New GCAA Flight Time Limitations - It Could Not Be Any Worse
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The wet and dirty dreams of all EK Managers are now fulfilled...
I am deeply embarrassed that a long time ago I had some sort of pride for working in this company.
So happy that I´m not a part of this anymore...
I am deeply embarrassed that a long time ago I had some sort of pride for working in this company.
So happy that I´m not a part of this anymore...
Last edited by LowPassGliderA330; 3rd Feb 2015 at 18:21.
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New GCAA Flight Time Limitations - It Could Not Be Any Worse
2000 duty hours is based on the UK working time directive which currently sits out side the ftl in the UK but is being put into EASA ftl schemes in the UK. It's roughly a forty plus hour week if one gets four weeks leave a year. The stick time change not very subtle is a game changer so the correlation with cap371 doesn't add up. There is no way the UK Caa would agree such a change with EASA looming and if it was a safety case would be needed. Someone gas sold gcaa a kipper. The only stopper is the duty limits but I can't see them getting in the way too much
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The CAP 371 alignment change is a bait and switch. The GCAA is trying to show they are compliant with UK CAA standards and in line with their thinking while they slid this gem under the table.
Who in the UK or Europe is going to complain when the ME3 have their names plastered on everything or in certain cases buy into European airlines?
Hopefully the Aussie, US and Canadian regulatory authorities will take note as this will effect flying in their airspace.
Does this go on at any other place in the world??
Who in the UK or Europe is going to complain when the ME3 have their names plastered on everything or in certain cases buy into European airlines?
Hopefully the Aussie, US and Canadian regulatory authorities will take note as this will effect flying in their airspace.
Does this go on at any other place in the world??
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Interesting times! The UK CAA are switching across to EASA for 2016 and the way they are doing it is found in the following 2 links.
EASA Flight Time Limitations (FTL) | Airlines | Operations and Safety
More information | Airlines | Operations and Safety
The recommended implementation plan is included at:
http://www.caa.co.uk/docs/2948/20141128%20EASAFTLRegulationsCombinedDocumentGuidance%20edn% 202.pdf
This document states:
"A person on board an aircraft is either a crew member or a passenger. If a crew member is not a passenger on board an aircraft he/she should be considered as ‘carrying out duties’. The crew member remains an operating crew member during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of."
That seems pretty clear!
EASA says:
“flight time” means, for aeroplanes and touring motor gliders, the time between an aircraft first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are shut down;
That does too!
EASA limits on Flight Times says:
ORO.FTL.210 Flight times and duty periods
(a) The total duty periods to which a crew member may be assigned shall not exceed:
(1) 60 duty hours in any 7 consecutive days;
(2) 110 duty hours in any 14 consecutive days; and
(3) 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout that period.
(b) The total flight time of the sectors on which an individual crew member is assigned as an operating crew member shall not exceed:
(1) 100 hours of flight time in any 28 consecutive days;
(2) 900 hours of flight time in any calendar year; and
(3) 1 000 hours of flight time in any 12 consecutive calendar months.
(c) Post-flight duty shall count as duty period. The operator shall specify in its operations manual the minimum time period for post-flight duties.
So it seems someone at the GCAA is prepared to go out on a limb against the regulations that underpin CARS. Bearing in mind the fatigue conclusions coming out of the Colgan debacle and others, a brave man indeed!
EASA Flight Time Limitations (FTL) | Airlines | Operations and Safety
More information | Airlines | Operations and Safety
The recommended implementation plan is included at:
http://www.caa.co.uk/docs/2948/20141128%20EASAFTLRegulationsCombinedDocumentGuidance%20edn% 202.pdf
This document states:
"A person on board an aircraft is either a crew member or a passenger. If a crew member is not a passenger on board an aircraft he/she should be considered as ‘carrying out duties’. The crew member remains an operating crew member during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of."
That seems pretty clear!
EASA says:
“flight time” means, for aeroplanes and touring motor gliders, the time between an aircraft first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are shut down;
That does too!
EASA limits on Flight Times says:
ORO.FTL.210 Flight times and duty periods
(a) The total duty periods to which a crew member may be assigned shall not exceed:
(1) 60 duty hours in any 7 consecutive days;
(2) 110 duty hours in any 14 consecutive days; and
(3) 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout that period.
(b) The total flight time of the sectors on which an individual crew member is assigned as an operating crew member shall not exceed:
(1) 100 hours of flight time in any 28 consecutive days;
(2) 900 hours of flight time in any calendar year; and
(3) 1 000 hours of flight time in any 12 consecutive calendar months.
(c) Post-flight duty shall count as duty period. The operator shall specify in its operations manual the minimum time period for post-flight duties.
So it seems someone at the GCAA is prepared to go out on a limb against the regulations that underpin CARS. Bearing in mind the fatigue conclusions coming out of the Colgan debacle and others, a brave man indeed!
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You may well be right. It contradicts other parts of the manual as it states:
One pilot amongst the flight crew, qualified as a pilot-in-command in accordance with the requirements governing Flight Crew Licences, is designated as the commander who may delegate the conduct of the flight to another suitably qualified pilot;
Commander - The pilot designated by the operator being in command and charged with the safe conduct of a flight.
You can have 2 PICs but only one Commander, so whoever signs for the aircraft has to remain commander unless we are planning in-flight maintenance checks. By the whim of Thor, what have I said!
One pilot amongst the flight crew, qualified as a pilot-in-command in accordance with the requirements governing Flight Crew Licences, is designated as the commander who may delegate the conduct of the flight to another suitably qualified pilot;
Commander - The pilot designated by the operator being in command and charged with the safe conduct of a flight.
