BBC investigation into fatigue, working culture & safety standards
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Try this one here under, you might find interesting insight!
http://www.leaonline.com/doi/pdf/10....7108ijap1601_6
The Psychological Effects of Constant Evaluation on Air line Pilots: An Exploratory Study
Ina Lempereur, Mary Anne Lauri
International Journal of Aviation Psychology, 2006, Vol. 16, No. 1, Pages 113-133
(doi: 10.1207/s15327108ijap1601_6)
http://www.leaonline.com/doi/pdf/10....7108ijap1601_6
The Psychological Effects of Constant Evaluation on Air line Pilots: An Exploratory Study
Ina Lempereur, Mary Anne Lauri
International Journal of Aviation Psychology, 2006, Vol. 16, No. 1, Pages 113-133
(doi: 10.1207/s15327108ijap1601_6)
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CAP371 does not apply to any airlines outside the UK Schoey. A small amount of research would have revealed that.
If you want to get in contact with the administrators of repa contact : [email protected]
It is also a violation of Ryanair Pilots contracts to talk to the press.
If you want to get in contact with the administrators of repa contact : [email protected]
It is also a violation of Ryanair Pilots contracts to talk to the press.
Está servira para distraerle.
One once had the pleasure of working for an airline whose boss lady once assured one and all that, as her husband had written CAP 371, he was the only man who could interpret it and that, anyway, we were all wrong and that, anyway, if we argued the point further then furthermore, we would be fired!
But one says notheeng more, you understand!
Well, perhaps on reflection..only for lots of pesos or gold dollars?
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100/900, I am assuming you mean 100 hrs in 28 days, 900 a year?
There are many subtle differences. I would get in contact with REPA though, it still sounds like you have a lot of research to do.
There are many subtle differences. I would get in contact with REPA though, it still sounds like you have a lot of research to do.
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absolutely -- it took a while to plough through 371, and yes, it's well worth talking to REPA. i do appreciate this is an extremely complex area which isn't easy for a layperson to fully understand, which is why I'm extremely grateful for the advice and suggestions received already.
best wishes
Ian
best wishes
Ian
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I trust you are already familiar with the MK Airlines saga. Worth researching the hours worked by the crew prior to the Halifax crash, and the reasons why they were permitted to work those hours. Also worth researching what the CAA/government has done about it since then.
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Careful what you say catflaps, comments like that surely border on the libelous, irrespective of anybodies personal opinions. Lawyers (and beancounters) rule the world....
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I spend too much time with lawyers at work, clearly, but there does appear to be an implication of wrongdoing by the very nature of the post. One can presume the journo is not doing an investigation because he thinks everything is as it should be, therefore to point him in a certain direction suggests that he will find "bad things" for his piece.
I'll go and sit at the back and be quiet...
GDI
I'll go and sit at the back and be quiet...
GDI
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How about looking at the new European rules for Flight Time Limitations which we are all going to have to follow in 18 months - you might find some strong views about them. Try to see if you can get some people in the unions and the national aviation authorities to talk to you off the record rather than the PR statement.
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MK Airline 747 crash in Halifax,Nova Scotia,Canada
Dear Ian,
The Air transport Canada report relating to this incident would provide ample information /lessons to be learnt.
To the lay public the prolonged duty time is almost impossible to comprehend.
Also the fact that the Airline was registered in a country with a rather lax Aviation Authority is another issue.In a similar way that ships are registered in Panama rather than in Western Europe or N.America.
Aviation CME
The Air transport Canada report relating to this incident would provide ample information /lessons to be learnt.
To the lay public the prolonged duty time is almost impossible to comprehend.
Also the fact that the Airline was registered in a country with a rather lax Aviation Authority is another issue.In a similar way that ships are registered in Panama rather than in Western Europe or N.America.
Aviation CME
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euro regs re FTLs
Hi there
From what I understand, the EU-wide regs are intended to be a maximum hours limit, and that member states with existing, lower, limits will not be allowed to let them slip up to the new maximum?
