zeke wrote:FlapsOne wrote:This certainly implies that it’s common on this airline’s two man east coast TATL and Caribbean ops and that this particular FO hasn’t used it as a one off counter measure to unplanned and unforeseen fatigue but is using a lot more frequently which I find troubling.
I get rostered 10-20 sectors with 11-12 hrs off between days in 6 days flying different types one day off then two 16 hr ULH sectors with a 24 hr layover through 12-13 time zones. All perfectly legal according to EU-OPS rules and the rostering computer. That is not possible with your airlines Industrial agreement with their pilot union.FlapsOne wrote:Please provide me with a reference whereby controlled risk can be considered at the pre flight phase in order to get through a duty. I’d be highly concerned over a regulator allowing crews using fatigue mitigation such as controlled rest in order to build their lines of flying and rostering.
You have given yourself away by saying “lines of flying” in reality that is a result of your union agreement and nothing to do with the legal maximums.
The FTLs and rostering systems assume pilots are machines. They have an on/off switch and rest on command. In reality pilots have real lives, they have young families, they get married, have divorces, move house, have sick or dying parents. Any number of external stress factors which making getting to sleep at every opportunity the roster asssumes impossible.FlapsOne wrote:I’m EU-OPS and agree that EASA’s new FTLs are catastrophic however rules over controlled rest are clear even under EASA.
And the rules are controlled rest is perfectly acceptable.
The responsibility for flying whilst well rested and not fatigued rests with you the pilot and nothing else.
EASA’s approach to controlled rest on non augmented crew flights are simple and very clear. You cannot plan on controlled rest to get through a duty or roster. Controlled rest is only for unforeseen fatigue. That is fatigue occurring after departure.