Foxhat is spot on with his assessment of life on the A320/321 based out of Sydney. In the long run it is unworkable. There are several factors that cause this- the horrific car parking arrangement, the mostly 4 sector days due to Sydney's geography in the network, the cost of living making flexi-line unviable unless you are independently wealthy, and so on. The truth is that most of these problems are far worse in Sydney (and to a lesser extent Melbourne) than the other bases.
If you are on the 320/321 and can get out of SYD/MEL it's a different beast altogether. Ditto the 787 in any base (provided you don't commute). I would not recommend SYD NB to anyone in the long run who can not afford to go flexi-line.
Regarding CAO 48.1/ FRMS, the majority of the NB duties conducted out of SYD will probably still be legal, with the exception of maybe some 4 sector 0500 sign-ons and the trans-con BoC's. By the way the longest BoC done on the JQ NB fleet is CNS-PER-CNS. Sign on as late as 2000 and sign off 0715. 9:20 stick time (with the aircraft flying at a high cost index to plan within the 9:30 FDD limit!). It is a disgrace, and despite a huge number of fatigue reports submitted by pilots each month regarding trans-con BOC, management denial of the fatigue problem, combined with weakness and inaction on behalf of the regulator allow these operations to continue.
Back to GS- she made her bed when she took a sweet-heart endorsement on the 787, and never made an attempt to understand the Narrow Body operation, which makes up most of JQ's flying. She does not understand what most Jetstar line pilots have to deal with, and even if she did, it would be beneath her. "You're down in the weeds- I'm big picture!" - she was reported to have said to a pilot raising a concern about their job. Tells you everything really.