Does your flight department operate long-range aircraft? If so, how do you handle elements such as long-distance flight planning, tech stops, or crew rest to prevent fatigue during extended routes? What other factors do you consider important, particularly on long-distance flights?
For our international long-distance ops, we operate a Falcon 900EX. When possible, we utilize 3 crew as part of fatigue mitigation. We do our best to reduce workload by sharing duties. We recognize that not everyone handles the back side of the circadian clock in the same way, and we know there are times where one does not get good rest. We rely on crew members speaking up so we can use the 2 best rested of the 3 crew once we start trip legs in another country. We have also used pre-positioned crew to mitigate rest limitations and supply fresh crew members. Tech stops are considered for best fuel planning, with choices being affected by potential fuel limitations in the European Union. Ever since the Covid-19 era, we’ve also been using SNN (Shannon, Ireland) for US customs preclearance and to prevent issues clearing in the US given that we typically need to fuel there for the US return leg.
Jeff Schneider
ATP. Falcon 900EX/2000
Dir Flight Ops
Barry-Wehmiller
Chesterfield MO
We’ll use 3-pilot augmented crews when flights are longer than 10 hours. We also try to reposition crews a few days in advance in order for them to adjust to a large time zone change.
Brent Keyes
ATP. Gulfstream V/G150 & Learjet 60
Dir of Aviation
Moorland Promontory
Royal Palm Beach FL
Universal Aviation is used for handling, and ForeFlight together with FltPlan.com for planning. We have strict SOPs (standard operating procedures), and staff with supplemental crew on the longer hauls – 3 pilots per jet and even 4 when going to India from the US.
Ken Wiseman
ATP/CFII. Gulfstream G600/GV & Citation Sovereign
VP of Aviation
American Powder Supply
Birmingham AL
In my opinion, fatigue management on long-range ops is a system, not a fix. It starts with duty time and rest planning built around circadian science rather than just regulatory minimums, with augmented crew considered whenever the profile – time zones crossed, planned vs actual duty length, or operational complexity – warrants it, not only when block time technically requires it. Beyond crew planning, look closely at routing and tech-stop selection – fuel, weather, diplomatic clearances, and curfews, plus realistic alternates, and building in a schedule buffer so a weather or maintenance delay doesn’t compress rest times on the back end. Pre-trip risk assessment, maintaining sterile cockpit discipline as fatigue builds, and giving crew real authority to flag when they are not fit to fly, all matter as much as the equipment itself. Ultimately, it’s a culture question – fatigue management works when the department treats rest as a safety input, not a scheduling inconvenience.
Greg Woods
ATP. Gulfstream G800
Former Senior Director
Qualcomm
Saint Louis MO
Our long-range aircraft is a Gulfstream IV. For flight planning and performance, we use ARINC, combined with Aircraft Performance Group (APG), for precise performance calculations, route optimization, and international flight planning, along with ForeFlight specifically for Jeppesen terminal and enroute charts. Tech stops are preplanned, taking into account fuel uplift requirements, customs and immigration clearance times, handling capabilities, and ground turnarounds. In regard to fatigue and crew rest, fatigue management is strictly controlled using structured crew rest schedules, duty-time monitoring, and preflight rest windows. On extended routes, clear role delegation between PF (pilot flying) and PM (pilot monitoring) ensures high situational awareness during critical phases of flight. Also, there are key factors to consider on long-range international flights that include ETP (equal time point) strategy, overflight/landing permits, alternate airport suitability, real-time oceanic/remote communications, weather/NOTAM monitoring, and aircraft maintenance status, eg, MEL items and cargo tie-down/safety equipment verification, before departure.
Danny Oudkerk
ATP. Gulfstream IV, Hawker 850XP & BAe Jetstream 41
Captain & Command Pilot
Presidential Aviation
Hollywood FL
In our case, we operate 2 long- and ultra-long-range aircraft. We use a handling service for flight planning and ground service coordination. Also, we typically conduct a tech stop for trips that exceed a 14-hour duty day. During that tech stop, we swap the complete crew of 2 captains and one flight attendant, who have pre-positioned days prior to acclimate to the tech-stop time zone. Tankering fuel penalties should be on the awareness list, as well as each country’s customs and tax idiosyncrasies.
Mitch Vuernick
ATP/Helo. Gulfstream G600
Senior Director Aviation
Cigna
Rocky Hill CT
My flight department operates a Gulfstream G650ER, and uses ARINC for online flight planning, including long-distance flights. The G650ER rarely needs a tech stop. If one is required, we need to consider bringing an additional pilot, positioning crew at the tech stop, or planning an overnight stop. We typically fly the same long-distance trips in the G650ER that we previously flew in our Falcon 2000EX EASy, but find the trips considerably easier, even with just 2 pilots. Avoiding a tech stop is a big part of that. The lower cabin altitude, room to get up and stretch, 2 lavs, and a crew rest area when carrying a relief pilot, all help on a 10- to 14-hour flight. Weather and winds are important, particularly destination weather when operating with 2 pilots. Arriving in daylight, familiarity with the airport, forecast weather, and approach conditions, all factor in to our decisions regarding crewing and tech stops. Westbound long-distance flights are generally easier since much of the flying is during daytime hours. When possible, we plan late-morning departures, allowing for better rest beforehand. Eastbound flights can be more challenging because we typically depart in daylight, fly through the night and arrive the following morning. The final few hours, including descent and approach, deserve particular attention. We also pay attention to hydration, meals, and getting out of the seat periodically. Having a refrigerator helps keep food and drinks fresh, as the crew and passengers usually consume at least 2 meals on a 10- to 14-hour flight. Ultimately, long-range flying isn’t just about whether the airplane has the range. We consider the entire mission and, most importantly, how alert we expect the pilots to be during the final hours and approach. The G650ER gives us tremendous capability, but we still have to make sure the crew is as capable at the end of the trip as the airplane is.
