Michael Kaiser No Comments

Members Update on Coronavirus Epidemic

Please click here to read a letter in regard to raised concerns and suggested precautions when operating flights into China during the coronavirus epidemic. This letter was sent on Friday, 7 February 2020, to the Chief Pilot, EVP Flight Operations and Head of Occupational Health, Safety and Environment.

Additional information including CDC risk level, travel advisories and routine preventive actions can be found on the OHSE intranet page.

Please don’t hesitate to get in touch with us at cvboard@alpl.lu should you have any question.

Dirk Becker No Comments

Members Update on Corona Virus

During the Joint Delegation Meeting on 05 February 2020, the current situation regarding the Corona Virus was discussed with management.

In this meeting, the Pilot Representatives were informed that it is planned to avoid all layovers in PVG, CGO, PEK, and XMN.

According to management pairings will be changed to operate OVB – PVG – OVB and OVB – CGO – OVB with a double crew. Management is considering a similar solution for PEK and XMN but no final decision regarding these pairings has been made.

For the time being flights to HKG remain unchanged.

Your Representatives addressed your stated concerns regarding possible commercial positioning into and out of China. Additionally, we asked management to provide all pilots with regular updates regarding the operation and layovers in China.

Please send an email to cvboard@alpl.lu, if you have any questions.

Dirk Becker No Comments

Members Update on Fatigue Warnings

In May 2018 we provided information regarding fatigue warnings issued by Crew Control. These fatigue warnings are based on a mathematical model and are triggered when the calculated alertness level exceeds a predefined score. In fact, your actual alertness level could be higher or lower, depending on your personal sleep/wake cycle.
 
In the recent Fatigue Safety Action Group (FSAG) meeting it was announced that if pilots do not respond to a fatigue warning Crew Control must alter the departure time to ensure the fatigue scores are below the predetermined thresholds! Please also refer to the  “Boxed Items 4/2019“, “Take Note” Section on page 10, published on 22 January 2020!
 
Legal uncertainty of civil or even criminal nature after a possible accident or incident, where the company and individuals could personally be held liable, was one of the main reasons for this clear direction.
 
According to EASA ORO.FTL.110 – it is the initial responsibility of the operator to manage and mitigate fatigue. It is in the first place the responsibility of the operator to schedule flights already in the planning stage so that rosters are sufficiently free from fatigue. A transfer of this obligation to the respective pilots to decide whether or not they would be able to operate a specific flight cannot be seen as a relief from the principle obligation of an operator.
 
In the case you receive a fatigue warning in advance of your next duty or series of duties, we strongly suggest applying a very high and professional standard in determining your capability to safely operate any subsequent flight. This is especially important for rotations involving highly demanding airports like MEX,  UIO etc. Please remember that you might possibly face a situation where you have to justify your decisions. Therefore, please do not hesitate to ask for more rest should you require it!
 
As we have indicated in the past, maintaining a sleep log from the beginning of a rotation will assist you in making a professional and informed decision. Also, do not forget to file a proactive fatigue report when asking for additional rest, or a reactive fatigue report, if you experienced high levels of fatigue during a flight. In order to effect any change in crew scheduling and rotation planning,  fatigue reports by pilots are the most valuable and required data. Guidance on how to report fatigue can be found here.
 
In this context it is important to remember that commander´s discretion (ORO.FTL.205) in OM-A, chapter 7, section 8  is not a one way street to extend a FDP in unforeseen circumstances but also a tool that can be used to further limit the maximum allowable FDP with the aim to mitigate accumulated fatigue.
 
To better understand the hazard of fatigue, EASA completed a study on Night and Disruptive Schedules in 2019. Click here to see a summary of this study that is relevant to our operation.

Dirk Becker No Comments

Members Update – January 2020

2019 was a busy but successful year for the ALPL Cargolux Division and its members. The great result in the Social Elections in March 2019 resulting in 8 out of 16 seats of the Delegation being held by Pilot Representatives certainly was one of the contributing factors to finally conclude the CWA negotiations in August that entails major improvements for all Cargolux pilots, especially for those that were initially hired under the so-called “B-Scale”.

This result demonstrates once more, what we as a group can achieve when standing together. Thank you for that!

