The reporter has raised various safety concerns in relation to inadequate crew rest facilities, cabin crew training, aircraft cabin cooling and subsequent fatigue.
The reporter states, [Operator] cabin crew are required to operate flights on aircraft with poor or malfunctioning air-conditioning which has been reported multiple times with nil action taken. Cabin temperatures have been observed in excess of 40 °C with the aircraft on the tarmac and only decreasing by a few degrees when the aircraft is in flight. (Photo supplied to the ATSB). During long-stop turn-arounds, crew are made to stay on the aircraft for up to three hours with no air-conditioning or auxiliary power unit (APU) operating. The [Location 1] flight arrives at [time] local and departs [approximately 3 hours later]. The aircraft is shut down as pilots have been instructed to do so to save fuel, however the cabin crew enterprise bargaining agreement (EBA) states that the APU and air-conditioning is to remain operational.
Operations are rostering low experience 'green on green' cabin crew that have been flying less than 3 months to meet crewing key performance indicators. New cabin crew are rushed through training so they can be checked to line with constant staff shortages in order to maintain operating flights for the client.
The reporter states, the crew rest facility at [Location 1] is a sea container that has a sofa to accommodate five crew for rest. At times there are 2 aircraft on the ground with 10 crew on site, which has been reported multiple times and is a continual [committee] item that never gets resolved or followed up. Cabin crew constantly submit photos (supplied to the ATSB) of this sea container and its squalid conditions. Another site where crew rest is required is [Location 2]. The crew rooms allocated for day layover are again squalid, infested with bugs (photo supplied to the ATSB), are old and have shared toilet and shower facilities with the result of inadequate crew rest. This has also been reported with the only response from [Operator] being, 'there are not enough rooms on site'.
The reporter finally states cabin crew duties are changed at sign off or sign on from a standard 2 sector day to 4 sector duties as the result of staff shortages. This subsequently results in duty extensions of up to 11 hours and at times exceeding the 12 hour duty limitations as per the cabin crew EBA. When cabin crew are on doubles (four sector days), there is no rest area available at the [Location 3] base. Crews are being made to wait between 2-4 hours for their next duty in a busy, noisy office/crew room with a sofa and television. One manager was heard to tell crew, 'go and sleep in your car if you want rest'. The reporter further states, when aircraft have been delayed due to technical issues, crews are not put into rest facilities (as per EBA) and are left on the aircraft for up to and beyond eight hours.
The reporter advised flight safety reports have been submitted with a response to indicate the reports have been closed with no further feedback provided.
Thank you for the opportunity to provide a response on behalf of [Operator] for a report received via ATSB’s confidential reporting scheme.
Rest Facilities
Aircraft operating into [Location 1] with poor or malfunctioning air conditioning systems.
We have investigated this matter and can confirm we have reviewed the past 12 months’ worth of reports into and out of [Location 1] (75 reports in total) and [Location 2] (40 in total).
1. There were 0 reports in relation to poor or malfunctioning aircraft air-conditioning systems into and out of [Location 1] (as reported)
2. There was 1 report about an unserviceable air-conditioning unit at the crew rest facility, this air-conditioning unit was repaired.
3. There was 1 report about an unserviceable air-conditioning pack on a [Location 2] to [Location 3] service, this was rectified by engineers in [Location 3] on arrival.
4. There was 1 report of an unserviceable auxiliary power unit (APU), leading to a hot cabin on ground, this was rectified by engineers in [Location 3] on arrival.
At times there were 2 aircraft on the ground with 10 crew on site.
[Operator] is aware of this issue and upgraded the facilities 12 months ago to better cater for the increased use.
The situation where there are 2 aircraft on the ground occurs on [Day] only.
The crossover period is between [time] and [time], as one set of crew arrive, and another set of crew depart.
[Location 2] rest facilities are described as - 'The crew rooms allocated for day layover are again squalid, infested with bugs, are old and have shared toilet and shower facilities with the result of inadequate crew rest'.
