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Overview Application of Regulations

Abstract:

On January 29, 2014 the European COMMISION published the final technical requirements and admininstrative procedures for this regulation. The regulation will go into effect 18-Feb-2016.

The purpose of this document is to provide an explanation of the methods and criteria for the application of EASA FTL as amended on 29-Jan-2014.

The documentation is provided “AS IS” and is solely intended to provide a general understanding of the author’s interpretation of the new EASA mandated FTL Regulations.

The author makes no representations and disclaims any and all responsibility for the completeness or accuracy of the documentation. The author reserves the right, at his discretion, to change or modify the documentation as deemed appropriate.

Copyright © 2012-2014, Understanding EASA FTL 2016 – A Generic Interpretation. All rights reserved

Overview of changes:

The Regulation lays down common EU rules in areas previously regulated at the national level in accordance with Art. 8 paragraph. 4 of Council Regulation No 3922/91 “EU-OPS” (as. Amended.), Namely with regard to:

  • the split of service;
  • resting balancing effect of time zone differences;
  • arrangements for the shortened rest period;
  • extending the period of the flight on board in relation to the rest during the flight and
  • to remain in standby mode other than the airport standby.

The new rules shall include the following changes in security:

  • a definition of the term “acclimatisation”, be better taking into account the effect of time zone differences;
  • better protection against cumulative fatigue due to limit 1000 flight hours during 12 consecutive months and an additional limit 110 hours of service in a period of 14 days;
  • better protection against cumulative fatigue due to long periods of rest elongated regenerative twice a month;
  • better protection against cumulative fatigue due to the additional requirements for having a rest to offset the impact of disruptive scheduling;
  • better protection against fatigue transition by extending the period during which the FDP (Flight Duty Period) shall be reduced to 11 hours of hours. 17:00 hrs. 5:00.

The implementing rules shall include the following explanation:

  • the calculation of the maximum basic FDP on the table instead of the calculations that have resulted in different interpretations;
  • the definition of minimum standards of accommodation during standby at the airport and split duty period;
  • an explanation of the rules governing decision making commander’s discretion to reflect the interpretation of OPS 1.1120 by the Air Safety Committee.

Moreover, with respect to areas currently regulated at the national level on the basis of the mechanism referred to in Article. 8 paragraph. 4 “EU-OPS”, European Aviation Safety Agency (hereinafter referred to as “the Agency”) proposes the use of the certification specifications referred to in art. Paragraph 22. 2 of the Basic Regulation. However, operators can move away from the use of certification specifications by the introduction of the determination of an individual flight time, provided it has been approved by the Member State and received a positive evaluation of the Agency. The use of certification specifications will not only provide the necessary flexibility, which has already been made under Art. 8 paragraph. 4 “EU-OPS”, but also ensure the creation much more balanced playing field for operators by requiring the Agency to assess any proposed deviations.

In addition to a standardized procedure certification specifications introduce a number of improvements to the safety, ie:

  • reducing the maximum FDP in less favorable times of the day of 11 hours 45 minutes to 11 hours 15 minutes;
  • extending the flight duty and rest associated with the flight time will depend on the type of holiday facilities on board and the flight crew;
  • the rules governing the split duty will be based on defined minimum standards for accommodation and suitable accommodation
  • mitigate the effects of alternating rotation of the east-west;
  • standby mode other than the airport standby shall be limited to 16 hours;
  • clearly defined requirements for the quality and type of airport facilities designed to remain on standby;
  • The maximum total length of standby at the airport and the FDP will be 16 hours unless other arrangements will be mitigation measures;
  • rules for shortened rest period will guarantee the possibility of eight hours of sleep.

In accordance with Art. 9a of the new regulation, the introduction of this provision will be necessary to see whether targets are efficiently and effectively implemented. It is also necessary to ensure the identification of any subsequent external events that could force a re-evaluation of these objectives. It is therefore proposed to implement the program of work on fatigue and quality of work pilots. Such a program would include the collection of data in the long term monitoring of the impact of new regulations, assess the effectiveness of existing methods in the management of fatigue and study specific issues as needed. Among the subjects tested can be found, inter alia:

  • the impact of flight duty time for more than 13 hours at the most favorable time of the day;
  • the impact of  flight duty time for more than 10 hours in a less favorable time of the day;
  • the impact of  flight duty time for more than 11 hours for the crew members of an unknown degree of acclimatisation;
  • the possible impact of a large number of segments (> 6) on the vigilance of the crew and
  • the impact of interference on the overall scheduling limitations.

