easa regulation structure - anpav · easa regulation structure regulations annexes i ii iii iv v vi...

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EASA Regulation Structure

Regulations

ANNEXES

I

II

III

IV

V

VI

VII

VIII

Commission Regulation(EU) No 748/2012 of 03/08/2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations

Commission Regulation(EC) No 2042/2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on theapproval of organisations and personnel involved in these

Commission Regulation(EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

Commission Regulation(EU) No 965/2012 of 5 October 2012laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

Commission Regulation(EU) No 452/2014 of 29 April 2014 laying down technical requirements andadministrative procedures related to air operations of third country operatorspursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council.

Initial Airworthiness

ContinuingAirworthiness Air Crew Air

Operations Third country

operators

Part 21 Part M

Part 147

Part 66

Part 145

Part-FCL

Conversion of national

licenses

Licenses of non-EU states

Part-MED

Part-CC

Part-ARA

Part-ORA

Part-SPO

Part-NCO

Part-NCC

Part-SPA

Part-CAT

Part-ORO

Part-ARO

DEF Part-TCO

Part-ART

BASIC REGULATION Regulation (EC) No 216/2008

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Each Part to each implementing regulation has its own Acceptable Means of Compliance (AMC) and Guidance Material (GM). These AMC and GM are amended along with the amendments of the regulations. They are part of‘soft law’ (non-binding rules), and put down in form of EASA Executive Director Decisions. A comprehensive explanation on AMC in form of questions and answers can be found on the FAQ section of the EASA website.Furthermore, Certification Specifications are also related to the implementing regulations, respectively their parts. Like AMC or GM, they are put down as Decisions and are non-binding.

= Relevant to Pilots

= Relevant to Cabin Crew

= Relevant to Pilots & Cabin Crew

Commission ImplementingRegulation (EU) No 1035/2011 of 17 October 2011 laying down common requirements for the provision of airnavigation services

Commission ImplementingRegulation (EU) No 1034/2011 of 17 October 2011 onsafety oversight in airtraffic management and air navigation services

Commission Regulation(EU) No 805/2011 forair traffic controllers’ licences and certain certificates pursuant to Regulation (EC) No 216/2008

Commission ImplementingRegulation (EU) No 1332/2011 of 16 December 2011 laying down common airspace usage requirements and operating procedures for airborne collision avoidance

Commission ImplementingRegulation (EU) No 923/2012 of 26/09/2011 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation

Commission ImplementingRegulation (EU) No 139/2014 of 12/02/2014 laying down requirements and administrative procedures related to aerodromes pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

ANS common req.

ATM/ANS safety

oversight ATCO

Licensing Airspace

usage req. SERA Aerodromes

GEN

ATS

MET

AIS

CNS

Part-ACAS Rules of the air (RoA)

DEF

Part-ADR.AR

Part-ADR.OR

Part-ADR.OPS

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Structure of European regulations for cabin crew and pilots BASIC REGULATION Regulation (EC) No 216/ 2008 of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency Objectives - to establish and maintain a high uniform level of civil aviation safety in Europe - to facilitate the free movement of goods, persons and services - to promote cost efficiency in the regulatory and certification processes and to

avoid duplication at national and European level - to assist Member States in fulfilling their obligations under the Chicago

Convention, by providing a basis for a common interpretation and uniform implementation of its provisions, and by ensuring that its provisions are duly taken into account in this Regulation and in the rules drawn up for its implementation

- to promote Community views regarding civil aviation safety standards and rules throughout the world by establishing appropriate cooperation with third countries and international organisations

- to provide a level playing field for all actors in the internal aviation market Scope This regulation applies to - the design, production, maintenance and operation of aeronautical products,

parts and appliances, as well as personnel and organisations involved in the design, production and maintenance of such products, parts and appliances

- personnel and organisations involved in the operation of aircraft IMPLEMENTING RULES

Article 17 of the Basic Regulation instructs EASA to assist the European Commission by preparing measures to be taken for the implementation of the Basic Regulation. These 'Implementing Rules' (IR) are then submitted to the Commission for approval. They are legally binding. The EASA assists the Commission in developing IRs for different aviation sectors within their remit to ensure compliance with the Basic Regulation. For aircrew, the two most important are: - Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down

technical requirements and administrative procedures related to civil aviation aircrew - "AIR CREW REGULATION"

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- Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations - "AIR OPERATIONS REGULATION"

N. B. As of March 2015, the Regulation No 1178/2011 has been amended by

Regulations No 290/2012, No 70/2014 and Regulation (EU) No 245/2014; the Regulation (EU) No 965/2012 has been updated by Regulations No 800/2013, No 71/2014 and No 379/2014. Latest versions can be found at www.eur-lex.eu.

Each of these IRs is broken down into Annexes. The most important are: Air Crew Regulation - Part FCL (flight crew licensing) - Part MED (medical) - Part CC (cabin crew) - Part ARA (authority requirements for aircrew) - Part ORA (organisation requirements for aircrew) Air Operations Regulation - Part ARO (authority requirements for air operations) - Part ORO (organisation requirements for aircrew) – incl. FTL (Regulation (EU) No

83/2014) - Part CAT (commercial air transport)

THESE REGULATIONS ARE LEGALLY BINDING IN EU MEMBER STATES CERTIFICATION SPECIFICATIONS (CS), ACCEPTABLE MEANS OF COMPLIANCE (AMC) AND GUIDANCE MATERIAL (GM) The CS, AMC and GM ("soft law") provide details in order to support implementation of the requirements published in the related regulations ("hard law"). They are published in the form of EASA Executive Director Decisions. Operators are expected to follow the EASACS, AMC and GM as there is a presumption that they will then comply with the regulation. The NAA will recognise that compliance is met without the need for any further demonstration of compliance. If operators choose to use alternative means to comply with the regulation, they will need to demonstrate compliance with the regulation to the NAA. The burden of proof of compliance rests fully with the Operator. N. B. Not all regulations have CS

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DEROGATIONS AND DEVIATIONS

The Basic Regulation allows for a certain flexibility by giving the following options: Derogations (from the IR) – Article 14 of the Basic Regulation They are applied for by the Member State to the European Commission. It involves a 'political' process which can be lengthy. The notification sent by the Member State to the Commission shall include at least: - requirements for which the Member State intends to grant a derogation - reason(s) demonstrating the need to derogate - identification of the product, part, appliance, person or organisation to which

the derogation applies, including a description of the type of operation or activity concerned

- conditions that the Member State has put in place to ensure that an equivalent level of protection is achieved

- assessment and evidence demonstrating that an equivalent level of protection is ensured

Derogation is a provision in an EU legislative measure which allows for all or part of the legal measure to be applied differently, or not at all, to individuals, groups or organisations. In this context, derogation is not a provision excluding application of the legal measure: it is a choice given to allow for greater flexibility in the application of the law, enabling Member States to take into account special circumstances. Deviations (from the CS) – Article 22 of the Basic Regulation Deviations are applied for by the Member State NAA to EASA on Certification Specification (CS) i. e. soft law. When considering a request to deviate from the CS, EASA shall base its assessment on scientific principles and knowledge. The timeframe to complete this process is 1 month. Deviations (from the AMC) Deviations from the AMC can be applied for by the operator to the NAA. When considering requests to deviate from the AMC, NAAs shall consider the type of operation and base their deliberations on scientific principles and knowledge. If an alternative AMC (known as an altMOC) is granted, the NAA has to inform EASA. N. B. For the application of derogations and/or deviations on FTL, an operator has

to have in place an approved Fatigue Risk Management System (FRMS). This approval has to be given by the NAA. Operators cannot 'copy and paste' derogations or deviations of other operators; they must demonstrate individually that the alternative way of working mitigates fatigue within their operation.

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EXAMPLES OF REGULATIONS Cabin crew

- Cabin Crew Attestation – Air Crew regulation Part CC - FTL – Air Operations regulation, Part ORO, sub-part FTL - Manuals, Logs and Records – Air Operations regulation, Part ORO

Flight crew

- Flight Crew Licence – Air Crew regulation, Part FCL - Manuals, Logs and Records – Air Operations regulation, Part ORO - Pilot Medical requirements – Air Crew regulation, Part MED, Sub-part B - FTL – Air Operations regulation, Part ORO, Sub-part FTL

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Contents

1. Remit and Responsibilities of EASA ................................................................................................................. 3 1.1 Remit ................................................................................................................................................................ 3 1.2 Responsibilities ................................................................................................................................................ 4 2. EASA Organisation Structure ........................................................................................................................... 5 3. EASA Rulemaking Process ................................................................................................................................ 7 3.1 Explanation of each stage of the process ........................................................................................................ 7

3.1.1 Drafting and adoption of the Rulemaking Programme ............................................ 7 3.1.2 Initiation of the rule development by defining the Terms of Reference ................... 7 3.1.3 The Drafting of the rule ............................................................................................. 8 3.1.4 Consultation phase ................................................................................................... 8 3.1.5 Analysis of comments and final review ..................................................................... 8 3.1.6 Adoption and publication .......................................................................................... 9

4. Rule Making Procedure ..................................................................................................................................11 4.1 Hard Law ........................................................................................................................................................11 4.2 Soft Law ..........................................................................................................................................................11 5. Derogations and Deviations ...........................................................................................................................12 5.1 Derogations (from the IRs) .............................................................................................................................12 5.2 Deviations (from the CSs) ..............................................................................................................................12 6. Regulations Structure ....................................................................................................................................13 7. EASA Bodies ................................................................................................................ ...................................14 7.1 EASA Management Board ..............................................................................................................................14 7.2 EASA Advisory Board (EAB) ............................................................................................................................14 7.3 Safety Standards Consultative Committee (SSCC) .........................................................................................14 7.4 Rulemaking Advisory Group (RAG), Thematic Advisory Groups (TAG) ..........................................................14 8. Regulatory Oversight .....................................................................................................................................15 9. Acronyms frequently used at the European Aviation Safety Agency ............................................................16�

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1.Remit and Responsibilities of EASA The European Aviation Safety Agency (EASA) promotes the highest common standards of safety and environmental protection in civil aviation in Europe and worldwide. It is the centrepiece of a new regulatory system which provides a single European market in the aviation industry.

1.1 Remit

The Basic Regulation (EC) No 216/2008 was implemented on 8 April 2008 across all member states. The aim of the regulation was to have a total system approach in aviation.

Aims of the Basic Regulation:

- to eliminate risk of safety gaps and overlaps - to seek to avoid conflicting requirements and confused responsibility - to streamline the certification process - to have a level playing field - to apply the regulation in a standardised manner and adopt best practise - to ensure the essential safety elements are captured in the Implementing Rules

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1.2 Responsibilities

EASA has the following responsibilities:

- to assist with expert advice to the EU for drafting new legislation by making implementing rules in all fields pertinent to the EASA mission

- to implement and monitor safety rules, including inspections in the Member States - to provide oversight and support to Member States in fields where EASA has shared competence (e.g.

Air Operations, Air Traffic Management) - to certify & approve products and organisations, in fields where EASA has exclusive competence (e.g.

airworthiness). This includes organisations involved in the design, manufacture and maintenance of aeronautical products

- to promote the use of European and worldwide standards - to authorise third-country (non-EU) operators - to cooperate with international actors in order to achieve the highest safety level for EU citizens

globally (e.g. EU safety list, Third Country Operators authorisations) - to carry out safety analysis and research

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2.EASA Organisation Structure The Basic Regulation establishes Community competence for the regulation of the airworthiness and environmental compatibility of aeronautical products, parts and appliances, pilot licensing, air operations and third country aircraft. Since October 2009, the scope of the Basic Regulation has also been extended to the safety regulation of airport operations and air traffic control services. EASA’s rulemaking objectives are defined clearly in Article 2 of the Basic Regulation which establishes the Agency. These can be summarised as:

- to establish and maintain a high uniform level of civil aviation safety throughout all the Member

States - to ensure a high uniform level of environmental protection throughout all the Member States - to facilitate the free movement of goods, persons and services - to promote cost efficiency in the regulatory and certification processes - to promote Community views regarding civil aviation safety standards and rules throughout the

world

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EASA Organisation Structure

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3.EASA Rulemaking Process

3.1 Explanation of each stage of the process

3.1.1 Drafting and adoption of the Rulemaking Programme The agency receives new Rulemaking proposals on continual basis. If a proposal is accepted after initial review, a Pre-RIA (Preliminary Regulatory Impact Assessment) is prepared by the Rulemaking Officer. The Pre-RIA answers the following questions:

Is Rulemaking required? Which task should be next on the Rulemaking Programme once there is capacity available taking into account existing tasks, obligations and commitments?

The agency has a 4 year Rulemaking Programme with input from both the SSCC - Safety Standards Consultative Committee, RAG (Rule Making Advisory Group) and TAG (Thematic Advisory Group). How to submit a rulemaking proposal Any person or organisation may propose the development of a new rule or an amendment thereto. In order to be considered in the development of the next Rulemaking Programme/s the proposals should be submitted to the Agency not later than 30 September at [email protected] using the Rulemaking Proposal Form. The Rulemaking Proposal Form has been designed to solicit the most information from the proposer to facilitate the assessment of the proposal and will further aid in the preparation of rulemaking documentation once the proposal is accepted onto the Rulemaking Programme.

3.1.2 Initiation of the rule development by defining the Terms of Reference The draft TOR (Terms of Reference) are sent out to the advisory bodies; this includes the SSCC, RAG and TAG for a commenting period. After consultation with the advisory bodies and any amendments made following the consultation the TOR are ready for adoption by the agency. At this point nominations from stakeholders with knowledge and expertise on the proposed Rulemaking Task are sought for the creation of the Rulemaking Group, if this is to be a group task. There are occasions when the agency feels they have the knowledge and expertise to conduct an internal agency rulemaking task.

3-12 Months

2-8 Months

2-4 Months

12 Months

2-6 Months

1-3 Months

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Stakeholders involved include Trade Unions e.g. ETF, Operators, Aerodromes/Airports, ATM, Manufactures, Professionals.

3.1.3 The Drafting of the rule The nominated members of the Rulemaking Group attend meetings (usually in Cologne) to work with EASA on the drafting of the rule. Relevant documents are discussed, as stated in the TOR and if required experts can be brought in so scientific and medical evaluations can be carried out. The number of meetings held will depend upon the complexity of the task.

3.1.4 Consultation phase Once the proposed Rule has been drafted, the EASA issues the NPA (Notice of Proposed Amendment) for public consultation. The consultation period lasts for 1 to 3 months and is open to anyone who would like to make comments. Comments are submitted via the CRT (Comment Response Tool) on the EASA website.

