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The European Agency for Aviation Safety (EASA), has released a document containing the new rules to prevent security risks associated with the level of operational fatigue of flight crew. The agency promptly tried to adjust the original proposal of December 2010, but there is still a lot of work to be done in order to protect the safety of passengers.

Scientific research shows clearly how work shifts and rest shifts should be set, so that pilots are fully capable of conducting safe flight activity, however, despite all this, EASA continues to ignore some fundamental aspects of research in its recent proposal.

'Comments on EASA's first proposal (December 2010), sent by 50,000 operators in the sector to the Agency, deliver a clear message to the committee: The proposal is ineffective, should be thoroughly revised in accordance with scientific findings' announced the president of IPA (Italian Pilots Association) Giovanni Galiotto. 'The present review contains a number of positive changes. However, several critical issues have remained, including excessive service time when on call (standby). A pilot could have to approach an airport or make a landing after 20-21 hours since he/she woke up. We believe that passengers do not deserve all this. Pilots and passengers expect that EU lawmakers have rigorous safety issues'.

According to Avionews, EASA mandated the scientific community to evaluate its proposal; it is obvious that EASA has chosen to ignore most of the recommendations even though these have a negative impact on the economic interests of airlines; scientists, for example, unanimous in defining night shifts as particularly difficult, recommend a limit of 10 hours if the service happens during that time slot but EASA still set the limit to 11 hours.

Due to the same source, Avionews.com, these provisions still are not enough and go against the fundamental principles and legal mandates of the agency, against the same precautionary principle and against the most important passenger's rights: a safe flight. European Cockpit Association (ECA) also add new rules to combat the safety risks proposed by EASA don't go far enough to protect air passenger safety, states Airtrafficmanagement.net. 

However every stick has two ends. In December the FAA approved revised pilot-fatigue rules that will reduce a pilot’s workday from 9 to 14 hours, compared with the current 16-hour limit, the FAA said. In addition, pilots will get a minimum of 10 hours of rest in between shifts, an increase of two hours.

Delayed flights caused by these pilot-rest rules are part of flying these days, Forbes states. Anthony DeMarco, Forbes contributor, describes his personal story of stucking in the airports for delays, partly also caused by new fatigue regulation:

“During the last quarter of 2011 I found myself flying quite a bit again and for some reason the month of November was a time of airport delays for me. The worst occurred at Philadelphia International Airport on a November 10 flight to West Palm Beach.

The flight was delayed six hours, first because of a freakish fog that closed down the airport for hours. When the flight finally arrived from another location to move on to my destination, the flight crew had reached their limit of hours they are legally allowed to work. The airline had to scramble to find another crew, which delayed the flight for about another two hours.”

Safe flights may mean late flights. Having a story or an insight to share, having an idea how the regulations should be balanced? Write us at ideas@balticaa.com

Source: Avionews.com, Forbes.com, Airtrafficmanagement.net