Pilots are pushed too far on 7days
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The GCAA is working with the big airlines.
Most of the reports are not followed up on.
Bribes are commonly paid to eliminate the competition or create problems for them.This is standard practise in this part of the world.
The press is not free to publish any bad local news about the economy or ruling class.
Most of the reports are not followed up on.
Bribes are commonly paid to eliminate the competition or create problems for them.This is standard practise in this part of the world.
The press is not free to publish any bad local news about the economy or ruling class.
Join Date: Jun 2003
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It seems many aspects of our industry have made great technical advances in the last few decades, e.g TCAS, EGPWS, Predicted Wind Shear, etc... making aviation an extremely safe mode of mass transport. Yet very little has been done about upgrading the FTL schemes (CAP 371 and others) that were broadly based on machinery being flown around in the '60's like Super Constellations and the early jets.
I suspect that this is because the technical upgrades are a one time investment in dollar terms. However any recognition that flying today with the commercial pressures and ability to fly 24/7 in any weather conditions is demanding and requires reduction in certain duty times, increase in rest periods etc..... would have very long term associated financial costs due to more pilots required, with all that that implies. This goes against the mandate of many Airlines to keep costs at a minimum... so their solution is to keep the regulators in their pocket and have them believe that all is well. This is a global problem, but admittedly more pronounced in the sandpit.
Unfortunately, there will probably be more fatigue related fatalities until we pass the allowable "permissable death quota" before something is done.
I put the responsibility square on the shoulders of the regulators and the international bodies like ICAO for allowing these unacceptable practices to continue. They have sadly been bought out by the big airlines. If ICAO and co were to invest only half the time and money that they invest in the fuel saving/carbon offset programs to addressing this matter, there would be radical changes and a safer operation for all.
Fly Safe guys !!
I suspect that this is because the technical upgrades are a one time investment in dollar terms. However any recognition that flying today with the commercial pressures and ability to fly 24/7 in any weather conditions is demanding and requires reduction in certain duty times, increase in rest periods etc..... would have very long term associated financial costs due to more pilots required, with all that that implies. This goes against the mandate of many Airlines to keep costs at a minimum... so their solution is to keep the regulators in their pocket and have them believe that all is well. This is a global problem, but admittedly more pronounced in the sandpit.
Unfortunately, there will probably be more fatigue related fatalities until we pass the allowable "permissable death quota" before something is done.
I put the responsibility square on the shoulders of the regulators and the international bodies like ICAO for allowing these unacceptable practices to continue. They have sadly been bought out by the big airlines. If ICAO and co were to invest only half the time and money that they invest in the fuel saving/carbon offset programs to addressing this matter, there would be radical changes and a safer operation for all.
Fly Safe guys !!
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If you wish the GCAA to know about your ASR's then report directly to them
GCAA - Reporting Of Safety Incident (ROSI)
Having spoke to 2 inspectors recently they are desperate for details to act upon instead of the sanitised version they receive if at all.
This is the preferred method for all safety incidents for the GCAA, not company asr's.
Also of interest, was told by a gcaa inspector that EK will do nothing reference a flight duty unless 66% of flights over a 6 month period fill out a safety report.
While you're on the GCAA website you might as well check out the new CAAP14 under E-Publications and discover the new definition of a ULR flight. 16 hours for those that cant be ar$ed!
GCAA - Reporting Of Safety Incident (ROSI)
Having spoke to 2 inspectors recently they are desperate for details to act upon instead of the sanitised version they receive if at all.
This is the preferred method for all safety incidents for the GCAA, not company asr's.
Also of interest, was told by a gcaa inspector that EK will do nothing reference a flight duty unless 66% of flights over a 6 month period fill out a safety report.
While you're on the GCAA website you might as well check out the new CAAP14 under E-Publications and discover the new definition of a ULR flight. 16 hours for those that cant be ar$ed!
Last edited by Instant Hooligan; 23rd Nov 2010 at 16:55.
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Where do our safety reports go then?
