in time from your remain-
ing flight time in the FDP.
ACARS Notification
If it is determined that any required crewmember has a computed LATT,
flight time (block), or max extended flight duty period (FDP) within 30
minutes of the current time, an ACARS message will be automatically
sent to the aircraft providing the LATT time and the employee number of
the affected crewmember.
The message will include the employee number, date, LATT (in zulu) and
if the LATT is an FDP or block limit. FDP limits will note if any extension
is applied.

FAR Part 117 Reserve Limits
Notifications to assignments: Crew Scheduling must attempt to call a
pilot at all numbers listed in DBMS for any assignment (rotation, short
call, rest) unless:
• Assignment is shown on the pilot’s line at the required prerelease

schedule check,
• Assignment is placed on the pilot’s schedule no later than nine hours
before the start of an on-call day, which follows a non-fly day. This
is normally 1500 on the non-fly day prior to the on-call day, but may
vary based on the time a pilot’s non-fly status ends (for example, after
a 56 hour rest period or GS payback days).
• A training day is not a non-fly day, and the above rules do not apply.
Prerelease Schedule Checks: Reserve pilots are still required to check

their schedule via iCREW or IVR prior to release from their rotations.
During this prerelease schedule check, they may be only be assigned:
• A rotation reporting as soon as 12 hours after release
• Short call beginning as soon as 12 hours
• Rest beginning immediately upon release
• Since the pilot’s FDP has ended, they cannot be assigned additional
flying for the just-ended FDP during this check
If not assigned any of the above, the pilot transitions back to long-call status
at their release time. There is no automatic “rest after release” unless some
compensatory rest is required.
Long-Call Reserve
Coming off a non-fly day other than vacation (X-Day, etc.):
The requirement to perform a schedule check coming off a non-fly day
has been eliminated. The earliest report that can be assigned is 1000 (as-
suming on-call day began at 0000 + 10 hours mandatory prerotation rest),
provided the assignment is made nine hours prior to the end of the last
non-fly day.
Trip Assignments
Long-call trip assignment notification is 12 hours to report. There is no
longer a requirement to acknowledge any long-call reserve assignments.
You are expected to notify Crew Scheduling if you cannot report or are
unfit for duty at least three hours prior to report.
Conversion to Short Call

Notification for conversion to short-call reserve is 12 hours, same as long-
call trip assignments. There is no acknowledgment requirement.

If Assigned a Rest Period
On the prerelease schedule check, a pilot may assigned to begin rest upon
release, or via direct telephone contact may be placed on rest immediately.
If not contacted directly by Crew Scheduling, a pilot will have such rest
period begin no earlier than two hours following the first attempted con-
tact. In such case, the pilot must inform the Company within nine hours
of first attempted contact if he or she was unable to begin the rest period
as scheduled.

Short-Call Reserve Availability Periods (RAPS)
Maximum short-call RAP = 12 hours
Must be promptly available for contact
Must have 10 hours of prospective rest assigned before start of short-call

RAP.
Short-Call Reserve FDP Limits

Unaugmented Ops (two-pilot crew)
Four “clocks” limit the length of the FDP on short-call reserve for unaug-
mented ops:
The limit is the earlier of:

• Table B limit (based on rotation report time) + four hours, beginning
at RAP start time
• 16 hours,* beginning at RAP start time (RAP + FDP)
*This may be extended to 18 hours per FAR 117, but Delta does not
extend these type of periods.
• Table B limit, beginning at FDP report time (extendable by up to two
hours with pilot concurrence)
• PWA scheduled duty day limits, which begin at FDP report time
Note: Extensions cannot cause any exceedance of cumulative limits!
Augmented Ops (three- or four-pilot crew)

Three “clocks” limit the length of the FDP on short-call reserve
• Table C limit (based on rotation report time) + four hours, beginning
at RAP start time
• Table C limit, beginning at FDP report time
(Both of these limits are extendable by up to two hours with PIC concur-
rence)
• PWA scheduled duty day limits, which begin at FDP report time
Note: Extensions cannot cause any exceedance of cumulative limits!

