no sig
No argument about yr bit on fatigue. I was being a bit on the pedantic side when I put that bit in, although potentially it is a scenario that could occur (probably be here on pprune about 10 mins after). I would argue against you on the point of tiredness impeding our ability to operate though. Falling asleep at the wheel of a car is recognised as being one of the biggest causes of accidents and deaths on our motorway system. Is this tiredness or fatigue?
The old rested for duty / rested for FDP debate isn't new and will still be going on long after I'm pushing up daisies. The problem is the wording 'Rested for duty', which crews take quite literally. A PMI does leave a lot of unused FDP at the end of it which could end up being used (and more) in the event of a good summer weekend of delays. I have used this argument (and many more less convincing ones) when changing crews onto longer flights at report. The strongest argument I've had back concerns the sector lengths. The crew member was accepting of a longer FDP due to a delay on the PMI however he took the point that he had rested according to the length of sectors he was planned to operate, i.e. 2 x 2 1/2 hour sectors to and from PMI. He felt he was insufficiently rested to carry out 2 x 5 1/2 hour sectors to and from LCA.
fractional
You ain't gonna make many friends on this website with comments like "People are paid to fly up to their weekly/monthly/yearly limits"! I think you'll probably invite special attention from the CAA if you have a policy of using legal limits as commercial targets!