NTSB. Flight Crew Failures (inc. Fatigue), Tallahassee 2002
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NTSB SAFETY RECOMMENDATION.
June 10, 2004
Safety Recommendations A-04-46 and -47
The National Transportation Safety Board recommends that the
Federal Aviation Administration:
Conduct research to determine the effectiveness of each of
the current Federal Aviation Administration-approved color
vision test protocols (including the color signal light
test) at effectively screening out pilot applicants with
color vision deficiencies that could impair their ability to
perform color-related critical aviation tasks including (but
not limited to) correct interpretation of glideslope
information and in-cockpit displays that use color to convey
information. The research should take into account the time
typically available to perform each task, particularly under
emergency conditions, and the potential effect of mild
hypoxia (as might occur at typical cabin altitudes) on color
vision deficiencies. (A-04-46)
Based on the results of the research requested in Safety
Recommendation A-04-46, develop a standard battery of tests
to be performed at least once on each applicant for a Class
1 or 2 medical certificate that would prevent applicants
with color vision deficiencies that could impair their
ability to perform color-related critical aviation tasks
from being certificated without limitations.
June 10, 2004
Safety Recommendations A-04-46 and -47
The National Transportation Safety Board recommends that the
Federal Aviation Administration:
Conduct research to determine the effectiveness of each of
the current Federal Aviation Administration-approved color
vision test protocols (including the color signal light
test) at effectively screening out pilot applicants with
color vision deficiencies that could impair their ability to
perform color-related critical aviation tasks including (but
not limited to) correct interpretation of glideslope
information and in-cockpit displays that use color to convey
information. The research should take into account the time
typically available to perform each task, particularly under
emergency conditions, and the potential effect of mild
hypoxia (as might occur at typical cabin altitudes) on color
vision deficiencies. (A-04-46)
Based on the results of the research requested in Safety
Recommendation A-04-46, develop a standard battery of tests
to be performed at least once on each applicant for a Class
1 or 2 medical certificate that would prevent applicants
with color vision deficiencies that could impair their
ability to perform color-related critical aviation tasks
from being certificated without limitations.
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411A
Your comments are aimed at crew nightstopping and not at rest days outside of work. I agree that rest should be attained to the best whilst away, and I am not one for staying up before returning home. However, rest days between duties are less now than when I first joined the game. We are pushed harder than we ever used to be and we do get tired. I am not one for flying tired, but maybe do sometimes. My point is that we are being pushed to our limits at the cost of safety. If the flying passenger was told that we were being pushed in this way then they would not fly. Please do not take the hard man attitude and say what you have done. Our job is to take "customers" from a to b without them having any doubt of our ability to do this.
The problem we are talking about rests with our employers, which must be sorted out. I am very worried that there will will be an incident in the near future due to fatigue. Unfortunately if it is fatal then the public will not find out. However, if the flight deck survive and say that they were tired then rostering will change. Hopefully, BALPA will take all this on board. Not forgetting the ATCO's on the ground, the same measures should be applied to them.
ILS 119.5
Your comments are aimed at crew nightstopping and not at rest days outside of work. I agree that rest should be attained to the best whilst away, and I am not one for staying up before returning home. However, rest days between duties are less now than when I first joined the game. We are pushed harder than we ever used to be and we do get tired. I am not one for flying tired, but maybe do sometimes. My point is that we are being pushed to our limits at the cost of safety. If the flying passenger was told that we were being pushed in this way then they would not fly. Please do not take the hard man attitude and say what you have done. Our job is to take "customers" from a to b without them having any doubt of our ability to do this.
The problem we are talking about rests with our employers, which must be sorted out. I am very worried that there will will be an incident in the near future due to fatigue. Unfortunately if it is fatal then the public will not find out. However, if the flight deck survive and say that they were tired then rostering will change. Hopefully, BALPA will take all this on board. Not forgetting the ATCO's on the ground, the same measures should be applied to them.
ILS 119.5
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Well, as a pax, I would *much* prefer the flight crew to be "bright eyed and bushy-tailed" for the flight. As we are all human, we all know the effects of fatigue.
I would also extend this issue (fatigue) to truck drivers on the highways - too often I had to respond to a - ahhh - RA from TCAS
- about switching lanes because of a drifting and tired truck driver.
This seems to be an ongoing issue unfortunately.
I would also extend this issue (fatigue) to truck drivers on the highways - too often I had to respond to a - ahhh - RA from TCAS
- about switching lanes because of a drifting and tired truck driver. This seems to be an ongoing issue unfortunately.
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Flight & Duty Time Limitations Are Dangerous
Our SOP on international flights has "duty" time limits of 16 hours,...but can go to "18 hours" ...but only if due to maintenance or ATC delays. ...As if somehow one would be less tired if you encountered a maintenance delay as opposed to a loading delay of sorts.
A reasonable simple solution the FAA ought to consider when adopting new international flight and duty time limitations:
1. Daily flight time(s) exceeding 8 hours could only consist of a single non-stop flight; and
2. Scheduled duty time(s) exceeding 12 hours could only consist of a single non-stop flight.
This reasonable restriction would preclude crews who have operated multi-stop flights from operating yet another leg after 8 hours of flight time, or after 12 hours of duty time.
What reasonable pax would want to embark on a flight knowing that the crew had already been on duty 12 hours...?
A reasonable simple solution the FAA ought to consider when adopting new international flight and duty time limitations:
1. Daily flight time(s) exceeding 8 hours could only consist of a single non-stop flight; and
2. Scheduled duty time(s) exceeding 12 hours could only consist of a single non-stop flight.
This reasonable restriction would preclude crews who have operated multi-stop flights from operating yet another leg after 8 hours of flight time, or after 12 hours of duty time.
What reasonable pax would want to embark on a flight knowing that the crew had already been on duty 12 hours...?
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The perfect solution
Recall with one south asian airline where I worked, operated a multi-stop route to LHR (15 hours flying) and was 'supposed' to have two days in hotac.
So far so good.
Then, after six hours in said hotac, BA (handling agent) calls and says...'transport in four hours, just thought you would like to know.'
Not liking the sound of this, called back and advised BA that they should tell the company that I will consider myself on annual 42 days leave now, and to please send a ticket LHR-LAX-LHR forthwith.
Twenty minutes later thay called again and said...'sorry for bothering you Captain, your rostered flight has been cancelled and your Ops Mgr would like to know just how much rest you desire, whatever you say is fine with him.'
An absolutely true story.
This particular airline was quite pleasant to work for, generally, but also had great difficulity planning beyond next Tuesday.
Come to think of it, most airlines are this way.
Wonder why?
So far so good.
Then, after six hours in said hotac, BA (handling agent) calls and says...'transport in four hours, just thought you would like to know.'
Not liking the sound of this, called back and advised BA that they should tell the company that I will consider myself on annual 42 days leave now, and to please send a ticket LHR-LAX-LHR forthwith.
Twenty minutes later thay called again and said...'sorry for bothering you Captain, your rostered flight has been cancelled and your Ops Mgr would like to know just how much rest you desire, whatever you say is fine with him.'
An absolutely true story.
This particular airline was quite pleasant to work for, generally, but also had great difficulity planning beyond next Tuesday.
Come to think of it, most airlines are this way.
Wonder why?
