Narrative:

The pre-departure flight planning began with all the pilots participating. All of the paperwork was reviewed; and everything appeared normal. The captain made the required call to dispatch; and nothing new was brought to his attention. The captain walked out to the aircraft before the rest of the crew as he had a family member trying to accompany us on the flight. Right as we were about to leave flight ops; the captain returned and informed us that our aircraft was not at the gate. Our aircraft was still on the ground in ZZZ; but was about to takeoff. With our lack of training on the new computer system; none of us knew how to find out if our aircraft had become airborne yet. Therefore; we were not capable of knowing exactly when to expect the aircraft at the gate. Even so; with our planned flight time of 14:24 and 1:30 briefing time; we were already at 15:54 for our duty period; thereby giving the company; 1:06 for our 17-hour flight duty limit. Right as the captain was to call dispatch to find out what was going on. The chief pilot; called to speak with the captain to find out when our 19-hours was up! The captain and the chief pilot had a conversation on whether the decision to waive only required the captain's concurrence or did each individual pilot have to waive. The captain said he would discuss it with the crew and get back to the chief pilot. As the captain relayed the conversation; I informed him that I was not going to extend my duty period even if he and the chief pilot agreed to. At that point; the captain queried whether I signed the fit to fly box. I told him that I had; but with that; I was agreeing to fly to 17-hours (or 17:30 if the company extended). Therefore; I timed out at xa:11 or xa:41 respectively. The captain called the chief pilot back as we were walking out to the aircraft. At that point; the aircraft was just arriving at the gate. The chief pilot stated that the company was going to exercise their 30-minute extension. He was informed that I was not willing to extend. He queried as to why not? I informed him that the union; the company; and the FAA agreed with the scientific research that established far 117 which states 17-hour is the flight duty period for a double augmented crew. He stated that the far 117 also says the crew member may extend up to 19-hours. I agreed that it did; however; if the data had supported 19-hours then the flight duty period would have been 19 hours but it was not. By this time; it was xa:35; and the decision was made to cancel the flight.

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Original NASA ASRS Text

Title: B747 First Officer; as part of a double augmented crew; elects to decline the duty period extension required (17 to 19 hours) for a late departing flight and the flight is canceled.

Narrative: The pre-departure flight planning began with all the pilots participating. All of the paperwork was reviewed; and everything appeared normal. The Captain made the required call to Dispatch; and nothing new was brought to his attention. The Captain walked out to the aircraft before the rest of the crew as he had a family member trying to accompany us on the flight. Right as we were about to leave flight ops; the Captain returned and informed us that our aircraft was not at the gate. Our aircraft was still on the ground in ZZZ; but was about to takeoff. With our lack of training on the new computer system; none of us knew how to find out if our aircraft had become airborne yet. Therefore; we were not capable of knowing exactly when to expect the aircraft at the gate. Even so; with our planned flight time of 14:24 and 1:30 briefing time; we were already at 15:54 for our duty period; thereby giving the company; 1:06 for our 17-hour flight duty limit. Right as the Captain was to call Dispatch to find out what was going on. The Chief Pilot; called to speak with the Captain to find out when our 19-hours was up! The Captain and the Chief Pilot had a conversation on whether the decision to waive only required the Captain's concurrence or did each individual pilot have to waive. The Captain said he would discuss it with the crew and get back to the Chief Pilot. As the Captain relayed the conversation; I informed him that I was not going to extend my duty period even if he and the Chief Pilot agreed to. At that point; the Captain queried whether I signed the Fit to Fly box. I told him that I had; but with that; I was agreeing to fly to 17-hours (or 17:30 if the company extended). Therefore; I timed out at XA:11 or XA:41 respectively. The Captain called the Chief Pilot back as we were walking out to the aircraft. At that point; the aircraft was just arriving at the gate. The Chief Pilot stated that the company was going to exercise their 30-minute extension. He was informed that I was not willing to extend. He queried as to why not? I informed him that the union; the company; and the FAA agreed with the scientific research that established FAR 117 which states 17-hour is the Flight Duty Period for a double augmented crew. He stated that the FAR 117 also says the crew member may extend up to 19-hours. I agreed that it did; however; if the data had supported 19-hours then the Flight Duty Period would have been 19 hours but it was not. By this time; it was XA:35; and the decision was made to cancel the flight.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.