3.1.5 Analysis of comments and final review The Agency reviews the received comments and publishes a Comment-Response Document (CRD) as part of the final Opinion or Decision. The review of the comments received may be supported by a review group, which may consist of the original rulemaking group and/or involve external experts who have not directly participated in the drafting of the NPA. The review may also be supported by a form of focused consultation (e.g. workshops, web events, meeting with affected stakeholders). The Agency develops CRD (Comment Response Document) based on comments. The CRD includes:

Summary of the comments received (and of the outcome of the focussed consultation, if any); Agency’s responses thereto; Table of the individual comments received.

Based on the outcome of the consultation and the review of comments, the following documents are produced in the development of an Opinion/Decision:

Explanatory Note (EN) to ED (Executive Director) Decision; Draft Amending Regulation(s); Executive Briefing Note on Decisions and Opinions (to shortly describe the issue and the outcome of the consultation to senior management).

The Opinion/Decision is issued together with the CRD.

The final output of the rule development is the adoption by the ED, who can delegate to RD (Rulemaking Director), of:

An opinion, which is submitted to the Commission for further processing; and/or

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A ED Decision for CS, AMC or GM, which is then directly published and is immediately applicable. Decisions and Opinions issued by the Agency are published in the Agency’s Official Publication and additionally on the Agency’s website together with an Explanatory Note and, in the case of Opinions, with an updated RIA, if the final text differs significantly from the one that circulated at the beginning of the consultation process. For the Opinion, after the Agency has published an Opinion, the decision-making process is transferred to the European Commission (and thus is continued outside the Agency’s mandate).

3.1.6 Adoption and publication The EASA issues the Agency Opinion (Technical input to European decision making: Draft European Regulations and Draft Implementing Rules, hard law) and Decision (Directly applicable non-binding rules, soft law: CS, AMC & GM) to the European Commission for adoption. The decision-making process continues outside of EASA’s remit. The responsibility now lies with the European Commission. The decision for adoption or further amendment of the rule will be taken in the comitology procedure.

What is an Opinion? An Opinion is a draft of legislation which is sent to the European Commission. It is further processed either by the European legislator (The Council of Ministers and the European Parliament) or the European Commission before the legislation can be enacted and published in the Official Journal of the European Union. Opinions are issued in the case of amendments to the EASA Basic Regulation and its Implementing Rules, or when new Implementing Rules are being established. What is a Decision (Certification specifications, Acceptable Means of Compliance and Guidance Material) for the application of EU law? Agency Decisions do not constitute mandatory requirements; they provide details in order to support implementation of the requirements published in the related regulations. A Decision can be a Certification Specification (CS, including the general AMC-20), an Acceptable Means of Compliance (AMC) to a rule, or Guidance Material (GM) to a rule. These items aim to assist in the implementation of the law and they are frequently referred to as 'soft law'. However, with regard to CS, certificates shall be issued and maintained if they are complied with. Regarding AMC, these provide a means for complying with the rule and, at the same time, allow for flexibility in the way of compliance as alternative means of compliance can be proposed. GM are supportive documents to the rule texts.

What is the Comitology procedure? Under the Treaty the European Commission is responsible for the required implementation of Community legislation in many areas. When exercising these delegated powers, the European Commission is often obliged to work with national civil servants appointed by Member States in different committees. These committees, which are a forum for discussions and the voicing of opinions, are chaired by the European Commission. For the implementation of Regulation (EC) No 216/2008 (the Basic Regulation, BR) the European Commission is assisted by the EASA committee and the Single European Sky committee. Another committee of importance as regards aviation safety is the Air Safety committee, which is best known for being the guardian of the so called ‘Safety list’ as provided by Directive 2004/36/CE of the European Parliament and of the Council of 21 April 2004 on the safety of third-country aircraft using Community airports. The procedures which govern the work of these committees follow the standard procedures established in Regulation (EU) 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the

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rules and general principles concerning mechanisms for control by Member States of the Commission’s exercise of implementing powers. It replaces Decision 1999/468/EC. This Regulation introduces a new ‘comitology’ procedure, which gives somewhat amended rights to Member States to control the way the Commission uses its delegated powers. The powers conferred to the European Parliament have been reduced slightly by the new Regulation and an Appeal’s Committee has been introduced in case no agreement can be reached in the committee.

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4.Rule Making Procedure

4.1 Hard Law

Article 17 of the Basic Regulation instructs EASA to assist the European Commission by preparing measures to be taken for the implementation of the Basic Regulation. These 'Implementing Rules' (IR) are then submitted to the Commission for approval. They are legally binding. Each of these IRs is broken down into Annexes (e.g. Part CC, Part FCL, Part MED etc.)

4.2 Soft Law

The Certification Specifications (CS), Acceptable Means of Compliance (AMC) and Guidance Material (GM) provide details in order to support implementation of the requirements published in the related regulations ("hard law"). They are published in the form of EASA Executive Director Decisions. As the name suggests, AMC provide a means for complying with the rule and, at the same time, allow for flexibility in the way of compliance, alternative means of compliance (AltMoC) can be proposed. GM are supportive documents to the rule texts.

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5.Derogations and Deviations

5.1 Derogations (from the IRs)

They are applied for by the Member State to the European Commission. It involves a 'political' process which can be lengthy. The notification sent by the Member State to the Commission shall include at least: - requirements for which the Member State intends to grant a derogation - reason(s) demonstrating the need to derogate - identification of the product, part, appliance, person or organisation to which the derogation

applies, including a description of the type of operation or activity concerned - conditions that the Member State has put in place to ensure that an equivalent level of protection is

achieved - assessment and evidence demonstrating that an equivalent level of protection is ensured Derogation is a provision in an EU legislative measure which allows for all or part of the legal measure to be applied differently, or not at all, to individuals, groups or organisations. In this context, derogation is not a provision excluding application of the legal measure: it is a choice given to allow for greater flexibility in the application of the law, enabling Member States to take into account special circumstances.

5.2 Deviations (from the CSs) Deviations are applied for by the Member State to EASA on Certification Specification (CS) and Acceptable Means of Compliance (AMC), i.e. soft law. When considering a request to deviate from CS and AMC, the EASA must consider scientific and medical studies and must have 1 month to complete this process.

6.Re

gula

tions

Stru

ctur

e

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7.EASA Bodies

7.1 EASA Management Board The EASA Management Board brings together representatives of the Member States and the European Commission. The Management Board is responsible for the definition of the Agency's priorities, the establishment of the budget and for monitoring the Agency's operation.

7.2 EASA Advisory Board (EAB) The EASA Advisory Board (EAB) assists the Management Board in its work. It comprises of organisations representing aviation personnel, manufacturers, commercial and general aviation operators, maintenance industry, training organisations and air sports. ETF is a member of this Board.

7.3 Safety Standards Consultative Committee (SSCC) The Safety Standards Consultative Committee (SSCC) is made up of representatives of people and organisations directly subject to the Basic Regulation, the implementing rules, certification specifications or guidance material, without discrimination on the basis of nationality. ETF is a member of this consultative body.

7.4 Rulemaking Advisory Group (RAG) Thematic Advisory Groups (TAG)

The RAG and the TAGs are made up of representatives of the national authorities responsible for applying the Basic Regulation and its implementing rules, and the Commission. The RAG shall provide advice on strategic rulemaking issues, whereas the four TAGs shall each focus on a certain area within the competence of the Agency, namely:

- Air Traffic Management/Air Navigation Services (ATM/ANS TAG) - Aerodromes (ADR TAG) - Flight Crew Licencing & Air Operations (FCL & OPS TAG) - Production & Maintenance (P & M TAG).

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8.Regulatory Oversight

The European Community Safety Assessment of Foreign Aircraft (SAFA) programme was established by the European Commission (EC). The European Aviation Safety Agency (EASA) has roles and responsibilities within this programme. Each EU Member State and those States who have entered into a specific 'SAFA' Working Arrangement with EASA and third country aircraft may be inspected. These inspections follow a procedure common to all Member States. If an inspection identifies significant irregularities, these will be taken up with the airline and the overseeing authority. Where irregularities have an immediate impact on safety, inspectors can demand corrective action before they allow the aircraft to leave.

The 42 Member States engaged in the EC SAFA Programme are: Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Netherlands, Norway, Poland, Portugal, Republic of Georgia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, United Kingdom, Ukraine. All reported data from the inspections is stored centrally in a computerised database set up by EASA. The information held within this database is reviewed and analysed by EASA on a regular basis. The European Commission and Member States are informed of any potential safety hazards identified. The implementation of the Basic Regulation and its implementing regulations by Member States is subject to the European Union oversight. According to Article 54 of the Basic Regulation - Inspections of Member States - the Agency (EASA) shall assist the Commission in monitoring such implementation by conducting standardisation inspections. Upon the standardisation inspection the Agency establishes an inspection report where it addresses findings identified during the inspection and which will be sent to the Member State concerned and to the Commission. In cases of non-compliance, the Commission may initiate an infringement procedure. The Agency’ responsibilities were further extended by Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21 October 2009. The provisions of the Regulation ensure precise, uniform and binding rules for aerodrome operations and operators, air traffic management and air navigation service provision. Moreover, based on the new ATM/ANS rules the Agency will commence its standardisation inspections in ATM/ANS from 2012 onwards, aiming at enforcing a uniform implementation of the common rules but also at reinforcing the national competent authorities in their important oversight role. With the extension to ATM/ANS, the Agency is empowered to take the necessary measures related to certification and oversight of Pan-European and third country ATM/ANS organisations, as well as for the air traffic controllers’ training organisations located outside the territory of the Community. These new competences taken on by the EASA system allow for a more comprehensive and uniform approach to safety regulation across all fields of aviation and ensure that common safety rules are applied in all phases of flight, starting from the tarmac. The EASA provides a whistleblowing procedure. Individuals can report breaches of safety regulations by their Operator or NAA via e-mail or letter with supporting documentary evidence to the Agency. These will be dealt with in strict confidence.

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9.Acronyms frequently used at the European Aviation Safety Agency

A ABIP Advisory Body of Interested Parties a/c Aircraft AD Airworthiness Directive ADO Approved Design Organisation AGNA Advisory Group of National Authorities a/ l airline ALT Altitude AMC Acceptable Means of Compliance A-NPA Advance Notice of Proposed Amendment AMO Approved Maintenance Organisation AMOSS Airline Maintenance and Operation Support System AMT Approved Maintenance Training AOC Air Operator Certificate A/P Autopilot APO Approved Production Organisation APU Auxiliary Power Unit ARC Airworthiness Review Certificate ASL above sea level ATC Air Traffic Control ATM Air Traffic Management AWO All Weather Operations B BEA Bureau d’Enquêtes Accidents (French equivalent of NTSB) BR Basic Regulation C CAME Continuous Airworthiness Maintenance Exposition CF Certification CJAA Central Joint Aviation Authorities CofA Certificate of Airworthiness COM (European) Commission CRD Comment Response Document CRI Certification Review Item CRS Certificate of Release to Service CS Certification Specification CSP Certification Standardisation Panel

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D db decibel (acoustic measurement unit) DG MOVE Directorate-General for Mobility and Transport (European Commission) DOA Design Organisation Approval DOE Design Organisation Exposition E E Engine EASA European Aviation Safety Agency EC European Commission EPA European Part Approval EPR Environmental Protection Requirements ER Essential Requirements ETSO European Technical Standard Order ETSOa European Technical Standard Order authorisation EU European Union F FAA Federal Aviation Administration FCL Flight Crew Licensing G GA general aviation GM Guidance Material GMT Greenwich Mean Time GPS Global Positioning System I IPC Illustrated Parts Catalogue IR Implementing Rules J JAA Joint Aviation Authorities JAR Joint Aviation Requirements K K thousand kHz kiloHertz KIAS Indicated Airspeed in knots kt Knots (nautical miles/hour)

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L LoA Letter of agreement M MB Management Board (EASA) MEL Minimum Equipment List MMEL Master Minimum Equipment List MOA Maintenance Organisation Approval MOE Maintenance Organisation Exposition MoC Means of Compliance MOM Maintenance Organisation Manual (Subpart F) MSA Member States Administration MS Member State (of the European Union) MTO(A) Maintenance Training Organisation (Approval) MTOE Maintenance Training Organisation Exposition MTOP Maximum Take-Off Power N NAA National Aviation Authority NAV navigation NPA Notice of Proposed Amendment O OCP Organisations Certification Procedure OEM Original Equipment Manufacturer Ops Operations P P Propeller PAD Proposed Airworthiness Directive PCM Project Certification Manager PCP Products Certification Procedure POA Production Organisation Approval POE Production Organisation Exposition PPA Products, parts and appliances R RG Rulemaking RIA Regulatory Impact Assessment RP Responsible Party RTA Request for Technical Advice

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S SARP ICAO Standards and Recommended Practices SoD State of Design SoR State of Registry SSCC Safety Standards Consultative Committee STC Supplemental Type Certificate STD Synthetic Training Device STCH STC Holder T TC Type Certificate TCH Type Certificate Holder TCDS Type Certificate Data Sheet ToA Terms of Approval ToR Terms of Reference TVP Type validation principles U

UAV Unmanned Aerial Vehicle V VLA Very Light Aeroplane VLR Very Light Rotorcraft W WA Working Arrangement WG Working Group

Contents

How to use this definition guide ............................................................................................................................. 2 Flight time specification schemes ORO.FTL.125 ..................................................................................................... 3 Operator responsibilities ORO.FTL.110 ................................................................................................................... 4 Crew Member Responsibilities ORO.FTL.115 .......................................................................................................... 6 Fatigue Risk Management (FRM) ORO.FTL.120 ...................................................................................................... 7 Fatigue management training ORO.FTL.250 ......................................................................................................... 10 Definitions ............................................................................................................................................................. 12

1)“Acclimatised” .............................................................................................................................. .................... 12 2) “Reference Time” ........................................................................................................................................... 14 3) “Accommodation” .......................................................................................................................................... 15 4) “Suitable Accommodation” ............................................................................................................................ 16 5) “Augmented flight crew” ................................................................................................................................ 17 6) “Break”............................................................................................................................................................ 18 7) “Delayed Reporting” ....................................................................................................................................... 20 8) “Disruptive Schedule” ..................................................................................................................................... 21 9) “Night Duty” ................................................................................................................................................... 22 10) “Duty” ........................................................................................................................................................... 23 11) “Duty Period” ................................................................................................................................................ 25 12) “Flight Duty Period (FDP)” ............................................................................................................................ 27 13) “Flight Time” ................................................................................................................................................. 35 14) “Home Base”................................................................................................................................................. 36 15) “Local Day” ................................................................................................................................................... 37 16) “Local Night” ................................................................................................................................................. 38 17) “Operating Crew Member” .......................................................................................................................... 39 18) “Positioning” ................................................................................................................................................. 40 19) “Rest Facility”................................................................................................................................................ 41 20) “Reserve” ...................................................................................................................................................... 43 21) “Rest Period” ................................................................................................................................................ 46 22) “Rotation” ..................................................................................................................................................... 51 23) “Single Day Free of Duty ............................................................................................................................... 53 24) “Sector” ........................................................................................................................................................ 54 25) “Standby” ...................................................................................................................................................... 55 26) “Airport Standby” ......................................................................................................................................... 60 27) “Other Standby” ........................................................................................................................................... 67 28) “Window of Circadian Low (WOCL)” ............................................................................................................ 75 29) Eastward-Westward Transition (ORO definition accidentally omitted in translation by EASA) .................. 76

Nutrition ................................................................................................................................................................ 77 Deviations and Derogations .................................................................................................................................. 78

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How to use this definition guide The European FTL regulation is divided into 3 parts: Implementing Rules (IR), Certification Specifications (CS; including guidance material) and Acceptable Means of Compliance (AMC; including guidance material). For Reference purposes in the document they are shown as: IR as ORO.FTL CS as CS FTL.1 CS GM as GM1 CS FTL.1 or GM2 CS FTL1 AMC as AMC1 ORO.FTL or AMC2 ORO.FTL GM as GM1 ORO.FTL or GM2 ORO.FTL or GM3 ORO.FTL ARO – Authority Requirements for Air Operations CAT.GEN.MPA.100 The IRs and CSs are binding requirements. The AMCs and GMs (where the text reads 'Guidance' or ‘Acceptable’) are binding in terms of the intent; they cannot be inferred as selective or possible to dismiss, avoid or ignore.