What Am I Looking At? (Rotations)
Rotations as they appear in the bid packages:
Report Time
Scheduled FDP/FAR Max

FDP (with no extention)
PWA FDP/PWA Max
Scheduled FDP
Scheduled Block/FAR
Max Block
Total FDP for Rotations
Note: All FDP times on bid packet rotations are unextended.
Rotations as they appear and print from iCrew:

A
B
C
D
E
F
Important Numbers:
A: This is your scheduled and actual report time (check-in time for first
day). These numbers may be different due to rest requirements.
B: Layover city, scheduled rest, hotel and total block
C: PWA data for “A” pilot. Top line represents scheduled FDP (12:09),
max scheduled PWA FDP (13:30), and max extended FDP (16:00).
D: FAR data for “A” pilot. Bottom line represents the max FAR unex-
tended FDP (14:00), max FAR extended FDP (16:00) and max block time
(9:00). This line also shows last acclimated city and rest facility class on
which the FDP is based.
E: PWA and FAR FDP data for “B” pilot.
Note: Crewmember limits may be different, and might not be able to
extend the full two hours, depending on their own circumstances.
F: Report time for subsequent day. Pay and actual report times may be
different due to rest circumstances. “Actual Report” represents actual
report time. “Airport Report Time” appears if you were rescheduled
within 10 hours of report (See Rescheduling, Reroutes, and Changes to
Report Times). If these values have been changed by Crew Scheduling,
they will be prefaced by “New.”

FAR Part 117 Unaugmented (Two-Pilot Crew)
Non-Transoceanic
Limits within a Flight Duty Period:
Flight Time (from Table A)

ACCLIMATED REPORT TIME MAX FLIGHT TIME
0000–0459, 2000–2359 8 hours
0500–1959 9 hours
Daily Flight Duty Period Limits (hours) Table B

When reporting not acclimated—reduce Part 117 limit by .5 hours
REPORT TIME 1–2 LEGS 3 LEGS 4 LEGS 5 LEGS 6 LEGS 7+ LEGS
00:00–03:59 9 9 9 9 9 9
04:00–04:59 10 10 10 9 9 9
05:00–05:59 12 12 12 11.5 11 10.5
06:00–06:59 13 12 12 11.5 11 10.5
07:00–11:59 14 13 13 12.5 12 11.5
12:00–12:59 13 13 13 12.5 12 11.5
13:00–16:59 12 12 12 11.5 11 10.5
17:00–20:59 12 11 11 10 9 9
21:00–21:59 12 11 11 10 9 9
22:00–22:59 11 10 10 9 9 9
23:00–23:59 10 10 9 9 9 9
FDPs are report in to block-in.
Note: Scheduled maximum duty is 30 minutes less.

Note: Operating within the U.S. 48: Acclimated time is always your base
time.
Before Takeoff Extensions:

• No flight time limit extensions allowed before takeoff. Flight times are hard
limits.
• FDP limit extensions allowed up to two hours over Part 117 limits
with all pilots’ concurrence. Pilots must refuse if unfit to extend,
and not all crewmembers may be able to extend due to previous
extensions or cumulative limits.
• FDP limit extensions over 30 minutes only once between 30-hour rest
periods.
• Cumulative limits cannot be exceeded.
• Extensions can be modified by pilots at any time within above
rules.

After Takeoff Extensions:
• As necessary to safely land the aircraft at the destination or alternate
• FDP limit extensions over 30 minutes only once between 30 hour rest
periods
Out of Duty Time/Block Time?

FDP and block times must be within limits at takeoff. You must verify you
can complete your flight within limits prior to takeoff. Dispatch may attempt
to reduce scheduled block time in any way possible to remain legal. It is up
to the PIC to determine what is “reasonable and appropriate.” If you project
over any daily or cumulative FAR limit, you must not continue.
Before any FDP or Short-Call RAP:

