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I also feel there should be a maximum number of takeoffs and
landings, legs and trips that could be scheduled per month.”
(ACN 172229)
18 Issue Number 5
Quick Review
Let’s review the problems many commuter
pilot reported to the ASRS:
1. Commuter flight crews may experience
greater workload because their aircraft are
often less sophisticated than their Part 121
counterparts.
2. Flight schedules may have many legs, with
pilots often returning again and again to
high-density, high-workload airports.
3. Due to shorter trip segments and aircraft of
lower performance, commuter flights are often
required to operate IN the weather, not
above it.
4. Commuter pilots often encounter duty schedules
with minimum rest between duty periods.
5. Standup overnights and oft-changed schedules
can lead to chronic fatigue due to sleep
disruption and deprivation.
In spite of these operating conditions, commuter
(FAR Part 135) flight crews have less
restrictive duty schedule regulations than pilots
for major air carriers. One reporter states:
✍ “The [FAR] 135 regulations do not protect
the pilots flying at the commuter level in
terms of rest and maximum hours flown per
day. Pilots’ decision making skills deteriorate
at a much faster rate when flying the
typical commuter environment (TCAs, high
density traffic areas, approach and landing
phase a majority of the time). If the regulations
had a special clause for those operators
who spend a majority of their time flying the
approach/landing phase, then fatigue would
be reduced considerably and the flying obviously
safer…” (ACN 180664)
Looking for Solutions
One possible solution to the potential problems associated with
fatigue in the commuter carriers could be to simply “cut and paste”
the duty and rest requirements of part 121 into Part 135. Indeed,
one senior FAA official has been quoted in Aviation Week & Space
Technology3 as predicting “…a leveling, and it would be in an
upward direction…” to improve duty schedule standards for FAR
Part 135 carriers and pilots.
Recommendations
Notwithstanding possible changes to FAR Part 135 duty regulations,
there are a few suggestions that can help reduce the impact
of stress and fatigue-related problems faced by commuter pilots
faced with demanding flight and duty schedules. In fact, these
recommendations are good ones for all pilots.
✔ Planning: For most of us, encountering the unexpected
translates to increased stress, and increased stress results in
increased fatigue. Many veteran pilots “mentally fly” their
flights before showing up for duty, attempting to identify
potential problems and possible solutions — this can help
reduce the stress of the unexpected.
✔ CRM: Effective sharing of cockpit workload can also reduce
stress and fatigue. Flight crews should review Crew Resource
Management techniques before flight, and critique their performance
afterwards to identify those areas where change or
improvement is possible.
✔ Rest: Getting adequate rest is difficult if a duty schedule calls
for periods of reduced rest or stand-up overnights it is recommended
that pilots limit their activities and get adequate rest
before reporting for difficult duty schedules. This can help
reduce the impact of chronic (accumulated) fatigue.
✔ Physical Fitness: Being physically fit will also reduce the
impact of arduous duty schedules. It is recognized that moderate
exercise reduces the effect of stress; taking a brisk walk
(or some other form of exercise) after a long day, or between
flight segments if time permits, means feeling better and
sleeping better.
✔ Nourishment: The benefits of proper and regular diet are
well known, but many reporters to the ASRS note the difficulty
in obtaining adequate nourishment during extended
duty periods or following late arrivals. (Adequate nourishment
doesn’t mean a hamburger and coffee, either.) Millions
of workers take lunch to work, so pilots with schedules that
may preclude a good restaurant meal should do the same.
3 Washington Outlook, Aviation Week and Space Take a sandwich, and pack fruit and vegetables.
Technology, 23-Aug-93, page 21.
Issue Number 5 19
by Jeanne McElhatton and Charles Drew
Aviation’s worst disaster, the terrible
KLM / Pan-Am accident at Tenerife1,
was due in great part to schedule pressure
problems experienced by both flight crews.
The Air Line Pilots Association (ALPA)
　
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