I understand the regs completely! They are a vague and anybody who has been around aviation knows that if you ask 3 feds, you will get 3 different answers. Thus, we always ask our POI for clarification, which you will hardly ever get in written form. We know how to exploit every loop hole or at least make sure they don't exploit us.
As far as flight duty time stuff, I will go one step further. I was in ELP one day and happen to be talking to a guy that turned out to be with the ABQ FSDO (never seen feds in jeans before). As this subject came up he pretty much agreed with our and our POIs take on this. He did add, what you can legally do is not always what is safest and that of course you should use good judgement before accepting any flight assignment.
For someone that "understands" the regulation so well, you have apparently missed the basic fact that anything you get at the FSDO level, in writing or verbal, from your POI or otherwise, carries no weight and is in no way defensible under the regulation. The "interpretations" you've received from the various FSDO-level personnel carry the weight of a personal opinion, nothing more...in other words, they mean nothing. That the FAA doesn't understand the regulation, and often doesn't apply it correctly, is no excuse for you to not understand it correctly. It's also not exactly news, or rocket science.
You know how to exploit every loophole, do you? Aren't you just the thriving ball of experience. Hardly a professional...but then what do we expect from the man that ran his own maintenance shop for five years, all the while paying a gaggle of mechanics that worked three hours, for eight hours of work. Not the brightest apparently, either.
I've read a few of your posts here, and I think you're the same private pilot character that flies his own airplane into ice and brags about it, threatens members of the site, and keeps coming back under a different name. One who others herein claim they have "owned" whatever that may mean.
Depending on the specific regualtion (again, you failed to cite a specific circumstance...can you do that?), the 24 hour period in which we look for flight time may be a callendar day for a crew with regularly scheduled duty under 135, or it may be a 24 hour look back period. The way in which personal flying before and after that period works with the regulation is directly tied to the type of operation.
Personal flying done before your duty period begins doesn't affect your flight totals for the day, but any commercial flying (including flight instruction, according to the FAA) does affect those totals. Unless you're a regularly scheduled crewmember, in which case the sliding 24 hour ruler doesn't apply, but the callendar day does.
You wanna fly your cherokee to work and then go to work, fine. Legally you can do that. Unless it becomes an issue with rest or fatigue, and you put yourself in a situation in which you might be accused or careless or reckless behavior on the ground or in flight. The purpose of the regulation's under discussion is specifically to limit the flying you can do commercially. Period. If you can legally fly more and do so, but compromise safety, you are then beholden to regulations addressing safety. Each in it's turn.
No need to seek out loopholes. Compliance with the regulation is simple, as is understanding the regulation. Those who seek to exploit the regulation at ever turn need to have their own professionalism examined...but our friend 7,100 hour learjet wannabe without the ATP...you're no professional, nor are you who or what you claim to be...that much is clearly in evidence. Attack away, mate.
