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That is funny.
HA25
Tokyo Tokyo!
- Joined
- Dec 16, 2001
- Posts
- 3,643
SpaceShipEarth
Well-known member
- Joined
- Jun 15, 2011
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BUSINESSDECEMBER 20, 2011, 9:55 P.M. ET
FAA Set to Release Pilot-Fatigue Rules
By ANDY PASZTOR
Federal air-safety regulators on Wednesday are set to issue new regulations overhauling decades-old fatigue rules for commercial pilots, but the tighter work-hour limits won't be mandatory for airlines that only transport cargo, according to people familiar with the plan.
After more than two years of controversy and repeated industry complaints to lawmakers and White House officials about the cost of changing the rules, the Federal Aviation Administration is slated to release a package of new regulations to combat fatigue in the cockpit.
The regulations establish scientifically based limits on how many hours each day crews can sit behind an airplane's controls, and how long they can be on the clock. In making new rules, the FAA sought to guarantee that pilots take at least nine hours of rest between shifts, instead of the eight now mandated. It also wanted to reduce workdays for pilots, especially those flying relatively short trips for commuter carriers, if their shifts included multiple takeoffs and landings late at night or early in the morning.
Officials at the FAA and the Department of Transportation and White House have declined to comment on specifics, and trade associations representing passenger and cargo airlines on Tuesday said they hadn't been informed about any details. Officials at pilot unions said they are waiting for the announcement before commenting.
The release of the new regulations marks an end to a long fight by cargo carriers large and small that were vehemently opposed to the changes on the grounds that the costs to comply with the rules would be excessive. The FAA will allow cargo airlines to fly under either the old or new rules.
However, charter operators that carry passengers along with airlines that fly troops for the Pentagon—industry segments that also complained loudly about compliance costs—would be required to comply, these people said.
Passenger carriers also objected to major parts of the proposed regulations, which the FAA issued in the fall of 2010. The proposed restrictions initially applied equally to various types of carriers. Focused on changes long debated among unions, regulators and industry groups, the agency said at the time that it sought to rely on new scientific understanding of the causes of fatigue to create safer, more-flexible flight schedules tailored to different types of operations.
The final rule is expected to leave most of those details unchanged, according to people familiar with the deliberations. Transportation Secretary Ray LaHood and Michael Huerta, the acting FAA chief, have scheduled a Wednesday news briefing to announce the package.
Representatives of cargo and charter carriers argued that because of unique schedules and shifting routes, they would have to hire many more pilots and face inordinate increases in operating costs under the FAA's 2010 proposal. In the face of such complaints, officials at the White House Office of Management and Budget met with industry and pilot representatives and ordered a rewrite of the initial document.
FAA officials have argued that revamping 1960s-era cockpit-fatigue rules is essential in order to combat the dangers posed by sleepy, overworked pilots. The February 2009 crash of a Colgan Air turboprop near Buffalo, N.Y., which killed 50 people, sparked a public and congressional outcry over the issue of drowsy pilots.
FAA leaders tried to fend off less-stringent provisions for cargo carriers by proposing to give them extra time to comply with the rule. The officials also proposed that under certain circumstances, pilots of planes ferrying U.S. troops or military cargo automatically would be exempt from the federal fatigue-prevention mandates.
But high-ranking White House and FAA officials concluded that all commercial pilots transporting passengers, military or otherwise, should abide by the same flight-time and work-hour limits.
The decision will likely rile pilot unions, which have pushed hard for uniform fatigue rules across all parts of the industry.
Yet other major elements of the proposal are expected to give the unions something they have sought for many years: maximum 13-hour pilot workdays under normal circumstances, and in many cases as much as 25% longer blocks of time away from work. Airlines also will be given added flexibility to develop their own plans for reducing fatigue risks.
Write to Andy Pasztor at [email protected]
FAA Set to Release Pilot-Fatigue Rules
By ANDY PASZTOR
Federal air-safety regulators on Wednesday are set to issue new regulations overhauling decades-old fatigue rules for commercial pilots, but the tighter work-hour limits won't be mandatory for airlines that only transport cargo, according to people familiar with the plan.
After more than two years of controversy and repeated industry complaints to lawmakers and White House officials about the cost of changing the rules, the Federal Aviation Administration is slated to release a package of new regulations to combat fatigue in the cockpit.