ALL OF THESE REFERENCES MAKE UP THE REGULATION AND MUST BE IMPLEMENTED BY OPERATORS.

In this definition guide we have taken each definition separately from the FTL regulation and added any relevant ORO, CS, CSGM 1&2, AMC and GM. This will ensure that if you are dealing with a specific topic you will have all the necessary parts of the regulation in one place.

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Flight t ime specif icat i on sche mes O RO .FTL.12 5

ORO.FTL.125 Flight time specification schemes

(a) Operators shall establish, implement and maintain flight time specification schemes that are appropriate for the type(s) of operation performed and that comply with Regulation (EC) No 216/2008, this Subpart and other applicable legislation, including Directive 2000/79/EC.

(b) Before being implemented, flight time specification schemes, including any related FRM where required,

shall be approved by the competent authority. (c) To demonstrate compliance with Regulation (EC) No 216/2008 and this Subpart, the operator shall apply

the applicable certification specifications adopted by the Agency. Alternatively, if the operator wants to deviate from those certification specifications in accordance with Article 22(2) of Regulation (EC) No 216/2008, it shall provide the competent authority with a full description of the intended deviation prior to implementing it. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the requirements of Regulation (EC) No 216/2008 and of this Subpart are met.

(d) For the purpose of point ARO.OPS.235(d), within 2 years of the implementation of a deviation or

derogation, the operator shall collect data concerning the granted deviation or derogation and analyse that data using scientific principles with a view to assessing the effects of the deviation or derogation on aircrew fatigue. Such analysis shall be provided in the form of a report to the competent authority.

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ORO.FTL.110 Operator responsibilities An operator shall:

(a) publish duty rosters sufficiently in advance to provide the opportunity for crew members to plan adequate rest;

(b) ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently

free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;

(c) specify reporting times that allow sufficient time for ground duties;

(d) take into account the relationship between the frequency and pattern of flight duty periods and rest

periods and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest periods;

(e) allocate duty patterns which avoid practices that cause a serious disruption of an established

sleep/work pattern, such as alternating day/night duties;

(f) comply with the provisions concerning disruptive schedules in accordance with ARO.OPS.230;

(g) provide rest periods of sufficient time to enable crew members to overcome the effects of the previous duties and to be rested by the start of the following flight duty period.

(h) plan recurrent extended recovery rest periods and notify crew members sufficiently in advance;

(i) plan flight duties in order to be completed within the allowable flight duty period taking into account

the time necessary for pre-flight duties, the sector and turnaround times

(j) change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.

AMC1 ORO.FTL.110 Operator responsibilities

Scheduling

(a) Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of alertness. When developing a workable roster, the operator should strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively. Rosters should be developed in such a way that they distribute the amount of work evenly among those that are involved.

(b) Schedules should allow for flights to be completed within the maximum permitted flight duty period

and flight rosters should take into account the time needed for pre-flight duties, taxiing, the flight- and turnaround times. Other factors to be considered when planning duty periods should include:

(1) the allocation of work patterns which avoid undesirable practices such as alternating day/night

duties, alternating eastward-westward or westward-eastward time zone transitions, positioning of crew members so that a serious disruption of established sleep/work patterns occurs;

(2) scheduling sufficient rest periods especially after long flights crossing many time zones; and

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(3) preparation of duty rosters sufficiently in advance with planning of recurrent extended recovery rest periods and notification of the crew members well in advance to plan adequate pre-duty rest."

AMC1 ORO.FTL.110(a) Operator responsibilities Publication of Rosters Rosters should be published 14 days in advance.

AMC1 ORO.FTL.110(j) Operator responsibilities

Operational Robustness of Rosters The operator should establish and monitor performance indicators for operational robustness of

rosters.

GM1 ORO.FTL.110(j) Operator responsibilities Operational Robustness of Rosters Performance indicators for operational robustness of rosters should support the operator in the

assessment of the stability of its rostering system. Performance indicators for operational robustness of rosters should at least measure how often a rostered crew pairing for a duty period is achieved within the planned duration of that duty period. Crew pairing means rostered positioning and flights for crew members in one duty period.

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ORO.FTL.115 Crew Member Responsibilities Crew member responsibilities Crew members shall:

(a) comply with point CAT.GEN.MPA.100(b) of Annex IV (Part-CAT); and

(b) make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly.

CAT.GEN.MPA.100 Crew responsibilities (a) The crew member shall be responsible for the proper execution of his/her duties that are:

(1) related to the safety of the aircraft and its occupants; and (2) specified in the instructions and procedures in the operations manual.

(b) The crew member shall:

(1) report to the commander any fault, failure, malfunction or defect which the crew member believes may affect the airworthiness or safe operation of the aircraft including emergency systems, if not already reported by another crew member;

(2) report to the commander any incident that endangered, or could have endangered, the safety of the operation, if not already reported by another crew member;

(3) comply with the relevant requirements of the operator’s occurrence reporting schemes;

(4) comply with all flight and duty time limitations (FTL) and rest requirements applicable to their activities;

(5) when undertaking duties for more than one operator: (i) maintain his/her individual records regarding flight and duty times and rest periods as referred

to in applicable FTL requirements; and (ii) provide each operator with the data needed to schedule activities in accordance with the

applicable FTL requirements.

(c) The crew member shall not perform duties on an aircraft:

(1) when under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue, medication, sickness or other similar causes;

(2) until a reasonable time period has elapsed after deep water diving or following blood donation;

(3) if applicable medical requirements are not fulfilled;

(4) if he/she is in any doubt of being able to accomplish his/her assigned duties; or

(5) if he/she knows or suspects that he/she is suffering from fatigue as referred to in 7.f of Annex IV to Regulation (EC) No 216/2008 or feels otherwise unfit, to the extent that the flight may be endangered.

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Fat igue Ri sk M anage ment ( FRM ) ORO.FTL.120

ORO.FTL.120 Fatigue Risk Management (FRM)

(a) When FRM is required by this Subpart or an applicable certification specification, the operator shall establish, implement and maintain a FRM as an integral part of its management system. The FRM shall ensure compliance with the essential requirements in points 7.f, 7.g and 8.f of Annex IV to Regulation (EC) No 216/2008. The FRM shall be described in the operations manual.

(b) The FRM established, implemented and maintained shall provide for continuous improvement to the

overall performance of the FRM and shall include:

(1) a description of the philosophy and principles of the operator with regard to FRM, referred to as the FRM policy;

(2) documentation of the FRM processes, including a process for making personnel aware of their

responsibilities and the procedure for amending this documentation; (3) scientific principles and knowledge; (4) a hazard identification and risk assessment process that allows managing the operational risk(s) of

the operator arising from crew member fatigue on a continuous basis; (5) a risk mitigation process that provides for remedial actions to be implemented promptly, which are

necessary to effectively mitigate the operator’s risk(s) arising from crew member fatigue and for continuous monitoring and regular assessment of the mitigation of fatigue risks achieved by such actions;

(6) FRM safety assurance processes; (7) FRM promotion processes

(c) The FRM shall correspond to the flight time specification scheme, the size of the operator and the nature

and complexity of its activities, taking into account the hazards and associated risks inherent in those activities and the applicable flight time specification scheme.

(d) The operator shall take mitigating actions when the FRM safety assurance process shows that the

required safety performance is not maintained.

AMC1 ORO.FTL.120(b)(1) Fatigue risk management (FRM)

Commercial Air Transport Operators FRM Policy (a) The operator’s FRM policy should identify all the elements of FRM. (b) The FRM policy should define to which operations FRM applies. (c) The FRM policy should:

(1) reflect the shared responsibility of management, flight and cabin crew , and other involved

personnel;

(2) state the safety objectives of FRM;

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(3) be signed by the accountable manager;

(4) be communicated, with visible endorsement, to all the relevant areas and levels of the organisation;

(5) declare management commitment to effective safety reporting;

(6) declare management commitment to the provision of adequate resources for FRM;

(7) declare management commitment to continuous improvement of FRM;

(8) require that clear lines of accountability for management, flight and cabin crew , and all other

involved personnel are identified; and

(9) require periodic reviews to ensure it remains relevant and appropriate. AMC2 ORO.FTL.120(b)(2) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Documentation The operator should develop and keep current FRM documentation that describes and records: (a) FRM policy and objectives; (b) FRM processes and procedures;

(c) accountabilities, responsibilities and authorities for these processes and procedures;

(d) mechanisms for on-going involvement of management, flight and cabin crew members, and all other

involved personnel;

(e) FRM training programmes, training requirements and attendance records;

(f) scheduled and actual flight times, duty periods and rest periods with deviations and reasons for deviations; and

(g) FRM outputs including findings from collected data, recommendations, and actions taken. AMC1 ORO.FTL.120(b)(4) Fatigue risk management (FRM) Commercial Air Transport Operators Identification of Hazards The operator should develop and maintain three documented processes for fatigue hazard identification: (a) Predictive

The predictive process should identify fatigue hazards by examining crew scheduling and taking into account factors known to affect sleep and fatigue and their effects on performance. Methods of examination may include, but are not limited to:

(1) operator or industry operational experience and data collected on similar types of operations;

(2) evidence-based scheduling practices; and

(3) bio-mathematical models.

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(b) Proactive

The proactive process should identify fatigue hazards within current flight operations. Methods of examination may include, but are not limited to:

(1) self-reporting of fatigue risks;

(2) crew fatigue surveys;

(3) relevant flight and cabin crew performance data;

(4) available safety databases and scientific studies; and

(5) analysis of planned versus actual time worked.

(c) Reactive

The reactive process should identify the contribution of fatigue hazards to reports and events associated with potential negative safety consequences in order to determine how the impact of fatigue could have been minimized. At a minimum, the process may be triggered by any of the following:

(1) fatigue reports;

(2) confidential reports;

(3) audit reports;

(4) incidents; or

(5) flight data monitoring (FDM) events.


Commercial Air Transport Operators Risk Assessment An operator should develop and implement risk assessment procedures that determine the probability and potential severity of fatigue-related events and identify when the associated risks require mitigation. The risk assessment procedures should review identified hazards and link them to: a. operational processes; b. their probability; c. possible consequences; and d. the effectiveness of existing safety barriers and controls

AMC1 ORO.FTL.120(b)(8) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Safety Assurance Processes The operator should develop and maintain FRM safety assurance processes to:

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(a) provide for continuous FRM performance monitoring, analysis of trends, and measurement to validate the effectiveness of the fatigue safety risk controls. The sources of data may include, but are not limited to:

(1) hazard reporting and investigations;

(2) audits and surveys; and

(3) reviews and fatigue studies;

(b) provide a formal process for the management of change which should include, but is not limited to:

(1) identification of changes in the operational environment that may affect FRM;

(2) identification of changes within the organisation that may affect FRM; and

(3) consideration of available tools which could be used to maintain or improve FRM performance prior to implementing changes; and

(c) provide for the continuous improvement of FRM. This should include, but is not limited to:

(1) the elimination and/or modification of risk controls have had unintended consequences or that are no longer needed due to changes in the operational or organisational environment;

(2) routine evaluations of facilities, equipment, documentation and procedures; and

(3) the determination of the need to introduce new processes and procedures to mitigate emerging fatigue-related risks.

AMC1 ORO.FTL.120(b)(9) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Promotion Process FRM promotion processes should support the on-going development of FRM, the continuous improvement of its overall performance, and attainment of optimum safety levels. The following should be established and implemented by the operator as part of its FRM: (a) training programmes to ensure competency commensurate with the roles and responsibilities of

management, flight and cabin crew , and all other involved personnel under the planned FRM; and

(b) an effective FRM communication plan that:

(1) explains FRM policies, procedures and responsibilities to all relevant stakeholders; and

(2) describes communication channels used to gather and disseminate FRM-related information.

ORO.FTL.250 Fatigue management training

(a) The operator shall provide initial and recurrent fatigue management training to crew members, personnel responsible for preparation and maintenance of crew rosters and management personnel concerned.

(b) This training shall follow a training programme established by the operator and described in the

operations manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.’

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AMC1 ORO.FTL.250 Fatigue management training Training Syllabus Fatigue Management Training The training syllabus should contain the following: (a) applicable regulatory requirements for flight, duty and rest;

(b) the basics of fatigue including sleep fundamentals and the effects of disturbing the circadian rhythms;

(c) the causes of fatigue, including medical conditions that may lead to fatigue;

(d) the effect of fatigue on performance;

(e) fatigue countermeasures;

(f) the influence of lifestyle, including nutrition, exercise, and family life, on fatigue;

(g) familiarity with sleep disorders and their possible treatments;

(h) where applicable, the effects of long range operations and heavy short range schedules on individuals;

(i) the effect of operating through and within multiple time zones; and

(j) the crew member responsibility for ensuring adequate rest and fitness for flight duty

GM1 CS FTL.1.205(a)(2) Flight duty period (FDP) Night Duties – Appropriate Fatigue Risk Management

(a) When rostering night duties of more than 10 hours (referred to below as ‘long night duties’), it is critical

for the crew member to obtain sufficient sleep before such duties when he/she is adapted to being awake during day time hours at the local time where he/she is acclimatised. To optimise alertness on long night duties, the likelihood of obtaining sleep as close as possible to the start of the FDP should be considered, when rostering rest periods before long night duties, by providing sufficient time to the crew member to adapt to being awake during the night. Rostering practices leading to extended wakefulness before reporting for such duties should be avoided. Fatigue risk management principles that could be applied to the rostering of long night duties may include:

(1) avoiding long night duties after extended recovery rest periods (2) progressively delaying the rostered ending time of the FDPs preceding long night duties; (3) starting a block of night duties with a shorter FDP; and (4) avoiding the sequence of early starts and long night duties.

