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Duty At Airport - Its Definition and Use (EASA)

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Duty At Airport - Its Definition and Use (EASA)

Old 31st Jul 2019, 18:31
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Duty At Airport - Its Definition and Use (EASA)

Guys,

Does anyone know the definition of ' Duty at Airport' in regards to the FTL Scheme?

I've noticed a common trend that operators are using these as a 'way around' airport standbys because you do not need to give suitable accommodation.

I thought a DAA are duties planned to be at the airport but allow flexibility to do perform an FDP if need be. My experience of this so far is used the same as an airport standby which personally I think is wrong or possibly being abused unintentionally.

Can someone shed some light on this, please?

regards,

B739

B737900er is offline  
Old 31st Jul 2019, 23:49
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DAA - you’re duty clock starts at the start of the DAA.

Airport Stby - you’re duty clock doesn’t start at the start of your airport standby.

So, whilst you can be called out off either, DAA will have restricted your availability to operate longer duties dependent on when you are activated of course.
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Old 1st Aug 2019, 10:57
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Thank You Johnny, I understand this, however, the point I'm making is If DAA is designed to be used as a standby OR used as a duty with flying flexibility?

I don't see how not having fancy chairs in the crew room makes any difference in regards to sitting around a crew room all day, hoping you don't get called. I totally understand the difference in regards to FDP limitations.
.
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Old 2nd Oct 2019, 09:07
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I hope you don't mind me picking this up a month or two later, but I'm dealing with a somewhat similar issue and thought I'd try here before opening another topic. I'm working for an operator that has fairly recently found out they can save money by providing as little accommodation as possible and messing with duties. As a result we now regularly have 6+ hours of no activity in an airport away from home base after operating one/two sectors, and before positioning home or even operating a second/third sector. No crew room, no airplane to sit in, only hard crappy airport benches (if any are free). No accommodation provided since it's not a split duty as it neatly fits in one FDP without needing to extend anything.

These situations don't really fit neatly into EASA ORO.FTL as far as I can tell but they do affect fitness for flight. I was wondering if more of you are dealing with this and in what way?
have a pretty clear idea of my intention for the next upcoming duty like this. Just wondering if it is getting common and how others are dealing with it. Just feels like EASA FTL needs a bit more hard lines drawn instead of vague terms.
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Old 2nd Oct 2019, 10:10
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Intrance - My situation is not as bad as yours, and if you're doing a split duty then accommodation must be provided. A DAA still means your on duty.
I found my company is using DAA as a poor man's airport standby, Sitting around the airport for 6-8 hours. I agree EASA need to be more clear on what a DAA is.
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Old 2nd Oct 2019, 16:34
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Originally Posted by B737900er View Post
Intrance - My situation is not as bad as yours, and if you're doing a split duty then accommodation must be provided. A DAA still means your on duty.
I found my company is using DAA as a poor man's airport standby, Sitting around the airport for 6-8 hours. I agree EASA need to be more clear on what a DAA is.
Unfortunately, as far as our crew control department is concerned it is not split duty as they are not using the break on the ground to extend the FDP. Another shady grey area of EASA FTL. If it walks and talks like a duck...

They’ve tried other tricks similar to DAA before, calling us out from a hotel standby, giving two sectors, keeping checkout time at the end of your original standby and then using the gap between your last sector end until checkout as another standby. So you could go to the airport for two sectors, get a call for two or three more 20-30 minutes after on block of the second sector .

Anyway, I’ll start my own thread in due time when needed. Apologies for the highjack.
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Old 2nd Oct 2019, 20:33
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Originally Posted by B737900er View Post
Thank You Johnny, I understand this, however, the point I'm making is If DAA is designed to be used as a standby OR used as a duty with flying flexibility?

I don't see how not having fancy chairs in the crew room makes any difference in regards to sitting around a crew room all day, hoping you don't get called. I totally understand the difference in regards to FDP limitations.
.
My company has started using DAA on the day after a standby callout. This then means that they can dispense with a 2-hour callout should someone be unable to report for a flight and then there is a crew member already at the airport ready to go.
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Old 3rd Oct 2019, 10:34
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Flying wild- The same tactic has been used at the company ive operated at also.

Intrance - If what you told me is correct, I believe that is illegal. You cant finish an FDP and go straight back into another duty other than a ground-based duty.
For example, admin or positioning. You could argue DAA can be used but you cannot go back on an FDP if you are needed.

I suggest reporting that behaviour to your union or CAA authority.
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