Too tired for take-off (Globe & Mail)

[Widow]

Amid international push for new aviation standards, critics say Canada not doing enough to keep tired pilots out of the cockpit

By Tu Thanh Ha

Globe and Mail
Last updated on Friday, Nov. 20, 2009 4:58AM EST


On a June evening in 2005, Air Canada Jazz Flight 8105 was carrying 64 passengers from Houston to Calgary when, just after crossing the border, the plane began to vibrate.

The control column shook and an alarm sounded in the cockpit. The plane tumbled into a dive, stabilized, then dove again. The problem? The captain, worn out from an irregular schedule and a fitful sleep, had twice allowed the plane to slow so much that it was on the verge of stalling.

“Fatigue likely resulted in a degradation of his concentration,” concluded a report by the Transportation Safety Board of Canada.

The near-accident is a glaring example of what pilots would say is wrong with Canadian aviation regulations. In the last 12 years, fatigue was investigated as a possible factor in nine aviation incidents in Canada, involving 23 deaths, according to a review of TSB records.

Yet pilots claim the federal government isn't doing enough to guard against these mishaps. They argue that current rules are outdated, and that workday hour limits are ineffective in keeping tired pilots out of the cockpit.

Their criticisms come amid an international outcry over pilot fatigue. In Europe, pilots held public protests last month calling for tougher rules. In Dubai, Emirates airlines faced allegations that tiredness was behind a near-crash in Melbourne. And in the United States, authorities are promising more stringent standards following the Colgan Air crash near Buffalo last winter that killed all 50 people onboard.

“Finally it's happening in the States. We want that process to start in Canada as soon as possible,” said Air Transat Captain Martin Gauthier, a member of a panel on fatigue of the Air Line Pilots Association. “There's a consensus in the pilot community in Canada that the rules have to change.”

But that doesn't appear likely any time soon. The United Nations agency that sets global aviation standards has asked countries to update their regulations by this week; federal officials say Canadian standards are consistent with those guidelines.

“We deem that our norms are adequate,” said Transport Canada spokesman Patrick Charette. “In some areas we are ahead of the curve.”

That assessment differs sharply with the view of pilots, who claim that flight-limit rules don't take into account all sorts of situations that leave them exhausted. Canadian regulations allow a crew to be on duty for 14 hours within a 24-hour period (which can be stretched if there are unplanned problems), but they ignore aggravating factors such as night work, irregular start times, routes that cross several time zones or multiple takeoffs and landings.

The European Union, by contrast, has a 13-hour daily maximum that is trimmed if more than two legs are flown or if the shift starts between 2 a.m. and 6 a.m. And while American pilots can be on duty for up to 16 hours a day, Randolph Babbitt, head of the Federal Aviation Administration has pledged stricter standards.

Daniel Slunder, who worked at Transport Canada's operational standards branch until July, said he didn't sense that flight-time limits were a pressing issue for Canadian regulators.

“Any change to the regulation with respect to pilot fatigue is not about to occur any time soon and that is a pity,” predicted Mr. Slunder, chairman of the Canadian Federal Pilots Association, which represents Transport Canada pilots responsible for aviation inspection.

Pilots for all the major carriers have negotiated contracts with tougher rules than what federal regulations allow, but they argue that regulations need to be stiffened to prevent further mishaps.

One of the biggest problems is IRROPS, or irregular operations. For example, a crew on its last flight of the day risks running over its daily limit – not a rare thing with winter weather delays.

“If you're in the U.S. or in a smaller centre, there is no reserve crew [and] that means sending 150 passengers to a hotel and flying in a reserve crew,” Capt. Gauthier said. “The bill is enormous. And we're not insensitive to that. It's our breadwinner. We don't want the company to have excessive IRROPS costs.”

The way flights are assigned to pilots can also pose a hazard. Air Canada and Jazz pilots are paid by hours of flight time and routes are picked by seniority, so that “people in the bottom third get the dregs,” said one Jazz pilot.

Those dregs would include what is called continuous or stand-up duty, where pilots handle a late evening flight, stay overnight at their destination, and then fly back in the morning. While this fits within the mandatory 14-hour limit, it means pilots are able to manage only a few hours sleep before stepping back into the cockpit.

“It's just enough to mess you up,” the Jazz pilot said, describing the “head bobs” of fatigued pilots.

Canadian rules allow major swings in sleep time within a short span.