(b) Fatigue risk management principles may be applied to the rostering of long night duties by means of:

(1) considering operator or industry operational experience and data collected on similar operations;

(2) evidence-based scheduling practices; and (3) bio-mathematical models.

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ORO.FTL.105 – Definitions

1)“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 Table 1

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 ш 120 <4 B D D D D ч 6 B X D D D ч 9 B X X D D ч 12 B X X X D

“B” means acclimatised to the local time of the departure time zone, “D” means acclimatised to the local time where the crew member starts his/her next duty, and “X” means that a crew member is in an unknown state of acclimatisation;

(1) The maximum daily FDP when crew members are in an unknown state of acclimatisation shall be in accordance with the following table:

ORO.FTL.205 Flight duty period (FDP)

Table 3 Crew members in an unknown state of acclimatisation

Maximum daily FDP according to sectors

1 to 2 3 4 5 6 7 8 11:00 10:30 10:00 9:30 9:00 9:00 9:00

(2) The maximum daily FDP when crew members are in an unknown state of acclimatisation and the

operator has implemented a FRM, shall be in accordance with the following table:

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Table 4 Crew members in an unknown state of acclimatisation under FRM

The values in the following table may apply provided the operator’s FRM continuously monitors that the

required safety performance is maintained.


1 to 2 3 4 5 6 7 8 12:00 11:30 11:00 10:30 10:00 9:30 9:00

GM1 ORO.FTL.105(1) Definitions Acclimatised

(a) A crew member remains acclimatised to the local time of his/her reference time during 47 hours 59 minutes after reporting no matter how many time zones he/she has crossed. (b) The maximum daily FDP for acclimatised crew members is determined by using table 1 of ORO.FTL.205 (b)(1) with the reference time of the point of departure. As soon as 48 hours have

elapsed, the state of acclimatisation is derived from the time elapsed since reporting at reference time and the number of time zones crossed.

GM2 ORO.FTL.105(1) Definitions

Acclimatised ‘Point of Departure The point of departure refers to the reporting point for a flight duty period or positioning duty after a rest period.

GM3 ORO.FTL.105(1) Definitions Acclimatised ‘Time Elapsed Since Reporting at Reference Time’ The time elapsed since reporting at reference time for operations applying CS FTL.1.235(b)(3)(ii) at home base refers to the time elapsed since reporting for the first time at home base for a rotation.


Reference Time

(a) Reference time refers to reporting points in a 2-hour wide time zone band around the local time where a crew member is acclimatised.

Example: A crew member is acclimatised to the local time in Helsinki and reports for duty in London. The reference time is the local time in London.

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2) “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;

GM1 ORO.FTL.105(2) Definitions Reference Time

(b) Reference time refers to reporting points in a 2-hour wide time zone band around the local time where a crew member is acclimatised.

Example: A crew member is acclimatised to the local time in Helsinki and reports for duty in London. The reference time is the local time in London.


Acclimatised ‘Time Elapsed Since Reporting at Reference Time’ The time elapsed since reporting at reference time for operations applying CS FTL.1.235(b)(3)(ii) at home base refers to the time elapsed since reporting for the first time at home base for a rotation.

GM1 ORO.FTL.205(b)(1) Flight duty period (FDP) Reference Time

The start time of the FDP in the table refers to the ‘reference time’. That means, to the local time of the point of departure, if this point of departure is within a 2-hour wide time zone band around the local time where a crew member is acclimatised.

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3) “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;


Adequate Furniture for ‘Accommodation Adequate furniture for crew member accommodation should include a seat that reclines at least 45° back angle to the vertical, has a seat width of at least 20 inches (50cm) and provides leg and foot support.

CS FTL.1.220 Split duty

The increase of limits on flight duty, under the provisions of ORO.FTL.220, complies with the following:

(a) The break on the ground within the FDP has a minimum duration of 3 consecutive hours.

(b) The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total

time for post and pre-flight duties and travelling is 30 minutes. The operator specifies the actual times in its operations manual.

(c) The maximum FDP specified in ORO.FTL.205(b) may be increased by up to 50 % of the break.

(d) Suitable accommodation is provided either for a break of 6 hours or more or for a break that encroaches

the window of circadian low (WOCL).

(e) In all other cases:

(1) accommodation is provided; and

(2) any time of the actual break exceeding 6 hours or any time of the break that encroaches the WOCL does not count for the extension of the FDP.

(f) Split duty cannot be combined with in-flight rest.

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4) “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; GM1 ORO.FTL.235(a)(2) Rest periods Minimum Rest Period at Home Base if Suitable Accommodation is Provided An operator may apply the minimum rest period away from home base during a rotation which includes a rest period at a crew member’s home base. This applies only if the crew member does not rest at his/her residence, or temporary accommodation, because the operator provides suitable accommodation. This type of roster is known as "back-to-back operation".

AMC1 ORO.FTL.235(b) Rest periods Minimum Rest Period Away From Home Base The time allowed for physiological needs should be 1 hour. Consequently, if the travelling time to the suitable accommodation is more than 30 minutes, the operator should increase the rest period by twice the amount of difference of travelling time above 30 minutes.

CS FTL.1.220 Split duty The increase of limits on flight duty, under the provisions of ORO.FTL.220, complies with the following:


(b) The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total time for post and pre-flight duties and travelling is 30 minutes. The operator specifies the actual times in its operations manual.








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5) “Augmented flight crew” 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;

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6) “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; ORO.FTL.240 Nutrition

(a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.

(b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is

ensured.

AMC1 ORO.FTL.240 Nutrition Meal Opportunity

(a) The operations manual should specify the minimum duration of the meal opportunity, when a meal opportunity is provided, in particular when the FDP encompasses the regular meal windows (e.g. if the FDP starts at 11:00 hours and ends at 22:00 hours meal opportunities for two meals should be given).

(b) It should define the time frames in which a regular meal should be consumed in order not to alter the

human needs for nutrition without affecting the crew member’s body rhythms.

The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in accordance with the following: (a) flight time specification schemes shall specify the following elements for split duty in accordance with the

certification specifications applicable to the type of operation:

(1) the minimum duration of a break on the ground; and (2) the possibility to extend the FDP prescribed under point ORO.FTL.205(b) taking into account the

duration of the break on the ground, the facilities provided to the crew member to rest and other relevant factors;

(b) the break on the ground shall count in full as FDP; (c) split duty shall not follow a reduced rest. CS FTL.1.220 Split duty


ORO.FTL.220 Split duty

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(a) The break on the ground within the FDP has a minimum duration of 3 consecutive hours. (b) The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total time

for post and pre-flight duties and travelling is 30 minutes. The operator specifies the actual times in its operations manual.





(1) accommodation is provided; and (2) any time of the actual break exceeding 6 hours or any time of the break that encroaches the WOCL

does not count for the extension of the FDP.


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7) “Delayed Reporting” means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest; CS FTL.1.205 Flight duty period (FDP) (d) Unforeseen circumstances in flight operations — delayed reporting 1. The operator may delay the reporting time in the event of unforeseen circumstances, if procedures for

delayed reporting are established in the operations manual. The operator keeps records of delayed reporting. Delayed reporting procedures establish a notification time allowing a crew member to remain in his/her suitable accommodation when the delayed reporting procedure is activated. In such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated as follows:

(i) one notification of a delay leads to the calculation of the maximum FDP according to (iii) or (iv);

(ii) if the reporting time is further amended, the FDP starts counting 1 hour after the second

notification or at the original delayed reporting time if this is earlier;

(iii) when the delay is less than 4 hours, the maximum FDP is calculated based on the original reporting time and the FDP starts counting at the delayed reporting time;

(iv) when the delay is 4 hours or more, the maximum FDP is calculated based on the more limiting of the original or the delayed reporting time and the FDP starts counting at the delayed reporting time;

(v) as an exception to (i) and (ii), when the operator informs the crew member of a delay of 10 hours or more in reporting time and the crew member is not further disturbed by the operator, such delay of 10 hours or more counts as a rest period.

GM1 CS FTL.1.205(d) Flight Duty Period (FDP) Delayed Reporting Operator procedures for delayed reporting should:

(a) specify a contacting mode;

(b) establish minimum and maximum notification times; and

(c) avoid interference with sleeping patterns when possible

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8) “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.

(b) “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;

(c) “ late type” of disruptive schedule means:


(ii) for “ late finish” a duty period finishing in the period between 00:00 and 01:59 in the


ARO.OPS.230 Determination of disruptive schedules For the purpose of flight time limitations, the competent authority shall determine, in accordance with the definitions of “early type” and “late type” of disruptive schedules in point ORO.FTL.105 of Annex III, which of those two types of disruptive schedules shall apply to all CAT operators under its oversight. UK CAA have determined that the UK is a “late type”.


Determination of Disruptive Schedules If a crew member is acclimatised to the local time at his/her home base, the local time at the home base should be used to consider an FDP as ‘disruptive schedule’. This applies to operations within the 2-hour wide time zone surrounding the local time at the home base, if a crew member is acclimatised to the local time at his/her home base

CS FTL.1.235 Rest Periods

(a) Disruptive schedules

(1) If a transition from a late finish/night duty to an early start is planned at home base, the rest period between the 2 FDPs includes 1 local night.

(2) If a crew member performs 4 or more night duties, early starts or late finishes between 2 extended

recovery rest periods as defined in ORO.FTL.235(d), the second extended recovery rest period is extended to 60 hours.

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9) “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; GM1 CS FTL.1.205(a)(2) Flight duty period (FDP)

Night Duties – Appropriate Fatigue Risk Management


for the crew member to obtain sufficient sleep before such duties when he/she is adapted to being awake during day time hours at the local time where he/she is acclimatised. To optimise alertness on long night duties, the likelihood of obtaining sleep as close as possible to the start of the FDP should be considered, when rostering rest periods before long night duties, by providing sufficient time to the crew member to adapt to being awake during the night. Rostering practices leading to extended wakefulness before reporting for such duties should be avoided. Fatigue risk management principles that could be applied to the rostering of long night duties may include:



(1) considering operator or industry operational experience and data collected on similar operations; (2) evidence-based scheduling practices; and (3) bio-mathematical models.

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10) “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;

GM1 ORO.FTL.105(10) Definitions Elements of Standby for Duty

ORO.FTL.225(c) and CS FTL.1.225(b)(2) determine which elements of standby count as duty.

ORO.FTL.225 Standby and duties at the airport

(c) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235;

ORO.FTL.210 Flight times and duty periods

(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.

ORO.FTL.235 Rest periods (a) Minimum rest period at home base.

(1) The minimum rest period provided before undertaking an FDP starting at home base shall be at least as long as the preceding duty period, or 12 hours, whichever is greater.

(2) By way of derogation from point (1), the minimum rest provided under point (b) applies if the

operator provides suitable accommodation to the crew member at home base.

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(b) Minimum rest period away from home base.

The minimum rest period provided before undertaking an FDP starting away from home base shall be at least as long as the preceding duty period, or 10 hours, whichever is greater. This period shall include an 8-hour sleep opportunity in addition to the time for travelling and physiological needs.

(c) Reduced rest

By derogation from points (a) and (b), flight time specification schemes may reduce the minimum rest periods in accordance with the certification specifications applicable to the type of operation and taking into account the following elements:

(1) the minimum reduced rest period; (2) the increase of the subsequent rest period; and (3) the reduction of the FDP following the reduced rest.

(d) Recurrent extended recovery rest periods

Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month.

(e) Flight time specification schemes shall specify additional rest periods in accordance with the applicable certification specifications to compensate for:

(1) the effects of time zone differences and extensions of the FDP; (2) additional cumulative fatigue due to disruptive schedules; and (3) a change of home base.

CS FTL.1.225 Standby b) Standby other than airport standby:

(2) The operator’s standby procedures are designed to ensure that the combination of standby and FDP do not lead to more than 18 hours awake time;

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11) “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;

ORO.FTL.210 Flight times and duty periods (a) The total duty periods to which a crew member may be assigned shall not exceed:









ORO.FTL.220 Split duty The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in accordance with the following: (a) flight time specification schemes shall specify the following elements for split duty in accordance with the

certification specifications applicable to the type of operation:

(1) the minimum duration of a break on the ground; and

(2) the possibility to extend the FDP prescribed under point ORO.FTL.205(b) taking into account the duration of the break on the ground, the facilities provided to the crew member to rest and other relevant factors;

(b) the break on the ground shall count in full as FDP; (c) split duty shall not follow a reduced rest.


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(a) The break on the ground within the FDP has a minimum duration of 3 consecutive hours. (b) The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total time









GM1 CS FTL.1.220(b) Split duty Post, Pre-Flight Duty and Travelling Times The operator should specify post and pre-flight duty and travelling times taking into account aircraft type, type of operation and airport conditions.

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12) “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;

ORO.FTL.205 Flight duty period (FDP) (a) The operator shall:

(3) define reporting times appropriate to each individual operation taking into account ORO.FTL.110(c);

(4) establish procedures specifying how the commander shall, in case of special circumstances which could lead to severe fatigue, and after consultation with the crew members concerned, reduce the actual FDP and/or increase the rest period in order to eliminate any detrimental effect on flight safety.

(b) Basic maximum daily FDP.

(2) The maximum daily FDP without the use of extensions for acclimatised crew members shall be in accordance with the following table:

Table 2

Maximum daily FDP — Acclimatised crew members

Start of FDP at reference time

1-2 sectors

3 sectors

4 sectors

5 sectors

6 sectors

7 sectors

8 sectors

9 sectors

10 sectors

0600-1329 13:00 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00

1330-1359 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00

1400-1429 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

1430-1459 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

1500-1529 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

1530-1559 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00

1600-1629 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00

1630-1659 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00 9:00

1700-0459 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00 9:00

0500-0514 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

0515- 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

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Start of 1-2 3 4 5 6 7 8 9 10 0529 0530-0544 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

0545-0559 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00

(3) The maximum daily FDP when crew members are in an unknown state of acclimatisation shall be in

accordance with the following table:


Maximum daily FDP according to sectors 1 to 2 3 4 5 6 7 8 11:00 10:30 10:00 9:30 9:00 9:00 9:00




The values in the following table may apply provided the operator’s FRM continuously monitors that the required safety performance is maintained.


