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PostPosted: Tue Jul 05, 2016 4:54 pm 
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Bobcaygeon,
ACPA has secured a 12 hour home base minimum between pairings.
So to put it politely, you do not know your a$$ from your elbow.
Cheers.



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PostPosted: Tue Jul 05, 2016 5:37 pm 
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tailgunner wrote:
Bobcaygeon,
ACPA has secured a 12 hour home base minimum between pairings.
So to put it politely, you do not know your a$$ from your elbow.
Cheers.


Thanks Captain Obvious
Your entire contract is available for public viewing on the internet legitimately via government website. I also have rectal scar tissue from the Robert Milton era. It's been 12 hrs for many, many agreements so why the lobby now to shovel the rest of the "science" down my throat with the "one size fits all" legislation. It appears as "please legislate what I couldn't negotiate" though I would hope the standard is higher than that.

I like my days off and can chose to live 20 minutes from work, my boat and drive my snow machine out of my garage but now someone says I can't fly 3 legs (2.5 hrs stick time), nap for 6 hrs, and fly 3 legs home. It's high credit so I work 13-14 days a month. It sure the hell isn't a YYZ-LGA turn but on paper it's more fatiguing.

One size fits all doesn't work.



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PostPosted: Tue Jul 05, 2016 6:24 pm 
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Unfortunately as a member of ICAO they cannot craft regulations according to individual preferences or the unique capabilities of super-humans. They have to use science.

Although I will state unequivocally that they do craft F&DT regulations according to the commercial preferences of operators over anything else. We all know that.



Last edited by Rockie on Tue Jul 05, 2016 6:38 pm, edited 1 time in total.

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PostPosted: Tue Jul 05, 2016 6:33 pm 
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Bobcaygeon,
You were the one who raised the issue of pilots (ACPA and ALPA) driving 1 hour to and from work. I just pointed out that what you deem as odd, is in fact legal. If you are having problems with the math, I will do it for you. 1 hour drive + 2 hours of personal time + 8 hours prone rest + 1 hour return to the airport , meets the CARS legal requirement.
We, (ACPA) do not need to beg for changes because we have used our efforts to secure proper legal rest. We are lobbying for changes do duty day lengths using a science based approach, plus augmentation updates.
You can probably continue to operate whatever you are flying as you always have...., hopefully without passengers.......



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PostPosted: Wed Jul 06, 2016 2:31 am 
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When I was doing 14 hr days that included 8 legs and 9.5 hours of hand flying approaches to minimums I was really hoping for changes in the regs. Now that I do 2 legs a day the 14 hrs doesn't seem so bad. Although I recognize the arguments for change and believe the science, I am really not looking forward to the changes. They will greatly decrease my quality of life. I will go from being home nearly every night working 12ish days per month to spending many nights away from home and working 16+ days a month.


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PostPosted: Wed Jul 06, 2016 7:44 am 
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co-joe wrote:
I'd just like to see an end to the 8 hours uninterrupted happens in camp or at a hotel, and your official duty is when you are home with your spouse for 7 hours bullshit that rules the 703 world. It should read 8 hours uninterrupted rest at your own home plus time to get there and back. I knew so many pilots that lived an hour from the airport and yet somehow were able to meet CARs rest in 8.5 hours between landing and tomorrow's departure often including time to do the day's paperwork.

CARs wrote:
"minimum rest period" - means a period during which a flight crew member is free from all duties, is not interrupted by the air operator or private operator, and is provided with an opportunity to obtain not less than eight consecutive hours of sleep in suitable accommodation, time to travel to and from that accommodation and time for personal hygiene and meals; (période de repos minimale)



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PostPosted: Wed Jul 06, 2016 11:17 am 
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tailgunner wrote:
Bobcaygeon,
You were the one who raised the issue of pilots (ACPA and ALPA) driving 1 hour to and from work. I just pointed out that what you deem as odd, is in fact legal. If you are having problems with the math, I will do it for you. 1 hour drive + 2 hours of personal time + 8 hours prone rest + 1 hour return to the airport , meets the CARS legal requirement.
We, (ACPA) do not need to beg for changes because we have used our efforts to secure proper legal rest. We are lobbying for changes do duty day lengths using a science based approach, plus augmentation updates.
You can probably continue to operate whatever you are flying as you always have...., hopefully without passengers.......


