exercise
Crew
Planning exercise #2
Date 26 February 24, 2021
Report is due 9 March 2021 – Excel Report & Word Report on the schedule
Your company has been contracted to fly a dedicated route Toronto to Honolulu starting on 1 March 2021. You will fly all flights with no cancellations allowed. Please develop a crewing schedule while maintaining all Crew Fatigue Regulations as discussed in the class today and attached.
You are to manage the 28/
90
day flight hours of 1
12
/
30
0 flight hour regulations for crews.
Make any assumptions you need to ensure we complete our crewing schedule as long as you note them on the report.
Flight Project start date is 1 March 2021 length is
60
days.
Aircraft : B767
Total Flight Hours: 12288 flt hrs
Last check completed 3C & 1C check at
120
00 flt hrs
Time since last check: 288 flt hrs
Next check due: 112 flt hrs
Route:
Toronto to Honolulu round trip
Frequency : Weekly
· Monday ; Thursday ; Friday ; Sunday – Round trip
· Tuesday YYZ to HNL ( one way – aircraft remains overnight )
· Wednesday HNL to YYZ ( one way )
· Saturday ( no flying )
Assumptions:
Route flight times:
YYZ to HNL – 9.7 Hrs
HNL to YYZ – 10.6 hrs
| Crew |
YTD |
90 DAYS |
28 DAYS |
NOTES |
|
|
Pilot 1 |
120 |
220 |
60 | ||
|
Pilot 2 |
30 | ||||
|
Pilot 3 |
90 |
110 |
42 |
||
|
Pilot 4 |
100 |
200 |
36 |
Vacation 5 to 9 March |
|
|
Pilot 5 |
64 |
72 |
52 |
||
|
Pilot 6 |
92 |
138 |
41 |
||
|
Pilot 7 |
44 |
12 |
Chief Pilot |
||
|
Pilot 8 |
Pilot Manager |
Build a 60 day schedule to fly the aircraft as contracted using the crews and maintain the new regulations restrictions. Please schedule to aircraft maintenance as the hours accumulate ( 400 hrs ). Please note that is a tolerance of 5% +/- to meet the maintenance schedule.
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Seneca College
WEEK 7
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AGENDA
Flight Crew Fatigue
Maintenance Planning
Scheduling exercise
Group Project discussion
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Crew Fatigue
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Flight Crew Fatigue Management
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All flight crew experience the detrimental effects of fatigue, whether they are flying cargo or passenger planes, short-haul or long-haul. To ensure the safety of passengers and crew, the Government of Canada sets limits to the amount of time a crew member can be on the job.
Prescribed flight and duty times
Fatigue Risk Management Systems
The changes to flight crew fatigue management include two essential elements:
New prescribed flight and duty limits that are grounded in modern science and better manage the length of time that a crew member can be on the job (see table below); and
Fatigue Risk Management Systems that will allow operators the flexibility to vary from the prescribed limits based on their unique operations if they can demonstrate that alertness and safety will not be affected.
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Flight times
Previous regulations (1996)
1,200 hours in any 365 consecutive days
300 hours in any 90 consecutive days
120 hours in any 30 consecutive days
40-60 hours in any 7 consecutive days
New regulations
1,000 hours in any 365 consecutive days
300 hours in any 90 consecutive days
112 hours in any 28 consecutive days
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Flight duty period
Previous regulations (1996)
14 hours (aerial workers and air taxi operators) or
13 hours, 45 minutes (commuter operations and airline operators)
New regulations
Maximum 9-13 hours – based on start time of day/sectors flown
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Rest period
Previous regulations (1996)
8 hours plus time for meals, personal hygiene, and travel to and from suitable accommodation
New regulations
At home– 12 hours or 11 hours plus travel time, or 10 hours in suitable accommodation provided by the air operator
Away from home – 10 hours in suitable accommodation
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Time free from duty
Previous regulations (1996)
36 hours / 7 days; or
3 days / 17 days; or
3 periods x 24 hours / 30 days
13 periods x 24 hours / 90 days.
New regulations
Option 1:
1 single day free from duty per 7 consecutive days
4 single days free from duty per 28 days
Option 2:
5 days off per 21 days
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Consecutive night duties
Previous regulations (1996)
No regulation or standard
New regulations
Maximum of 3 nights of duty in a row without a rest during the night
If a rest is provided during the night, up to 5 consecutive night time duty periods
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Fatigue Risk Management System
Previous regulations (1996)
Not a requirement
New regulations
Option to use FRMS
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Flight Crew Fatigue Management
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Coming into force
New regulations
24 months for major Canadian airline operators (subpart 705)
48 months for smaller and regional operators (subpart 704 and 703
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Flight Crew Fatigue Management
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A Fatigue Risk Management System is an overall risk management approach in which air operators:
identify hazards;
assess risk;
develop mitigation strategies;
provide fatigue management training and education;
use fatigue monitoring systems; and
improve processes to reflect changing circumstances and feedback.
