MaxKts

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Hub-Turns and FAR Part 117
May 10, 2012


There is a popular misconception that FAR Part 117 rules for Flight and Duty times will destroy week on/week off flying. That’s just not true. Let’s consider the MEM A300 June 2012 Schedule:

1) FAR 117 allows up to 5 consecutive nights as long as the crews receive 2 hours in a suitable accommodation (sleep room or recliner room. Click here to view FAR 117).

2) That means a total hub-turn time of at least 3+30 (30 minute postflight+2 hour rest+1hour flight planning).

3) For the June 2012 MEM A300 schedule that equates to 82% of the sort facility hub-turns would meet the requirement for 5 consecutive nights.

4) The cities that did not are the likes of MEM-YYC, MEM-BUR, OAK-AFW and ORD-AFW, all of which are much higher block and some of which are only built for 3 consecutive nights now.

There will certainly be adjustments to some pairings as a result of the new regulation. For instance, GSO-BQN will be 3 nights and CDG-MAD will see a slight revision but both changes are needed improvements from a fatigue perspective. Weekend layovers will be able to fly into and out of the weekend, depending on the BLG target for the month.

All of the long West Coast flights, GEG, RNO, LAX will not be affected as there are 24 or more hour layovers involved which breaks the consecutive night cycle.

Fatigue Risk Management Systems (FRMS) provides the corporation with a way to receive an exemption to the new prescriptive rules, when we scientifically validate that the design is safe. Our Data Collection MOU lays out the framework for the data collection required to support exemption requests. We expect a cooperative effort as it is in everyone’s best interest.

The new FAR Part 117 rules for Flight and Duty Times set a much higher bar than the current FAR Part 121 rules where fatigue is concerned. It raises the floor under our current CBA and would level the playing field with our competitors, forcing them to rules much closer to our CBA.

FAR 117 represents a science based improvement in flight and duty times. Cargo should have been included in the first place, that didn’t happen, so the time is now for cargo to be included. It is a step forward for aviation safety and for “one size does not fit all.” Pilots are physiologically not different based on what is behind the cockpit door – people or freight.

FlyLate

True enough. You never know when an airline will shrink due to forces beyond your ability to anticipate. Next thing you know, you're working at a company with a contract that isn't anywhere near the new rules. If you think about the cut-out from a more detached point of view, rather than how it compares to your personal status quo, it's an abomination. The new rules recognize the special challenges of flying overnight and then exempt the very operations that are almost entirely overnight. It ain't right.
Why should anybody be required to work an overnight 16 hour duty day? Or six 16 hour days in a row for supplemental operations? Or unlimited duty, 12 flight hours between rest, international duty days? Obviously, within an airline, contractual issues can be addressed contractually. But the new rules should limit the worst allowable scenario. And they don't.

MaydayMark

Bump ...

It looks like maybe Air Traffic Controllers didn't get the benefits of FAA Part 117?

On-duty air traffic controller found intoxicated at Arkansas airport | Road Warrior Voices

Twin Wasp

Hey, it's Arkansas. What's the big deal?