On September 30, an incident involving a flydubai flight to Tel Aviv escalated dramatically when the Omani co-pilot reportedly attempted to crash the aircraft. A sequence of critical actions ultimately ensured the plane’s safe landing. Indian pilot Captain Smit Machchhar, despite suffering from axe wounds, was able to open the cockpit door. Passengers quickly responded by entering the cockpit and assisting in restraining the assailant.
However, the successful outcome of the flight was significantly aided by the presence of two additional pilots onboard.
These extra pilots took control of the aircraft and successfully landed it at 06:45 UTC in Tabuk, Saudi Arabia. Passengers from flight FZ1073 were subsequently flown to Tel Aviv on a rescue flight organized by flydubai, departing at 15:34 UTC the same day.
The UAE prosecutor has classified the incident as an act of terrorism, alleging that the co-pilot, identified by Saudi media as Hammam al-Hammami, attacked Machchhar with a crash axe while attempting to seize control of the plane mid-flight. Investigations into the circumstances and motivations surrounding this attack are ongoing.
The presence of the extra pilots proved to be a significant advantage in this precarious situation.
Having additional pilots on a flight may seem unnecessary and could increase operational costs, as it involves compensating two sets of pilots. However, it is a common practice for pilots to travel as passengers while being repositioned for upcoming assignments, a process known as “deadheading.”
The term “deadheading” has historical roots in 19th-century America, where it referred to non-paying passengers and later evolved to describe transport employees traveling without working. In aviation, deadheading pilots are on duty under their airline’s regulations, and their positioning time is accounted for as part of their work hours. Some airlines, such as IndiGo, offer specific allowances for deadheading pilots.
Although not all flights include additional pilots, having them aboard is particularly beneficial for long-haul flights that require extended hours in the air. Aviation regulators in various countries impose limits on pilots’ flying duty and rest periods to prevent fatigue.
In India, the Directorate General of Civil Aviation (DGCA) has established Flight Duty Time Limitation (FDTL) rules that dictate maximum flight-duty periods, which vary based on flight duration and number of landings. For instance, flights lasting up to eight hours allow for an FDP of 11 to 12.5 hours, while those of nine or ten hours permit an FDP of 13 hours. Notably, the DGCA considers deadheading as part of a pilot’s duty time, meaning it counts towards the maximum FDP when it occurs immediately before a flight with no intervening rest.
The Jerusalem Post reported that the inclusion of extra pilots on this flight was not due to any specific security threat but had become a standard procedure amid rising regional tensions. Since October 7, 2023, Israel has been engaged in military actions against Palestine, aiming to dismantle Hamas. Concurrently, tensions between Israel, the US, and Iran have escalated since February, characterized by asymmetric warfare tactics.
This volatile environment has resulted in potential delays for flights, including a routine 3.5-hour journey from Dubai to Tel Aviv, which could be extended due to necessary rerouting during periods of unrest. Such circumstances could require flight crews to operate beyond their legally mandated hours. Various airlines in the Gulf region have had to suspend, divert, or cancel flights due to these ongoing tensions.
For pilots in India, the regulations governing working hours extend beyond just flight time. According to DGCA guidelines, the Flight Duty Period (FDP) commences when a pilot reports for duty and encompasses all flights until the aircraft is secured at the end of the final flight. Consequently, delays, rerouting, and holding patterns can significantly impact a crew’s allowable FDP, even if part of that time involves taxiing or being grounded.
