AFAP Qantas Pilot Council Briefing No.4 2025 – Fatigue Study
As most pilots will be aware, significant research in the field of sleep-science has produced alarming results for shift-workers. Short-term performance reduction, medium-term health degradation, long-term disease and premature mortality have been directly linked to the sleep patterns demanded by jobs with similar sleep/wake requirements to long-haul pilots and short-haul pilots conducting ‘back-of-the-clock’ operations.
Many Qantas pilots will be aware of the various studies conducted by Qantas over the years on fatigue and its performance impact. Although some studies have been more significant than others, the limited sample sizes, methodology and protection of data has left pilots distrustful of the reliability of these studies. The AFAP QPC met with Qantas at executive level and were offered data sharing from these studies. The QPC has reiterated this request at executive level in writing and the AFAP S&T department will also make further requests for the data.
AFAP members have advised us they support a new, thorough, published and peer-reviewed study on fatigue, safety and the health of Qantas mainline pilots. We have commenced the initial stages of this study. It is necessary for this study to be conducted by an academic institute and be led by an internationally recognised expert in the field. Accordingly, we are in contact with several appropriate candidates and institutions. The scope of this study is significant, with both short and long-term health data to be captured across all mainline operations. The QPC believes that only a study of this scope, with robust methodology capable of being peer-reviewed, will be able to adequately assess the risk pilots are exposed to, and be capable of developing best practices and mitigations for the long-term health risks pilots are exposed to.
It should be noted that Qantas’ chosen ‘biomathematical model’ is one of many commercially available models. This model is developed for commercial entities, and is inherently limited in its ability to account for many of the nuances of the operation that have significant fatigue and health impacts on crew. There is a wide perception, based on the use of the word ‘biomathematical’, that the model is far more complex than what it is in reality.
The gradual replacement of legislative and industrial protections with an FRMS based on this inherently limited commercial model has been concerning for the AFAP. We believe commercial interests should never be placed ahead of crew health and we have been advised by professionals in the field the studies that have been conducted so far by Qantas, appear to be scientifically insufficient to draw acceptable conclusions from. It is therefore the QPC’s position that a thorough study will identify any safety and liability risks for the operation that will require attention. Ultimately, our aim is to build sustainability for both the pilots and the business by ensuring commercial practices are not unreasonably damaging to employees.
Two main issues have been flagged through our surveys with regard to fatigue:
The first issue is related to progressive fatigue through compounding rosters on the 787 (also affecting the A350 operation). A maximum divisor roster on the 787 contains a significant increase in disrupted-sleep patterns when compared to A330 or A380 rosters. The compounding effect of this has significant short-term safety consequences, and long-term health implications on crew. The primary concern relates to compounding duties where pilots are required to disrupt their circadian rhythm. Daylight flying (based on a pilot’s sleep conditioned departure port) generally has less impact on health and safety. For this reason, the AFAP QPC, in our LH EA log of claims, have made a claim for a ‘fatigue credit’ to be applied to all crew compliments for night flying operations to mitigate against the safety and health impacts of these operations. This credit is based off extensive data on the known outcomes of such a credit (currently referred to as night credits). We believe this should not be an industrialised matter, but Qantas has shown little interest in adequately addressing our concerns for crew health and safety so far.
The second major issue flagged in our survey was the adequacy of MBTT. Of particular concern to crew was MBTT following overnight 2 and 3 crew operations from Asia. MBTT has not been developed using a scientifically sound methodology and crew often find themselves having to choose between financial punishment through roster disruption or going to work with insufficient rest. The QPC believes this is a significant safety risk, and if the Company fails to address this they will put passengers, crew, infrastructure and the brand in danger. The Qantas LH EA team has advised the AFAP that they are looking to improve MBTT. We have requested to be consulted and advised throughout this process.
The AFAP strongly supports a robust FSAG, and we have made a claim in our LH EA log of claims for the FSAG to have greater oversight on FRMS changes. We believe in an FSAG made up of stakeholders, capable of assessing safety and human risk without commercial pressures. We also believe in total transparency of the FSAG, and the methodology used in the FSAG’s assessment of current and planned operations.
As we move forward with the study, we will be looking for volunteers to be part of the data collection.
Questions
For any enquiries regarding bargaining or other matters at Qantas please contact any of us or the AFAP legal and industrial team of Senior Legal/ Industrial Officer Pat Larkins (
patrick@afap.org.au), Senior Industrial Officer Chris Aikens (
chris@afap.org.au), or Executive Director Simon Lutton (
simon@afap.org.au).
Regards,
AFAP Qantas Pilot Council
Michael Egan – Chair
Mark Gilmour – Vice- Chair
Daniel Kobeleff – Secretary
Michael Armessen – Committee Member
David LaPorte – Committee Member
Josh Chalmers – Committee Member
Rob Close – Committee Member