The award scheme below is loosely based on CASA regulations as regulations for the Asia and Thailand region could not be located. This award scheme takes into account Federal regulations and union negotiated contracts.
A pilot may not fly and cannot be rostered when the pilot has exceeded:
38 working hours per any 7 consecutive days
100 working hours in any 28 consecutive days
900 working hours in any 364 consecutive days
11 working hours on a roster
8 hours flight time on a roster
Be signed on more than once in a working day
An employee (excluding pilot) may not serve work and cannot be rostered when they have exceeded:
59 working hours per any 7 consecutive days
155 working hours in any 28 consecutive days
1,400 working hours in any 364 consecutive days
11 working hours on a roster
Periods free of duty:
Pilot is allowed at least one weekend off in each calendar month
Normally the pilot is rostered for 5 days on consecutive duty and 2 days free of duty. By mutual agreement deferral of one free of duty day can be arranged with the free of duty day taken within 30 days. Separation of free of duty days can be undertaken with mutual consent.
If pilot is away from home base then deferral of free of duty days can be taken, however to be effective immediately upon return to home base.
A pilot cannot be rostered after 2200 the day before free of duty is issued. If a pilot has worked after this time due to delays the pay rate will double.
Similarly a pilot cannot be rostered before 0600 the day after free of duty has been issued.
A pilot will have a rest time after being on duty of 9 consecutive hours embracing 2200 to 0600 local time OR 10 consecutive hours.
If duty time has exceeded 11 hours due to delays the pilot will receive a rest period of 9 consecutive hours between 2200-0600 plus an hour for each 15 minutes over 11 hours OR 10 consecutive hours plus an hour for each 15 minutes over 11 hours.
If duty time has exceeded 12 hours due to delays then the pilot shall receive a 24 hour rest period.
Rostering:
A pilots rosters must be compiled before 7 days of the roster period and cover a minimum 14 day period.
Break:
A pilot will be allowed a 30 minute break within 5 working hours.
Leave:
An employee is entitled to 42 days of annual leave which may be split over two sections within a calendar year.
Work related injury or illness will have a maximum of 52 weeks absence from work fully paid if proof is found that firm is at fault.
Sickness or injury occurring outside of work will have a paid leave of a maximum 10 days within a calendar year.
Pay Rates
1:50 cabin crew ratio for 36-216 seats
1:36
Over 216 seats, 1 cabin crew member per each exit
B787-9 8 exits
Resource Planning
Flight Crew Normal 28 Day Roster
18 days flying
1 day training
1 day reserve
8 days duty free
Cabin Crew Normal 28 Day Roster
19 days flying
1 day training
8 days duty free
Flight Crew
There are 13 roster periods within a year (28 days)
Non working days are 42(annual leave) + 10(sick leave) = 52 days per annum
Therefore approximately 1.86 off duty periods per annum
900 working hours per annum max ÷ 11.14 working periods per annum = 80.77 working hours per period ———-80/10/13
80.77 working hours per period ÷ 19 flying days per period = 4.25 hours per day
Therefore we must utilise our aircrew an average of 4.25 hours per each flying day to achieve maximum utilisation of 900 working hours within 364 consecutive days, the regulation limit.
Cabin Crew
There are 13 roster periods within a year (28 days)
Non working days are 42(annual leave) + 10(sick leave) = 52 days per annum
Therefore approximately 1.86 off duty periods per annum
1,400 working hours per annum max ÷ 11.14 working periods per annum = 125.67 working hours per period
125.67 working hours per period ÷ 20 flying days per period = 6.28 hours per day
Hence to gain maximum utilisation out of our cabin crew respective to the 1,400 hours working limit per 364 consecutive days, the cabin crew would need to work approximately 6.28 hours per day.
Pattern Planning
Objective:
Minimise the number of crew that have to work each day hence flying the current crew as many block hours as possible. This allows for high utilisation of crew leading to a decrease in the amount of crew needed.
Crew staying over at DXB instead of BOM in case of delays BKK-DXB-BOM crew would go overtime. Duty time of BKK-DXB-BOM = 10:38 flight time = 7:53.
Aurora Air has decided on changing the aircraft schedule to try and implement a very high utilisation of flight crew, however this ended up not working due to the constraints of maximum flight hours allowed at any one time.