• 10 hours rest, including an eight-hour uninterrupted sleep opportu-
nity, immediately prior to beginning any rotation or short-call period
(not required prior to rotation assigned during a short-call period).
• Minimum rest cannot be reduced!
• 30 hours’ rest in the past 168 rolling hours (~7 days)
• Rest is free of duty, and begins at release (30 min after block-in)
• DH after flight is not part of the FDP, but is part of the PWA duty pe-
riod and is not rest
• DH before flight is part of the FDP
• DH only is not a FDP, but determines acclimation status
• After DH that exceeds Table B Flight Duty Period: Rest = DH length or
10 hours (greater)
Consecutive Night Ops

No more than three consecutive WOCLs (window of circadian low: 0200–
0559 acclimated time) interrupted by FDPs. If flown into three WOCLs,
then the pilot is not required to fly into the following two WOCLs (other
than as late operations).
Cumulative Limits:
Flight Time
- 100 hours in rolling 672 hours (~28 days)
- 1,000 hours in rolling 365 calendar days
Flight Duty Period Hours

- 60 FDP hours in rolling 168 hours (~7 days)

FAR Part 117 Unaugmented (Two-Pilot Crew)
Transoceanic
Flight Time:
• No more than eight hours flight time (PWA restriction)
• Limited to two segments (PWA restriction)
• FAR 117 flight-time limits (from Table A):
◊ 0000–0459 and 2000–2359 acclimated report time, eight hours
max flight time
◊ 0500–1959 acclimated report time, nine hours max flight time
Daily Flight Duty Period Limits (hours) Table B

When reporting not acclimated—reduce Part 117 limit by .5 hours
FDP Limits
REPORT TIME 1–2 LEGS
00:00–03:59 9
04:00–04:59 10
05:00–05:59 12
06:00–06:59 13
07:00–11:59 14
12:00–12:59 13
13:00–16:59 12
17:00–20:59 12
21:00–21:59 12
22:00–22:59 11
23:00–23:59 10
PWA scheduled maximum duty is 30 minutes less.

• No flight time limit extensions allowed before takeoff.
• Flight times are hard limits.
with pilot concurrence. Pilots must refuse if unfit to extend.
periods.
• Cumulative limits cannot be exceeded.
• Extensions can be modified by pilots at any time within above rules.

• As necessary to safely land the aircraft at the destination or alternate.
periods

can complete your flight within limits prior to takeoff. Dispatch may attempt
to reduce scheduled block time in any way possible to remain legal. It is up
to the PIC to determine what is “reasonable and appropriate.” If you project
over any daily or cumulative FAR limit, you must not continue.
Rest
Before any FDP or short-call RAP:
• 10 hours’ rest, including eight-hour uninterrupted sleep opportunity,
prior to beginning any rotation or short-call period. (not required pri-
or to rotation assigned during a short-call period). Cannot be reduced!
• 30 hours’ rest in the past 168 rolling hours (~7 days)
• DH only is not a FDP, but determines acclimation status
• After DH that exceeds Table B Flight Duty Period: Rest = DH length or
10 hours (greater)
• Rest is free of duty, and begins at release (30 minutes after block-in),
except for reserves who transition to long call.
Post Rotation Rest

Pilots finishing a trip of greater than 168 hours TAFB in which they trav-
eled more than 60 degrees of longitude require a minimum of 56 hours
rest upon return to base, including three physiological nights (0100–0700
base time). This rest is inviolate, and cannot be reduced.

No more than three consecutive WOCLs (window of circadian low, 0200–
then the pilot is not required not fly into the following two WOCLs other
than as late operations.
Cumulative Limits:
Flight Time
- 100 hours in rolling 672 hours (~28 days)
- 1,000 hours in rolling 365 calendar days
Flight Duty Period Hours


FAR Part 117 Augmented (Three-Pilot Crew)
Transoceanic
Flight Time:
• No more than 12 hours scheduled per duty period (PWA restriction)
• Limited to two segments (PWA restriction)
• FAR 117 limit of 13 hours per duty period
Daily Flight Duty Period Limits Table C

When reporting not acclimated—reduce by 0.5 hours
SCHEDULED MAXIMUM FLIGHT DUTY PERIOD (HOURS)
REPORT TIME BASED ON REST FACILITY CLASS
(ACCLIMATED) CLASS 1 CLASS 2 CLASS 3
0000–0559 15 14 13
0600–0659 16 15 14
0700–1259 17 16.5 15
1300–1659 16 15 14
1700–2359 15 14 13