Wednesday 24 Nov, 2010
In 7DAYS, dated November 23, the General Civil Aviation Authority (GCAA) stated that ''pilot fatigue is a serious threat to air safety, but they have not received any complaints from airmen about being overworked''.
Surely there must be some mistake - the airline I fly for, based here in the UAE, averages about five Air Safety Reports on the issue of crew fatigue every week.
This is published data that legally has to be recorded by all airlines and one would hope, acted upon in the name of flight safety.
So what is going on? Is the company not showing these reports to the GCAA, or are the GCAA choosing not to act on them? The GCAA as airline industry regulator here has a duty to ensure UAE-based airlines operate safely, and audits companies here appropriately (one would hope).
Should we as pilots stop reporting fatigue issues, in the knowledge that neither the company nor the GCAA seems interested in doing anything about this problem?
Somehow, I feel the travelling public would not be too happy with that concept.
If the GCAA wants pilots to report safety matters directly to them via their Report Of Safety Incident (ROSI) system, then the airlines in the UAE need to ensure that their non-punitive, open door safety culture is exactly that.
Perhaps it is time for the major airlines to publicly state where they stand on the issue of fatigue and culture of safety reporting..
Name withheld
Dubai
Wednesday 24 Nov, 2010
In 7DAYS, dated November 23, the General Civil Aviation Authority (GCAA) stated that ''pilot fatigue is a serious threat to air safety, but they have not received any complaints from airmen about being overworked''.
Surely there must be some mistake - the airline I fly for, based here in the UAE, averages about five Air Safety Reports on the issue of crew fatigue every week.
This is published data that legally has to be recorded by all airlines and one would hope, acted upon in the name of flight safety.
So what is going on? Is the company not showing these reports to the GCAA, or are the GCAA choosing not to act on them? The GCAA as airline industry regulator here has a duty to ensure UAE-based airlines operate safely, and audits companies here appropriately (one would hope).
Should we as pilots stop reporting fatigue issues, in the knowledge that neither the company nor the GCAA seems interested in doing anything about this problem?
Somehow, I feel the travelling public would not be too happy with that concept.
If the GCAA wants pilots to report safety matters directly to them via their Report Of Safety Incident (ROSI) system, then the airlines in the UAE need to ensure that their non-punitive, open door safety culture is exactly that.
Perhaps it is time for the major airlines to publicly state where they stand on the issue of fatigue and culture of safety reporting..
Name withheld
Dubai
My respect not only to go ahead, but to put it in such straightforward, factual, precise but unemotional way.
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Very second hand but I understand that when the FAA came to visit, they reported that they have had a number of pilots contact them directly regarding the fatigue issues.
Apparently, the GCAA have had...... none.
Not entirely surprising, but until they have the info, they can't act on it.
Apparently, the GCAA have had...... none.
Not entirely surprising, but until they have the info, they can't act on it.
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ULR plan in EK
Seasons greetings,
As the previous post says "Talking of not being in the spirit of the law". I was looking at the EK rosters trying to work out a swap and I see a 777 CA with 2 days in CRM/SEP then straight of to JFK.
I had thought we needed 2 days free of duty before a ULR,as well as being acclimatised (which I guess the CA is).
Couldnt see any requirement for rest before(only after) a ULR just the requirment to be acclimitised in the OM-A
Any thoughts?Not sure Id like this pattern!!
Over and out
As the previous post says "Talking of not being in the spirit of the law". I was looking at the EK rosters trying to work out a swap and I see a 777 CA with 2 days in CRM/SEP then straight of to JFK.
I had thought we needed 2 days free of duty before a ULR,as well as being acclimatised (which I guess the CA is).
Couldnt see any requirement for rest before(only after) a ULR just the requirment to be acclimitised in the OM-A
Any thoughts?Not sure Id like this pattern!!
Over and out
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Factoring??
A bit off the subject, but after all the recent rumours re the end of factoring.....does anybody know what's actually happened? Has it, or is it going to be ditched?
