Nobody likes being asked to work more for no extra money, which is pretty clearly what the company is looking for.
The interesting thing about this is that there has never been an ultra long haul operation on this scale before. One set of rules and remuneration covering such a diverse set of circumstances is pretty difficult to achieve.
The company's point of view is that for part of the flight you are not required and are therefore off the clock, whilst enjoying free time in a luxurious cabin!
Obviously the reality of time changes, night flying with less than ideal rest opportunities and the pretty clear (as far as I know) legal point that the designated commander is on duty even when in the bunk make this at best a grey area. I am unaware of a fatigue study that covers well the specific Emirate's set of circumstances.
MK the cargo airline that had the spectacular crash in the northeastern USA some years ago as a result of performance calculation errors were operating with crews that more or less lived on the airplane. There was a captain's cabin and they would do multiple back to back transatlantic trips. That did not end well.
The company sees this as getting a couple more days productivity out of guys who in the extreme case could be doing 6 legs/days in a month and maxing out on hours. The employee's perspective is of an hourly rate paid when on the airplane, which in this case is going to take a dive and of a couple of days less time off at home.
Presumably the cruise second officer option used by a number of other ULR operators (Cathay/Qantas) remains a back pocket option if this does not work out. Indeed as some have pointed out the erosion of terms and conditions may increase attrition to such an extent that they are forced to act in a way more favorable to their pilots, but then again hell may freeze over first.
Last edited by lederhosen; 5th Feb 2015 at 10:39.