The regulations establish scientifically based limits on how many hours each day crews can sit behind an airplane's controls, and how long they can be on the clock. In making new rules, the FAA sought to guarantee that pilots take at least nine hours of rest between shifts, instead of the eight now mandated. It also wanted to reduce workdays for pilots, especially those flying relatively short trips for commuter carriers, if their shifts included multiple takeoffs and landings late at night or early in the morning.
Officials at the FAA and the Department of Transportation and White House have declined to comment on specifics, and trade associations representing passenger and cargo airlines on Tuesday said they hadn't been informed about any details. Officials at pilot unions said they are waiting for the announcement before commenting.
The release of the new regulations marks an end to a long fight by cargo carriers large and small that were vehemently opposed to the changes on the grounds that the costs to comply with the rules would be excessive. The FAA will allow cargo airlines to fly under either the old or new rules.
However, charter operators that carry passengers along with airlines that fly troops for the Pentagon—industry segments that also complained loudly about compliance costs—would be required to comply, these people said.
Passenger carriers also objected to major parts of the proposed regulations, which the FAA issued in the fall of 2010. The proposed restrictions initially applied equally to various types of carriers. Focused on changes long debated among unions, regulators and industry groups, the agency said at the time that it sought to rely on new scientific understanding of the causes of fatigue to create safer, more-flexible flight schedules tailored to different types of operations.
The final rule is expected to leave most of those details unchanged, according to people familiar with the deliberations. Transportation Secretary Ray LaHood and Michael Huerta, the acting FAA chief, have scheduled a Wednesday news briefing to announce the package.
Representatives of cargo and charter carriers argued that because of unique schedules and shifting routes, they would have to hire many more pilots and face inordinate increases in operating costs under the FAA's 2010 proposal. In the face of such complaints, officials at the White House Office of Management and Budget met with industry and pilot representatives and ordered a rewrite of the initial document.
FAA officials have argued that revamping 1960s-era cockpit-fatigue rules is essential in order to combat the dangers posed by sleepy, overworked pilots. The February 2009 crash of a Colgan Air turboprop near Buffalo, N.Y., which killed 50 people, sparked a public and congressional outcry over the issue of drowsy pilots.
FAA leaders tried to fend off less-stringent provisions for cargo carriers by proposing to give them extra time to comply with the rule. The officials also proposed that under certain circumstances, pilots of planes ferrying U.S. troops or military cargo automatically would be exempt from the federal fatigue-prevention mandates.
But high-ranking White House and FAA officials concluded that all commercial pilots transporting passengers, military or otherwise, should abide by the same flight-time and work-hour limits.
The decision will likely rile pilot unions, which have pushed hard for uniform fatigue rules across all parts of the industry.
Yet other major elements of the proposal are expected to give the unions something they have sought for many years: maximum 13-hour pilot workdays under normal circumstances, and in many cases as much as 25% longer blocks of time away from work. Airlines also will be given added flexibility to develop their own plans for reducing fatigue risks.
Write to Andy Pasztor at [email protected]
HA25
Tokyo Tokyo!
- Joined
- Dec 16, 2001
- Posts
- 3,643
tjhat is the original article, however it is now gone and there is a different one in it's place.
SpaceShipEarth
Well-known member
- Joined
- Jun 15, 2011
- Posts
- 167
FAA issues rules to prevent tired airline pilots
By JOAN LOWY
The Associated Press
10:11 a.m. Wednesday, December 21, 2011
WASHINGTON — Rules aimed at preventing airline pilots from flying while dangerously fatigued were issued Wednesday by the Federal Aviation Administration, a move safety advocates have been urging for more than two decades.
The rules update current pilot work schedule regulations, which largely date back to the 1960s, to reflect studies on how much time pilots need for rest and an understanding of how travel through time zones and the human body clock's response to light and darkness can affect performance.
Carriers have two years to adapt to the new rules. The FAA estimated the cost to industry at $297 million over 10 years, a fraction of the $2 billion a year that an airline trade association had estimated a draft proposal released by FAA over a year ago would cost.
The new rules come nearly three years after the deadly crash of a regional airliner flown by two exhausted pilots. Family members of the 50 people killed in the accident near Buffalo, N.Y., have lobbied relentlessly for more stringent regulations.
The rules would limit the maximum number of hours a pilot can be scheduled to be on duty — including wait time before flights and administrative duties — to between nine and 14 hours. The total depends upon the time of day pilots begin their first flight and the number of time zones crossed.