• No flight time limit extensions allowed before takeoff.
• Flight times are hard limits.
• FDP limit extensions allowed up to 2 hours over Part 117 limits with
pilot concurrence. Pilots must refuse if unfit to extend.
periods
• Cumulative limits cannot be exceeded
• Extensions can be modified by pilot at any time within above rules

periods

can complete your flight within limits prior to takeoff. Dispatch may at-
tempt to reduce scheduled block time in any way possible to remain legal.
It is up to the PIC to determine what is “reasonable and appropriate.” If you
project over any daily or cumulative FAR limit, you must not continue.

Rest-Augmented (Three-Pilot Crew)
prior to beginning any rotation or short-call period (not required pri-
• 30 hours rest in the past 168 rolling hours (~7 days)
• Rest is free of duty, and begins at release (30 min after block-in). except
for reserves who transition to long call DH after flight is not part of
the FDP, but is part of the PWA duty period and is not rest
• DH only is not a FDP, but determines acclimation status, change of
theater, and time zone for Table C
Post Rotation Rest


No more than three consecutive WOCLs (window of circadian low, 0200–
then pilot not required not fly into the following two WOCLs (reducible
to one at pilot discretion).
Theater and Acclimation

• Theater is a geographical area in which the FDP departure and arriv-
al point differ by 60 degrees longitude or less.
• Acclimated means the pilot has been in a theater for 72 hours or has
been free from duty for 36 hours.
Changing Augmentation
• An FDP cannot be extended by modifying the augmentation (e.g., add-
ing a third pilot to a delayed flight).
• An FDP can be reduced if the augmentation is changed (e.g., third pilot
calls in sick with no reserve available, and trip is legal for two-pilot ops).
• An FDP can be modified or recalculated if the rest facility is changed
(e.g., a MEL is fixed, taking the rest facility from a Class 3 to a Class 2).
• If an FDP is modified due to changing the augmentation, a pilot is ex-
pected to be able to fly a legal segment but, as always, changing condi-
tions and circumstances warrant a self-evaluation on fitness to fly.
Cumulative Limits:
Flight Time Flight Duty Period Hours
100 hours in rolling 672 hours 60 FDP hours in rolling 168 hours 1,000
hours in rolling 365 calendar days 190 FDP hours in rolling 672 hours
168 hours = ~7 days, 672 hours = ~ 28 days

FAR Part 117 Augmented (Four-Pilot Crew)
Non-FRMS
(excl. MAC Flights)
Flight Time:
No more than 17 hours in an FDP (FAR 117 limit)
Daily Flight Duty Period Limits Table C

When reporting not acclimated—reduce by .5 hours
SCHEDULED MAXIMUM FLIGHT DUTY PERIOD (HOURS)
REPORT TIME BASED ON REST FACILITY CLASS
(ACCLIMATED) CLASS 1 CLASS 2 CLASS 3
0000–0559 17 15.5 13.5
0600–0659 18.5 16.5 14.5
0700–1259 19 18 15.5
1300–1659 18.5 16.5 14.5
1700–2359 17 15.5 13.5

• No flight time limit extensions allowed before takeoff. Flight times are hard
limits.
periods
• Cumulative limits can not be exceeded
• Extensions can be modified by PIC at any time within above rules

periods

can complete your flight within limits prior to takeoff. Dispatch may at-
tempt to reduce scheduled block time in any way possible to remain legal.
It is up to the PIC to determine what is “reasonable and appropriate.” If you
project over any daily or cumulative FAR limit, you must not continue.

