Originally Posted by
Sniper
The FAA discussed this @ the hearing yesterday afternoon. The FAA' Civil Aerospace Medical Institute research shows that going over 17 hours between a full sleep (defined as 4-5 full sleep cycles consisting of the 5 stages of sleep) leads to rapid deterioration of skills. Most people require 7-8 hours to attain a full sleep, thus why the FAA recommends a minimum 10 hour rest, allowing for 2 hours to be spent in non-sleep activity. Sadly, the FAR's do not reflect this.
Well, that brings us full circle to what I getting at that you tried to deflect.
Originally Posted by
Sniper
Yes, but the accident FO awoke in the morning in SEA, then started her commute that evening (or that was my understanding from the testimony in front of the NTSB hearing yesterday). The NTSB and FAA believe she had over 36 hours since her last full sleep. She slept on her SEA-MEM leg, as well as in MEM. How well was she rested @ the time of the accident? We'll never know for sure.
Her schedule was likely more fatiguing than any regional schedule (even the worst ones are not a 36 hour duty day).
Sorry, but regional schedules can be just as fatiguing, as well as contain just as much circadian disruption as the pilot that commuted in for this trip. I'm talking about while being on the trip, not before the trip even began. Again, it's the same.
Funny, I've gone coast to coast being a "regional" pilot with an intermediate stop that contained lots of sit time, then followed by a reduced rest overnight. Doesn't matter which direction, they both suck. I've also done regular flying combined with back side of the clock "red eye" flying in the same pairing.
IT DOESN'T MATTER. You could start a trip being rested, but be in the same fatigue state as this pilot as early as day 2 of trip, let alone days 3 and 4.