Originally Posted by
Vorsicht
The other aspect that makes a farce of the whole thing is that FRMS largely is used in LH/ULR operations with augmented crews. In those operations it is necessary for one or two crew members to go on a rest break about 30min after pushback.
If all crew are properly rested when they arrive for duty, how are they expected to get some sleep in the first half of the flight. It's all just bureaucratic bull**** to tinplate some shiny bum.
As far as poking **** at the ME rules, at least they have two proper crews (Capt/FO) and they have a published rest plan so that the "B" crew can arrive at work reasonably rooted and go straight to sleep for the first half of the flight. Unlike the bull**** used in Australia at both QF and VA where there is a pseudo heavy crew with one Capt, one FO and two SO's. Virtually guaranteeing one of the operating crew will be totally f@cked for the approach and landing.
There is nothing about the Australian model that stands up to proper scrutiny, from the ridiculous "commuting" rules to the actual crewing of the flights. All just there so some manager can blame a pilot for the next screw up.
Vorsitch,
You wouldn't have any idea what you are talking about!
Have you ever operated under these circumstances?
Just about every point of your post is absolute rubbish.
There are no commuting rules for starters.
How about a system that allows a pilot who is tired to sleep and a pilot who is not to work?