The maximum amount of time pilots can be scheduled to fly is limited to eight or nine hours, and pilots would get a minimum of 10 hours to rest between duty periods, a two-hour increase over the old rules. Pilots flying overnight would be allowed fewer hours than pilots flying during the day.
But cargo carriers — who do much of their flying overnight when people naturally crave sleep — are exempted from the new rules. The FAA said forcing cargo carriers to reduce the number of hours their pilots can fly would be too costly compared to the safety benefits.
Imposing the rules on cargo airlines like Federal Express or United Parcel Service would have added another $214 million to the cost, FAA officials said.
The exemption for cargo carriers runs counter to the FAA's goal of "one level of safety" across the aviation industry. It's also certain to provoke complaints from pilot unions, who point out that cargo pilots suffer from fatigue the same as pilots for passenger-carrying airlines. And, while cargo planes aren't carrying passengers, the risk to the public on the ground from an air crash is just as great.
The charter airlines that transport nearly 90 percent of U.S. troops around the world had also lobbied heavily for an exemption to the new rules, saying military missions could be jeopardized. But FAA officials rejected those pleas.
The new rules give "pilots enough time to get the rest they really need to safely get passengers to their destinations," FAA Acting Administrator Michael Huerta said.
The rules will prevent about one and a half accidents a year and an average of six deaths a year, FAA officials said. They will also improve pilots' health, officials said.
Researchers say fatigue, much like alcohol, can impair a pilot's performance by slowing reflexes and eroding judgment. The National Transportation Safety Board has been campaigning for two decades for an overhaul of pilot work schedule rules. An effort by the FAA in the late 1990s to develop new rules stalled when pilot unions and airlines were unable to find common ground.
That effort was revived after the February 2009 crash Continental Connection Flight 3407 near Buffalo. Neither pilot appeared to have slept in a bed the previous night. The flight's captain had logged onto a computer in the middle of the night from an airport crew lounge where sleeping was discouraged. The first officer had commuted overnight from Seattle to Newark, N.J., much of the time sitting in a cockpit jumpseat. They could be heard yawning on the ill-fated flight's cockpit voice recorder.
However, by a 2-1 vote the NTSB decided not to cite fatigue as a contributing factor to the crash. The board agreed that the captain's incorrect responses to a stall warning caused the accident, and that other pilot errors contributed to the crash. But investigators said it wasn't possible to determine whether those errors were the result of fatigue.
But Transportation Secretary Ray LaHood and former FAA Administrator Randy Babbitt vowed to put strong fatigue rules in place.
"We made a promise to the traveling public that we would do everything possible to make sure pilots are rested when they get in the cockpit. This new rule raises the safety bar to prevent fatigue," LaHood said in a statement.
The families of victims killed in the crash won congressional passage of a law requiring the FAA to issue new rules by Aug. 1 of this year, but the White House Office of Management and Budget delayed release of the rules.
Safety advocates applauded the new rules.
The changes replace "rules that were dangerously obsolete and completely ineffective," said Bill Voss, president of the Flight Safety Foundation in Alexandria, Va. "The rule applies fatigue science in a way that makes sense."
__
Online:
Federal Aviation Administration: http://www.faa.gov/
___
December 21, 2011 10:11 AM EST
Copyright 2011, The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.
By JOAN LOWY
The Associated Press
10:11 a.m. Wednesday, December 21, 2011
WASHINGTON — Rules aimed at preventing airline pilots from flying while dangerously fatigued were issued Wednesday by the Federal Aviation Administration, a move safety advocates have been urging for more than two decades.
The rules update current pilot work schedule regulations, which largely date back to the 1960s, to reflect studies on how much time pilots need for rest and an understanding of how travel through time zones and the human body clock's response to light and darkness can affect performance.
Carriers have two years to adapt to the new rules. The FAA estimated the cost to industry at $297 million over 10 years, a fraction of the $2 billion a year that an airline trade association had estimated a draft proposal released by FAA over a year ago would cost.
The new rules come nearly three years after the deadly crash of a regional airliner flown by two exhausted pilots. Family members of the 50 people killed in the accident near Buffalo, N.Y., have lobbied relentlessly for more stringent regulations.
The rules would limit the maximum number of hours a pilot can be scheduled to be on duty — including wait time before flights and administrative duties — to between nine and 14 hours. The total depends upon the time of day pilots begin their first flight and the number of time zones crossed.
The maximum amount of time pilots can be scheduled to fly is limited to eight or nine hours, and pilots would get a minimum of 10 hours to rest between duty periods, a two-hour increase over the old rules. Pilots flying overnight would be allowed fewer hours than pilots flying during the day.