Have I been misinformed? Would be keen to hear your views on this...
Cheers
Ian
From what I understand, the EU-wide regs are intended to be a maximum hours limit, and that member states with existing, lower, limits will not be allowed to let them slip up to the new maximum?
Have I been misinformed? Would be keen to hear your views on this...
Cheers
Ian
Couldonlyaffordafiver
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...that member states with existing, lower, limits will not be allowed to let them slip up to the new maximum?
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A couple of points on this.
The first caveat I would make is that many who send you info on this are going to be the natural whingers who would feel overworked if they were flying one day a week between 9am and 5pm. This is not to say there are not genuine concerns out there, but you do need to sort the wheat fromthe chaff.
my second thought may point to some "wheat", though I have no personal experience here and that is with Ryanair, you say
. 100/900 rule is good in itself, but it is all the other bits of CAP371 that make it in my view a good, though not perfect, (but a perfect system is probably impossible to achieve) system and I would agree that the new EU regs are what really need looking at.
The first caveat I would make is that many who send you info on this are going to be the natural whingers who would feel overworked if they were flying one day a week between 9am and 5pm. This is not to say there are not genuine concerns out there, but you do need to sort the wheat fromthe chaff.
my second thought may point to some "wheat", though I have no personal experience here and that is with Ryanair, you say
Ryanair pilots operate to the 100/900 rule?
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mk crash in Halifax
Why was the Airline registered in an African country?The CAA in that country has different rules from Europe and N.America.
The Air Transport Canada report makes interesting reading and would be an excellent basis for a TV programme.
The Air Transport Canada report makes interesting reading and would be an excellent basis for a TV programme.
MerlinXX:
The accident at NAS Guantanamo Bay, Cuba was the first by which the NTSB found the fortitude to describe crew fatigue as the primary cause. This was years before the MD-83 tragedy at LIT.
Because the LIT accident involved passenger fatalities at the end of a long duty day, the FAA was forced to deal with the fact that 'their' FARs (created by the FAA) had never required a flight crewmember on repeated standby/reserve duty days to have a designated rest period. A pilot could make a guess as to when he/she might be on duty, but could never be sure with some companies. If they stayed awake in the day time, they could still be called at 2100 for an all-night flight to Cuba or anywhere else.
With a long Part 91 ferry flight attached to a 14-hour Part 121 duty period, the 91 period was not considered part of THE duty period, and so crewmembers often were abused by their employers for 20 hours or much more, all with no rest period. It might have begun after only 5 hours sleep.
Why would our beloved FAA be called "the Tombstone Agency"? How many dead people are there, or will there need to be, in order to require costly changes in the regulations, or new xyz equipment for a Part 121 airline (maybe not for Part 135 or 91....the public will forget in a few days after the crash)? Notice that the Gitmo Bay crash led to no basic changes in regulations, did it?
The LIT accident was years later, and was the catalyst for change because people-not crewmembers-were on board and died.
At ' Gitmo Bay' it was not a Fedex jet. The DC-8 (Fedex never had them) which cartwheeled was operated by part of Connie Kallitta's freight airline. The main hub has always been Willow Run (YIP) in Ypsilanti, MI, which is part of the Detroit area. By the way, pilots who flew Kallita Learjets almost never declared an emergency when an engine flamed out-they simply told ATC that they needed lower (NOW) and restarted the engine.
They were afraid of losing their jobs.
Pilots with some other smaller freight airlines were also quite reluctant to declare an emergency with ATC, unless absolutely necessary, i.e. 'allegedly' a DC-6 engine fire.
Na ja....
The accident at NAS Guantanamo Bay, Cuba was the first by which the NTSB found the fortitude to describe crew fatigue as the primary cause. This was years before the MD-83 tragedy at LIT.
Because the LIT accident involved passenger fatalities at the end of a long duty day, the FAA was forced to deal with the fact that 'their' FARs (created by the FAA) had never required a flight crewmember on repeated standby/reserve duty days to have a designated rest period. A pilot could make a guess as to when he/she might be on duty, but could never be sure with some companies. If they stayed awake in the day time, they could still be called at 2100 for an all-night flight to Cuba or anywhere else.
