Details on Delta TA
#1011
Again with the litany of non sequiturs.
First of all, what "records"? Numerous airlines do SDP's (many with considerably less protections than we had in the TA that I didn't like, and WAY less protections than I'm advocating as a minimum) so where are these records that are supposedly settled law?
We live and work in a 24 hour world. We can't reverse engineer circadian babysitting of rogue pilots who shoot type A between their toes every chance they get trying to run side businesses and be super parent or whatever. Some pilots may like SDP's because they can work all day at home and fly on 1 hour of sleep or whatever. But guess what? Some pilots like long haul international for that exact same reason. Domestic trips with day sleeps and red eyes. Home by breakfast for a full day's work chopping firewood while day trading, then a quick little league double header before another evening report.
How about all those 5am reports we do? Do you really think every single pilot is fast asleep by 7 or 8PM getting uninterrupted full cycle REM restorative sleep every single time? Have you ever done a report that early and not gotten a full uninterrupted 8 hours? Did you call out fatigued? Every single time?
There is nothing in SDP's, if done reasonably, that is any less safe than a lot of flying every single 121 operator already does safely every single day.
If you are so opposed to them, and you somehow get one, and you are automatically going to call in fatigued in the morning no matter what, then do what you have to do. Safety first, and if you're not fit to fly then its what you must do.
But pulling the panic cord on something that a lot of pilots actually like and is in fact no less safe than many other operations we currently do doesn't do us any good. Funny thing is, SDP's would likely replace a lot of 30 hour layovers with early AM reports followed by long 4-5 leg days. Hope every single pilot gets to sleep by 7PM every single time, or those would also lead to tons of fatigue calls too, right? At least the duty day in question is 10 times longer with the same report time and likely on the same amount of actual sleep, so there's that.
First of all, what "records"? Numerous airlines do SDP's (many with considerably less protections than we had in the TA that I didn't like, and WAY less protections than I'm advocating as a minimum) so where are these records that are supposedly settled law?
We live and work in a 24 hour world. We can't reverse engineer circadian babysitting of rogue pilots who shoot type A between their toes every chance they get trying to run side businesses and be super parent or whatever. Some pilots may like SDP's because they can work all day at home and fly on 1 hour of sleep or whatever. But guess what? Some pilots like long haul international for that exact same reason. Domestic trips with day sleeps and red eyes. Home by breakfast for a full day's work chopping firewood while day trading, then a quick little league double header before another evening report.
How about all those 5am reports we do? Do you really think every single pilot is fast asleep by 7 or 8PM getting uninterrupted full cycle REM restorative sleep every single time? Have you ever done a report that early and not gotten a full uninterrupted 8 hours? Did you call out fatigued? Every single time?
There is nothing in SDP's, if done reasonably, that is any less safe than a lot of flying every single 121 operator already does safely every single day.
If you are so opposed to them, and you somehow get one, and you are automatically going to call in fatigued in the morning no matter what, then do what you have to do. Safety first, and if you're not fit to fly then its what you must do.
But pulling the panic cord on something that a lot of pilots actually like and is in fact no less safe than many other operations we currently do doesn't do us any good. Funny thing is, SDP's would likely replace a lot of 30 hour layovers with early AM reports followed by long 4-5 leg days. Hope every single pilot gets to sleep by 7PM every single time, or those would also lead to tons of fatigue calls too, right? At least the duty day in question is 10 times longer with the same report time and likely on the same amount of actual sleep, so there's that.
CDO's were invented by sleezeball regional airlines as a way AROUND the FAR rest requirements. Yeah, I know NWA had them but who else in this industry has/had them? I know TWA didn't. I know Delta didn't/doesn't. I don't think American does. It's mainly been a regional airline thing. I observed it closely enough during my short stint at AMR Eagle to know how the sleep situation is routinely handled. I don't need an official stat. You don't either. Both of us know that the vast majority of pilots who like and bid CDO's do so because it allows them to be off during the day so they can do stuff they want/need to do, and the only sleep they get in the 24 hour period is whatever sleep the CDO provides at the hotel. And most of the time that's going to be at best 3 or 4 hours of actual sleep. Two zombies the next morning flying me or my family? No thanks!
Just because we have other types of flying that present sleep/rest challenges, doesn't mean we need to add more. CDO's are a VERY bad idea. Period.
