Quite possibly the most ignorant post I've seen in a while. Sorry friend, but as stated earlier ASAP is a non-punitive safety tool to asses trends and improve safety. The ERC board is made up of the Union, the company, and the FAA, and I've yet to see anyone get reprimanded for a fatigue call here at XJT after they ASAP it. In fact, it's helping to educate the masses not just pairing construction and managing schedules, but on the science behind it all.

Do you guys even have ASAP at your carrier? Are you familiar with the amount of data, and the positive impact it has on safety?

A little education won't hurt before making statements about things you clearly aren't familiar with.

goaround

Sorry my comment was misinterpreted.

He asked if we were paid for fatigue. At my company the answer is NO! Not Ever!

IMHO if the fault is with the schedule, then the company should pay. If it is no ones fault (fire alarm), we spilt it. If it is my fault (I have a second job), then no pay.

Unfortunately, at my company, if one calls fatigue, pay is forfeited no matter the reason. Also, my boss' opinion is "you cannot know you will be fatigued in the future." So, that means I cannot say, "I'll get it back to the hub, but have a reservist ready." Instead, I must wait until a point in time and say "I am fatigued NOW." and screw my coworkers, my pax, and the mainline I serve.

Common sense is as rare as diamonds and valued less than mud.

Not meaning to pick a fight, but.....

For some of us is it "non punitive". So, when upgrade time comes, a few too many ASAPs for the wrong reason could keep us in the right seat.

I think your boss has an asinine way of thinking!

Imagine a crew getting ready to launch from a west coast city at 11PM flying the redeye to a midwest/east coast destination, landing around 5AM. Inevitably they're both running on less than a full night's sleep due to the fact that the schedule only allows for a nap before reporting for duty.

So scheduling has dispatch send them an ACARS shortly before pushback saying "you're going to do a quick BDL turn after you land in JFK. Duty time will be 12:00 and block time will be 7:00 total so you're good to go. Released at 1PM."

Any crewmember in that position would know right then and there, that they can accurately predict fatigue in the future. Their nap will get them through their redeye to the east coast but after the sun comes up they are not going to be alert enough to keep on going.

Yet your boss wants them to wait until they land at 5AM to call in fatigued!

This is the bizarre, nonsensical thinking in this line of work that I will never understand.

Common sense is apparently rare indeed!

and yet more proof that not all regionals are the same....

You call CS and let them know that you have had a severe rest disruption and you push the show time back. If you haven't had enough rest to do the turn then you likely are not going to be sufficiently rested to fly back to the hub to begin with. It is not ok to limp back into base when you are not fit to fly in the first place.

A word of caution...the ASAP system is intended to protect you from "unintentional" violations.

If nothing bad happened, an asap can be used to increase company/FAA awareness of the issue. But if a possible violation occurred, flying fatigued would be considered intentional, and an asap might get rejected.

We have ASAP reports a my carrier, I am familiar with the data, I've sent in one or two in the last 8 years, and I flew for XJT before my current job.

sorrry my ignorant post didn't meet your standards, I'll try to do some research next time I post, wouldn't want to disappoint you again

At my company you lose all pay if you call in fatigued. Then you get threatened with a trip to the CP's office to explain yourself. Then you have to give a written explanation detailing the events that lead to your fatigued status, if they are satisfied with the letter then no trip to the CP's office, if they want more info you get called into the CP's office so you can explain in person.

I agree, it would depend on the situation.

I can see myself being able to fly safely for a 1-2 hour flight in certain situations, but ruling out anything longer than that.

Other things might require doing what you wrote, telling them that even the first flight is not going to be possible at the original time.