(c) FDP with different reporting time for flight crew and cabin crew. Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for the same sector or series of sectors, the FDP of the cabin crew may be extended by the difference in reporting time between the cabin crew and the flight crew. The difference shall not exceed 1 hour. The maximum daily FDP for cabin crew shall be based on the time at which the flight crew report for their FDP, but the FDP shall start at the reporting time of the cabin crew.

(d) Maximum daily FDP for acclimatised crew members with the use of extensions without in-flight rest.

(1) The maximum daily FDP may be extended by up to 1 hour not more than twice in any 7 consecutive days. In that case:

i. the minimum pre-flight and post-flight rest periods shall be increased by 2 hours; or ii. the post-flight rest period shall be increased by 4 hours.

(2) When extensions are used for consecutive FDPs, the additional pre- and post-flight rest between

the two extended FDPs required under subparagraph 1 shall be provided consecutively.

(3) The use of the extension shall be planned in advance, and shall be limited to a maximum of:

i. 5 sectors when the WOCL is not encroached; or ii. 4 sectors, when the WOCL is encroached by 2 hours or less; or iii. 2 sectors, when the WOCL is encroached by more than 2 hours.

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(4) Extension of the maximum basic daily FDP without in-flight rest shall not be combined with extensions due to in- flight rest or split duty in the same duty period.

(5) Flight time specification schemes shall specify the limits for extensions of the maximum basic daily

FDP in accordance with the certification specifications applicable to the type of operation, taking into account:

i. the number of sectors flown; and ii. WOCL encroachment.

(e) Maximum daily FDP with the use of extensions due to in-flight rest

Flight time specification schemes shall specify the conditions for extensions of the maximum basic daily FDP with in- flight rest in accordance with the certification specifications applicable to the type of operation, taking into account:

i. the number of sectors flown; ii. the minimum in-flight rest allocated to each crew member; iii. the type of in-flight rest facilities; and iv. the augmentation of the basic flight crew.

(f) Unforeseen circumstances in flight operations — commander’s discretion

(1) The conditions to modify the limits on flight duty, duty and rest periods by the commander in the case of unforeseen circumstances in flight operations, which start at or after the reporting time, shall comply with the following:

i. the maximum daily FDP which results after applying points (b) and (e) of point ORO.FTL.205 or

point ORO.FTL.220 may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours;

ii. if on the final sector within an FDP the allowed increase is exceeded because of unforeseen

circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and

iii. the rest period following the FDP may be reduced but can never be less than 10 hours.

(2) In case of unforeseen circumstances which could lead to severe fatigue, the commander shall

reduce the actual flight duty period and/or increase the rest period in order to eliminate any detrimental effect on flight safety.

(3) The commander shall consult all crew members on their alertness levels before deciding the

modifications under subparagraphs 1 and 2.

(4) The commander shall submit a report to the operator when an FDP is increased or a rest period is reduced at his or her discretion.

(5) Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of the report, to

which the operator shall add its comments, shall be sent by the operator to the competent authority not later than 28 days after the event.

(6) The operator shall implement a non-punitive process for the use of the discretion described under

this provision and shall describe it in the operations manual.

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(g) Unforeseen circumstances in flight operations — delayed reporting

The operator shall establish procedures, in the operations manual, for delayed reporting in the event of unforeseen circumstances, in accordance with the certification specifications applicable to the type of operation.

CS FTL.1.205 Flight duty period (FDP) (a) Night duties under the provisions of ORO.FTL.205(b) and (d) comply with the following:

(1) When establishing the maximum FDP for consecutive night duties, the number of sectors is limited to 4 sectors per duty.

(2) The operator applies appropriate fatigue risk management to actively manage the fatiguing effect of

night duties of more than 10 hours in relation to the surrounding duties and rest periods.

(b) Extension of FDP without in-flight rest The extension of FDP without in-flight rest under the provisions of ORO.FTL.205(d)(5) is limited to the values specified in the table below.

Maximum daily FDP with extension

Starting time of FDP

1-2 sectors (in hours)

3 sectors (in hours)



0600-0614 not allowed not allowed not allowed not allowed 0615-0629 13:15 12:45 12:15 11:45 0630-0644 13:30 13:00 12:30 12:00 0645-0659 13:45 13:15 12:45 12:15 0700-1329 14:00 13:30 13:00 12:30 1330-1359 13:45 13:15 12:45 not allowed 1400-1429 13:30 13:00 12:30 not allowed 1430-1459 13:15 12:45 12:15 not allowed 1500-1529 13:00 12:30 12:00 not allowed 1530-1559 12:45 not allowed not allowed not allowed 1600-1629 12:30 not allowed not allowed not allowed 1630-1659 12:15 not allowed not allowed not allowed 1700-1729 12:00 not allowed not allowed not allowed 1730-1759 11:45 not allowed not allowed not allowed 1800-1829 11:30 not allowed not allowed not allowed 1830-1859 11:15 not allowed not allowed not allowed 1900-0359 not allowed not allowed not allowed not allowed 0400-0414 not allowed not allowed not allowed not allowed 0415-0429 not allowed not allowed not allowed not allowed 0430-0444 not allowed not allowed not allowed not allowed 0445-0459 not allowed not allowed not allowed not allowed 0500-0514 not allowed not allowed not allowed not allowed 0515-0529 not allowed not allowed not allowed not allowed 0530-0544 not allowed not allowed not allowed not allowed 0545-0559 not allowed not allowed not allowed not allowed

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(c) Extension of FDP due to in-flight rest

In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following minimum standards: ‘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.

(1) The extension of FDP with in-flight rest under the provisions of ORO.FTL.205(e) complies with

the following:

(i) the FDP is limited to 3 sectors; and

(ii) the minimum in-flight rest period is a consecutive 90-minute period for each crew member and 2 consecutive hours for the flight crew members at control during landing.

(2) The maximum daily FDP under the provisions of ORO.FTL.205 (e) may be extended due to in-

flight rest for flight crew:

(i) with one additional flight crew member:

(A) up to 14 hours with class 3 rest facilities; (B) up to 15 hours with class 2 rest facilities; or (C) up to 16 hours with class 1 rest facilities;

(ii) with two additional flight crew members:

(A) up to 15 hours with class 3 rest facilities; (B) up to 16 hours with class 2 rest facilities; or (C) up to 17 hours with class 1 rest facilities.

(3) The minimum in-flight rest for each cabin crew member is:

Maximum extended FDP

Minimum in-flight rest (in hours)

Class 1 Class 2 Class 3

up tp 14:30 hrs 1:30 1:30 1:30 1432-1500 1:45 2:00 2:20 1501-1530 2:00 2:20 2:40 1531-1600 2:15 2:40 3:00

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1601-1630 2:35 3:00 not allowed 1631-1700 3:00 3:25 not allowed 1701-1730 3:25 not allowed not allowed 1731-1800 3:50 not allowed not allowed

(4) The limits specified in (2) may be increased by 1 hour for FDPs that include 1 sector of more

than 9 hours of continuous flight time and a maximum of 2 sectors.

(5) All time spent in the rest facility is counted as FDP.

(6) The minimum rest at destination is at least as long as the preceding duty period, or 14 hours, whichever is greater.

(7) A crew member does not start a positioning sector to become part of this operating crew on

the same flight.

(d) Unforeseen circumstances in flight operations — delayed reporting

1. The operator may delay the reporting time in the event of unforeseen circumstances, if procedures for delayed reporting are established in the operations manual. The operator keeps records of delayed reporting. Delayed reporting procedures establish a notification time allowing a crew member to remain in his/her suitable accommodation when the delayed reporting procedure is activated. In such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated as follows:

(vi) one notification of a delay leads to the calculation of the maximum FDP according to (iii) or (iv);

(vii) if the reporting time is further amended, the FDP starts counting 1 hour after the second notification or at the original delayed reporting time if this is earlier;

(viii) when the delay is less than 4 hours, the maximum FDP is calculated based on the original reporting time and the FDP starts counting at the delayed reporting time;

(ix) when the delay is 4 hours or more, the maximum FDP is calculated based on the more limiting of the original or the delayed reporting time and the FDP starts counting at the delayed reporting time;

(x) as an exception to (i) and (ii), when the operator informs the crew member of a delay of 10 hours or more in reporting time and the crew member is not further disturbed by the operator, such delay of 10 hours or more counts as a rest period.

GM1 CS FTL.1.205(a)(2) Flight duty period (FDP)


(d) When rostering night duties of more than 10 hours (referred to below as ‘long night duties’), it

is critical for the crew member to obtain sufficient sleep before such duties when he/she is adapted to being awake during day time hours at the local time where he/she is acclimatised. To optimise alertness on long night duties, the likelihood of obtaining sleep as close as possible to the start of the FDP should be considered, when rostering rest periods before long night duties, by providing sufficient time to the crew member to adapt to being awake during

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the night. Rostering practices leading to extended wakefulness before reporting for such duties should be avoided. Fatigue risk management principles that could be applied to the rostering of long night duties may include:


(e) Fatigue risk management principles may be applied to the rostering of long night duties by means of:


GM1 CS FTL.1.205(c)(1)(ii) Flight Duty Period (FDP)

In Flight Rest

In-flight rest should be taken during the cruise phase of the flight.


In-Flight Rest

In-flight rest periods should be allocated in order to optimise the alertness of those flight crew members at control during landing.

GM1 CS FTL.1.205(d) Flight Duty Period (FDP)

Delayed Reporting Operator procedures for delayed reporting should:

(a) specify a contacting mode; (b) establish minimum and maximum notification times; and (c) avoid interference with sleeping patterns when possible

GM1 ORO.FTL.205(a)(1) Flight Duty Period (FDP) Reporting Times

The operator should specify reporting times taking into account the type of operation, the size and type of aircraft and the reporting airport conditions.

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AMC1 ORO.FTL.205(f) Flight Duty Period (FDP) Unforeseen Circumstances In Actual Flight Operations — Commander’s Discretion

b. As general guidance when developing a commander’s discretion policy, the operator should take into consideration the shared responsibility of management, flight and cabin crew in the case of unforeseen circumstances. The exercise of commander’s discretion should be considered exceptional and should be avoided at home base and/or company hubs where standby or reserve crew members should be available. Operators should asses on a regular basis the series of pairings where commander’s discretion has been exercised in order to be aware of possible inconsistencies in their rostering.

c. The operator’s policy on commander’s discretion should state the safety objectives, especially in the case

of an extended FDP or reduced rest and should take due consideration of additional factors that might decrease a crew member’s alertness levels, such as:

(1) WOCL encroachment;

(2) weather conditions;

(3) complexity of the operation and/or airport environment;

(4) aeroplane malfunctions or specifications;

(5) flight with training or supervisory duties;

(6) increased number of sectors;

(7) circadian disruption; and

(8) individual conditions of affected crew members (time since awake, sleep-related factor,

workload, etc.). GM1 ORO.FTL.205(f)(1)(i) Flight Duty Period (FDP)

Commander’s Discretion

The maximum basic daily FDP that results after applying ORO.FTL.205(b) should be used to calculate the limits of commander’s discretion, if commander’s discretion is applied to an FDP which has been extended under the provisions of ORO.FTL.205(d).

AMC1 ORO.FTL.210(c) Flight times and duty periods Post-Flight Duties The operator should specify post-flight duty times taking into account the type of operation, the size and type of aircraft and the airport conditions.

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13) “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;

36

14) “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; ORO.FTL.200 Home base An operator shall assign a home base to each crew member. CS FTL.1.200 Home base (a) The home base is a single airport location assigned with a high degree of permanence. (b) In the case of a change of home base, the first recurrent extended recovery rest period prior to starting

duty at the new home base is increased to 72 hours, including 3 local nights. Travelling time between the former home base and the new home base is positioning.

GM1 CS FTL.1.200 Home base Travelling Time Crew members should consider making arrangements for temporary accommodation closer to their home base if the travelling time from their residence to their home base usually exceeds 90 minutes. CS FTL.1.235 Rest periods (3) Time zone differences are compensated by additional rest, as follows:

(i) At home base, if a rotation involves a 4 hour time difference or more, the minimum rest is as specified in the following table.

Minimum local nights of rest at home base to compensate for time zone differences Maximum time difference (h) between reference time and local time where a crew member rests during a rotation time elapsed (h) since reporting for the first FDP in a rotation involving at least 4 hour time difference to the reference time < 48 48 – 71:59 72 – 95:59 ш96

ч6 2 2 3 3 ч9 2 3 3 4 ч12 2 3 4 5

(ii) Away from home base, if an FDP involves a 4-hour time difference or more, the minimum rest

following that FDP is at least as long as the preceding duty period, or 14 hours, whichever is greater. By way of derogation from point (b)(3)(i) and only once between 2 recurrent extended recovery rest periods as specified in ORO.FTL.235(d), the minimum rest provided under this point (b)(3)(ii) may also apply to home base if the operator provides suitable accommodation to the crew member.

37

15) “Local Day” means a 24-hour period commencing at 00:00 local time;

38

16) “Local Night” means a period of 8 hours falling between 22:00 and 08:00 local time;

39

17) “Operating Crew Member” means a crew member carrying out duties in an aircraft during a sector;

GM1 ORO.FTL.105(17) Definitions Operating Crew Member

A person on board an aircraft is either a crew member or a passenger. If a crew member is not a passenger on board an aircraft he/she should be considered as ‘carrying out duties’. The crew member remains an operating crew member during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of ORO.FTL.210










40

18) “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; ORO.FTL.215 Positioning If an operator positions a crew member, the following shall apply: (a) positioning after reporting but prior to operating shall be counted as FDP but shall not count as a sector; (b) all time spent on positioning shall count as duty period.

41

19) “Rest Facility” means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board an aircraft;

CS FTL.1.205 Flight duty period (FDP) (c) Extension of FDP due to in-flight rest In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following minimum standards: ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat sleeping position. It







the following:

(iii) the FDP is limited to 3 sectors; and

(iv) the minimum in-flight rest period is a consecutive 90-minute period for each crew member and 2 consecutive hours for the flight crew members at control during landing.