Rest-Augmented (Four-Pilot Crew) Non-FRMS
prior to beginning any rotation or short-call period (not required pri-
• Rest is free of duty, and begins at release (30 min after block-in) except
for reserves who transition to long call.
Post Rotation Rest


• Theater is a geographical area in which the FDP Departure and arriv-
al point differ by 60 degrees longitude or less.
• Acclimated means the pilot has been in a theater for 72 hours or has
been free from duty for 36 hours
Changing Augmentation
• An FDP cannot be extended by modifying the augmentation (e.g., add-
ing a third pilot to a delayed flight).
• An FDP can be reduced if the augmentation is changed (e.g., third pilot
calls in sick with no reserve available, and trip is legal for two-pilot ops).
• An FDP can be modified or recalculated if the rest facility is changed
(e.g., an MEL is fixed, taking the rest facility from a Class 3 to a Class 2).
• If an FDP is modified due to changing the augmentation, a pilot is ex-
pected to be able to fly a legal segment, but as always, changing condi-
tions and circumstances warrant a self-evaluation on fitness to fly.
Cumulative Limits:
Flight Time Flight Duty Period Hours
100 hours in rolling 672 hours 60 FDP hours in rolling 168 hours
1,000 hours in rolling 365 calendar days 190 FDP hours in rolling 672 hours
168 hours = ~7 days, 672 hours = ~ 28 days
FAR Part 117 Augmented (Four-Pilot Crew) FRMS
Certain B-777/350 flights operate under FRMS rules, with four-pilot
crew complement (see bid package).
FRMS (Fatigue Risk Management System)

• Custom FAR carve outs for specific ultra-long-haul ops
• Can only be used for four-pilot ops
• No flight-time limit
PWA Maximum FDP

The PWA scheduling limit for FRMS FDPs (four-pilot crew, one scheduled
landing) is the time of scheduled report to scheduled block-in (generally
scheduled block time plus 90 minutes). Pilots will not be required to remain
on such FDP more than two hours beyond this scheduling limit. (Reference Sec-
tion 12 d. 1. exception 2.)
FAR Maximum FDP

20.5 hours
FAR Maximum FDP with Two-Hour Extension

22.5 hours
Out of Duty Time?

FDPs must be within limits at takeoff. You must verify you can complete
your flight within limits prior to takeoff. Dispatch may attempt to reduce
scheduled block time in any way possible to remain legal. It is up to the
PIC to determine what is “reasonable and appropriate.” If you project over
any daily or cumulative FAR limit, you must not continue.


• There are no flight-time limits on FRMS flights.
periods
• Cumulative limits can not be exceeded
• Extensions can be modified by PIC at any time within above rules

Rest-Augmented (Four-Pilot Crew) FRMS
Before any FDP or RAP:
• Planned pre-duty rest, based on the table below.
• Rest is free of duty and does not start until 30 minutes after block-in,
except for reserves who transition to long-call
• DH after flight is not part of the FDP, but is part of the PWA duty
period and is not rest
Pre-Rotation Rest
Further, pilots operating under FRMS must have pre-rotation rest as
follows:
PLANNED/MINIMUM
FRMS OPERATION PRE DUTY RES*
ATL-JNB 24/18 hours
JNB-ATL 48/40 hours
0700–1659L from U.S. 24/13 hours
1700–0659L from U.S. 24/20 hours
Anytime to the U.S.
24/20 hours
(except from JNB)
*Note: Planned rest must be prospectively scheduled. Reduced rest
cannot be scheduled, even for reserves. Minimum rest only applies be-
tween two previously scheduled trips that experience delays.
Post Rotation Rest

Pilots finishing a FRMS trip require a minimum of 56 hours’ rest upon re-
turn to base, including three physiological nights (0100–0700 base time).
This rest is inviolate, and cannot be reduced.

Acclimated—In a theater for 72 hours or free from duty for 36 hours.
Theater—A geographical area where the FDP departure and arrival point
differ by 60 degrees longitude or less.

FAR 117 LATT Quick Calculation Forms
FAR 117 LATT Quick Calculation Form
Flight:_____________ Date:_____________ Report:___________________
FDP Limit:___________________________ Flight-Time Limit:__________
FDP LATT (complete before block out):

Report time + FDP limit – ETE – taxi-in = FDP LATT
________ __________ _________ _________ _________
Flight-Time LATT (complete after block out)
________ __________ _________ _________ _________
Block out + flight time remaining – ETE – taxi-in = FT LATT
After block out, earliest time controls!