In 2020 we will focus on the correct application of the new terms and conditions, especially on the implementation of the new FTL for Standard and Augmented Crew, which will take place latest by July 2020, as well as ongoing issues in the day to day operation, e.g. crew hotels.

We encourage you to familiarize yourself with the new CWA 2020-2022 and to also read our “Know Your CWA 2020” series, which are available here.

Remember: We can negotiate conditions, but you have to enforce them!

As always, our work and engagement will continuously be guided by the ALPL´s mission statement:

Flight Safety and Pilot’s Health
Pilots’ Social Rights
Job Security and Working Conditions

Please find below an update on:

  • Hotel Accommodation 
  • V-Day Survey
  • Random Alcohol Testing

 
Hotel Accommodation
The ALPL Hotel Committee has received an increasing number of complaints from our members about crew hotels failing to provide the standards and services required to enable adequate rest during our demanding type of operation. Given the high number of complaints it is apparent that the standards of our hotels are slowly but steadily being challenged.
 
In this context we would like to remind you that in the case that your accommodation does not fulfill the requirements of either the Cargolux Hotel Policy and the CWA or your rest is in some way compromised, there are a couple of options you need to do. 

  • First, carefully evaluate your fitness to conduct your next flight. It is absolutely essential that you are well rested before commencing any flight duty. If in doubt do not hesitate to request a quieter room, potentially requiring additional rest which may delay the departure accordingly. Please don’t forget to inform all your colleagues and the local station. Make sure to file a fatigue report and send a copy to cvhotels@alpl.lu
  • If the hotel has deficiencies of the standards as laid out in the hotel policy, now also in the CWA 2020-2022, please file a VR and send a copy to cvhotels@alpl.lu
  • Many have asked the Hotel Committee to identify the suitable hotels. Please click here to see the list that is based on the Station Information and gives you a good overview of the contracted hotel and whether it is suitable or not. Should you be scheduled to be in a hotel that is not suitable, please liaise with crew control and request the booking in our normal hotel or another suitable hotel for the entire crew. Settling the expenses with the company credit card (after obtaining approval by the Company) is another option open to you. If you see a hotel on our network that is not familiar to you, please also send an email to cvhotels@alpl.lu.
  • Without a copy of the reports you submit, the Hotel Committee has nothing in their hands to follow-up these complaints with the Company. Therefore, please take the time and always write a report and send a copy to the Hotel Committee as well.

The ALPL Hotel Committee is fulfilling their obligation as laid out in the Hotel Policy by doing its best to select and propose suitable hotels. It is unfortunate however, that this process is continuously being ignored by Procurement Management and that the well-functioning of this collaboration is undermined by lack of transparency and poor communication from senior management. 

Whereas it was possible to resolve recent issues with hotels in LUX in a joint effort with the Chief Pilots Office, some do remain at certain destination, as you can see in the provided list.

To find acceptable solutions for all parties concerned will require a joint effort by you, our members, the ALPL Hotel Committee as well as the Divisional Board and the Delegation!  

V-Day Survey
In December 2019 we asked you to complete a survey in regard to the bidding and allocation of V-Days for the year 2020 to get a clearer picture of what happened during the allocation process. A majority of Captains and First Officers participated in the survey, representing a statistically relevant collection of data.

We have also been in touch with the Chief Pilots Office, who also gathered and provided more information in a recent email, sent on 31 December 2019.

In addition to that email, we would like to present you the result of the V-Day Survey, which reflects what has been reported by our members and illustrates mainly two things:

  1. A significant lower average success rate, and
  2. A decreasing success rate with decreasing seniority.

Considering the original purpose of the V-Days – a system that was designed to assist colleagues with relative low seniority to have the off days connected to a short vacation period primarily in the difficult summer season – we are of the opinion that in particular this bidding and allocation process must be reviewed and eventually adjusted with the aim to significantly increase the individual success rate.

Random Alcohol Testing
Please note, that in 2020 random alcohol testing will be introduced and will become part of the ramp inspection program in Europe. Tests could also be conducted outside the aircraft (e.g. in the crew room) and will take place after a pilot has reported for duty. Depending on national legislation, the testing may be done by either ramp inspectors or by police, or both. If the test shows a positive alcohol breath test, this must be confirmed by an additional ‘evidential test’ by the police.