(iii) with one additional flight crew member:


(iv) with two additional flight crew members:



42




up tp 14:30 hrs 1:30 1:30 1:30 1432-1500 1:45 2:00 2:20 1501-1530 2:00 2:20 2:40 1531-1600 2:15 2:40 3:00 1601-1630 2:35 3:00 not allowed 1631-1700 3:00 3:25 not allowed 1701-1730 3:25 not allowed not allowed 1731-1800 3:50 not allowed not allowed






the same flight. ORO.FTL.205 Flight duty period (FDP)

(e) Maximum daily FDP with the use of extensions due to in-flight rest Flight time specification schemes shall specify the conditions for extensions of the maximum basic daily FDP with in-flight rest in accordance with the certification specifications applicable to the type of operation, taking into account: iii. the type of in-flight rest facilities; GM1 CS FTL.1.205(c)(1)(ii) Flight Duty Period (FDP)

In Flight Rest

In-flight rest should be taken during the cruise phase of the flight. GM2 CS FTL.1.205(c)(1)(ii) Flight Duty Period (FDP)

In-Flight Rest


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20) “Reserve” 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;

ORO.FTL.230 Reserve If an operator assigns crew members to reserve, the following requirements shall apply in accordance with the certification specifications applicable to the type of operation: (a) reserve shall be in the roster; (b) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any single reserve period; (2) the number of consecutive reserve days that may be assigned to a crew member.

CS FTL.1.230 Reserve The operator assigns duties to a crew member on reserve under the provisions of ORO.FTL.230 complying with the following: (a) An assigned FDP counts from the reporting time. (b) Reserve times do not count as duty period for the purpose of ORO.FTL.210 and ORO.FTL.235. (c) The operator defines the maximum number of consecutive reserve days within the limits of

ORO.FTL.235(d). (d) To protect an 8-hour sleep opportunity, the operator rosters a period of 8 hours, taking into account

fatigue management principles, for each reserve day during which a crew member on reserve is not contacted by the operator.











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(2) By way of derogation from point (1), the minimum rest provided under point (b) applies if the operator

provides suitable accommodation to the crew member at home base. (b) Minimum rest period away from home base. The minimum rest period provided before undertaking an FDP starting away from home base shall be at least as long as the preceding duty period, or 10 hours, whichever is greater. This period shall include an 8-hour sleep opportunity in addition to the time for travelling and physiological needs. (c) Reduced rest By derogation from points (a) and (b), flight time specification schemes may reduce the minimum rest periods in accordance with the certification specifications applicable to the type of operation and taking into account the following elements:


(d) Recurrent extended recovery rest periods Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month. (e) Flight time specification schemes shall specify additional rest periods in accordance with the applicable

certification specifications to compensate for:


45

GM1 CS FTL.1.230 Reserve Reserve Notification Operator procedures for the notification of assigned duties during reserve should avoid interference with sleeping patterns if possible.

GM2 CS FTL.1.230 Reserve Notification in Advance

The minimum 'at least 10 hours' between the notification of an assignment for any duty and reporting for that duty during reserve may include the period of 8 hours during which a crew member on reserve is not contacted by the operator.

GM1 CS FTL.1.230 (c) Reserve Recurrent Extended Recovery Rest

ORO.FTL.235(d) applies to a crew member on reserve.

ORO.FTL.235 Rest periods (d) Recurrent extended recovery rest periods Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month.

GM1 ORO.FTL.230(a) Reserve

Rostering of Reserve Including reserve in a roster, also referred to as 'rostering', implies that a reserve period that does not result in a duty period may not retrospectively be considered as part of a recurrent extended recovery rest period.

46

21) “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; ORO.FTL.235 Rest periods (a) Minimum rest period at home base.


(2) By way of derogation from point (1), the minimum rest provided under point (b) applies if the operator provides suitable accommodation to the crew member at home base.



(c) Reduced rest


(1) the minimum reduced rest period;

(2) the increase of the subsequent rest period; and

(3) the reduction of the FDP following the reduced rest.




(1) the effects of time zone differences and extensions of the FDP;

(2) additional cumulative fatigue due to disruptive schedules; and

(3) a change of home base.

47

CS FTL.1.235 Rest periods (a) Disruptive schedules

(1) If a transition from a late finish/night duty to an early start is planned at home base, the rest period

between the 2 FDPs includes 1 local night. (2) If a crew member performs 4 or more night duties, early starts or late finishes between 2 extended

recovery rest periods as defined in ORO.FTL.235(d), the second extended recovery rest period is extended to 60 hours.

(b) Time zone differences

(1) For the purpose of ORO.FTL.235(e)(1), ‘rotation’ is a series of duties, including at least one flight duty,

and rest period 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.

(2) The operator monitors rotations and combinations of rotations in terms of their effect on crew

member fatigue, and adapts the rosters as necessary. (3) Time zone differences are compensated by additional rest, as follows:

(i) At home base, if a rotation involves a 4 hour time difference or more, the minimum rest is as

specified in the following table. Minimum local nights of rest at home base to compensate for time zone differences Maximum time difference (h) between reference time and local time where a crew member rests during a rotation

Time elapsed (h) since reporting for the first FDP in a rotation involving at least 4 hour time difference to the reference time

< 48 48 – 71:59 72 – 95:59 ш96 ч6 2 2 3 3 ч9 2 3 3 4 ч12 2 3 4 5

(ii) Away from home base, if an FDP involves a 4-hour time difference or more, the minimum rest following that FDP is at least as long as the preceding duty period, or 14 hours, whichever is greater. By way of derogation from point (b)(3)(i) and only once between 2 recurrent extended recovery rest periods as specified in ORO.FTL.235(d), the minimum rest provided under this point (b)(3)(ii) may also apply to home base if the operator provides suitable accommodation to the crew member.

(4) In case of an Eastward-Westward or Westward-Eastward transition, at least 3 local nights of rest at

home base are provided between alternating rotations. (5) The monitoring of combinations of rotations is conducted under the operator’s management system

provisions.

48

(c) Reduced rest

(1) The minimum reduced rest periods under reduced rest arrangements are 12 hours at home base and

10 hours out of base. (2) Reduced rest is used under fatigue risk management. (3) The rest period following the reduced rest is extended by the difference between the minimum rest

period specified in ORO.FTL.235(a) or (b) and the reduced rest. (4) The FDP following the reduced rest is reduced by the difference between the minimum rest period

specified in ORO.FTL.235(a) or (b) as applicable and the reduced rest. (5) There is a maximum of 2 reduced rest periods between 2 recurrent extended recovery rest periods

specified in accordance with ORO.FTL.235(d).

GM1 CS FTL.1.235(b)(3) Rest periods Time Elapsed Since Reporting The time elapsed since reporting for a rotation involving at least a 4-hour time difference to the reference time stops counting when the crew member returns to his/her home base for a rest period during which the operator is no longer responsible for the accommodation of the crew member.

GM1 ORO.FTL.235(a)(2) Rest periods Minimum Rest Period at Home Base if Suitable Accommodation is Provided An operator may apply the minimum rest period away from home base during a rotation which includes a rest period at a crew member’s home base. This applies only if the crew member does not rest at his/her residence, or temporary accommodation, because the operator provides suitable accommodation. This type of roster is known as "back-to-back operation". AMC1 ORO.FTL.235(b) Rest periods Minimum Rest Period Away From Home Base The time allowed for physiological needs should be 1 hour. Consequently, if the travelling time to the suitable accommodation is more than 30 minutes, the operator should increase the rest period by twice the amount of difference of travelling time above 30 minutes.

49

GM1 CS FTL.1.225 Standby Minimum Rest and Standby (a) If airport or other standby initially assigned is reduced by the operator during standby that does not lead

to an assignment to a flight duty period, the minimum rest requirements specified in ORO.FTL.235 should apply.

(b) If a minimum rest period as specified in ORO.FTL.235 is provided before reporting for the duty assigned during the standby, this time period should not count as standby duty.

(c) Standby other than airport standby counts (partly) as duty for the purpose of ORO.FTL.210 only. If a crew member receives an assignment during standby other than airport standby, the actual reporting time at the designated reporting point should be used for the purpose of ORO.FTL.235.











GM1 CS FTL.1.230(c) Reserve RECURRENT EXTENDED RECOVERY REST ORO.FTL.235(d) applies to a crew member on reserve


50

GM1 ORO.FTL.235(a)(2) Rest periods Minimum Rest Period at Home Base if Suitable Accommodation is Provided An operator may apply the minimum rest period away from home base during a rotation which includes a rest period at a crew member’s home base. This applies only if the crew member does not rest at his/her residence, or temporary accommodation, because the operator provides suitable accommodation. This type of roster is known as "back-to-back operation".

AMC1 ORO.FTL.235(b) Rest periods Minimum Rest Period Away From Home Base The time allowed for physiological needs should be 1 hour. Consequently, if the travelling time to the suitable accommodation is more than 30 minutes, the operator should increase the rest period by twice the amount of difference of travelling time above 30 minutes.

GM1 ORO.FTL.230(a) Reserve Rostering of Reserve Including reserve in a roster, also referred to as 'rostering', implies that a reserve period that does not result in a duty period may not retrospectively be considered as part of a recurrent extended recovery rest period.

51

22) “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;

CS FTL.1.235 Rest periods (b) Time zone differences

(1) For the purpose of ORO.FTL.235(e)(1), ‘rotation’ is a series of duties, including at least one flight duty, and rest period 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.

(2) The operator monitors rotations and combinations of rotations in terms of their effect on crew

member fatigue, and adapts the rosters as necessary. (3) Time zone differences are compensated by additional rest, as follows:

(i) At home base, if a rotation involves a 4 hour time difference or more, the minimum rest is as

specified in the following table.

Minimum local nights of rest at home base to compensate for time zone differences Maximum time difference (h) between reference time and local time where a crew member rests during a rotation


< 48 48 – 71:59 72 – 95:59 ш96 ч6 2 2 3 3 ч9 2 3 3 4 ч12 2 3 4 5


(4) In case of an Eastward-Westward or Westward-Eastward transition, at least 3 local nights of rest at

home base are provided between alternating rotations. (5) The monitoring of combinations of rotations is conducted under the operator’s management system

provisions.

52

ORO.FTL.235 Rest periods




53

23) “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;

ORO.FTL.235 Rest periods (d) Recurrent extended recovery rest periods Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month.

54

24) “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;

55

25) “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;

ORO.FTL.225 Standby and duties at the airport If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation: (a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be

defined and notified in advance to the crew members concerned to provide them with the opportunity to plan adequate rest;

(b) a crew member is considered on airport standby from reporting at the reporting point until the end of the

notified airport standby period; (c) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235; (d) any duty at the airport shall count in full as duty period and the FDP shall count in full from the airport

duty reporting time; (e) the operator shall provide accommodation to the crew member on airport standby; (f) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any standby; (2) the impact of the time spent on standby on the maximum FDP that may be assigned, taking into

account facilities provided to the crew member to rest, and other relevant factors such as: — the need for immediate readiness of the crew member, — the interference of standby with sleep, and — sufficient notification to protect a sleep opportunity between the call for duty and the assigned

FDP; (3) the minimum rest period following standby which does not lead to assignment of an FDP; (4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative

duty periods.

56

CS FTL.1.225 Standby The modification of limits on flight duty, duty and rest periods under the provisions of ORO.FTL.225 complies with the following: (a) Airport standby

(1) If not leading to the assignment of an FDP, airport standby is followed by a rest period as specified in

ORO.FTL.235. (2) If an assigned FDP starts during airport standby, the following applies:

(i) the FDP counts from the start of the FDP. The maximum FDP is reduced by any time spent on

standby in excess of 4 hours; (ii) the maximum combined duration of airport standby and assigned FDP as specified in

ORO.FTL.205(b) and (d) is 16 hours. (b) Standby other than airport standby:

(1) the maximum duration of standby other than airport standby is 16 hours; (2) The operator’s standby procedures are designed to ensure that the combination of standby and FDP

do not lead to more than 18 hours awake time; (3) 25 % of time spent on standby other than airport standby counts as duty time for the purpose of

ORO.FTL.210; (4) standby is followed by a rest period in accordance with ORO.FTL.235; (5) standby ceases when the crew member reports at the designated reporting point; (6) if standby ceases within the first 6 hours, the maximum FDP counts from reporting; (7) if standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of standby time

exceeding 6 hours; (8) if the FDP is extended due to in-flight rest according to CS FTL.1.205(c), or to split duty according to CS

FTL.1.220, the 6 hours of paragraph (6) and (7) are extended to 8 hours; (9) if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count towards

the reduction of the FDP under (6), (7) and (8) until the crew member is contacted by the operator; and

57

(10) the response time between call and reporting time established by the operator allows the crew member to arrive from his/her place of rest to the designated reporting point within a reasonable time.



(b) If a minimum rest period as specified in ORO.FTL.235 is provided before reporting for the duty assigned

during the standby, this time period should not count as standby duty. (c) Standby other than airport standby counts (partly) as duty for the purpose of ORO.FTL.210 only. If a crew

member receives an assignment during standby other than airport standby, the actual reporting time at the designated reporting point should be used for the purpose of ORO.FTL.235.

GM1 CS FTL.1.225(b) Standby Standby Other Than Airport Standby Notification Operator procedures for the notification of assigned duties during standby other than airport standby should avoid interference with sleeping patterns if possible.

GM1 CS FTL.1.225(b)(2) Standby Awake Time Scientific research shows that continuous awake in excess of 18 hours can reduce the alertness and should be avoided.

58

GM1 ORO.FTL.105(10) Definitions Elements of Standby for Duty ORO.FTL.225(c) and CS FTL.1.225(b)(2) determine which elements of standby count as duty. ORO.FTL.225 Standby and duties at the airport (c) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235;











(1) The minimum rest period provided before undertaking an FDP starting at home base shall be at least

as long as the preceding duty period, or 12 hours, whichever is greater. (2) By way of derogation from point (1), the minimum rest provided under point (b) applies if the operator

provides suitable accommodation to the crew member at home base. (b) Minimum rest period away from home base. The minimum rest period provided before undertaking an FDP starting away from home base shall be at least as long as the preceding duty period, or 10 hours, whichever is greater. This period shall include an 8-hour sleep opportunity in addition to the time for travelling and physiological needs.

59

(c) Reduced rest By derogation from points (a) and (b), flight time specification schemes may reduce the minimum rest periods in accordance with the certification specifications applicable to the type of operation and taking into account the following elements:



certification specifications to compensate for: (1) the effects of time zone differences and extensions of the FDP; (2) additional cumulative fatigue due to disruptive schedules; and (3) a change of home base.


(2) The operator’s standby procedures are designed to ensure that the combination of standby and FDP

do not lead to more than 18 hours awake time;

60

26) “Airport Standby” means a standby performed at the airport; ORO.FTL.225 Standby and duties at the airport If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation: (a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be






account facilities provided to the crew member to rest, and other relevant factors such as:

— the need for immediate readiness of the crew member,

— the interference of standby with sleep, and

— sufficient notification to protect a sleep opportunity between the call for duty and the assigned FDP;

(3) the minimum rest period following standby which does not lead to assignment of an FDP; (4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative

duty periods.