Jerry Harrington
ATP. Gulfstream G650ER
Chief Pilot & Av Dept Mgr
Benson Pacific
San Diego CA
Flight planning is done in such a way that the flight time doesn’t exceed 10 hours. If it’s more than that, then we do a tech stop with 2 crew, and also a 3-crew flight with controlled rest in between. Trip support is usually with UAS.
Raunaq Singh Panwar
ATP. Global Express
Captain
Futura Travels
Mumbai, India
My flight department operates a Global 7500 and Gulfstream G550. We use an augmented flight crew for long-distance flights, and they are followed by OEMs in case technical support is needed.
José Aguilera
A&P. Global 7500 & Gulfstream G550
Dir of Maintenance
Aerotaxis Metropolitanos
Toluca, Mexico
As an operator of long-range aircraft, our flight department has extensive international experience. For long-distance flights we carefully evaluate routing, weather, winds, NOTAMs, fuel requirements, alternates, permits, airport slots, and airspace restrictions. When a technical stop is required, we consider not only fuel availability, but also ground handling, maintenance support, customs, weather, and reliability of the airport as a contingency point. Fatigue management is a major consideration. We review total duty time, time zone changes, previous rest, circadian disruption, workload, and flight duration. For particularly long missions, an augmented crew may be used to allow meaningful in-flight rest and reduce fatigue risk. Also, we pay close attention to fuel strategy, enroute alternates, oceanic/remote-area procedures, communications and datalink capability, navigation requirements, aircraft performance, and maintenance support along the route. Foremost, long-range flying requires continuous reassessment. During a 10- to 12-hour flight, weather, fuel, airport conditions, and operational circumstances can change significantly. The goal is to remain ahead of the aircraft, avoid unnecessary operational pressure, and always maintain safe alternatives. Successful long-range operations depend on preparation, fatigue management, situational awareness, and strong contingency planning.
Rodrigo Cruz
ATP. Falcon 7X & Gulfstream G650
Lead Captain
Digital Bridge
Fort Lauderdale FL
Our flights operate both domestic US and long-haul international routes. In order to do this, we have dedicated dispatch, meteorology, maintenance, crew support, and crew scheduling departments.
Richard Blakeman
ATP. Airbus A321/320 & Boeing 787/777/767/757/737
Boeing 757/767
Instructor
United Airlines
Denver CO
ETOPS (extended-range twin-engine operations) and crew rest areas are the guidelines we follow. Also, some flights are operated with a 3-person crew.
Justin Shearer
ATP. Airbus A320 & Boeing 737
Captain
JetBlue Airways
Woodbury MN
Sometimes there is a need for augmented crew, or a night stop if it makes better sense. It varies on each and every flight.
Gavin Watson
ATP. Global Express
Captain
ExecuJet
Jeffreys Bay, South Africa
Airbus A350/A330 and Boeing 777/787 are the long-range aircraft we operate. Flight planning is a continuous process throughout the journey, as each FIR has unique procedures that we must comply with. Weather can also be challenging, particularly during the oceanic crossings. To mitigate the startle effect in an emergency, I proactively complete all performance calculations for enroute alternates in advance. Using our Internet-connected EFBs, we update NOTAMs and weather data continuously to ensure that we’re always ready for an ETOPS alternate or engine-out diversion. Regarding fatigue and wellbeing, these flights can demand prolonged wakefulness. Also, dehydration levels are significantly high on extended routes, so I make sure to drink as much water as possible. Inflight rest can sometimes be challenging due to ambient noise, particularly on the A330, where the crew rest compartment is located right behind the forward galley. To counter the dry cabin air, I often use a portable air humidifier in both the cockpit and the rest area.
Ismail Isinlik
ATP. Airbus A350/330 & Boeing 777/787
Senior First Officer
Turkish Airlines
Istanbul, Türkiye
Our company operates a Global 7500 worldwide, and we are a 5-pilot crew due to the annual hours flown. For flights longer than 12 hours, we operate with 3 crew, and sometimes we’ll also plan a crew change when doing a tech stop on very long sectors. A management company does flight planning based on our recommendations.
Jayson van Schalkwyk
ATP. Global 7500
Line Pilot
ACASS Canada
Himeville, South Africa
The flight department I fly for operates a single long-range aircraft. Our company contracts with Universal for international flight planning and handling. Our plane does not have an adequate crew rest area, so we will perform a crew swap if necessary. In my opinion, fatigue is the single biggest factor to consider on long-distance flights. However, weather, overflight permits, fuel planning, destination parking, and entry/exit requirements are all important aspects of conducting long-distance international flights.
Rob Rettig
ATP. Falcon 8X/7X/900 EASy & Gulfstream V
Lead Pilot
Executive Jet Management
Mesa AZ
We have Gulfstream and Bombardier products in our flight department, as they both match our flying requirements. We take flight planning and especially crew rest very seriously as we use a third pilot quite often. One pilot always has a 10-hour rest, and we keep a good rotation. Sometimes fueling is a bit difficult but, if we know about the airport, we may avoid the issue by dropping off and returning for pickup.
Mike Jones
Pvt-Inst/A&P. Global XRS/Challenger 601 & Gulfstream VG550
Associated Mgr & Dir of Maintenance
Excel Aviation
Ooltewah TN