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the EU. Member States will have to apply from 18 February 2016

ORO.FTL.105 Definitions:

Term

Definition

acclimatised

means a state in which a crew member’s circadian biological clock is synchronised to the time zone where the crew member is. A crew member is considered to be acclimatised to a 2-hour wide time zone surrounding the local time at the point of departure. When the local time at the place where a duty commences differs by more than 2 hours from the local time at the place where the next duty starts, the crew member, for the calculation of the maximum daily flight duty period, is considered to be acclimatised in accordance with the values in the Table 1.

reference

time

means the local time at the reporting point situated in a 2-hour wide time zone band around the local time where a crew member is acclimatised;

accommodation

means, for the purpose of standby and split duty, a quiet and comfortable place not open to the public with the ability to control light and temperature, equipped with adequate furniture that provides a crew member with the possibility to sleep, with enough capacity to accommodate all crew members present at the same time and with access to food and drink;

suitable accommodation

means, for the purpose of standby, split duty, and rest, a separate room for each crew member located in a quiet environment and equipped with a bed, which is sufficiently ventilated, has a device for regulating temperature and light intensity, and access to food and drink;

augmented flightcrew

means a flight crew which comprises more than the minimum number required to operate the aircraft, allowing each flight crew member to leave the assigned post, for the purpose of in-flight rest, and to be replaced by another appropriately qualified flight crew member;

break

means a period of time within a flight duty period, shorter than a rest period, counting as duty and during which a crew member is free of all tasks

delayed

reporting

means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest

disruptive schedule

means a crew member’s roster which disrupts the sleep opportunity during the optimal sleep time window by comprising an FDP or a combination of FDPs which encroach, start or finish during any portion of the day or of the night where a crew member is acclimatised. A schedule may be disruptive due to early starts, late finishes or night duties.

early type

of disruptive schedule means:(i) for “early start” a duty period starting in the period between 05:00 and 05:59 in the time zone to which a crew member is acclimatised; and(ii) for “late finish” a duty period finishing in the period between 23:00 and 01:59 in the time zone to which a crew member is acclimatised;

late type

of disruptive schedule means:(i) for “early start” a duty period starting in the period between 05:00 and 06:59 in the time zone to which a crew member is acclimatised; and(ii) for “late finish” a duty period finishing in the period between 00:00 and 01:59 in the time zone to which a crew member is acclimatised;

night duty

means a duty period encroaching any portion of the period between 02:00 and 04:59 in the time zone to which the crew is acclimatised

duty

means any task that a crew member performs for the operator, including flight duty, administrative work, giving or receiving training and checking, positioning, and some elements of standby

duty period

means a period which starts when a crew member is required by an operator to report for or to commence a duty and ends when that person is free of all duties, including post-flight duty

flight duty period (FDP)

means a period that commences when a crew member is required to report for duty, which includes a sector or a series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on which the crew member acts as an operating crew member

flight time

means, for aeroplanes and touring motor gliders, the time between an aircraft first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are shut down

home base

means the location, assigned by the operator to the crew member, from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal circumstances, the operator is not responsible for the accommodation of the crew member concerned

local day

means a 24-hour period commencing at 00:00 local time

local night

means a period of 8 hours falling between 22:00 and 08:00 local time

operating crew member (OCM)

means a crew member carrying out duties in an aircraft during a sector

crew member (CM)

Means a crew member who is assigned to a duty period, either operating or non-operating.