CS FTL.1.225 Standby The modification of limits on flight duty, duty and rest periods under the provisions of ORO.FTL.225 complies with the following:

61

(a) Airport standby (1) If not leading to the assignment of an FDP, airport standby is followed by a rest period as specified in

ORO.FTL.235. (2) If an assigned FDP starts during airport standby, the following applies:

(i) the FDP counts from the start of the FDP. The maximum FDP is reduced by any time spent on standby in excess of 4 hours;

(ii) the maximum combined duration of airport standby and assigned FDP as specified in ORO.FTL.205(b) and (d) is 16 hours.


(a) Minimum rest period at home base.





(d) Recurrent extended recovery rest periods Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month.

62






Table 2



1-2 sectors

3 sectors

4 sectors

5 sectors

6 sectors

7 sectors

8 sectors

9 sectors

10 sectors

0600-1329 13:00 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00

1330-1359 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00

1400-1429 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

1430-1459 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

1500-1529 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

1530-1559 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00

1600-1629 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00

1630-1659 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00 9:00

1700-0459 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00 9:00

0500-0514 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

0515-0529 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

0530-0544 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

0545-0559 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00



63








1 to 2 3 4 5 6 7 8 12:00 11:30 11:00 10:30 10:00 9:30 9:00

(d) Maximum daily FDP for acclimatised crew members with the use of extensions without in-

flight rest.


i. the minimum pre-flight and post-flight rest periods shall be increased by 2 hours; or

ii. the post-flight rest period shall be increased by 4 hours.




i. 5 sectors when the WOCL is not encroached; or

ii. 4 sectors, when the WOCL is encroached by 2 hours or less; or

iii. 2 sectors, when the WOCL is encroached by more than 2 hours.


(10) Flight time specification schemes shall specify the limits for extensions of the maximum basic daily


i. the number of sectors flown; and

ii. WOCL encroachment.

64



(b) If a minimum rest period as specified in ORO.FTL.235 is provided before reporting for the duty assigned during the standby, this time period should not count as standby duty. (c) Standby other than airport standby counts (partly) as duty for the purpose of ORO.FTL.210 only. If a crew member receives an assignment during standby other than airport standby, the actual reporting time at the designated reporting point should be used for the purpose of ORO.FTL.235. GM1 ORO.FTL.105(10) Definitions Elements of Standby for Duty ORO.FTL.225(c) and CS FTL.1.225(b)(2) determine which elements of standby count as duty. ORO.FTL.225 Standby and duties at the airport (c) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235;










65







certification specifications to compensate for: (1) the effects of time zone differences and extensions of the FDP; (2) additional cumulative fatigue due to disruptive schedules; and (4) a change of home base. (5)

66



67

27) “Other Standby” means a standby either at home or in a suitable accommodation;

ORO.FTL.225 Standby and duties at the airport If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation: (a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be






account facilities provided to the crew member to rest, and other relevant factors such as: — the need for immediate readiness of the crew member, — the interference of standby with sleep, and — sufficient notification to protect a sleep opportunity between the call for duty and the assigned

FDP; (3) the minimum rest period following standby which does not lead to assignment of an FDP; (4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative

duty periods.

68

CS FTL.1.225 Standby

b) Standby other than airport standby:

(1) the maximum duration of standby other than airport standby is 16 hours; (2) The operator’s standby procedures are designed to ensure that the combination of standby and FDP

do not lead to more than 18 hours awake time; (3) 25 % of time spent on standby other than airport standby counts as duty time for the purpose of

ORO.FTL.210; (4) standby is followed by a rest period in accordance with ORO.FTL.235; (5) standby ceases when the crew member reports at the designated reporting point; (6) if standby ceases within the first 6 hours, the maximum FDP counts from reporting; (7) if standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of standby time

exceeding 6 hours; (8) if the FDP is extended due to in-flight rest according to CS FTL.1.205(c), or to split duty according to CS

FTL.1.220, the 6 hours of paragraph (6) and (7) are extended to 8 hours; (9) if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count towards

the reduction of the FDP under (6), (7) and (8) until the crew member is contacted by the operator; and

(10) the response time between call and reporting time established by the operator allows the crew

member to arrive from his/her place of rest to the designated reporting point within a reasonable time.







69










certification specifications to compensate for:

70


CS FTL.1.205 Flight duty period (FDP) (c) Extension of FDP due to in-flight rest In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following minimum standards: ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat sleeping position. It







the following:









71





up tp 14:30 hrs 1:30 1:30 1:30 1432-1500 1:45 2:00 2:20 1501-1530 2:00 2:20 2:40 1531-1600 2:15 2:40 3:00 1601-1630 2:35 3:00 not allowed 1631-1700 3:00 3:25 not allowed 1701-1730 3:25 not allowed not allowed 1731-1800 3:50 not allowed not allowed






the same flight.

CS FTL.1.220 Split duty The increase of limits on flight duty, under the provisions of ORO.FTL.220, complies with the following: (a) The break on the ground within the FDP has a minimum duration of 3 consecutive hours. (b) The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total time


(c) The maximum FDP specified in ORO.FTL.205(b) may be increased by up to 50 % of the break. (d) Suitable accommodation is provided either for a break of 6 hours or more or for a break that encroaches

the window of circadian low (WOCL). (e) In all other cases:



72




(b) If a minimum rest period as specified in ORO.FTL.235 is provided before reporting for the duty assigned

during the standby, this time period should not count as standby duty. (c) Standby other than airport standby counts (partly) as duty for the purpose of ORO.FTL.210 only. If a crew

member receives an assignment during standby other than airport standby, the actual reporting time at the designated reporting point should be used for the purpose of ORO.FTL.235.

GM1 CS FTL.1.225(b) Standby Standby Other Than Airport Standby Notification Operator procedures for the notification of assigned duties during standby other than airport standby should avoid interference with sleeping patterns if possible.

GM1 CS FTL.1.225(b)(2) Standby Awake Time Scientific research shows that continuous awake in excess of 18 hours can reduce the alertness and should be avoided.

GM1 ORO.FTL.105(10) Definitions Elements of Standby for Duty ORO.FTL.225(c) and CS FTL.1.225(b)(2) determine which elements of standby count as duty. ORO.FTL.225 Standby and duties at the airport (b) airport standby shall count in full as duty period for the purpose of points ORO.FTL.210 and ORO.FTL.235;

73














(1) the minimum reduced rest period; (2) the increase of the subsequent rest period; and

74

(3) the reduction of the FDP following the reduced rest. (d) Recurrent extended recovery rest periods Flight time specification schemes shall specify recurrent extended recovery rest periods to compensate for cumulative fatigue. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights, and in any case the time between the end of one recurrent extended recovery rest period and the start of the next extended recovery rest period shall not be more than 168 hours. The recurrent extended recovery rest period shall be increased to 2 local days twice every month. (e) Flight time specification schemes shall specify additional rest periods in accordance with the applicable

certification specifications to compensate for: (1) the effects of time zone differences and extensions of the FDP; (2) additional cumulative fatigue due to disruptive schedules; and (3) a change of home base.

CS FTL.1.225 Standby b) Standby other than airport standby: (2) The operator’s standby procedures are designed to ensure that the combination of standby and FDP do not lead to more than 18 hours awake time;

75

28) “Window of Circadian Low (WOCL)” (‘WOCL’)” means the period between 02:00 and 05:59 hours in the time zone to which a crew member is acclimatised.

76

29) Eastward-Westward Transition (ORO definition accidentally omitted in translation by EASA)

means the transition at home base between a rotation crossing 6 or more time zones in one direction and a rotation crossing 4 or more time zones in the opposite direction. CS FTL.1.235 Rest periods (b) Time zone differences

(4) In case of an Eastward-Westward or Westward-Eastward transition, at least 3 local nights of rest at home base are provided between alternating rotations.

77

Nutrition ORO.FTL.240 Nutrition (a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a

crew member’s performance, especially when the FDP exceeds 6 hours. (b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is

ensured.

AMC1 ORO.FTL.240 Nutrition Meal Opportunity (a) The operations manual should specify the minimum duration of the meal opportunity, when a meal

opportunity is provided, in particular when the FDP encompasses the regular meal windows (e.g. if the FDP starts at 11:00 hours and ends at 22:00 hours meal opportunities for two meals should be given).

(b) It should define the time frames in which a regular meal should be consumed in order not to alter the human needs for nutrition without affecting the crew member’s body rhythms.

78

at ions an d Derogat io ns

Deviations and Derogations ARO.OPS.235 Approval of individual flight time specification schemes

(a) The competent authority shall approve flight time specification schemes proposed by CAT operators if

the operator demonstrates compliance with Regulation (EC) No 216/2008 and Subpart FTL of Annex III to this Regulation.

(b) Whenever a flight time specification scheme proposed by an operator deviates from the applicable

certification specifications issued by the Agency, the competent authority shall apply the procedure described in Article 22(2) of Regulation (EC) No 216/2008.

(c) Whenever a flight time specification scheme proposed by an operator derogates from applicable

implementing rules, the competent authority shall apply the procedure described in Article 14(6) of Regulation (EC) No 216/2008.

(d) Approved deviations or derogations shall be subject, after being applied, to an assessment to determine

whether such deviations or derogations should be confirmed or amended. The competent authority and the Agency shall conduct an independent assessment based on information provided by the operator. The assessment shall be proportionate, transparent and based on scientific principles and knowledge.’

Contents

�How to use this Document ...................................................................................................................................... 2�SCOPE ORO.FTL.100 ................................................................................................................................................ 3�Definitions ORO.FTL.105 ......................................................................................................................................... 4�Operator responsibilities ORO.FTL.110 ................................................................................................................. 10�Crew Member Responsibilities ORO.FTL.115 ........................................................................................................ 12�Fatigue Risk Management (FRM) ORO.FTL.120 .................................................................................................... 13�Flight time specification schemes ORO.FTL.125 ................................................................................................... 17�Home base ORO.FTL.200 ....................................................................................................................................... 18�Flight duty period (FDP) ORO.FTL.205 ................................................................................................................... 19�Flight times and duty periods ORO.FTL.210 .......................................................................................................... 27�Positioning ORO.FTL.215 ....................................................................................................................................... 28�Split duty ORO.FTL.220 .......................................................................................................................................... 29�Standby and duties at the airport ORO.FTL.225 ................................................................................................... 30�Reserve ORO.FTL.230 ............................................................................................................................................ 32�Rest periods ORO.FTL.235 ..................................................................................................................................... 34�Nutrition ORO.FTL.240 .......................................................................................................................................... 37�Records of home base, flight times, duty and rest periods ORO.FTL.245 ............................................................ 38�Fatigue management training ORO.FTL.250 ......................................................................................................... 39�Deviations and Derogations from FTL ................................................................................................................... 40�

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How to use this Document

The European FTL regulation is divided into 3 parts: Implementing Rules (IR), Certification Specifications (CS; including guidance material) and Acceptable Means of Compliance (AMC; including guidance material). For reference purposes in the document, they are shown as: IR as ORO.FTL CS as CS FTL.1 CS GM as GM1 CS FTL.1 or GM2 CS FTL1 AMC as AMC1 ORO.FTL or AMC2 ORO.FTL GM as GM1 ORO.FTL or GM2 ORO.FTL or GM3 ORO.FTL ARO – Authority Requirements for Air Operations Each of these references is followed by a number and a heading and cascades down the page(s) in each category. For example: ORO.FTL.230 - defines - Reserve CS FTL.1.230 - your operators approved 'certification specifications' for - Reserve GM1 CS FTL.1.230 - guidance material for the CS requirements - Reserve GM2 CS FTL.1.230 - additional guidance material for the CS requirements - Reserve GM1 ORO.FTL.230 - offers guidance material for the ORO requirements - Reserve Please note there is no Acceptable Means of Compliance (AMC) text for reserve and therefore, there is no reference. Each reference links to the preceding reference and adds more detail. The AMCs and GMs (where the text reads 'Guidance' or ‘Acceptable’) are binding in terms of the intent; they cannot be therefore inferred as selective or possible to dismiss, avoid or ignore.

ALL OF THESE REFERENCES MAKE UP THE REGULATION AND MUST BE IMPLEMENTED BY OPERATORS. This consolidated document combines all relevant paragraphs of ORO, CS, GM1 CS, GM2 CS, AMC and GM from the whole FTL regulation. This will ensure that if you are dealing with a specific topic, you will have all the necessary regulation in one place.

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SCOPE ORO.FTL.100

ORO.FTL.100 Scope This subpart establishes the requirements to be met by the operator and its crew members with regard to flight and duty time limitations and rest requirements for crew members.

NOTE: Operators in each Member State are required to comply with national social legislation, collective labour agreements concerning working conditions and health and safety at work if they are more prescriptive.

CS FTL.1.100 Applicability The Certification Specifications (CS) contained within this document are applicable to commercial air transport by aeroplanes for scheduled and charter operations, excluding emergency medical service (EMS), air taxi and single pilot operations.

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ORO.FTL.105 Definitions For the purpose of this scheme, the following definitions shall apply: (1) “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.

Table 1 Time difference (h) between reference time and local time where the crew member starts the next duty


<48 48–71:59 72–95:59 96–119:59 ш 120 <4 B D D D D ч 6 B X D D D ч 9 B X X D D ч 12 B X X X D

“B” means acclimatised to the local time of the departure time zone, “D” means acclimatised to the local time where the crew member starts his/her next duty, “X” means that a crew member is in an unknown state of acclimatisation;

GM1 ORO.FTL.105(1) Definitions Acclimatised

(a) A crew member remains acclimatised to the local time of his/her reference time during 47 hours 59 minutes after reporting no matter how many time zones he/she has crossed.

(b) The maximum daily FDP for acclimatised crew members is determined by using table 1 of ORO.FTL.205

(b)(1) with the reference time of the point of departure. As soon as 48 hours have elapsed, the state of acclimatisation is derived from the time elapsed since reporting at reference time and the number of time zones crossed.

GM2 ORO.FTL.105(1) Definitions Acclimatised ‘Point of Departure

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The point of departure refers to the reporting point for a flight duty period or positioning duty after a rest period.

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GM3 ORO.FTL.105(1) Definitions Acclimatised ‘Time Elapsed Since Reporting at Reference Time’ The time elapsed since reporting at reference time for operations applying CS FTL.1.235(b)(3)(ii) at home base refers to the time elapsed since reporting for the first time at home base for a rotation.