#1012
Why would that be necessary? If the pilot gets his FAR 117 mandated "8 hour uninterrupted sleep opportunity" during his 10 hour minimum rest prior to beginning the CDO, then we're all good, right?
#1013
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,522
I've done off cycle flying for years, and I adapted my schedule for it. Its really no big deal. I'd rather fly all night consistently than do 5AM shows and off cycle red eyes and random day sleeps.
Not only are properly done SDP's as safe as some flying we currently do, they are safer than some, and having them would remove some other flying that is questionable for circadian concerns. Do you really think 5am reports followed by a 4-5 leg full length duty day are really less safe than a reasonable SDP? Even on the exact same amount of sleep the night before?
In any case, if you don't want them, you'd very likely never see one, even on reserve.
#1014
The 5am report followed by a 4-5 leg day is handled the same way I handled it on my last trip a few days ago. I planned for it on the layover. I ate an early dinner. I got a good long workout in. And I went to bed and went to sleep around 8pm. I got 8 hours of sleep.
Personally, I hate the early morning go's like that. And if I had the seniority in my category to do it, I would bid around it. But it's manageable for me when I have to do it. On a CDO, I personally could not do that (get 8 hours of sleep during the day in preparation). I know some can. But I submit that most cannot and/or will not.
#1015
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,522
I am in favor of reasonable circadian protections for off cycle flying. I also think the 10am next day limit should be applied to reserves that do red eyes. However in order to make your point, you have to make up bare bones FAR scenarios that I'm not only not suggesting, but that I'm actively advocating against.
I don't want FAR minimum SDP's or a return to the regional dirt bag manager days of crews sleeping on plywood planks between the seats. It does this discussion no good to flame it with such extreme hyperbole. All you end up doing is setting up a straw man for others to knock down and IMO that makes it more likely we will see SDP's. Unreasonable resistance will become a catalyst to actually enable them the more people cry wolf on this issue.
But why the helmet fire on this anyway? If done right, and that's what this discussion should really be about, they are not one ounce more dangerous than tons of flying we currently do, and are safer than some flying we currently do. I don't advocate a wild west fly to the FAR's management fantasy. Far from it. I want numerous layers of protections for lineholders and reserves alike.
They are desirable, can pay well, and can significantly increase the QOL for both those that do them and those that don't, and they can do it just as safe or safer than flying we currently do.
#1016
Again with the non sequiturs.
I am in favor of reasonable circadian protections for off cycle flying. I also think the 10am next day limit should be applied to reserves that do red eyes. However in order to make your point, you have to make up bare bones FAR scenarios that I'm not only not suggesting, but that I'm actively advocating against.
I don't want FAR minimum SDP's or a return to the regional dirt bag manager days of crews sleeping on plywood planks between the seats. It does this discussion no good to flame it with such extreme hyperbole. All you end up doing is setting up a straw man for others to knock down and IMO that makes it more likely we will see SDP's. Unreasonable resistance will become a catalyst to actually enable them the more people cry wolf on this issue.
But why the helmet fire on this anyway? If done right, and that's what this discussion should really be about, they are not one ounce more dangerous than tons of flying we currently do, and are safer than some flying we currently do. I don't advocate a wild west fly to the FAR's management fantasy. Far from it. I want numerous layers of protections for lineholders and reserves alike.
They are desirable, can pay well, and can significantly increase the QOL for both those that do them and those that don't, and they can do it just as safe or safer than flying we currently do.
I am in favor of reasonable circadian protections for off cycle flying. I also think the 10am next day limit should be applied to reserves that do red eyes. However in order to make your point, you have to make up bare bones FAR scenarios that I'm not only not suggesting, but that I'm actively advocating against.
I don't want FAR minimum SDP's or a return to the regional dirt bag manager days of crews sleeping on plywood planks between the seats. It does this discussion no good to flame it with such extreme hyperbole. All you end up doing is setting up a straw man for others to knock down and IMO that makes it more likely we will see SDP's. Unreasonable resistance will become a catalyst to actually enable them the more people cry wolf on this issue.
But why the helmet fire on this anyway? If done right, and that's what this discussion should really be about, they are not one ounce more dangerous than tons of flying we currently do, and are safer than some flying we currently do. I don't advocate a wild west fly to the FAR's management fantasy. Far from it. I want numerous layers of protections for lineholders and reserves alike.