A Fatigue Risk Management System provides an alternative for operators that may have constraints meeting the prescribed flight and duty time limits due to the unique nature of their operations (e.g., ultra‑long haul flights or flights serving northern and remote communities).
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EXERCISE
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Build a schedule for the following flight crew:
TC current rules – 14 hours flight duty day; 8 hours rest; 1200 hours in 365 consecutive days.
TC proposed rules mix 9-13 hours flight duty day 10 to 12 hours; 1000 hours in 365 consecutive days
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Flight and Duty Time- Definitions
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Duty: Any time a crew member is required to undertake activity on behalf of the airline is considered as duty time. This includes flying, dead-heading, admin duty, standby,3 training, etc.
Duty period: Calculated from the moment a crew member reports for duty and ends once they are free from all work-related activities (continuous time).
Flight time: Calculated from the moment the aircraft moves under its own power for the purpose of flight until it comes to a full stop and the engines are shut down; essentially off-blocks to on-blocks time.
Flight duty period (FDP): Calculated from the moment that a crew member signs on for duty and reports for a flight, and ends once the aircraft comes to rest with engines powered down at the end of the last sector. The duration of FDP depends on the number of sectors to be operated and the time of day the crew is required to report.
Before going into further detail, it is important to elaborate on some of the most common definitions which form the basis of a typical FTLS (Flight Time Limitations Schemes)
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Flight and Duty Time- Definitions
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Acclimatized: A crew member is considered to be acclimatized when their body clock is synchronized with the time zone in which they currently reside. This occurs after they have spent a prescribed minimum amount of time in that zone.
Circadian rhythm: The body’s internal clock that determines and regulates periods of wakefulness and sleep. The rhythm fluctuates throughout the day with some variance from person to person.
Window of Circadian Low (WOCL): A period of time when the physiological effect of being sleepy are at their highest (i.e. 2:00-5:59 and 15:00-17:00)
Rest: A period of time allotted either side of duty that gives the crew the opportunity to sleep before undertaking their next duty.
Before going into further detail, it is important to elaborate on some of the most common definitions which form the basis of a typical FTLS (Flight Time Limitations Schemes)
There are circumstances where the rest required may be reduced, but this is only to be used in exceptional cases and typically requires the regulator to be officially notified afterwards. Figure 9.2 is an overview of the various elements that make up a typical single sector duty, followed by a period of rest.
The WOCL is one of two primary considerations when calculating the available FDP; the other being the number of sectors that the crew must operate.
Note how the FDP varies based on the time that duty starts and how duties commenced in the primary WOCL (02:00–05:59) offer the shortest FDP. Note also how regardless of duty start time, the available FDP decreases as the number of sectors increases. Book page 127-128
The critical nature of take-off and landing and the demands placed on the crew during these phases of flight have been recognized in the FDP table and consequently the duration that crew may be on duty is reduced incrementally as the number of sectors (take-offs and landings) increases.
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BREAK – 10 MINUTES
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Sample Maintenance Table
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The maintenance functions must be packaged to minimize aircraft downtime.
• Subsequent ‘C’ Checks, i.e. ‘2C’, ‘3C’, ‘4C’ etc. are inclusive of the lower Checks. For example, a ‘4C’ Check consists of the 16,000 flying hours tasks of the ‘4C’ check and the 8,000 flying hours tasks of the ‘2C’ Check as well as the 4,000 flying hours tasks of the ‘C’ Check and the 400 flying hours tasks of the ‘A’ Check.
• After the ‘D’ Check in this extended example, the process starts again at the ‘A’ Check, which is then due after 32,400 flying hours.
• For maintenance purposes, aircraft utilization must be tracked in terms of flying hours, cycles and calendar time.
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What is the next check
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AC hours 44,800 flt hrs
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Group exercise
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You are the scheduling department of an airline
You have one B767 aircraft
It has completed 288 hours since its last A1 check and the next is due according to the Sample Maintenance Schedule
You have three ( 4 ) sets of flight crew to manage this schedule
The aircraft is a dedicated YYZ to HNL route (Toronto to Honolulu)
Using the new regulations presented please develop a flight schedule for the next 60 days and ensure the Maintenance checks are blocked in
In class exercise
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Scheduling
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Scheduling is key to delivering a safe and timely service to the operator
Use of planning, reliability, scheduling, and Maintenance drive key performance
On time reliability depends on a full team effort
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Have a great break
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I am still learning.
Michelangelo
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