With a long Part 91 ferry flight attached to a 14-hour Part 121 duty period, the 91 period was not considered part of THE duty period, and so crewmembers often were abused by their employers for 20 hours or much more, all with no rest period. It might have begun after only 5 hours sleep.
Why would our beloved FAA be called "the Tombstone Agency"? How many dead people are there, or will there need to be, in order to require costly changes in the regulations, or new xyz equipment for a Part 121 airline (maybe not for Part 135 or 91....the public will forget in a few days after the crash)? Notice that the Gitmo Bay crash led to no basic changes in regulations, did it?
The LIT accident was years later, and was the catalyst for change because people-not crewmembers-were on board and died.
At ' Gitmo Bay' it was not a Fedex jet. The DC-8 (Fedex never had them) which cartwheeled was operated by part of Connie Kallitta's freight airline. The main hub has always been Willow Run (YIP) in Ypsilanti, MI, which is part of the Detroit area. By the way, pilots who flew Kallita Learjets almost never declared an emergency when an engine flamed out-they simply told ATC that they needed lower (NOW) and restarted the engine.
They were afraid of losing their jobs.
Pilots with some other smaller freight airlines were also quite reluctant to declare an emergency with ATC, unless absolutely necessary, i.e. 'allegedly' a DC-6 engine fire.
Na ja....
Last edited by Ignition Override; 24th Mar 2007 at 03:49.
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I agree, the GITMO accident was a result of an excessively long duty day. The LIT accident was veiled by stupidity and arrogance demonstrated by the captain, who with the "Complete the Mission" attitude commenced the approach into severe weather conditions, after being questioned by a new F/O.
Do a Hover - it avoids G
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Ian
The difficulty with raising a civil aviation safety issue (in any context from yours to inside design or regulatory offices) is that civil aviation is statistically very safe.
Given that flying is inherently dangerous, the fact of this safety is remarkable - indeed I don’t think it has a parallel in any other risky human activity (surgery, road travel etc).
However a TV programme that investigated what lay behind the safety - not the risks - of air travel would clearly not attract many viewers among the general public.
So you have a problem with balance.
How about this for an angle:
The safety we enjoy today is the result of the inherent risks of aviation having been very well dealt with in the past by all concerned (designers, regulators and operators) and there is no reason to suppose all aspects of this successful endeavour will not continue into the future. BUT, and it is a big BUT, there seems to be a NEW safety THREAT emerging which only arises BECAUSE of this successful past which has allowed civil aviation to become a commodity in the literal sense of the word. This commodity is in danger of being exploited by managers who are too young to remember when aviation was not safe. These people (perhaps rather naturally) take safety as a given and just try and improve the bottom line by cost cutting
Enter the threat of crew fatigue…………………….
JF
The difficulty with raising a civil aviation safety issue (in any context from yours to inside design or regulatory offices) is that civil aviation is statistically very safe.
Given that flying is inherently dangerous, the fact of this safety is remarkable - indeed I don’t think it has a parallel in any other risky human activity (surgery, road travel etc).
However a TV programme that investigated what lay behind the safety - not the risks - of air travel would clearly not attract many viewers among the general public.
So you have a problem with balance.
How about this for an angle:
The safety we enjoy today is the result of the inherent risks of aviation having been very well dealt with in the past by all concerned (designers, regulators and operators) and there is no reason to suppose all aspects of this successful endeavour will not continue into the future. BUT, and it is a big BUT, there seems to be a NEW safety THREAT emerging which only arises BECAUSE of this successful past which has allowed civil aviation to become a commodity in the literal sense of the word. This commodity is in danger of being exploited by managers who are too young to remember when aviation was not safe. These people (perhaps rather naturally) take safety as a given and just try and improve the bottom line by cost cutting
Enter the threat of crew fatigue…………………….
JF