Please find below an update on the following topics:
- Planning Limit vs Operational Limit for a Standard Flight Crew
- Clarification on managing fatigue
- Availability and compensation
- Know your CWA
- Cargolux Year End celebration
“Planning Limit” vs “Operational Limit” for a Standard Flight Crew
It has been brought to our attention that on several occasions flights for a Standard Flight Crew have not been planned as by the rules of the CWA. CWA Article 36.6.2.2. is applicable to all Flight Duty Periods conducted by a Standard Flight Crew and the “Planning Limit” is the limit for Crew Planning and Crew Control when producing and/or changing the rosters. The “Operational Limit” constitutes the legal limit according to OM-A Chapter 7.5.
To clarify, the “Planning Limit” is applicable until Reporting Time and all flights must be scheduled accordingly!In case the planned FDP exceeds the Planning Limit at or before the Reporting Time, the flight must be operated with an Augmented Crew.
Only after Reporting Time, the “Operational Limit” becomes applicable. This is to create enough buffer for unforeseen delays, e.g. fuelling, loading, technical problems, that could occur after Reporting Time and to prevent a Standard Flight Crew from exceeding the legal limit and being forced to apply Commander´s Discretion.
We ask everyone to be familiar with the CWA and insist that the CWA is followed in any case.
Clarification about managing fatigue
We are aware that crews are being planned to the maximum allowable FDP and that rosters are extremely challenging due to roster changes and the combination of long FDP followed by minimum rest periods, etc. Due to the high business demand and ongoing crew shortage the situation will not improve soon. Thus, we feel it is important to clarify certain possible misunderstandings regarding the self-assessment of your alertness level and the management of fatigue.
We cannot emphasise enough how important it is not to just blindly accept what you see on your roster.
It is crucial to recognize that, as a result of the recently conducted survey, the company’s responsibility to “ensure that flight duty periods are planned in a way that allows crew members to remain sufficiently free from fatigue” (OM-A 7.1.2) is not always being adequately met. We elaborated on the reasons in our previous updates and highlighted the over-reliance on the bio-mathematical model, which cannot take all facts into consideration.
In such situations, we as pilots must prioritize not only our health but also our responsibility to ensure safety. According to OM-A 7.1.8, we “shall not perform duties on an aircraft if we know or suspect that we are suffering from fatigue.”
This means that, at times, it may be necessary to request additional rest at an outstation, for instance. Doing so is not a refusal to work, nor does it imply any wrongdoing. On the contrary, it demonstrates that you are fulfilling your responsibilities as a pilot.
Also, extending your rest as a First Officer does NOT mean you will be flagged by any department within the company or expect any negative impact on future opportunities, such as upgrades. Management clearly expects from us as professionals to follow all binding regulations, which includes the OM-A.
It’s important to understand that, compared to some competitors, we currently operate with a lower crew factor, and this is a critical aspect to keep in mind.
More information on fatigue and how to deal with it will follow soon, but below are some examples where pilots should get suspicious:
- Consecutive FDPs through the WOCL with minimum rest in between
- Arriving in the U.S. after crossing the dateline
- Consecutive rest periods of 24 hours or less
- Standard crew FDPs through the WOCL of 6 hours or more
Please refer to our last update on fatigue and ask for more rest if necessary. Don’t forget to file Fatigue Reports and use the published guidelines.
Availability and compensation
We would like to clarify that if pilots voluntarily offer to fly during their off time, the company has the discretion to determine the applicable compensation. It is then up to the individual pilot to accept the terms and operate the flight or decline. This does not constitute a breach of CWA articles 36.16.2 and 36.16.3.
In conclusion, crew members offering their availability cannot accept a financial compensation and change their mind in hindsight to e.g. a two for one off day compensation.
Nonetheless, if a pilot arrives at their home base late into their scheduled off days, the aforementioned articles apply, and the pilot’s choice of compensation must be honoured by the company.
Know your CWA
In recent months, we have updated our guidelines on the proper application of the new CWA, which came into effect on 22 December 2023. Our updates focus on each chapter, emphasizing key points in the relevant sections and offering situational examples to enhance your understanding of how the CWA applies to you.
This information is intended to help you implement the rules effectively in the day-to-day operation.
You can find these guidelines in a newly dedicated “CWA” section on the ALPL website.
Cargolux Year End celebration
In the past, one issue raised with management was the perceived exclusion of crews from company events due to late announcements, often made after the bidding deadline, despite this not being the intention.
We are pleased to note that the announcement for the year-end party on 13 December 2024, has been communicated well in advance, giving us the opportunity to bid for off days and have a chance to attend.
This event presents an opportunity for us, as flight crew members, to reconnect with our colleagues from HQ and maintenance. We hope to see you there!