But cargo carriers — who do much of their flying overnight when people naturally crave sleep — are exempted from the new rules. The FAA said forcing cargo carriers to reduce the number of hours their pilots can fly would be too costly compared to the safety benefits.
Imposing the rules on cargo airlines like Federal Express or United Parcel Service would have added another $214 million to the cost, FAA officials said.
The exemption for cargo carriers runs counter to the FAA's goal of "one level of safety" across the aviation industry. It's also certain to provoke complaints from pilot unions, who point out that cargo pilots suffer from fatigue the same as pilots for passenger-carrying airlines. And, while cargo planes aren't carrying passengers, the risk to the public on the ground from an air crash is just as great.
The charter airlines that transport nearly 90 percent of U.S. troops around the world had also lobbied heavily for an exemption to the new rules, saying military missions could be jeopardized. But FAA officials rejected those pleas.
The new rules give "pilots enough time to get the rest they really need to safely get passengers to their destinations," FAA Acting Administrator Michael Huerta said.
The rules will prevent about one and a half accidents a year and an average of six deaths a year, FAA officials said. They will also improve pilots' health, officials said.
Researchers say fatigue, much like alcohol, can impair a pilot's performance by slowing reflexes and eroding judgment. The National Transportation Safety Board has been campaigning for two decades for an overhaul of pilot work schedule rules. An effort by the FAA in the late 1990s to develop new rules stalled when pilot unions and airlines were unable to find common ground.
That effort was revived after the February 2009 crash Continental Connection Flight 3407 near Buffalo. Neither pilot appeared to have slept in a bed the previous night. The flight's captain had logged onto a computer in the middle of the night from an airport crew lounge where sleeping was discouraged. The first officer had commuted overnight from Seattle to Newark, N.J., much of the time sitting in a cockpit jumpseat. They could be heard yawning on the ill-fated flight's cockpit voice recorder.
However, by a 2-1 vote the NTSB decided not to cite fatigue as a contributing factor to the crash. The board agreed that the captain's incorrect responses to a stall warning caused the accident, and that other pilot errors contributed to the crash. But investigators said it wasn't possible to determine whether those errors were the result of fatigue.
But Transportation Secretary Ray LaHood and former FAA Administrator Randy Babbitt vowed to put strong fatigue rules in place.
"We made a promise to the traveling public that we would do everything possible to make sure pilots are rested when they get in the cockpit. This new rule raises the safety bar to prevent fatigue," LaHood said in a statement.
The families of victims killed in the crash won congressional passage of a law requiring the FAA to issue new rules by Aug. 1 of this year, but the White House Office of Management and Budget delayed release of the rules.
Safety advocates applauded the new rules.
The changes replace "rules that were dangerously obsolete and completely ineffective," said Bill Voss, president of the Flight Safety Foundation in Alexandria, Va. "The rule applies fatigue science in a way that makes sense."
__
Online:
Federal Aviation Administration: http://www.faa.gov/
___
December 21, 2011 10:11 AM EST
Copyright 2011, The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.
JoeMerchant
ASA pilot
- Joined
- Mar 31, 2005
- Posts
- 6,353
HA25
Tokyo Tokyo!
- Joined
- Dec 16, 2001
- Posts
- 3,643
Look at the HUGE loophole they put in at the bottom .... HUGE loophole (in bold)..
--------------------- Government bought and paid for by the ATA -------------------------
For Immediate Release
December 21, 2011
Contact: Brie N.Sachse or Alison Duquette
Phone: (202) 267-3883
WASHINGTON, D.C. – U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration (FAA) Acting Administrator Michael Huerta today announced a sweeping final rule that overhauls commercial passenger airline pilot scheduling to ensure pilots have a longer opportunity for rest before they enter the cockpit.
“This is a major safety achievement,” said Secretary LaHood. “We made a promise to the traveling public that we would do everything possible to make sure pilots are rested when they get in the cockpit. This new rule raises the safety bar to prevent fatigue.”
“Every pilot has a personal responsibility to arrive at work fit for duty. This new rule gives pilots enough time to get the rest they really need to safely get passengers to their destinations,” said FAA Acting Administrator Huerta.
The Department of Transportation identified the issue of pilot fatigue as a top priority during a 2009 airline Safety Call to Action following the crash of Colgan Air flight 3407. The FAA launched an aggressive effort to take advantage of the latest research on fatigue to create a new pilot flight, duty and rest proposal, which the agency issued on September 10, 2010.
