ORO.FTL.210 Flight Times and Duty Periods

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ORO.FTL.205

Flight Duty Period (FDP)

ORO.FTL.215

Positioning

(a)       The total duty periods to which a crew member may be assigned shall not exceed:

(1)   60 duty hours in any 7 consecutive days;

(2)   110 duty hours in any 14 consecutive days; and

(3)   190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout that period.

(b)       The total flight time of the sectors on which an individual crew member is assigned as an operating crew member shall not exceed:

(1)   100 hours of flight time in any 28 consecutive days;

(2)   900 hours of flight time in any calendar year;  and

(3)   1 000 hours of flight time in any 12 consecutive calendar months.

(c)       Post-flight duty shall count as duty period. The operator shall specify in its operations manual the minimum time period for post-flight duties.

AMC1 ORO.FTL.210(c) Flight Times and Duty Periods

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2 thoughts on “ORO.FTL.210 Flight Times and Duty Periods

  1. But what happens when a pilot exceeds 100 hours while airborne? Is it an operator’s responsibility to self-impose a safety buffer before allowing a pilot to fly, or is there an option to exceed the 100 hours in exceptional circumstances??

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    1. Peter,
      You asked the following:
      But what happens when a pilot exceeds 100 hours while airborne? Is it an operator’s responsibility to self-impose a safety buffer before allowing a pilot to fly, or is there an option to exceed the 100 hours in exceptional circumstances?

      Should in the course of executing a FDP, a pilot becomes aware that the limitations in ORO.FTL.210 (b) will be exceeded (after takeoff) due to unforeseen circumstances, this would fall under the authority permitted under commander’s discretion. In general, the flight may continue to the intended destination as long as the flight may be conducted safely, otherwise an alternate aerodrome should be selected. Should the conditions be known before takeoff, the flight should not be conducted, as this will violate the limitations as set forth in the regulations.

      Buffers is just one of several methods that may be used to mitigate the potential of violations, however, other methods do exist and in some circumstances may be more appropriate depending upon the specific situation. In general, the airline is responsible to continually monitor the situation and make recommendations to the commander who will have final authority once a flight becomes airborne. Additionally, the airline should not permit a crew to violate the FTLs as written in the certification specifications before takeoff.

      This is part of the duel responsibilities under ORO.FTL 110 and 115.

      Let me caution you, that I am not with the EASA, and Civil Aviation Authority or any Airline or Union, so my opinions may differ. Let me suggest that you check with any and or all of the above before forming a specific interpretation.

      I hope this aides you in your understanding.

      Garret

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