16 HR Rest requirement

[100-1/2]

That's 10 hours for 2-Pilot Crew. SIC in non type certificated aircraft has been known NOT to qualify, except for low-mins Captains on scheduled commuters (ie. PA31, Caravan, C402) even then, that is an AUTOPILOT/APPROACH requirement and in no way related to flight time limits. "Ride-Along" Commercial Pilot's not appropriately holding 135.293/297/299 AS 'SIC' do not buy you into the 10 hour limit.

Single Pilot's are limited to 8 SCHEDULED Hours. The eight hour lapse provision is for UNSCHEDULED Weather/mechanical disruptions. Scheduling a 3 hour position leg to GA to fly 4 hours to ND and then return to PTK on a 2.5 hour leg is PLAIN AND SIMPLY A BUST!!!

NO CERTIFICATE HOLDER MAY SCHEDULE/PERMIT....

NO FLIGHT CREW MAY ACCEPT....

100-1/2

 

[Bugsmasher Plus]

I would agree. It is perfectly legal to fly a 14 hour 135 duty day and 9.0 of 135 flying (2 pilot crew). Get out of the aircraft, get a cup of coffee and fly the owner of the aircraft (or other part 91) another 2 hours (11 hours total). If your company also manages the aircraft, they can assign you this part 91 duty as well.

This can be assigned by the certificate holder as part 91 flying (while not rest, it is not 135 flight duty, and therefore does not generate the need for rest). You would be required to have 10 hours of rest in 24 hours throughout and at the completion of your 135 flying. Once your last 135 leg is over, you can continue to fly assigned part 91 as long as you are not acting careless or reckless (fatigued for example), it is legal. You run into problems when it comes to your next 135 trip. Then all part 91 flying (commercial) is counted 10 in 24, and the part 91 flying assigned by the company cannot be counted as rest.

While not the popular view for crew, that is the standard that our current FSDO/POI and all other POI's I've talked to have agreed with. Some companies seem to abuse this, and come up with 16 hour duty day rules, etc or to make crews fly over 10 hours or 14 hour duty a standard practice. While potentially abusive, it's legal. As long as they don't count the assigned part 91 flying as rest.

This is 100% correct.

Rest is prospective in nature and is required to operate the 135 (or 121) flight. Once the flight or series of flights is complete, any part 91 (not 91K) flying is only subject to 91.13. (careless and reckless) and otherwise legal to operate. You would need to have the proper rest going into the next 135 (or 121) segment.

There are lots of back yard and FBO opinions on this, but legal interpretations have backed this up repeatedly.