2 Morning shifts, 2 Afternoon shifts, 2 Nght shifts   

Well, that's a 6/2, but if it's what it would take to keep amoral managers from continuing to push the 15-16 hour foolishness, it may be what is necessary.

Market forces would ultimately determine if it was a wise decision -

• Sick calls would never be covered, nor would vacations.  No one would willingly give up one of their two days off. (unless you had a large pool of float pilots for every airframe)


• Four ( or eight for IFR bases) days of training/travel per pilot per year would rarely be covered.


• A 6/2 changes the starting day of the hitch every time, which many would not be interested in, although I didn't mind when we did the 3d/3n/6off.


• Better pilots would look elsewhere for their old schedule


• Poor in service rate and pilot retention at your company would favor the competition

Instead of that, maybe just admit that a pilot is more likely to be unsafely fatigued at 15 hours, heading into darkness and probably deteriorating weather.  Knowing that, why would you even push it?

The 12 hour shift was meant to be a compromise between the 24 shift back in the day (with the voluntary rest period if needed) and the 8 hour shift no one wanted to do.  It was always meant to be used cautiously, with the 14 hour extension a rare occurence.  As it turns out, we can't really govern ourselves, though.

If this hammer is your only tool, you've already lost as a manager.  Business is down, blame the pilot.  There are so many alternatives to pushing the unsafe angle.  It's ironic, but the actual biggest factor in promoting safety is not a device like nvgs, instrument capability, twin engines, better training or anything like that which people would expect.  We can compulsively override all of those things.  The biggest positive influence on safety is having strong business development and plenty of business.  No one complains about missing a late flight when times are booming.

You're not my manager, and I'm grateful for that. I don't enjoy these arguments and their attendent pressure at the ends of shifts, but at this stage of my career, it wouldn't really matter.  My moral contract is with my medical crew and in getting them home safe. I've also noticed that managers never personally ride on these late flights.  Other pilots may be more impressionable.

I don't expect to change your attitude or fixation on this. It will probably only change when you are named in a wrongful death lawsuit.  I sincerely hope that is not the case.