FRMT Update – August 2026
It has been the long-standing goal of the FRMT Committee to provide these bid reviews to the pilots during the PBS bid window with the hope that pilots can use these documents to help inform their bidding practices. While we have implemented some tools to assist in what has traditionally been an entirely manual process, there is still considerable “hands-on” involvement by our committee members. As such, the workload in producing these reviews can vary significantly from month to month.
The Delta MEC’s FRMT (Fatigue Risk Management Team) scours the bid packets every month to identify rotations that pose fatigue threats. We publish rotations that we find problematic primarily as a way of providing awareness of these potential threats.
When analyzing rotations, we look at the time of day an operation is planned, the amount and timing of rest that is provided, and how those operations and rest periods align with the pilot's expected circadian acclimation. Commonly found threats include (but are not limited to):
- Circadian swaps (circadian dysrhythmia)
- Long FDPs combined with short layovers
- Long sits within long FDPs
- Rotations without a long enough layover to get a meal and sleep
- Too many legs, especially in consecutive days
- Unaugmented flying that should be augmented
- Flying during pilot’s Window of Circadian Low (WOCL)
As a reminder, FRMT does not concern itself with the “desirability” of a given rotation, as pilots have a wide array of preferences. Safety is our only consideration. As such, our intent with these documents is to inform and highlight known fatigue threats – especially those that may not be obvious at first glance. For example, some Fitness for Duty Reports (FFDRs) cite tossing and turning as a cause of fatigue during a long layover. While on paper, a 30-hour layover may seem ideal, this length of layover almost always involves a circadian swap. Pilots often “blame themselves” for not being able to sleep. More than likely, however, the reason they are having a difficult time sleeping is because they woke up from their late arrival a mere 12 hours earlier. Another example would be an East Coast-based crew arriving at a West Coast city around midnight local time. While many would not consider midnight to be excessively late, it actually equates to an arrival time of 03:00 for the pilots’ body clock – well into their acclimated WOCL.
We want to be clear that if you are awarded or assigned one of these rotations, it is not automatic grounds for a fatigue call. Calling in fatigued is always an individual pilot’s decision based on their assessed fitness for duty prior to each flight. Our intent in identifying these rotations is for pilots to be aware of fatigue concerns these rotations might present. This is not an all-encompassing list. You may encounter fatigue on any rotation with delays, reroutes, sleep disruptions, or other issues.
Here are the rotations highlighted by FRMT from the August bid packets:
As a reminder, under FAR 117.5, you are legally obligated to ensure your fitness for duty before every flight.
Please send any questions or feedback you may have to DALFRMT@alpa.org. We can also be reached using the DART system (accessed through the Delta MEC website – select “Flight Time/Duty Time” from the drop down menu).
|