positioning

means the transferring of a non-operating crew member from one place to another, at the behest of the operator, excluding:-       the time of travel from a private place of rest to the designated reporting place at home base and vice versa, and-       the time for local transfer from a place of rest to the commencement of duty and vice versa

rest facility

means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board an aircraft

reserve (RSV)

means a period of time during which a crew member is required by the operator to be available to receive an assignment for an FDP, positioning or other duty notified at least 10 hours in advance

rest period

means a continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a crew member is free of all duties, standby and reserve

rotation

is a duty or a series of duties, including at least one flight duty, and rest periods out of home base, starting at home base and ending when returning to home base for a rest period where the operator is no longer responsible for the accommodation of the crew member

single day free of duty

means, for the purpose of complying with the provisions of Council Directive 2000/79/EC, a time free of all duties and standby consisting of one day and two local nights, which is notified in advance. A rest period may be included as part of the single day free of duty

sector

means the segment of an FDP between an aircraft first moving for the purpose of taking off until it comes to rest after landing on the designated parking position

standby

means a pre-notified and defined period of time during which a crew member is required by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period

airport standby (ASB)

means a standby performed at the airport

other standby (OSB)

means a standby either at home or in a suitable accommodation

window of circadian low (WOCL)

means the period between 02:00 and 05:59 hours in the time zone to which a crew member is acclimatised

Additional Definitions

Term

Definition

calendar day

means a 24-hour period from 0000 through 2359 using base time

crew member

(CM)

means a crew member who is assigned to a duty period, either operating or non-operating.

flightcrew member (FCM)

means a crew member assigned to an Standby, Reserve or FDP for duties on the Flight Deck., as a Captain, First  Officer, Relief  Pilot, Flight Engineer, or Flight Navigator.

standard time

(STD)

the official local time of a region or country determined by the distance from Greenwich of a line of longitude passing through the area

daylight time

(daylight

 saving time)

(Summer Time)

(DST)

Daylight saving time (DST) or summer time is the practice of advancing clocks during the lighter months so that evenings have more apparent daylight and mornings have less. Typically clocks are adjusted forward one hour near the start of spring and are adjusted backward in the autumn.
fatigue means a physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness, circadian phase, or workload (mental and/or physical activity) that can impair a crew member’s alertness and ability to safely operate an aircraft or perform safety related duties [as defined by ICAO in the FRMS Manual Doc 9966].

The above additional terms and definitions are used to aid in clarification and understanding of the regulations.

Authors note: Airlines should be aware when CM’s will be impacted by a transition between STD and DST. The impact is that the WOCL will not be in synch with definitions of WOCL. The STD/DST transition reduces the window for a LNR, while a DST/STD transition will increase the window for a LNR.

Acclimatisation:

A CM who is in an acclimated state remains in an acclimated state as long as they remain within a zone +/-2 hours either side of the time zone in which the CM is acclimated to.

tz map

Example: a CM acclimated to Paris (UTC + 1), remains acclimated as long as they remain within the following time zones: UTC -1, UTC, UTC + 1, UTC + 2, UTC + 3 at the conclusion of the duty period.. Jeddah (UTC + 3) is acclimated, while Tehran (UTC + 3:30) will require the crewmember to become acclimated.

State of Acclimatization:

  •  (D) Acclimated to Departure – occurs when a CM has spent sufficient time within a timezone to become acclimated to the timezone for departure.
  •  (B) Acclimated to Previous Acclimated Time Zone – occurs when a CM has spent insufficient time within a timezone to begin the acclimatization process.
  •  (X) Unknown – when a CM has entered a new timezone and has begun the acclimatization process but has not spent sufficient time to adjusted to the local timezone.

Acclimatisation Process:

Acclimatisation process is also known as re-adaptation.

Flying across time zones exposes the circadian body clock to sudden shifts in the day/night cycle.

Because of its sensitivity to light and (to a lesser extent) social time cues, the circadian body clock will eventually adapt to a new time zone.

The acclimatisation process follows Table 1 defined in ORO.FTL.105 Definitions

Time difference (h) between reference time and local time where the crew member starts the next duty

Time elapsed since reporting at reference time

< 48

48 – 71:59

72 – 95:59

96 – 119:59

≥ 120

< 4

B

D

D

D

D

≥ 4 and ≤ 6

B

X

D

D

D

> 6 and ≤ 9

B

X

X

D

D

> 9 and ≤ 12

B

X

X

X

D

 

Time difference between reference time zone and local time, is simply the difference between the time zone where the CM was last acclimated to, and the time zone where a crewmember will begin the next duty.