Pattern 01 (Base: BKK)
Day 1 Sign On 0500
Day 1 BKK/TLV 0600/0946 7:46 Blk
Day 1 Sign Off 1006
9:16 Dty
Overnight: Tel Aviv
Day 2 Sign On 1001
Day 2 TLV/BKK 1101/2247 7:46 Blk
Day 2 Sign Off 2317
9:16 Dty
Pattern 02 (Base: BKK)
Day 1 Sign On 0700
Day 1 BKK/DXB 0800/1033 5:33 Blk
Day 1 Sign Off 1103
7:03 Dty
Overnight: Dubai
Day 2 Sign On 1048
Day 2 DXB/BOM 1148/1538 2:20 Blk
Day 2 BOM/BKK 1653/2155 3:32 Blk
Day 2 Sign Off 2225 5:52 Blk
8:37 Dty
Pattern 03 (Base: BKK)
Day 1 Sign On 0730
Day 1 BKK/NRT 0830/1546 5:16 Blk
Day 1 Sign Off 1616
6:46 Dty
Overnight: Tokyo
Day 2 Sign On 1601
Day 2 NRT/KIX 1701/1748 0:47 Blk
Day 2 KIX/BKK 1833/2118 4:45 Blk
Day 2 Sign Off 2148 5:32 Blk
7:47 Dty
Pattern 04 (Base: BKK)
Day 1 Sign On 0530
Day 1 BKK/PVG 0630/1052 Blk 3:22
Day 1 PVG/BKK 1207/1429 Blk 3:22
Day 1 Sign Off 1459 Blk 6:44
9:29 Dty
Pattern 05 (Base: BKK)
Day 1 Sign On 1444
Day 1 BKK/TPE 1544/1940 Blk 2:56
Day 1 TPE/BKK 2055/2251 Blk 2:56
Day 1 Sign Off 2321 Blk 5:52
8:37 Dty
Pattern 06 (Base: BKK)
Day 1 Sign On 1654
Day 1 BKK/HKG 1754/2058 Blk 2:04
Day 1 HKG/BKK 2213/2317 Blk 2:04
Day 1 Sign Off 2347 Blk 4:08
6:53 Dty
Pattern 07 (Base: BKK)
Day 1 Sign On 0600
Day 1 BKK/ICN 0700/1312 Blk 4:12
Day 1 Sign Off 1342
5:42 Dty
Overnight: Seoul
Day 2 Sign On 1327
Day 2 ICN/BKK 1427/1639 Blk 4:12
Day 2 Sign Off 1709
5:42 Dty
Pattern 08 (Base: BKK)
Day 1 Sign On 1638
Day 1 BKK/SIN 1738/2024 Blk 1:46
Day 1 SIN/BKK 2139/2225 Blk 1:46
Day 1 Sign Off 2255 Blk 3:32
6:17 Dty
Pattern 09 (Base: BKK)
Day 1 Sign On 0630
Day 1 BKK/PEK 0730/1219 Blk 3:49
Day 1 PEK/BKK 1334/1623 Blk 3:49
Day 1 Sign Off 1653 Blk 7:38
10:23 Dty
Change due to 0600 constraint being included
Constraints:
Pattern 01 & 04 cannot have an OFF day preceding them
8 OFF days per roster period
OFF days must be in pairs
1 Training day per roster period
1 Reserve day per roster period
No reserve days overlap between each fleet type
Each pattern flown only once each day
An unscheduled day must follow a reserve day
Crew Rostering
Aurora Air has regarded that using the ‘fair share’ system in which the airline will assign the crew their flying duties in a fair manner taking into account periods of duty free time, hours already flown, etc (Cybula, 2006). In addition crew rostering will take into account the legal limitations of all employees within our region of Thailand and Asia. We have decided to take this approach as we are a starting up airline and it is assumed that pilots apart from the chief pilot will have similar flying hours.

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All unscheduled days are assumed to be standby days in which the flight crew can be allocated to a flight within a short period of time. Priority will be given to reserve crew who will be stationed at the airport assisting with operations of flights and will be used first to cover any shortages in staff. However if a further shortage of flight crews is realised then any flight crew on standby can be called into duty. Both reserve crew and standby crew are to go without pay however reserve crew must be at the airport in full uniform. Reserve crew will be given meals at expense to the airline. Crews who are rostered as ‘Reserve Ltd’ are limited in their ability as they cannot take over a flight pattern for more than one day as it will interrupt the normal schedule. Hence these days which only have reserve limited crew are much more susceptible to delays for the next coming day as the pilot may not be where they are normally rostered.
Flight crew using wide body jets are paid significantly more than narrow body jet due to the long haul nature. Because of this long haul there is less availability to fly more routes and hence the crew wage is a multiple. The flight crew is also paid by block hours rather than duty hours and once again if crew is to stay overnight the current wage already includes a multiple that takes this into consideration. Accommodation is provided for flight and cabin crew at the airline’s expense.
Cabin crew will be rostered separately to the flight crew due to their own set of regulation circumstances which is not included in this report.