Even with 12 hours contractual rest between check out to check in, Terminal 4 (Barrie) is a pretty tight stretch to pull off 8 hrs prone with the time for the 3's plus commute and the staff parking lot adventure to/from your vehicle. So are they really actually making use of the 12 hrs contractually and soon to be regulated rest to bring your A game to work?
Claiming fatigue 10-12 hrs later seems like a stretch for those who chose to live this lifestyle.

Is it any different than the flight crew member who claims fatigue at work but is streaming video on the company computer in company housing at 2 am. Really??

Again where does the employer's responsibility end??

When was the last time a pilot was convicted of operating an aircraft "unfit for duty" due to fatigue? Does that mean that it doesn't happen either from employer pressure or by poor lifestyle decision making? Not likely.



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PostPosted: Wed Jul 06, 2016 2:39 pm 
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I see a few comments from folks who fly a few times a month and don't mind the 14 hour days. I don't think anyone would really have a problem with that.

It's the smaller 703 and 704 operators who have to squeeze every waking moment out of a pilot to make their businesses turn a profit. Competition is fierce and margins are slim, and if your competitor is running their pilot pool right down to the bone, how else can you compete, but to do the same?

I'm hopeful that new regs will go a long way to curb instances of crews getting their min resets, rotating between nights and days, working full 14 hour days with little sleep (or longer, due to commonly used loopholes), and crashing in heaps of sprawled bodies in hotel or FBO lobbies. If every operator has to play by the same science-based rules, the prices might very well go up for customers, but we may get to see some positive change in terms of safety for all and quality of life for the crews. The reserve system as it stands is also a bit of a joke, when they outline acceptable means to provide such a system, but then add a clause at the end of the regulation that can effectively throw all of what was detailed out the window.

Some real change is desperately needed... At least from where I'm sitting in the 703/704 world. My only regret is that Transport is offering up such a long grace period for operators to comply.

Can't really speak to 705 stuff, but it seems the bigger the operation, the more progressive they tend to be as far as duty time policy goes.



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PostPosted: Sun Jul 10, 2016 11:29 pm 
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Location: BC
Is every take-off considered a segment?
If so, how many segments are allowed in one day?
In our work on seaplanes on the west coast it is quite possible do complete 10 take offs in the first 6 to 8 hours of the day.
If this is enforced the wrong way we could end up with short enough days to end up with a 5 day work week instead of the now enjoyable 4 day work week. I do not think segments can be considered the same for a seaplane pilot as it is for a runway pilot. I sometimes do 4 take off in my first hour. It won't effect me as I will be retired by 2021.
Bob



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PostPosted: Tue Jul 12, 2016 9:21 pm 
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No mention of 702 operations where one can work 100-130 days straight unless of course you count a day on call as a day off after the fact.


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PostPosted: Sun Sep 10, 2017 4:35 pm 
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Any news on this?


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PostPosted: Sun Sep 10, 2017 8:46 pm 
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As a guy in a 703 the kind of frustrating thing for me is that there is no duty time limits in the scope of week or month. I fly 20-24 days a month with most days over 8 hours. However we also spend a fair bit of time on the ground. Sometimes it's just 1 leg up hold a few hours and 1 leg down. We don't have the luxury of pilot lounges in the north. You get MTO issued metal benches a lot of the time. I might only fly 3-4 hours in a day but sitting around for 7-8. Napping in the airplane isn't viable at -30C either. The company I work for will try to help out and will sometimes get us a stay somewhere that at least has couches but this isn't mandatory.

Lately I've been averaging 100-110 hours of duty time in 2 weeks (50-55 hours per week). I recognize this is a separate problem but it's one that I wish would get some attention.



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