Pilots should know when their crew rest begins and when it ends when they are released from duty.

If a pilot can be recalled after an early release, he or she is, or should be, still on duty. This would be fine if everyone understood that the next duty period crew rest began at least at the end of the current required lookback. An unsafe operator will consider the release time as the start of required crew rest for the next lookback. With likely retribution, this proves problematic for the pilot that fails to answer his or her telephone. This imposition is absurd with a minimum crew rest turn time.

This unsafe loophole is compounded when the pilot is given a subsequent late show as often happens on the last day of rotation. If the time between the release time and the show time is substantially more than the required crew rest period, with an unsafe operator, it’s anybody’s guess as to when crew rest begins and ends. If a pilot chooses to commence crew rest looking back from the show time for the next duty cycle, the unsafe operator can call and impose an earlier show time at the end of the last duty cycle. The effectively prevents a pilot from getting any sleep during the phantom, here it is, here it isn’t, crew rest period.

This crew rest shell game needs to stop.

You just made me very tired with that statement , I am going to need at least 10 hours to recover. 

wut you're talking about bro

Do ems pilots have anything else to worry about? Golly grow up read the reg and start arguing about it.

You can be forgiven for your inability to understand. It's my fault for not simplifying it enough. I'll try.

Distilling the main points:

1. A pilot should know when his or her crew rest begins before it begins.

2. A pilot should not be subject to recall during that crew rest period.

have a nice day bye

"being" subject to recall is itself a state of 'being on duty'.  If you are on mandatory Federal crew rest you are untouchable save perhaps one short phone call from your employer, or so it has been enacted.

is not rest.  Therefore, it can't be counted as rest.

If you are obligated to the company to work or be called to work at any time (beeper duty, pager duty, stanby duty, whatever), you are not on a rest period.   You don't have to call it "duty".   You have to call it "rest" for it to be useful.   The regs clearly say that you must be able to look back 24 hrs from your planned landing time and be able to show 10 hrs of continuous REST in that 24 hour period.

So, if your certificate holder sends you home, whether for pay or not, and tells you you need to be on-call to come back in, you are not on rest and can't use that time period towards your need for 10 in 24.

For you to be on a REST period, the certificate holder must release you with no obligations to be at their beck and call.   If they send you home and tell you that you are obligated to begin answering your phone again after 10 hours (or whatever hours), you rest ended at that time.

You can be on duty, on call, on beeper duty, etc, for as long as forever.   But, you can't FLY a Part 135 flight if you can't look back and show 10 hours free of all constraint in the last 24.

So, what that means is, you can be on call as a pilot for 24/7 for a whole week.  And, for them to use you, they will have to call you and put you on a rest period of at least 10 hours to have you THEN come off of a rest period.   That will reset your clock to limit you to another look back requirement.

You are not limited to a 14 hour duty day.   You are limited from flying under Part 135 rules if you can't show a 10 hr rest period in the 24 hrs look back from your reasonably planned landing time (not your planned duty off time).

Thank you for the lucid response. The troll worked.

The dispatchers and management at, at least, one operator need to read this.

shut up and fly

for a while. always a crowd favorite

Shortly thereafter, a discussion on circadian rhythms...

wut we been doing safely for 50 years