________ __________ _________ _________ _________
________ __________ _________ _________ _________
PWA Duty Time Latest Block Out (LBO)


________ __________ _________ _________ _________
________ __________ _________ _________ _________

________ __________ _________ _________ _________
________ __________ _________ _________ _________

Notes:


Delta Mec: Quick Reference Guide FAR 117

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DELTA MEC

Quick Reference Guide

• 1-800-USA-ALPA, ask for the Scheduling Committee

Be sure to download the Scheduling Reference Handbook from the

The Scheduling Reference Handbook is also located on your com-

Dealing with Interrupted Rest. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Flight Time (Block) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

How to Track FAR Flight/Duty Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Dealing with Extensions to the Duty Period. . . . . . . . . . . . . . . . . . . . . . . . . 9

What Report Time to Use and How to Calculate FDP Limits. . . . . . . . . . 13

Rescheduling, Reroutes, and Changes to Report Times . . . . . . . . . . . . . . 15

Latest Allowable Takeoff Time (LATT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

FAR Part 117 Reserve Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Short-Call Reserve Availability Periods (RAPS). . . . . . . . . . . . . . . . . . . . . 24

What Am I Looking At? (Rotations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

FAR Part 117 Unaugmented (Two-Pilot Crew) Non-Transoceanic. . . . . . 26

FAR Part 117 Unaugmented (Two-Pilot Crew) Transoceanic. . . . . . . . . . 28

FAR Part 117 Augmented (Three-Pilot Crew) Transoceanic. . . . . . . . . . . 30

FAR Part 117 Augmented (Four-Pilot Crew) Non-FRMS. . . . . . . . . . . . . . 32

Rest-Augmented (Four-Pilot Crew) Non-FRMS . . . . . . . . . . . . . . . . . . . . . 33

FAR Part 117 Augmented (Four-Pilot Crew) FRMS . . . . . . . . . . . . . . . . . . 34

Rest-Augmented (Four-Pilot Crew) FRMS. . . . . . . . . . . . . . . . . . . . . . . . . . 35

FAR 117 LATT Quick Calculation Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . 36

March 2018 Delta MEC Quick Reference Guide FAR 117 • i

What’s New in This Edition:

FAR 117 Reminders

Company-assigned deadheading is not rest in any circumstance.

FAR flight-time limits are “rolling limits” vs “calendar limits.”

FAR 117 has no distinction between international and domestic. It bases

FAR 117 “Table B” is used for unaugmented operations.

March 2018 Delta MEC Quick Reference Guide FAR 117 • 1

PWA: Pilot working agreement (the contract).

The allowable length of a FAR FDP is determined by the time of report,

Example: Joe B. O’Donuts is assigned a short-call reserve period that

2 • Delta MEC Quick Reference Guide FAR 117 March 2018

Extensions to the Duty Day under FAR 117

Cumulative Duty Limits:

Gotcha! You cannot be rerouted into an extension. An extension cannot

March 2018 Delta MEC Quick Reference Guide FAR 117 • 3

Deadhead before flying

Deadhead after flying

4 • Delta MEC Quick Reference Guide FAR 117 March 2018

Note: All rest must be prospectively assigned (meaning ahead of time). In

PWA and FAR Differences

In-base break in duty after a transoceanic duty period must be at least 13

March 2018 Delta MEC Quick Reference Guide FAR 117 • 5

Rest Time Summary:

6 • Delta MEC Quick Reference Guide FAR 117 March 2018

While the Company may attempt contact, a pilot is under no obligation to

Once in rest, the scheduled report time is controlling. If a report time is

Flight Time (Block)

Cumulative Flight-Time Limits:

March 2018 Delta MEC Quick Reference Guide FAR 117 • 7

If you don’t have one of those devices, or aren’t particularly tech-savvy,

FAR 117 Times in iCrew

8 • Delta MEC Quick Reference Guide FAR 117 March 2018

Some important points to remember:

Working with Dispatch/Crew Tracking to Ensure Legality

March 2018 Delta MEC Quick Reference Guide FAR 117 • 9

Crew Tracking Interaction during FDP Extensions

If you are in a situation where an FDP extension is required to complete

Your decision to not continue will be accepted without question from