[Location 2] was a short stay in client provided accommodation of [x] hours and [xx] minutes.
I can confirm that this is no longer the case, the aircraft now does an immediate turn-around with no wait on site.
Note: There have been nil reports related to [Location 2] accommodation/rest facilities in the past 12 months.
Crew Training
Operations are rostering low experience 'green on green' cabin crew that have been flying less than 3 months.
[Operator] has allowances to roster green on green crew following a comprehensive risk-based check to line.
New cabin crew are rushed through training so they can be checked to line.
This statement is incorrect. All cabin crew undergo a structured syllabus as approved by CASA. Training is extended if required to ensure cabin crew meet the required standards.
Cabin Temperature
Cabin temperature observed in excess of 40 °C at times. During long-stop turn-arounds, crew are made to stay on the aircraft for up to three hours with no air-conditioning or APU operating.
[Operator] acknowledges that operating into [Location 1] can be challenging with 2024 peak temperatures ranging from 19 °C (June low) to 40+ °C (January high).
There is no expectation (or requirement) for crew to remain onboard the aircraft. Upgraded air-conditioned facilities are provided to all crew on site.
Safety Reports
Safety reports have been submitted with a response to indicate the reports have been closed with no further feedback provided.
All Safety Reports are:
a. reviewed and risk rated at the daily [safety meeting]
b. assigned an action, an assessment or investigated (where required)
c. responded to by the safety team.
Note: Some reports may require no further action and are managed by business-as-usual processes. This is decided at the [safety meeting] by senior managers.
Fatigue
Cabin crew duties are changed at sign off or sign on from a standard 2 sector day to 4 sector duties as the result of staff shortage.
This is part of day-to-day operational and tactical planning.
At times crew duties can increase within the limits of their work rules to account for crew sick leave, weather, aircraft breakdowns or recovery flights.
Where possible, operations will provide reasonable notice to duty changes and roster additional crew on reserve, however, some days may require crew to operate additional sectors.
Duty extensions of up to 11 hours and at times exceeding the 12 hour duty limitations.
[Operator] cabin crew are subject to limitations and allowances in the cabin crew enterprise bargaining agreement (EBA), these are not limited to 12 hours.
There are additional allowances (overtime) provided to crew who choose to exceed the daily limits (they can decline a duty extension if they so wish).
Operations is tasked with providing adequate rest buffers between shifts and ensuring that all duties do not exceed the maximum limits in accordance with the cabin crew EBA. We haven’t received any reports of these limits being exceeded.
Duty limits are dependent on start time and number of sectors. The maximum continuous duty period allowed is [xx] hours. This can be extended by 2 hours when a minimum 4-hour rest period is provided mid-duty (as per EBA).
There is no rest area available at the [Location 3] base.
This is incorrect, the [Location 3] base has multiple, comfortable lunchrooms and rest areas available for crew use.
The reporter further states, when aircraft have been delayed due to technical issues, crews are not put into rest facilities (as per EBA) and are left on the aircraft for up to and beyond eight hours.
I can only provide comments here from a safety perspective (industrial arrangements have no oversight by the [safety department]).
No evidence has been found of crew being left in aircraft for up to and beyond eight hours. Furthermore, operations is always considerate of providing crews with a suitable rest area when the unexpected breakdown occurs.
[Operator] has arrangements with our clients to provide suitable accommodation at some [sites] where the wait period is excessive.
This report appears to mirror some industrial discussions taking place which may not necessarily coincide with current safety concerns; however, we take all reports seriously and will monitor the reported matters closely via feedback and our safety management system.
CASA considers the matters contained within the REPCON to be a valid concern that may impact safety and acknowledge the Operator's immediate actions. CASA would like to highlight the requirements of CASR 91.520 regarding that crew members should not carry out any duties for a flight where they are, or likely to be, unfit to perform a duty on the flight or a duty that is related to the safety of the aircraft, persons or cargo on the aircraft. CASA will include the information provided within the REPCON in its oversight approach for the identified operator.