Aaron G. Stryngge
5th Jul 2004, 09:48
Report from CHIRP:-Our airline is low cost, high utilisation. Duty hours are high and flights into discretion are often the norm. A newsletter has been sent to all flight deck crew from a Flight Operations Manager. The Manager is advocating reporting for duty at an earlier time than is rostered in order to improve our on-time departure performance. The newsletter states in relation to our company report time “One hour before (Scheduled Departure) is only a legal limit, not a professional limit”. By inference this means that to be 'professional' we should ignore the legal report time. Flight time limitations are based upon the rostered Report time and number of sectors.
The newsletter concludes with the statement “Please don't be a burden to your fellow crew members by sliding in at STD - 1 Hr”. To suggest that we are burdening fellow crew members by "sliding" in at STD -1hr is putting undue stress on crews. I feel pressurised into reporting earlier than required, which will mean less rest taken. Considering our company rosters minimum rest on a frequent basis, being psychologically forced to report earlier than required, with the consequences of FTL's being exceeded is wholly unacceptable.
If the Manager (and the Company) require more pre-flight preparation, then earlier report times should be ROSTERED with FTL's based on the actual report time. This would be a legal and professional solution. Alternatively we could note our actual report time on the voyage report and base FTL's on that. Unfortunately the company programme could however not be achieved.Reply from CHIRP:-This matter was brought to the attention of CAA (SRG). Subsequently, following enquiries by the CAA, the Company Notice was withdrawn.
It should be remembered that report times are based on the average time needed to complete the necessary pre-flight duties and, on particular occasions, it might be preferable to report a little earlier than the scheduled report time to avoid rushing. However, where the required duties cannot be routinely completed within the time available, the scheduled report time should be adjusted accordingly.
It could be argued that CHIRP resolved this particular matter satisfactorily. However, as we all know, this is going on time and time again. We are required (verbal notice - nothing in writing) to report at least an hour and a half before flight. This is required time to meet in the crew room. We then carry out all the normal planning and briefing. However, there is no car park near the crew room, and getting from the car to the bus stop, waiting for a bus, the transit from there to the crew room can take up to half an hour. At busy times, getting through security can take up to 15 minutes, then the further wait for a bus to take us to the aircraft - often another 15 minutes. Once on board, if the aircraft has not flown that day, full walk-round, safety and security checks, as we all know, if done properly and not skimped, take a while and are often still in progress as the pax arrive.
To ensure an on-time departure, we have to leave the crew room at our FTL reporting time. In fact, I and my colleagues (and other airline crews I know) frequently have to arrive at the airport in excess of two and a half hours before flight.
Until the CAA regulate FTL's properly and clamp down on operators who regularly flout not only the spirit but also the letter of the law, pilots will fly fatigued. CHIRP is too happy to quote the rules and tut-tut over such matters and the CAA FOI's are too happy to accept a cup of coffee and a chat in the Chief Pilot's office without stopping to ask themselves what is actually going on in an airline.
We see the same often over use of discretion. Our company regularly ask for use of captain's discretion for circumstances that are totally foreseeable. The problem is that to plan adequadetly would be more expensive and it is now accountants who run airlines rather than the safety-minded aviators. Companies demand the government allow them a level playing field so that they can compete with operators from other countries. The playing field, however, needs to be levelled UP rather than DOWN.
The newsletter concludes with the statement “Please don't be a burden to your fellow crew members by sliding in at STD - 1 Hr”. To suggest that we are burdening fellow crew members by "sliding" in at STD -1hr is putting undue stress on crews. I feel pressurised into reporting earlier than required, which will mean less rest taken. Considering our company rosters minimum rest on a frequent basis, being psychologically forced to report earlier than required, with the consequences of FTL's being exceeded is wholly unacceptable.
If the Manager (and the Company) require more pre-flight preparation, then earlier report times should be ROSTERED with FTL's based on the actual report time. This would be a legal and professional solution. Alternatively we could note our actual report time on the voyage report and base FTL's on that. Unfortunately the company programme could however not be achieved.Reply from CHIRP:-This matter was brought to the attention of CAA (SRG). Subsequently, following enquiries by the CAA, the Company Notice was withdrawn.
It should be remembered that report times are based on the average time needed to complete the necessary pre-flight duties and, on particular occasions, it might be preferable to report a little earlier than the scheduled report time to avoid rushing. However, where the required duties cannot be routinely completed within the time available, the scheduled report time should be adjusted accordingly.
It could be argued that CHIRP resolved this particular matter satisfactorily. However, as we all know, this is going on time and time again. We are required (verbal notice - nothing in writing) to report at least an hour and a half before flight. This is required time to meet in the crew room. We then carry out all the normal planning and briefing. However, there is no car park near the crew room, and getting from the car to the bus stop, waiting for a bus, the transit from there to the crew room can take up to half an hour. At busy times, getting through security can take up to 15 minutes, then the further wait for a bus to take us to the aircraft - often another 15 minutes. Once on board, if the aircraft has not flown that day, full walk-round, safety and security checks, as we all know, if done properly and not skimped, take a while and are often still in progress as the pax arrive.
To ensure an on-time departure, we have to leave the crew room at our FTL reporting time. In fact, I and my colleagues (and other airline crews I know) frequently have to arrive at the airport in excess of two and a half hours before flight.
Until the CAA regulate FTL's properly and clamp down on operators who regularly flout not only the spirit but also the letter of the law, pilots will fly fatigued. CHIRP is too happy to quote the rules and tut-tut over such matters and the CAA FOI's are too happy to accept a cup of coffee and a chat in the Chief Pilot's office without stopping to ask themselves what is actually going on in an airline.
We see the same often over use of discretion. Our company regularly ask for use of captain's discretion for circumstances that are totally foreseeable. The problem is that to plan adequadetly would be more expensive and it is now accountants who run airlines rather than the safety-minded aviators. Companies demand the government allow them a level playing field so that they can compete with operators from other countries. The playing field, however, needs to be levelled UP rather than DOWN.