They are desirable, can pay well, and can significantly increase the QOL for both those that do them and those that don't, and they can do it just as safe or safer than flying we currently do.
#1017
:-)
Joined APC: Feb 2007
Posts: 7,339
TRIP #524 D7523 DTW: 1_34__7 effective SEP 07-SEP 29 except SEP 08 SEP 15 SEP 17 SEP 22 SEP 24
DAY FLT# DEP ARR DEP ARR BLK SAT TOG DUTY CREDIT LO CODE F/24 TAFB A/C
---- ----------- --- --- --------- --------- ----- ----- ----- ----- ------ --------- ---- ----- ---
RPT (01)21:06 0h45
Su 1 03921 DTW SWF (01)21:51 (03)23:32 1h41 1h37 6h28 1h37 DutyRm 0h00 2h26 CPJ
Mo 2 03755 SWF DTW (10)06:00 (11)07:45 1h45 1h49 1h49 0h00 10h39 CPJ
RLS (12)08:00 3h26 0h15 10h54 4h00(M)
__________________________________________________ __________________________________________________ _______
TAFB: 10h54 Block Time: 3h26 Credit Time: 4h00(D) 16.5048543
__________________________________________________ ______________
Time on the ground is 6:28. I admit, this one is awful because of the 1:45 leg time.
#1018
That's one of our SDTs, so I don't know what to tell you. Here is the worst one in the system I suppose:
TRIP #524 D7523 DTW: 1_34__7 effective SEP 07-SEP 29 except SEP 08 SEP 15 SEP 17 SEP 22 SEP 24
DAY FLT# DEP ARR DEP ARR BLK SAT TOG DUTY CREDIT LO CODE F/24 TAFB A/C
---- ----------- --- --- --------- --------- ----- ----- ----- ----- ------ --------- ---- ----- ---
RPT (01)21:06 0h45
Su 1 03921 DTW SWF (01)21:51 (03)23:32 1h41 1h37 6h28 1h37 DutyRm 0h00 2h26 CPJ
Mo 2 03755 SWF DTW (10)06:00 (11)07:45 1h45 1h49 1h49 0h00 10h39 CPJ
RLS (12)08:00 3h26 0h15 10h54 4h00(M)
__________________________________________________ __________________________________________________ _______
TAFB: 10h54 Block Time: 3h26 Credit Time: 4h00(D) 16.5048543
__________________________________________________ ______________
Time on the ground is 6:28. I admit, this one is awful because of the 1:45 leg time.
TRIP #524 D7523 DTW: 1_34__7 effective SEP 07-SEP 29 except SEP 08 SEP 15 SEP 17 SEP 22 SEP 24
DAY FLT# DEP ARR DEP ARR BLK SAT TOG DUTY CREDIT LO CODE F/24 TAFB A/C
---- ----------- --- --- --------- --------- ----- ----- ----- ----- ------ --------- ---- ----- ---
RPT (01)21:06 0h45
Su 1 03921 DTW SWF (01)21:51 (03)23:32 1h41 1h37 6h28 1h37 DutyRm 0h00 2h26 CPJ
Mo 2 03755 SWF DTW (10)06:00 (11)07:45 1h45 1h49 1h49 0h00 10h39 CPJ
RLS (12)08:00 3h26 0h15 10h54 4h00(M)
__________________________________________________ __________________________________________________ _______
TAFB: 10h54 Block Time: 3h26 Credit Time: 4h00(D) 16.5048543
__________________________________________________ ______________
Time on the ground is 6:28. I admit, this one is awful because of the 1:45 leg time.
That was also the last trip that the Pinnacle 3701 captain flew before his accident trip... with me.
They can be done safely with lots of restrictions on them, but the 117 loa did not deliver enough restrictions. We had to have more ground time at 9E than the 117 loa!
#1019
:-)
Joined APC: Feb 2007
Posts: 7,339
I sure did that one a lot. Might as well have been drunk on the 4th one in a row.
That was also the last trip that the Pinnacle 3701 captain flew before his accident trip... with me.
They can be done safely with lots of restrictions on them, but the 117 loa did not deliver enough restrictions. We had to have more ground time at 9E than the 117 loa!
That was also the last trip that the Pinnacle 3701 captain flew before his accident trip... with me.