In the case of the Houston-Calgary Jazz flight that nearly stalled, the captain was given adequate time to rest but, arriving in Houston at 2 a.m. that day, he slept fitfully for just 31/2 hours.

In February, 2004, a First Air Boeing 737 charter ferrying 31 miners from Nunavut missed the runway when it landed in dark, foggy conditions in Edmonton. The pilots had awakened in Edmonton at 5:30 a.m. the day before, flown to Yellowknife, and then got a break during the afternoon before flying through the night. They were up for 24 hours straight because they could not sleep during the day.

“We can't just turn it on and off,” said one Air Canada pilot.

Philippe Cabon, a professor of ergonomics at Paris Descartes University who studies pilots' sleep patterns, notes that fatigue doesn't accumulate or dissipate in a linear fashion. Pilots who accumulate a 10-hour sleep debt won't sleep 10 hours longer when given a rest.

“The timing of the break is more important than its duration,” Dr. Cabon said.

Air Canada spokesman Peter Fitzpatrick noted the airline allows pilots to abandon a shift if they feel too tired. But exhausted pilots can't properly assess their fitness to fly. Others confessed they will simply tough it out, hoping that the other pilot is in better shape.

“Let's touch wood and hope nothing major happens,” said Capt. Gauthier of Air Transat. “But let's not wait until something major happens to change the rules.”

http://www.theglobeandmail.com/news/nat ... le1370571/

[Rockie]

Daniel Slunder, who worked at Transport Canada's operational standards branch until July, said he didn't sense that flight-time limits were a pressing issue for Canadian regulators.

This has my vote as the understatement of the year.

[niss]

Daniel Slunder, who worked at Transport Canada's operational standards branch until July, said he didn't sense that flight-time limits were a pressing issue for Canadian regulators.

This has my vote as the understatement of the year.

'I'm in a spot of bother...'

[RVgrin]

The captain, worn out from an irregular schedule and a fitful sleep, had twice allowed the plane to slow so much that it was on the verge of stalling.

OK, I can understand how fatigue could lead to one stall. But twice in one flight? This guy must either have a death wish or an adrenaline deficiency or something...

After hearing stories like this and the Colgan disaster we obviously need extreme action. I move that in addition to stick-shakers all airlines be equipped with JATO bottles which deploy automatically on the first stall, causing expensive (i.e. resume-generating) maintenance costs.

Immediately after the rockets burn out the airplane should repeatedly yell at the pilot in an angry voice "If you do that again I will kill you!" That ought to be enough to prevent a second stall.

[alpha1]

This article is a good example of "the media" covering an important issue for pilots, and generally getting it right.

Wouldnt it be nice if we remembered this effort the next time we feel the urge to mock and crap all over "the media" because, for example, some reporter confuses the terms "first officer" and "co-pilot"?

[The Raven]

The captain, worn out from an irregular schedule and a fitful sleep, had twice allowed the plane to slow so much that it was on the verge of stalling.

OK, I can understand how fatigue could lead to one stall. But twice in one flight? This guy must either have a death wish or an adrenaline deficiency or something...

After hearing stories like this and the Colgan disaster we obviously need extreme action. I move that in addition to stick-shakers all airlines be equipped with JATO bottles which deploy automatically on the first stall, causing expensive (i.e. resume-generating) maintenance costs.

Immediately after the rockets burn out the airplane should repeatedly yell at the pilot in an angry voice "If you do that again I will kill you!" That ought to be enough to prevent a second stall.

Have you ever flown an aircraft at high altitude?

As the article stated, the aircraft was not fully stalled, but rather on the verge of stalling. When recovering from the "approach to a stall" regime at high altitude, you must be very gentle on the controls. It's almost like milking a mouse. A little too much back pressure too soon can have the stick shaker going off a second time. I see it all the time in the simulator. It's a very precise maneuver and I would suggest that a vast majority of pilots would experience the stick shaker briefly a second time during their recovery.

[TuThanhHa]

Good day,
I am the reporter who wrote this story. My apologies for poorly phrasing what happened to the Houston-Calgary Jazz flight.
According to the TSB investigation report which I consulted, the plane was going too slow and the stick-shaker activated. While the crew dealt with that, there was a second stick-shaker activation. So the captain only got distracted once, but there were two stick-shaking near stalls.
That said, no matter the number of near stalls, the TSB report on the incident did identify fatigue as one of the causes or contributing factors.
While my story only quotes by name two representatives of pilots' unions, I spoke privately with a number of other pilots to ensure I got a better grasp of the issue. I didn't quote them however at their request.