Example: CM is acclimated to Paris (UTC + 1) (Reference Time) and will begin the next duty period in Chicago (UTC -6), whereby the Time Difference is 7:00.

The time elapsed since reporting at reference time to the time of report of the next duty. A conversion to UTC date time will be required to calculate the elapsed time.

A Report in Paris on 15-Feb-2017 at 10:00 (Local) is 15-Feb-2017 at 09:00 (UTC), the next report in Chicago is on 16-Feb-2017 at 20:00 (Local) is 17-Feb-2017 at 02:00 (UTC), whereby the time elapsed is 40:00.

Case #1: Since the elapsed time is less than 48:00 (Row 3, Column 1) the crewmember remains acclimated to Paris time (UTC + 1).acclimated.

Case #2: Had the departure in Chicago been postponed 24 hours, the elapsed time would be 64:00, the CM has now moved into an unknown state of acclimatization (x) (Row 3, Column 2).

Case #3: Had the departure in Chicago been postponed 60 hours, the elapsed time would be 100:00, the CM has now moved into an acclimated state of acclimatization (Row 3, Column 4).

Reference Time:

for the next departure is defined as follows:

  1. When a CM begins the next duty period in an (B) Acclimated to Previous Acclimated Time Zone state to the reference time is the time zone where that cm was last acclimated to.
  2. When a CM begins the next duty period in an (X) Unknown state there is no reference time.
  3. When a CM begins the next duty period in an (D) Acclimated to Departure state the reference time is the local time zone where the duty period begins.
  4. Should the CM remain within the zone of acclimatisation, the reference time is the local time zone where the duty period begins.

Author’s note: Best practices suggest that operators use the time zone where the CM is currently acclimated to when evaluating under conditions 1 and 4 above.

Window of Circadian Low (WOCL):

Shall be based upon the OCM’s reference time zone (RTZ).

Is between 02:00 and 05:59 (inclusive).

FDP time:

For an OCM assigned to a duty period that contains flight time:

  • The start of the FDP is at the report time (UTC) of the duty period.
  • The end of the FDP is at the arrival time of the last operating (working) flight (UTC) before the start of a rest period.
  • Ferry Flights are considered working flights.

FDP EASA

Rest Periods and Breaks:

Rest Period:

A rest period begins when a crew member is released from duty until the crew member reports for the next duty. When the airline is responsible to provide a rest accommodation, Travel time to/from the accommodation, Physiological needs and Sleep opportunity must be considered.

Rest Period 1

Break:

A Break – A break is not considered a Rest Period, it is used to extend FDP limitations using Split Duty rules. The minimum time for a Duty Break is 3 hours. A Break is not considered to be part of a FDP, but it is part of a Duty Period.

Duty break

Author’s note:

The operator should specify the times in its Operations Manual (OM) the minimum durations of:.

  • Post-Flight Duty
  • Pre-Flight Duty
  • Travel Time to/from accommodation,

The operator should consider airport, time of day, aircraft type when specifying the minimums above.

The absolute minimum ground time between to flights that may be considered a break is 3:30,

Break = Ground Time – (Post-Flight Duty + Pre-Flight Duty + Travel Times)

3:00 = 3:30 – 0:30,

However the ground time will most likely increase due to values in the OM,

Example: 3:00 = 5:00 – (0:30 + 1:00 + 0:15 + 0:15)

Local Night Rest:

  1. Must include:
    • 8 consecutive hours
    • that starts at or before 00:00 (local time) and
    • ends at or after 06:00 (local time)