You can have 2 PICs but only one Commander, so whoever signs for the aircraft has to remain commander unless we are planning in-flight maintenance checks. By the whim of Thor, what have I said!
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The new rules if ever implemented will be changed before the end of the year ..
This is a short tem solution to the pilot shortage (under the blanket on GCaA)
Whoever suggested the idea is going to be showered in coins .. Come bonus
This is a short tem solution to the pilot shortage (under the blanket on GCaA)
Whoever suggested the idea is going to be showered in coins .. Come bonus
Last edited by Am NOT Sure; 4th Feb 2015 at 19:27.
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Memories
I remember saying to my wife, one year after my upgrade at EK,
'This is the happiest I have been in my career so far'
It saddens me that I can not say that now. I am feeling that I actually despise the company and
it's so called management. I don't know how they can get it so wrong so
quickly. I am tired of being treated like a child/slave/fool by muppets!
I genuinely fear for my health and the inevitable hull loss.
I will not be here much longer. If you don't like it, leave!!!
Thanks for the advice. The best mantra to come from EK management.
'This is the happiest I have been in my career so far'
It saddens me that I can not say that now. I am feeling that I actually despise the company and
it's so called management. I don't know how they can get it so wrong so
quickly. I am tired of being treated like a child/slave/fool by muppets!
I genuinely fear for my health and the inevitable hull loss.
I will not be here much longer. If you don't like it, leave!!!
Thanks for the advice. The best mantra to come from EK management.
Last edited by sheikhmahandy; 5th Feb 2015 at 06:46.
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Am I thinking too simple here or is the text below, a way out of this?
Emirates operates under the authority and restrictions of the UAE Civil
Aviation Regulations (CARs). When operating outside the UAE Emirates
aeroplanes are subject to the rule of law of the State in which they are
operating. Generally, other states make provision for such operations by
publishing differences from ICAO standards and expecting foreign
Operators to comply with the published differences and ICAO standards.
Where the restrictions of other States on foreign operators, are more
stringent than those of the UAE CARs, the more restrictive rules shall
apply
L
Emirates operates under the authority and restrictions of the UAE Civil
Aviation Regulations (CARs). When operating outside the UAE Emirates
aeroplanes are subject to the rule of law of the State in which they are
operating. Generally, other states make provision for such operations by
publishing differences from ICAO standards and expecting foreign
Operators to comply with the published differences and ICAO standards.
Where the restrictions of other States on foreign operators, are more
stringent than those of the UAE CARs, the more restrictive rules shall
apply
L
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ruserious,
Do you really care about getting a warning letter from a bunch of troglodytes of which NOBODY has any respect for? Here, a warning letter should be looked upon as a motivational tool to look for someone better to work for, it actually probably a good thing.
The damage was done a few years ago, its just become serious now. Sadly they have repeated the mistakes of GF and those in high levels will go down in history as killing what could have been the best company in the world to work for. As has been said before, its their train set.
You can't take them seriously any more. Once you realize that then its much easier to deal with the lunacy. Carry your resignation letter with you, leave the date blank and fill it in when the situation arises. Selling out your self respect and dignity goes with you to the grave...the job can be replaced in a few weeks.
Do you really care about getting a warning letter from a bunch of troglodytes of which NOBODY has any respect for? Here, a warning letter should be looked upon as a motivational tool to look for someone better to work for, it actually probably a good thing.
The damage was done a few years ago, its just become serious now. Sadly they have repeated the mistakes of GF and those in high levels will go down in history as killing what could have been the best company in the world to work for. As has been said before, its their train set.
You can't take them seriously any more. Once you realize that then its much easier to deal with the lunacy. Carry your resignation letter with you, leave the date blank and fill it in when the situation arises. Selling out your self respect and dignity goes with you to the grave...the job can be replaced in a few weeks.
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Keep your eye on the ball :
EK is planning on 105 hours per month with no credit for bunk time, this will apply to all pilots
There will be no productivity pay under this system, so don't think you will be paid for the 15 hours over the 90 hrs
EK is planning on 105 hours per month with no credit for bunk time, this will apply to all pilots
There will be no productivity pay under this system, so don't think you will be paid for the 15 hours over the 90 hrs
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If and when that little increase is slipped in, I shall have my feet up in Costa coffee until STD-60. Hopefully it will be burst to overflowing with all the other big talkers on here doing the same.
Harry
Harry
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The evidence is out there:
https://www.eurocockpit.be/pages/fatigue-in-accidents
https://www.eurocockpit.be/sites/def...SP_09_0528.pdf
Some interesting light reading!
https://www.eurocockpit.be/pages/fatigue-in-accidents
https://www.eurocockpit.be/sites/def...SP_09_0528.pdf
Some interesting light reading!
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We are all professionals. We know when we are fatigued. Therefore we are responsible, not only for our own health, but just a much for the health of our customers and for the health of our company, as accidents are detrimental to all.
We are therefore obliged to call in "sick fatigued" and fill in fatigue reports whenever we deem (or suspect, as in the OMA) fatigue to possibly be a safety issue.
I am the first to be guilty of moaning on these pages, but i have repeatedly filed fatigue reports when necessary and also called in "sick fatigued".
I truly hope we will all act as responsible professionals and i am therefore expecting a sharp increase in such reports if such deterioration of rules are manifest
Otherwise don't bother complaining here.
We are therefore obliged to call in "sick fatigued" and fill in fatigue reports whenever we deem (or suspect, as in the OMA) fatigue to possibly be a safety issue.
I am the first to be guilty of moaning on these pages, but i have repeatedly filed fatigue reports when necessary and also called in "sick fatigued".
I truly hope we will all act as responsible professionals and i am therefore expecting a sharp increase in such reports if such deterioration of rules are manifest
Otherwise don't bother complaining here.