Tu Thanh Ha
ha@globeandmail.com

[altiplano]

-

[ajet32]

I once met a TC Inspector who at the time was in a non flying position. He was writing regulations and updating them. This was late 1980's so pre CAR's.
His description was they are written in blood. In Canada perhaps we haven't spilt enough blood to warrant change yet.

[Mig29]

I will say it again and this means no disrespect to anyone here or out there personally.

North America has one of the WORST environments for professional pilots to work in AMONG developed nations around the world. (Western Europe, Australia, etc.)

Because GREED and SELFISHNESS is priority Numero Uno here!!! Safety after ...I feel it on my own skin every time I check in for my 13hr day that will inevitably push close to/over 14hr because the paring is constructed so tightly. Six or sometimes even seven legs a day in crappy conditions, with minimum turn times, with no autopilot in some of the busiest airspaces in North America.

And T.C. has the guts to say that they are on par or beyond the curve in some areas!!!??? Compared to who??? Some dirt cheap low cost hopper in US?? Or some shaddy outlet in Congo or Nicaragua??? Maybe so....

Well done Transport Canada....

[Jastapilot]

Good day,
I am the reporter who wrote this story. My apologies for poorly phrasing what happened to the Houston-Calgary Jazz flight.
According to the TSB investigation report which I consulted, the plane was going too slow and the stick-shaker activated. While the crew dealt with that, there was a second stick-shaker activation. So the captain only got distracted once, but there were two stick-shaking near stalls.
That said, no matter the number of near stalls, the TSB report on the incident did identify fatigue as one of the causes or contributing factors.
While my story only quotes by name two representatives of pilots' unions, I spoke privately with a number of other pilots to ensure I got a better grasp of the issue. I didn't quote them however at their request.

Tu Thanh Ha
ha@globeandmail.com

The Jazz example aside, thanks for writing the article. I thought it was well written.

[Mig29]

Same here as well. I forgot to thank you for the article you wrote after my rant of the day

[Mostly Harmless]

Considering how inaccurate most press coverage of aviation is, this one is pretty well written. I hope the press continues to shed light into the dark places of the government and it’s refusal to address the issue of fatigue. Make the cockroaches run for cover under the spotlight of scrutiny.

Since the intrepid writer of this article is here and involved in this discussion, I will put forth another interesting piece of information. Feel free to confirm this with your other sources, as a matter of fact, I insist. Ask 10 Transport Canada Inspectors what constitutes “unforeseen operational circumstances” (which allow us to exceed our 14 hour work day, in some cases to become a 17 hour duty day… and remember a duty day is usually from 1 hour prior to scheduled wheels up to 15 minutes after landing) and you will receive 10 different answers. The CAR’s were specifically written to be open to the interpretation of the government/inspectors at will. Hiding from liability and all… you wouldn’t want the regulator to actually be held responsible now, would you?

[Siddley Hawker]

Sounds like the autopilot allowed the speed to decay to a point where the stick shaker activated, then the crew nearly experienced a secondary stall in the recovery.

It's a very precise maneuver and I would suggest that a vast majority of pilots would experience the stick shaker briefly a second time during their recovery.

I've never milked a mouse, but I gotta agree with Raven.
I do wonder what part weight, altitude and temperature played in this incident.

[Widow]

TSB Report A05W0109 - Air Canada Jazz, June 10 2005

[Rotten Apple #1]

Sounds like the autopilot allowed the speed to decay to a point where the stick shaker activated

From the report: "In anticipation of traffic metering into Calgary, the captain, who was the pilot flying, reduced power to slow from the cruise speed of 0.77M to the long range cruise speed of 0.70M."

I'm going to go out on a limb and suggest that the CRJ705 doesn't have an authothrottle or autothrust system, which would remove blame from the autopilot, as your post might be interpreted to suggest.

I should add to clarify for the non type rated or non pilots among readers here that unlike some other jets, the crew is responsible on this type of aircraft to move the thrust levers themselves. Much like your foot on the gas pedal of a car. Take foot off, car slows. Here, pull thrust levers back, plane slows.

[Rotten Apple #1]

I do wonder what part weight, altitude and temperature played in this incident.

Well, I suppose any one of those three would have influenced how quickly the event unfolded. The immediate cause would seem to lie more with the decrease in thrust than anything else.