Key components of this final rule for commercial passenger flights include:
Varying flight and duty requirements based on what time the pilot’s day begins. The new rule incorporates the latest fatigue science to set different requirements for pilot flight time, duty period and rest based on the time of day pilots begin their first flight, the number of scheduled flight segments and the number of time zones they cross. The previous rules included different rest requirements for domestic, international and unscheduled flights. Those differences were not necessarily consistent across different types of passenger flights, and did not take into account factors such as start time and time zone crossings.
Flight duty period. The allowable length of a flight duty period depends on when the pilot’s day begins and the number of flight segments he or she is expected to fly, and ranges from 9-14 hours for single crew operations. The flight duty period begins when a flightcrew member is required to report for duty, with the intention of conducting a flight and ends when the aircraft is parked after the last flight. It includes the period of time before a flight or between flights that a pilot is working without an intervening rest period. Flight duty includes deadhead transportation, training in an aircraft or flight simulator, and airport standby or reserve duty if these tasks occur before a flight or between flights without an intervening required rest period.
Flight time limits of eight or nine hours. The FAA limits flight time – when the plane is moving under its own power before, during or after flight – to eight or nine hours depending on the start time of the pilot’s entire flight duty period.
10-hour minimum rest period.The rule sets a 10-hour minimum rest period prior to the flight duty period, a two-hour increase over the old rules. The new rule also mandates that a pilot must have an opportunity for eight hours of uninterrupted sleep within the 10-hour rest period.
New cumulative flight duty and flight time limits.The new rule addresses potential cumulative fatigue by placing weekly and 28-day limits on the amount of time a pilot may be assigned any type of flight duty. The rule also places 28-day and annual limits on actual flight time. It also requires that pilots have at least 30 consecutive hours free from duty on a weekly basis, a 25 percent increase over the old rules.
Fitness for duty. The FAA expects pilots and airlines to take joint responsibility when considering if a pilot is fit for duty, including fatigue resulting from pre-duty activities such as commuting. At the beginning of each flight segment, a pilot is required to affirmatively state his or her fitness for duty. If a pilot reports he or she is fatigued and unfit for duty, the airline must remove that pilot from duty immediately.
Fatigue Risk Management System. An airline may develop an alternative way of mitigating fatigue based on science and using data that must be validated by the FAA and continuously monitored.
In 2010, Congress mandated a Fatigue Risk Management Plan (FRMP) for all airlines and they have developed these plans based on FAA guidance materials. An FRMP provides education for pilots and airlines to help address the effects of fatigue which can be caused by overwork, commuting, or other activities. Airlines will be required to train pilots about the potential effects of commuting.
Required training updates every two years will include fatigue mitigation measures, sleep fundamentals and the impact to a pilot’s performance. The training will also address how fatigue is influenced by lifestyle – including nutrition, exercise, and family life – as well as by sleep disorders and the impact of commuting.
The estimated cost of this rule to the aviation industry is $297 million but the benefits are estimated between $247- $470 million. Covering cargo operators under the new rule would be too costly compared to the benefits generated in this portion of the industry. Some cargo airlines already have improved rest facilities for pilots to use while cargo is loaded and unloaded during night time operations. The FAA encourages cargo operators to opt into the new rule voluntarily, which would require them to comply with all of its provisions.
The final rule has been sent to the Federal Register for display and publication. It is currently available at:http://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdf, and will take effect in two years to allow commercial passenger airline operators time to transition.
A fact sheet with additional information is at http://www.faa.gov/news/fact_sheets/.
--------------------- Government bought and paid for by the ATA -------------------------
For Immediate Release
December 21, 2011
Contact: Brie N.Sachse or Alison Duquette
Phone: (202) 267-3883
WASHINGTON, D.C. – U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration (FAA) Acting Administrator Michael Huerta today announced a sweeping final rule that overhauls commercial passenger airline pilot scheduling to ensure pilots have a longer opportunity for rest before they enter the cockpit.
“This is a major safety achievement,” said Secretary LaHood. “We made a promise to the traveling public that we would do everything possible to make sure pilots are rested when they get in the cockpit. This new rule raises the safety bar to prevent fatigue.”
“Every pilot has a personal responsibility to arrive at work fit for duty. This new rule gives pilots enough time to get the rest they really need to safely get passengers to their destinations,” said FAA Acting Administrator Huerta.