Local Nights Rest

  • Example 1 – show a 10 hours rest period from 22:00 to 08:00, this qualifies as a LNR.
  • Example 2 – has a 10 hour rest period with 8 hours during the LNR period from 00:00 to 08:00, the rest from 08:00 to 10:00 is not applied towards the LNR.
  • Example 3 – has a 10 hour rest period with 8 hours during LNR period from 22:00 to 06:00, the rest from 20:00 to 22:00 is not applied towards the LNR
  • Example 4 – has a rest period from 01:00 to 06:00 the following day, the rest from 01:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR , the rest from 22:00 to 06:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration.
  • Example 5 – has a rest period from 07:00 to 06:00 the following day, the rest from 07:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR , the rest from 22:00 to 06:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration.
  • Example 6 – has a rest period from 06:00 to 05:00 the following day, the rest from 06:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR , the rest from 22:00 to 05:00 the next days is not applied towards the LNR since it is insufficient in duration.
  • Example 7 – has a rest period from 11:00 to 06:00 the following day, the rest from 11:00 to 22:00 is not applied towards the LNR , the rest from 22:00 to 06:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration.
  • Example 8 – has a rest period from 00:00 to 12:00 the following day, the rest from 00:00 to 08:00 is applied towards the LNR since it is of sufficient in duration, the rest from 08:00 to 22:00 is not applied towards the LNR , the rest from 22:00 to 08:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration, the rest from 08:00 to 12:00 is not applied toward the LNR.  The total amount of rest is 36 hours with 2 LNR‘s.
  • Example 9 – has a rest period from 01:00 to 13:00 the following day, the rest from 01:00 to 08:00 is not applied towards the LNR since it is of insufficient in duration, the rest from 08:00 to 22:00 is not applied towards the LNR , the rest from 22:00 to 08:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration, the rest from 08:00 to 13:00 is not applied toward the LNR. The total amount of rest is 36 hours with 1 LNR.

Extended Recurrent Recovery Rest (ERRR):

Is a rest period that meets the following conditions:

  • It is no less than 36 hours in duration and
  • It contains 2 consecutive LNR’s

Authors Note: Best practices suggest that ERRR’s should be given in the home base environment whenever possible.

Applied Crew Schemes:

Crew Schemes are also known as crew complements. The positions Captain (CA) and First Officer (FO), refers to individuals who hold the Required Qualifications to Operate in that specific position, versus the Rank of the individual. Individual Airline designations may apply differently.

Relief FCM’S are required to meet the appropriate qualifications for the inflight duties to be performed in accordance to ORO.FC.A.201.

Standard Flightcrew:

  • Flight operations which operate with only one (1) Captain (CA) and one (1) First Officer (FO)
  • Any aircraft that lacks a Class 1, 2 or 3 on-board rest facility.
  • Any FDP scheduled with more than three (3) operational flights.

Augmented Flightcrew:

  • All flight operations within the FDP must operate with at least, two (2) Captains (CA) and one (1) First Officer (FO)
  • Augmented Flightcrew must be assigned to an aircraft that has a Class 1, 2 or 3 on-board rest facility.
  • Augmented Flightcrew must be assigned to a FDP scheduled with less than four (4) operational flights.

Heavy Flightcrew:

  • All flight operations within the FDP must operate with two (2) Captains (CA) and two (2) First Officers (FO)
  • Heavy Flightcrew must be assigned to an aircraft that has a Class 1, 2 or 3 on-board rest facility.
  • Heavy Flightcrew must be assigned to a FDP scheduled with less than four (4) operational flights.

Standard Cabin crew:

  • Flight operations which operate with the minimum required cabin crew  based upon seating capacity and operating requirements.
  • Any aircraft that lacks a Class 1, 2 or 3 on-board rest facility.
  • Any FDP scheduled with more than three (3) operational flights.

Augmented Cabin crew:

  • Flightoperationswhichoperate with:
    • the Standard Cabin crew plus
    • additional cabin crew  and
    • allows for each cabin crew member to be relieved of required tasks during a flight in accordance to CS FTL.1.205 Flight Duty Period (FDP) (c)(3)
  • Augmented Cabin crew must be assigned to a FDP scheduled with less than four (4) operational flights.

In-Flight Rest Requirements:

Permits an extension above scheduled FDP limits. May not be combined with Split Duty Extensions.

Augmented and Heavy Flightcrew Schemes:

  • An inflight rest period is only applied during cruise, not during the take-off or landing phases of a flight.
  • Takeoff phase – is generally the first 30 to 45 minutes of a flight.
  • Landing phase – is generally the last 30 to 45 minutes of a flight.
  • An inflight rest period for each flightcrew member must allow for 90 minutes of rest.
  • Best practices suggest that the inflight rest periods also allow for the impacts of ‘sleep inertia‘, 10-15 minutes.
  • An inflight rest period for the flightcrew members performing the aircraft landing on the last flight in the FDP must allow for two (2) hours of continuous inflight rest.