[Rotten Apple #1]

I note the following from the report:

The captain completed initial CRJ200 series training in September 2004 and the CRJ705 conversion training in March 2005. His last recurrent CRJ200 PPC was in February 2005. The first officer received his CRJ200 type endorsement in October 2004, and his CRJ705 conversion in May 2005. His last recurrent PPC was in February 2005.

The incident happened in June 2005. In less than one year he's gone from a Dash 8 (or was it a 146) to a CRJ200 and then the 705. Jazz's syllabus change on high altitude aerodynamics etc addressed this. Probably more relevant than anything else.

2.The flight crew of JZA8105 were not aware that, under their flight conditions, a low margin of power was available to sustain level flight at cruise altitude at a speed below Vmd. As a result, the crew initiated an airspeed reduction to below Vmd, from which the aircraft was unable to accelerate without loss of altitude.

I wouldn't exactly use this incident as the poster boy for fatigue. He slept 'fitfully' for 3.5 hours? Welcome to sleeping in strange beds. But one night of bad sleep and now it's an industry problem?

Someone trying to put lipstick on a pig methinks.

[Mig29]

DOES IT EVEN MATTER ABOUT THIS JAZZ INCIDENT!???? BESIDE THE FACT THE CAPT SLEPT FOR 3.5hrs ?????

STICK WITH THE THREAD FOLKS....THE INCIDENT IS 4 YEARS ALL ANYWAYS.

[Rotten Apple #1]

Well as a matter of fact the writer led with this incident. Normally you lead with your strongest stuff.

This article was no aid in illustrating fatigue issues amongst pilots in Canada to the general public. Where's the data?

[Rotten Apple #1]

In fact, the writer even said this in referring to the Jazz incident:

The near-accident is a glaring example of what pilots would say is wrong with Canadian aviation regulations.

A GLARING example? Really?

Do tell.

[sky's the limit]

Duty days, fatigue, and other real advances to make Canadian aviation safer are not coming anytime soon. The reason being quite simply, money. Surprise.

We are already scraping the bottom of the revenue barrel as is, and to adjust our Flight and Duty obligations is only going to increase D.O.C. and it will not happen imho. Adding more crew for a small operator is tough enough, but doing it at the 705 level will be extremely difficult unless wages take yet another plummet to pay for it, because you know it's not going to be the traveling public or the people who charter a/c who will bare the brunt.

It's nearly 2010 and we STILL don't have duty times for AME's..... Ours aren't going anywhere.

stl

[Rotten Apple #1]

Well for my two cents, changing Canadian duty regs to match JAR would suck. Forget lumping a whole bunch of days off in a row on a monthly schedule, as can be done now. 5 on 2 off 4 on 2 off no thanks.

It's like pilots negotiating away stand-ups or continuous duty periods and thinking they won huge only to find out now you get a 24 hour layover in Bathurst or Swift Current or Fort MacMurray. Careful for what you wish for (so it's said).

At some point folks, you got to go to work. Being tired sucks. But you're in for a career of being tired, depending on where you end up. It kind of goes with flying pointy objects all around the planet. There's just gonna be times when the 3M solution won't get you to sleep (Melanin, Matlock and Masturbation).

Another news flash: say goodbye to having a "morning constitutional" at the same time every day. That doesn't work too well with most flying jobs. That's why some days your load's heavier than others.

Oh yeah, kiss goodbye to taking a course every Thursday, Tuesday, whatever. Most flying jobs aren't like that either. What else? On the plus side I have lots of mini soaps and shampoos. And I don't golf weekends.

EVER.

But I digress.

[niss]

because you know it's not going to be the traveling public or the people who charter a/c who will bare the brunt.

Interesting how cable companies have such chutzpah to pass along a potential increase in their cost to their customers as a 'TV Tax' yet airliners and small operators cant marginally increase costs for safety?

Maybe if they used these stupid little emergency exit row fees and extra bagage fees as a way of paying for innovative new ways to solve these safety issues rather than another revenue stream.

[Rotten Apple #1]

Hmmm... and the airline pilots have it bad? I wonder what the public would think if they included 703/704 conditions in the article?

See there's the thing. If Mr TuThanhHa wanted to write an article about fatigue amongst pilots in Canada, perhaps he should have focussed more on the 703/704 operators. Unfortunately both incidents he cited involved jets, and therefore in the public's mind, 'a big airline'. No mention or allusion to the hundreds of smaller sized operators (Cargo, charter, medevac, etc) in Canada to which duty time reform might have a more pressing urgency.

I'm no Superman, but I can handle an airline schedule in Canada. Any concerns with fatigue are monitored and addressed. Period.