Harmattan Dispatch, an Autopilot MEL, and a Captain at 7:45
An AOC holder operates a Beech 1900D on a domestic charter from Abuja to Maiduguri with 18 passengers. The forecast for Maiduguri is visibility 1,500 m in blowing dust, ceiling 600 ft, wind 320/18G28. The only suitable alternate, Gombe, forecasts visibility 2,000 m and ceiling 800 ft. The aircraft has an open MEL item for the autopilot, dispatch permitted with two pilots but not for single-pilot operations. The captain has logged 7 h 45 min flight time in the last 24 hours; the first officer 2 h 10 min. The operator's approved FTL scheme limits flight time to 8 hours in 24 hours and requires 10 hours rest. The captain wants to depart because the destination forecast is above the operator's 1,000 m visibility minima. The flight is scheduled to depart at 17:20 local, arriving before darkness.
1. Should the flight be dispatched? Address the flight-time limitation and crew rest.
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The flight should not be dispatched with this captain. He has 7 h 45 min in the last 24 hours, and the sector to Maiduguri will exceed the 8-hour limit in the approved FTL scheme. The limit is a hard limit, not a target; the captain cannot lawfully continue once he reaches it. The first officer is well within limits, but the captain's restriction is controlling. The operator should either delay the flight until the captain has had the required 10 hours rest, assign another qualified captain, or cancel and rebook the passengers. Pressure to depart because the destination is above minima does not override FTL requirements. The operator should record the decision and notify passengers promptly. If a replacement captain is used, the operator must also confirm that the new captain meets recency and route/airfield qualification requirements.
2. How do the weather, alternate, and MEL affect dispatch?
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The destination forecast of 1,500 m visibility and 600 ft ceiling is above the operator's 1,000 m visibility minima, so the destination itself may be acceptable. However, the alternate forecast is marginal: 2,000 m visibility and 800 ft ceiling. The operator must apply its approved alternate minima and fuel requirements. If Gombe does not meet the alternate minima, another alternate must be found or the flight cannot be dispatched. The autopilot MEL permits dispatch with two pilots but imposes a restriction: the aircraft cannot be dispatched for single-pilot operations. The crew must confirm that the MEL conditions are met and that the aircraft performance, including landing distance and missed approach, is satisfactory in the forecast conditions. Blowing dust and gusts should also be considered in the take-off and landing performance calculations. The captain should not treat the destination forecast alone as sufficient.
3. What should the operator tell passengers, and what operational records should be made?
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Passengers should be told promptly that the flight is delayed or cancelled because of crew duty limits and weather/alternate considerations. The operator should not blame the weather alone if the controlling issue is FTL. It should offer rebooking, refunds, or refreshments in line with its conditions of carriage and NCAA consumer protection requirements. The operational record should include: the FTL calculation; the captain's flight time in the last 24 hours; the rest period; the weather and alternate analysis; the MEL item and its conditions; the dispatch decision; and the passenger notification. If the flight is cancelled, the operator should record the reason and the passenger entitlements offered. Accurate records protect the operator in any NCAA inspection or passenger complaint.