In-flight Rest Facilities:

  •  ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat sleeping position. It reclines to at least 80° back angle to the vertical and is located separately from both the flight crew compartment and the passenger cabin in an area that allows the crew member to control light, and provides isolation from noise and disturbance;
  •  ‘Class 2 rest facility’ means a seat in an aircraft cabin that reclines at least 45° back angle to the vertical, has at least a pitch of 55 inches (137.5 cm), a seat width of at least 20 inches (50 cm) and provides leg and foot support. It is separated from passengers by at least a curtain to provide darkness and some sound mitigation, and is reasonably free from disturbance by passengers or crew members;
  •  ‘Class 3 rest facility’ means a seat in an aircraft cabin or flight crew compartment that reclines at least 40° from the vertical, provides leg and foot support and is separated from passengers by at least a curtain to provide darkness and some sound mitigation, and is not adjacent to any seat occupied by passengers.

inflightrest

Example 1: legal for a 3 pilot flightcrew, complies with the requirement for 2 hrs inflight rest in the FDP and a 90 minute inflight rest for the other pilots, the inflight rest do not overlap.

Example 2: legal for a 4 pilot flightcrew only, the inflight rest periods must overlap.

Authors Note: The final determination of the minimum inflight rest for the pilot who will be performing monitoring duties on the flight during landing is by the individual regulatory agency, in some cases 1:30 may be permissible, while in other cases, just like the pilot whom will be performing the actual landing, 2:00 may be required. Readers should check with the Airline and or the proper governing agency, for the proper determination concerning minimum inflight rest for these individuals.

Night Duty / Early Start / Late Finish:

Night Duty Period (NDP):

  • Night Time is defined as 02:00 and 04:59 in the time zone to which the crewmember is acclimatised.
  • Is a Duty Period which infringes upon any portion of Night Time.

Night Duty Period

  • Consecutive NDPs are those which occur during the Night Time on consecutive calendar days.

Early Start:

  • Is dependent upon the type of disruptive schedule being used:
    • For Early Type:
      • Early Time is defined as 05:00 and 05:59 in the time zone to which the crewmember is acclimatised.
    • For Late Type:
      • Early Time is defined as 05:00 and 06:59 in the time zone to which the crewmember is acclimatised.
  • Is a Duty Period which starts (Reports) during the period of Early Time.

Early Start

Late Finish:

  • Is dependent upon the type of disruptive schedule being used:
    • For Early Type:
      • Late Time is defined as 23:00 and 01:59 in the time zone to which the crewmember is acclimatised.
    • For Late Type:
      • Late Time is defined as 00:00 and 01:59 in the time zone to which the crewmember is acclimatised.
  • Is a Duty Period which ends (Releases) during the period of Late Time.

Late Finish

Author’s note: Airlines and Authorising Agencies have the option to determine the type of Disruptive Schedule Scheme to use “Early Type” or “Late Type”.

Reference depiction of Local Night / WOCL / Night Duty / Late Finish Duty / Early Start Duty.

Night Definitions

Split Duty:

Split Duty

  • Is a FDP which contains a Break of at least 3 hours in a ground rest facility.
  • May be applied to a FDP at any time of the day.
  • Break is less than a Required Rest Period.
  • Break is considered FDP as well as Duty.
  • Break requires a Suitable Accommodation if the Break is 6 hours or more, or touches the WOCL.
  • FDP is measured from Report to Arrival of Last Operating Flight.
  • Is only applied to duties that operate under Standard Crew Schemes.

Permits extensions above the scheduled FDP limits by 50 % of the break that does not touch the WOCL, when a suitable accommodation is not provided.

Permits extensions above the scheduled FDP limits by 50 % the value of the break when a suitable accommodation is provided.

Cumulative Flight Time and Cumulative Duty time

Cumulative Values

All cumulative values are across calendar periods.

Only the portion of the Duty Time or Flight Time that falls within calendar day period.

Duty time is accumulated across 7, 14 and 28 calendar day periods.

Flight Time is accumulated across 28 calendar days, and across 12 calendar months  and 1 calendar year.

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