The Department of Transportation identified the issue of pilot fatigue as a top priority during a 2009 airline Safety Call to Action following the crash of Colgan Air flight 3407. The FAA launched an aggressive effort to take advantage of the latest research on fatigue to create a new pilot flight, duty and rest proposal, which the agency issued on September 10, 2010.
Key components of this final rule for commercial passenger flights include:
Varying flight and duty requirements based on what time the pilot’s day begins. The new rule incorporates the latest fatigue science to set different requirements for pilot flight time, duty period and rest based on the time of day pilots begin their first flight, the number of scheduled flight segments and the number of time zones they cross. The previous rules included different rest requirements for domestic, international and unscheduled flights. Those differences were not necessarily consistent across different types of passenger flights, and did not take into account factors such as start time and time zone crossings.
Flight duty period. The allowable length of a flight duty period depends on when the pilot’s day begins and the number of flight segments he or she is expected to fly, and ranges from 9-14 hours for single crew operations. The flight duty period begins when a flightcrew member is required to report for duty, with the intention of conducting a flight and ends when the aircraft is parked after the last flight. It includes the period of time before a flight or between flights that a pilot is working without an intervening rest period. Flight duty includes deadhead transportation, training in an aircraft or flight simulator, and airport standby or reserve duty if these tasks occur before a flight or between flights without an intervening required rest period.
Flight time limits of eight or nine hours. The FAA limits flight time – when the plane is moving under its own power before, during or after flight – to eight or nine hours depending on the start time of the pilot’s entire flight duty period.
10-hour minimum rest period.The rule sets a 10-hour minimum rest period prior to the flight duty period, a two-hour increase over the old rules. The new rule also mandates that a pilot must have an opportunity for eight hours of uninterrupted sleep within the 10-hour rest period.
New cumulative flight duty and flight time limits.The new rule addresses potential cumulative fatigue by placing weekly and 28-day limits on the amount of time a pilot may be assigned any type of flight duty. The rule also places 28-day and annual limits on actual flight time. It also requires that pilots have at least 30 consecutive hours free from duty on a weekly basis, a 25 percent increase over the old rules.
Fitness for duty. The FAA expects pilots and airlines to take joint responsibility when considering if a pilot is fit for duty, including fatigue resulting from pre-duty activities such as commuting. At the beginning of each flight segment, a pilot is required to affirmatively state his or her fitness for duty. If a pilot reports he or she is fatigued and unfit for duty, the airline must remove that pilot from duty immediately.
Fatigue Risk Management System. An airline may develop an alternative way of mitigating fatigue based on science and using data that must be validated by the FAA and continuously monitored.
In 2010, Congress mandated a Fatigue Risk Management Plan (FRMP) for all airlines and they have developed these plans based on FAA guidance materials. An FRMP provides education for pilots and airlines to help address the effects of fatigue which can be caused by overwork, commuting, or other activities. Airlines will be required to train pilots about the potential effects of commuting.
Required training updates every two years will include fatigue mitigation measures, sleep fundamentals and the impact to a pilot’s performance. The training will also address how fatigue is influenced by lifestyle – including nutrition, exercise, and family life – as well as by sleep disorders and the impact of commuting.
The estimated cost of this rule to the aviation industry is $297 million but the benefits are estimated between $247- $470 million. Covering cargo operators under the new rule would be too costly compared to the benefits generated in this portion of the industry. Some cargo airlines already have improved rest facilities for pilots to use while cargo is loaded and unloaded during night time operations. The FAA encourages cargo operators to opt into the new rule voluntarily, which would require them to comply with all of its provisions.
The final rule has been sent to the Federal Register for display and publication. It is currently available at:http://www.faa.gov/regulations_policies/rulemaking/recently_published/media/2120-AJ58-FinalRule.pdf, and will take effect in two years to allow commercial passenger airline operators time to transition.
A fact sheet with additional information is at http://www.faa.gov/news/fact_sheets/.
HA25
Tokyo Tokyo!
- Joined
- Dec 16, 2001
- Posts
- 3,643
I doubt it... this may have been the case if the cargo rules weren't gutted out but most of what's in here is at or below most CBA's and the huge loophole they stuck in it will mitigate that anyway....
I call this a step backwards..
JoeMerchant
ASA pilot
- Joined
- Mar 31, 2005
- Posts
- 6,353
It will mean much less productive trips at the regional level due to stage lengths....I call it a step backwards too, but for different reasons than you...The only good news is that it won't take effect for another 2 years.
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