They can be done safely with lots of restrictions on them, but the 117 loa did not deliver enough restrictions. We had to have more ground time at 9E than the 117 loa!
Minimum 5 hours rest, non-violate, behind the door, at the hotel.
Hotel must be within 10 minutes of the airport.
Max 1.5 hour leg for flights departing between 7PM-8:30PM local
Max 1 hour leg for flights departing between 8:30PM-10:30PM local
No flights allowed past 10:30PM local
Flights must remain in one time zone
Earliest 6AM departure time.
Minimum 7.5 hours credit per SDT.
Minimum two days preceding, and following a string of any SDP's.
SDT are limited to only SDT line holders, no hybrid lines.
Max string of 3 SDT's for line holders, maximum 2 for reserves- waivable at pilot's request.
I think those rules would leave you with 1400 min credit for the year, for a full load of CDO's monthly, without killing yourself in the process, and being home everyday.
#1020
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,224
Again with the litany of non sequiturs.
First of all, what "records"? Numerous airlines do SDP's (many with considerably less protections than we had in the TA that I didn't like, and WAY less protections than I'm advocating as a minimum) so where are these records that are supposedly settled law?
We live and work in a 24 hour world. We can't reverse engineer circadian babysitting of rogue pilots who shoot type A between their toes every chance they get trying to run side businesses and be super parent or whatever. Some pilots may like SDP's because they can work all day at home and fly on 1 hour of sleep or whatever. But guess what? Some pilots like long haul international for that exact same reason. Domestic trips with day sleeps and red eyes. Home by breakfast for a full day's work chopping firewood while day trading, then a quick little league double header before another evening report.
How about all those 5am reports we do? Do you really think every single pilot is fast asleep by 7 or 8PM getting uninterrupted full cycle REM restorative sleep every single time? Have you ever done a report that early and not gotten a full uninterrupted 8 hours? Did you call out fatigued? Every single time?
There is nothing in SDP's, if done reasonably, that is any less safe than a lot of flying every single 121 operator already does safely every single day.
If you are so opposed to them, and you somehow get one, and you are automatically going to call in fatigued in the morning no matter what, then do what you have to do. Safety first, and if you're not fit to fly then its what you must do.
But pulling the panic cord on something that a lot of pilots actually like and is in fact no less safe than many other operations we currently do doesn't do us any good. Funny thing is, SDP's would likely replace a lot of 30 hour layovers with early AM reports followed by long 4-5 leg days. Hope every single pilot gets to sleep by 7PM every single time, or those would also lead to tons of fatigue calls too, right? At least the duty day in question is 10 times longer with the same report time and likely on the same amount of actual sleep, so there's that.
First of all, what "records"? Numerous airlines do SDP's (many with considerably less protections than we had in the TA that I didn't like, and WAY less protections than I'm advocating as a minimum) so where are these records that are supposedly settled law?
We live and work in a 24 hour world. We can't reverse engineer circadian babysitting of rogue pilots who shoot type A between their toes every chance they get trying to run side businesses and be super parent or whatever. Some pilots may like SDP's because they can work all day at home and fly on 1 hour of sleep or whatever. But guess what? Some pilots like long haul international for that exact same reason. Domestic trips with day sleeps and red eyes. Home by breakfast for a full day's work chopping firewood while day trading, then a quick little league double header before another evening report.
How about all those 5am reports we do? Do you really think every single pilot is fast asleep by 7 or 8PM getting uninterrupted full cycle REM restorative sleep every single time? Have you ever done a report that early and not gotten a full uninterrupted 8 hours? Did you call out fatigued? Every single time?
There is nothing in SDP's, if done reasonably, that is any less safe than a lot of flying every single 121 operator already does safely every single day.
If you are so opposed to them, and you somehow get one, and you are automatically going to call in fatigued in the morning no matter what, then do what you have to do. Safety first, and if you're not fit to fly then its what you must do.
But pulling the panic cord on something that a lot of pilots actually like and is in fact no less safe than many other operations we currently do doesn't do us any good. Funny thing is, SDP's would likely replace a lot of 30 hour layovers with early AM reports followed by long 4-5 leg days. Hope every single pilot gets to sleep by 7PM every single time, or those would also lead to tons of fatigue calls too, right? At least the duty day in question is 10 times longer with the same report time and likely on the same amount of actual sleep, so there's that.
Thread
Thread Starter
Forum
Replies
Last Post