Time and duty issues.
Thread Starter
Time and duty issues.
Can anyone enlighten me as to how operators like GAMS, and other morning/ evening operators get around the T+D issues? Would they work more closely to the AG rules, or have an exemption from CASA? Surely the pilots are knackered most of the time? I did recall a post recently on this topic but can't find it.
Also with the airlines and my mates who fly for them, they seem to do not much when their off (a lot of golf and fishing), but smash it while their on.Again I assume this is to do with two crews, and would differ greatly whether domestic or int?
Cheers in advance.
Also with the airlines and my mates who fly for them, they seem to do not much when their off (a lot of golf and fishing), but smash it while their on.Again I assume this is to do with two crews, and would differ greatly whether domestic or int?
Cheers in advance.
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I have no idea how GAM operates, but after the current CAO48 was introduced in 1988, CASA implemented 'standard industry exemptions' in 1993. CAO 48 doesn't specifically address the wide variety of operations in Australian aviation, therefore these exemptions were devised.
Civil Aviation Safety Authority - Fatigue Management - Standard Industry Exemptions
Standard Exemptions to CAO Part 48
All standard industry exemptions are issued as an instrument, with an attached schedule "Flight Crew Flight and Duty Limits". For example, and operator who conducts flying training operations would receive an instrument and a schedule consisting of Sections 1-4 and PartV(A). An operator who undertakes both international and high capacity domestic operations would receive an instrument and a schedule consisting of Sections 1-4 and Parts II and III.
Schedule Introduction
1. Application 2. Definition 3. Fitness for Flight Crew Duties 4. Operational Qualification Parts
II International High Capacity Air Transport III Domestic (High Capacity) Operations IV Domestic Low Capacity Air Transport (other than night freight) - Multicrew V(A) Single Pilot Charter, and Flying Training Operations VI Night Freight Air Transport: Certificated Multi-Crew Aircraft VIII Emergency Air Services X Aerial Agriculture, Aerial Mustering, Aerial Spotting XI Tactical Fire Fighting
Civil Aviation Safety Authority - Fatigue Management - Standard Industry Exemptions
Standard Exemptions to CAO Part 48
All standard industry exemptions are issued as an instrument, with an attached schedule "Flight Crew Flight and Duty Limits". For example, and operator who conducts flying training operations would receive an instrument and a schedule consisting of Sections 1-4 and PartV(A). An operator who undertakes both international and high capacity domestic operations would receive an instrument and a schedule consisting of Sections 1-4 and Parts II and III.
Schedule Introduction
1. Application 2. Definition 3. Fitness for Flight Crew Duties 4. Operational Qualification Parts
II International High Capacity Air Transport III Domestic (High Capacity) Operations IV Domestic Low Capacity Air Transport (other than night freight) - Multicrew V(A) Single Pilot Charter, and Flying Training Operations VI Night Freight Air Transport: Certificated Multi-Crew Aircraft VIII Emergency Air Services X Aerial Agriculture, Aerial Mustering, Aerial Spotting XI Tactical Fire Fighting
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Join Date: Nov 2001
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Homesick,
Bank runs are not all day flying, usually an early start to a remote destination,
park the aircraft on arrival, sign off for duty, check in at a motel and sleep all day, then back on duty at 5:00pm.
CAO provides for split duty, i.e. two periods of duty with a minimum of four hours rest at "suitable sleeping accommodation" so duty can be extended to 15 hours.
Pilots flying magistrates on court circuits apply similar rules to extend duty time.
GAM have an approved Fatigue Management System, "FAIDS", this allows them to roster a pilot for 22 hours with an included five hour break.
Pilots enter details of activities into the computer program and it will assign a fatigue score.
Remaining under the maximum score keeps the pilot legal.
google FAIDS or fatigue management.
Whilst this fine for bank runs, it can also be used for charter, maybe not so good.
MF
Bank runs are not all day flying, usually an early start to a remote destination,
park the aircraft on arrival, sign off for duty, check in at a motel and sleep all day, then back on duty at 5:00pm.
CAO provides for split duty, i.e. two periods of duty with a minimum of four hours rest at "suitable sleeping accommodation" so duty can be extended to 15 hours.
Pilots flying magistrates on court circuits apply similar rules to extend duty time.
GAM have an approved Fatigue Management System, "FAIDS", this allows them to roster a pilot for 22 hours with an included five hour break.
Pilots enter details of activities into the computer program and it will assign a fatigue score.
Remaining under the maximum score keeps the pilot legal.
google FAIDS or fatigue management.
Whilst this fine for bank runs, it can also be used for charter, maybe not so good.
MF
