Ask your POI.

don't get to make up their own interpretations.  That is left to Legal in DC.

And the union is following that direct guidance

not allowed, maybe, yes, no, and so on.

You guys are engaging in circular arguments of the thinnest sort; not to say the FAA doesn't.  

If you are concerned about the legality of any >14 undertaking just say you're too tired, put the helicopter to bed, and get a room.  If your company wants to get nastty take it to the FAA. 

Don't have the stones for it?  You need a new line of work.  Don't ever be hesitant to push any concern up the ladder, it's what the ladder is for.

POIs don't get to make up their own interpretations.

POIs put their own spin on regulations quite regularly in some districts.

The all powerful "careless and reckless" can come to play so be mindful of what is prudent, and what is not prudent.

There are a few Catch 22s in the FARs.  

Best place to start?  A full understanding of Part 1, front to back.  That sets the basis for your understanding of each word in each reg, hopefully!

You exceed 14 hours the FAA ramp check will require you can prove that you "planned" to complete the flight assignment within "14 hours." If you can't, welcome the violation.

24-10=14.....Mary doesn't change and neither does your being WRONG all the time Mr Mayors....

had three ramp checks in over 50 years of flying.  They were all courteous and nothing came of them but they all happened when I least suspected them so having one's ducks in line is definitely worth it.  On one the fellow asked what my filed IFR alternate had been.  His comment was, "that's reasonable" so don't think they can't figure things out.  Just sayin'.

are sporting enough to just do what you proffer then do it if your operator has no objection. 

Know this please:  If the FAA decide they don't like what you do/did they will get involved.  Nothing like having a bunch of beurocrats digging in to things.  That's when you'll wish there were more specific guidance on it and not just 'interpretations'.

My approach is to read the rules, don't read in to them.  Whatever that means to you and your operator is what is going to spell your not getting in to a contest with the Feds.  Remember, the Feds have big teeth, and they print all the money they want (on our backs).

a critical point, that being just because a rule does or does not say something does not mean one choice or the other is available to be exercised.  I know, wishy-washy, but it isn't when you have to defend yourself.

getting the idea you may be offerring the idea that person who goes over 14 under Part 91 can work another 2-3, maybe 5 hours. 

Let's say that individual got up two hours before reporting for duty, did his 14, then some Part 91, on behalf of his employer, or possibly at the direction or insistence of his or her employer, and, voila, there comes some incident or hopefully not an accident.  Don't think the FAA will not look at fatigue and possibly operating in a careless or reckless manner as a result, and they CAN make it stick.

Just because under this rule and that one we think some things are just fine that may not be the case.  Ya have to look at all regs with due respect of what is undertaken.

Whew.  Apologies, way too long. 

"Read the rules, don't read into them."

Thank You.

it doesn't say one can mix 135 with 91 on the end.   

Pushing this subject is always tough because 14+ hours of wakefulness has been proven as something that starts to border on fatigue.  Don't think the Feds won't bring it up, and consider it, and if they are convinced it played a part, you'll wind up  dealing with it especially if there is an incident or accident.

Favorite line from a ramp check as I quoted him the regs.  He says no thats not what it says, so I whip out the book and read it to him.  He again denies it and takes the book from me and reads the reg.  Now for the beauitiful part, he hands me back the book and says "that may be what it says but that is not what it means and you should know better".  Seriously, how do you deal with someone like that?

Bottom line, sell hamburgers at a fast food joint, the managers are smarter than the feds.  Its cheaper and less risky and the worse they can do is fire you.

In looking at this thread it seems someone may be confusing flight assignment and duty assignment with with the flight and duty assignments required under operational control. The pilot has oerational control when it comes to flight assignment. In other words, the planning for a specific flight is the responsibility of the pilot. Duty assignment is a major responsibility of the operator insuring the crew assigned is current, legal, properly trained, and properly equipped to complete required duties. 

I may be reading into what is being said in this post.

wants to get in to a phissing contest with a Fed but you can request clarification and I suggest you don't do it at any level lower than FAA Legal in DC. 

No one likes having things ratcheted up but DC are the only ones who can say "what it means", period.  POIs are not allowed to interpret. 

It also indicates your willingness to sort things out. 

We have to live with them, they have to live with us.  Use the system, if others don't like it, tough, that's the way things work.

not this one again.

I'm convinced the reason this keeps coming up is the ever ongoing change of personnel in the FAA and Operator management.

Probably the single most booooooooooorinnnnnnnnnngggggggg subject in the universe, or cosmos, take ya pick.

if i were a chief pilot interviewing people, i'd ask them to explain this. if they couldn't, out the door they'd go. most simple thing in the universe. but people pretend not to understand it for different reasons, some because of laziness, some because of gung-ho-iness. those that really don't understand it are too stupid to be out flying hot metal and flammable liquids over the heads of their fellow citizens.

i'm not a chief pilot and i don't interview people, which is a good thing for me and for people. and you're glad i'm not and i'm glad i'm not. see i just saved you a sm*rt*ss reply post. consider it my hanukkah gift to you, a little late.

Glad I don't work anywhere near you.

Most helpful little lad aren't you?

Try something positive for a change.

really. really really.