(2) “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;

GM1 ORO.FTL.105(2) Definitions Reference Time


Example: A crew member is acclimatised to the local time in Helsinki and reports for duty in London. The reference time is the local time in London. (3) “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;


Adequate Furniture for ‘Accommodation

Adequate furniture for crew member accommodation should include a seat that reclines at least 45° back angle to the vertical, has a seat width of at least 20 inches (50cm) and provides leg and foot support. (4) “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;

(5) “augmented flight crew” 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;

(6) “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; (7) “delayed reporting” means the postponement of a scheduled FDP by the operator before a crew

member has left the place of rest; (8) “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.

(a) “early type” of disruptive schedule means:

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(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;

(b) “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


ARO.OPS.230 Determination of disruptive schedules For the purpose of flight time limitations, the competent authority shall determine, in accordance with the definitions of “early type” and “late type” of disruptive schedules in point ORO.FTL.105 of Annex III, which of those two types of disruptive schedules shall apply to all CAT operators under its oversight.


Determination of Disruptive Schedules If a crew member is acclimatised to the local time at his/her home base, the local time at the home base should be used to consider an FDP as ‘disruptive schedule’. This applies to operations within the 2-hour wide time zone surrounding the local time at the home base, if a crew member is acclimatised to the local time at his/her home base

(9) “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;

(10) “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;

GM1 ORO.FTL.105(10) Definitions Elements of Standby for Duty ORO.FTL.225(c) and CS FTL.1.225(b)(2) determine which elements of standby count as duty. (11) “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; (12) “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;

(13) “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;

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(14) “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;

(15) “local day” means a 24-hour period commencing at 00:00 local time; (16) “local night” means a period of 8 hours falling between 22:00 and 08:00 local time; (17) “operating crew member” means a crew member carrying out duties in an aircraft during a sector; GM1 ORO.FTL.105(17) Definitions

Operating Crew Member

A person on board an aircraft is either a crew member or a passenger. If a crew member is not a passenger on board an aircraft he/she should be considered as ‘carrying out duties’. The crew member remains an operating crew member during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of ORO.FTL.210

(18) “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;

(19) “rest facility” means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board an aircraft;

(20) “reserve” means a period of time during which a crew member is required by the operator to be

available to receive an assignment from FDP, positioning or other duty notified at least 10 hours in advance;

(21) “rest period” means a continues, 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; (22) “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;

(23) “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;

(24) “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; (25) “standby” means a pre-notified and defined period of time during which a crew members is required

by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period;

(26) “airport standby” means a standby performed at the airport; (27) “other standby” means a standby either at home or in a suitable accommodation;

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(28) “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;

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Operator esponsibilities

ORO.FTL.110 ORO.FTL.110 Operator responsibilities An operator shall:


(b) ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;

(c) specify reporting times that allow sufficient time for ground duties; (d) take into account the relationship between the frequency and pattern of flight duty periods and rest

periods and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest periods;

(e) allocate duty patterns which avoid practices that cause a serious disruption of an established sleep/work pattern, such as alternating day/night duties;

(f) comply with the provisions concerning disruptive schedules in accordance with ARO.OPS.230; (g) provide rest periods of sufficient time to enable crew members to overcome the effects of the previous

duties and to be rested by the start of the following flight duty period. (h) plan recurrent extended recovery rest periods and notify crew members sufficiently in advance; (i) plan flight duties in order to be completed within the allowable flight duty period taking into account the

time necessary for pre-flight duties, the sector and turnaround times (j) change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty

period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.


Scheduling (a) Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of

alertness. When developing a workable roster, the operator should strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively. Rosters should be developed in such a way that they distribute the amount of work evenly among those that are involved.

(b) Schedules should allow for flights to be completed within the maximum permitted flight duty period and

flight rosters should take into account the time needed for pre-flight duties, taxiing, the flight- and turnaround times. Other factors to be considered when planning duty periods should include:

"(1) the allocation of work patterns which avoid undesirable practices such as alternating day/night

duties, alternating eastward-westward or westward-eastward time zone transitions, positioning of crew members so that a serious disruption of established sleep/work patterns occurs;


(3) preparation of duty rosters sufficiently in advance with planning of recurrent extended recovery rest periods and notification of the crew members well in advance to plan adequate pre-duty rest."

AMC1 ORO.FTL.110(a) Operator responsibilities

Publication Of Rosters Rosters should be published 14 days in advance.

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Operational Robustness of Rosters The operator should establish and monitor performance indicators for operational robustness of

rosters.

GM1 ORO.FTL.110(j) Operator responsibilities Operational Robustness of Rosters Performance indicators for operational robustness of rosters should support the operator in the

assessment of the stability of its rostering system. Performance indicators for operational robustness of rosters should at least measure how often a rostered crew pairing for a duty period is achieved within the planned duration of that duty period. Crew pairing means rostered positioning and flights for crew members in one duty period.

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rew Member esponsibilities

ORO.FTL.115 ORO.FTL.115 Crew Member Responsibilities Crew member responsibilities Crew members shall:

(a) comply with point CAT.GEN.MPA.100(b) of Annex IV (Part-CAT); and (b) make optimum use of the opportunities and facilities for rest provided and plan and use their rest

periods properly.

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Fatigue Risk Management (FRM) ORO.FTL.120 ORO.FTL.120 Fatigue Risk Management (FRM)

(a) When FRM is required by this Subpart or an applicable certification specification, the operator shall

establish, implement and maintain a FRM as an integral part of its management system. The FRM shall ensure compliance with the essential requirements in points 7.f, 7.g and 8.f of Annex IV to Regulation (EC) No 216/2008. The FRM shall be described in the operations manual.

(b) The FRM established, implemented and maintained shall provide for continuous improvement to the

overall performance of the FRM and shall include:


(2) documentation of the FRM processes, including a process for making personnel aware of their

responsibilities and the procedure for amending this documentation; (3) scientific principles and knowledge; (4) a hazard identification and risk assessment process that allows managing the operational risk(s) of

the operator arising from crew member fatigue on a continuous basis; (5) a risk mitigation process that provides for remedial actions to be implemented promptly, which are

necessary to effectively mitigate the operator’s risk(s) arising from crew member fatigue and for continuous monitoring and regular assessment of the mitigation of fatigue risks achieved by such actions;

(6) FRM safety assurance processes; (7) FRM promotion processes

(c) The FRM shall correspond to the flight time specification scheme, the size of the operator and the nature

and complexity of its activities, taking into account the hazards and associated risks inherent in those activities and the applicable flight time specification scheme.

(d) The operator shall take mitigating actions when the FRM safety assurance process shows that the

required safety performance is not maintained.


Commercial Air Transport Operators FRM Policy (a) The operator’s FRM policy should identify all the elements of FRM. (b) The FRM policy should define to which operations FRM applies. (c) The FRM policy should:

(1) reflect the shared responsibility of management, flight and cabin crew , and other involved personnel;

(2) state the safety objectives of FRM; (3) be signed by the accountable manager;

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(5) declare management commitment to effective safety reporting; (6) declare management commitment to the provision of adequate resources for FRM; (7) declare management commitment to continuous improvement of FRM; (8) require that clear lines of accountability for management, flight and cabin crew , and all other

involved personnel are identified; and (9) require periodic reviews to ensure it remains relevant and appropriate.

AMC2 ORO.FTL.120(b)(2) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Documentation The operator should develop and keep current FRM documentation that describes and records: (a) FRM policy and objectives; (b) FRM processes and procedures; (c) accountabilities, responsibilities and authorities for these processes and procedures; (d) mechanisms for on-going involvement of management, flight and cabin crew members, and all other

involved personnel; (e) FRM training programmes, training requirements and attendance records; (f) scheduled and actual flight times, duty periods and rest periods with deviations and reasons for

deviations; and (g) FRM outputs including findings from collected data, recommendations, and actions taken. AMC1 ORO.FTL.120(b)(4) Fatigue risk management (FRM) Commercial Air Transport Operators Identification of Hazards The operator should develop and maintain three documented processes for fatigue hazard identification: (a) Predictive


(1) operator or industry operational experience and data collected on similar types of operations; (2) evidence-based scheduling practices; and (3) bio-mathematical models.

(b) Proactive

The proactive process should identify fatigue hazards within current flight operations. Methods of examination may include, but are not limited to: (1) self-reporting of fatigue risks; (2) crew fatigue surveys; (3) relevant flight and cabin crew performance data; (4) available safety databases and scientific studies; and (5) analysis of planned versus actual time worked.

(c) Reactive


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(1) fatigue reports; (1) confidential reports; (2) audit reports; (3) incidents; or (4) flight data monitoring (FDM) events.

AMC2 ORO.FTL.120(b)(4) Fatigue risk management (FRM) Commercial Air Transport Operators Risk Assessment An operator should develop and implement risk assessment procedures that determine the probability and potential severity of fatigue-related events and identify when the associated risks require mitigation. The risk assessment procedures should review identified hazards and link them to: a. operational processes; b. their probability; c. possible consequences; and d. the effectiveness of existing safety barriers and controls

AMC1 ORO.FTL.120(b)(8) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Safety Assurance Processes The operator should develop and maintain FRM safety assurance processes to: (a) provide for continuous FRM performance monitoring, analysis of trends, and measurement to validate

the effectiveness of the fatigue safety risk controls. The sources of data may include, but are not limited to:

(1) hazard reporting and investigations; (2) audits and surveys; and (3) reviews and fatigue studies;


(1) identification of changes in the operational environment that may affect FRM; (2) identification of changes within the organisation that may affect FRM; and (3) consideration of available tools which could be used to maintain or improve FRM performance prior

to implementing changes; and (c) provide for the continuous improvement of FRM. This should include, but is not limited to:



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AMC1 ORO.FTL.120(b)(9) Fatigue risk management (FRM) Commercial Air Transport Operators FRM Promotion Process FRM promotion processes should support the on-going development of FRM, the continuous improvement of its overall performance, and attainment of optimum safety levels. The following should be established and implemented by the operator as part of its FRM: (a) training programmes to ensure competency commensurate with the roles and responsibilities of

management, flight and cabin crew , and all other involved personnel under the planned FRM; and


(1) explains FRM policies, procedures and responsibilities to all relevant stakeholders; and (2) describes communication channels used to gather and disseminate FRM-related information.

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Flight time specification schemes ORO.FTL.125 ORO.FTL.125 Flight time specification schemes

(a) Operators shall establish, implement and maintain flight time specification schemes that are appropriate

for the type(s) of operation performed and that comply with Regulation (EC) No 216/2008, this Subpart and other applicable legislation, including Directive 2000/79/EC.

(b) Before being implemented, flight time specification schemes, including any related FRM where required,

shall be approved by the competent authority. (c) To demonstrate compliance with Regulation (EC) No 216/2008 and this Subpart, the operator shall apply

the applicable certification specifications adopted by the Agency. Alternatively, if the operator wants to deviate from those certification specifications in accordance with Article 22(2) of Regulation (EC) No 216/2008, it shall provide the competent authority with a full description of the intended deviation prior to implementing it. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the requirements of Regulation (EC) No 216/2008 and of this Subpart are met.

(d) For the purpose of point ARO.OPS.235(d), within 2 years of the implementation of a deviation or

derogation, the operator shall collect data concerning the granted deviation or derogation and analyse that data using scientific principles with a view to assessing the effects of the deviation or derogation on aircrew fatigue. Such analysis shall be provided in the form of a report to the competent authority.

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Home base ORO.FTL.200 ORO.FTL.200 Home base

An operator shall assign a home base to each crew member. CS FTL.1.200 Home base (a) The home base is a single airport location assigned with a high degree of permanence. (b) In the case of a change of home base, the first recurrent extended recovery rest period prior to starting

duty at the new home base is increased to 72 hours, including 3 local nights. Travelling time between the former home base and the new home base is positioning.

GM1 CS FTL.1.200 Home base Travelling Time Crew members should consider making arrangements for temporary accommodation closer to their home base if the travelling time from their residence to their home base usually exceeds 90 minutes.

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Flight duty period (FDP) ORO.FTL.205

ORO.FTL.205 Flight duty period (FDP) (a) The operator shall:





Table 2



1-2 sectors

3 sectors

4 sectors

5 sectors

6 sectors

7 sectors

8 sectors

9 sectors

10 sectors

0600-1329 13:00 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00

1330-1359 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00

1400-1429 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

1430-1459 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

1500-1529 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

1530-1559 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00

1600-1629 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00

1630-1659 11:15 10:45 10:15 9:45 9:15 9:00 9:00 9:00 9:00

1700-0459 11:00 10:30 10:00 9:30 9:00 9:00 9:00 9:00 9:00

0500-0514 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00 9:00

0515-0529 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00 9:00

0530-0544 12:30 12:00 11:30 11:00 10:30 10:00 9:30 9:00 9:00

0545-0559 12:45 12:15 11:45 11:15 10:45 10:15 9:45 9:15 9:00



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1 to 2 3 4 5 6 7 8 12:00 11:30 11:00 10:30 10:00 9:30 9:00

(c) FDP with different reporting time for flight crew and cabin crew. Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for the same sector or series of sectors, the FDP of the cabin crew may be extended by the difference in reporting time between the cabin crew and the flight crew. The difference shall not exceed 1 hour. The maximum daily FDP for cabin crew shall be based on the time at which the flight crew report for their FDP, but the FDP shall start at the reporting time of the cabin crew.



i. the minimum pre-flight and post-flight rest periods shall be increased by 2 hours; or ii. the post-flight rest period shall be increased by 4 hours.




i. 5 sectors when the WOCL is not encroached; or ii. 4 sectors, when the WOCL is encroached by 2 hours or less; or iii. 2 sectors, when the WOCL is encroached by more than 2 hours.

(4) Extension of the maximum basic daily FDP without in-flight rest shall not be combined with

extensions due to in- flight rest or split duty in the same duty period. (5) Flight time specification schemes shall specify the limits for extensions of the maximum basic daily


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i. the number of sectors flown; and ii. WOCL encroachment.

(e) Maximum daily FDP with the use of extensions due to in-flight rest Flight time specification schemes shall specify the conditions for extensions of the maximum basic daily FDP with in- flight rest in accordance with the certification specifications applicable to the type of operation, taking into account:

i. the number of sectors flown; ii. the minimum in-flight rest allocated to each crew member; iii. the type of in-flight rest facilities; and iv. the augmentation of the basic flight crew.



i. the maximum daily FDP which results after applying points (b) and (e) of point ORO.FTL.205 or

point ORO.FTL.220 may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours;

ii. if on the final sector within an FDP the allowed increase is exceeded because of unforeseen

circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and

iii. the rest period following the FDP may be reduced but can never be less than 10 hours.

(2) In case of unforeseen circumstances which could lead to severe fatigue, the commander shall

reduce the actual flight duty period and/or increase the rest period in order to eliminate any detrimental effect on flight safety.

(3) The commander shall consult all crew members on their alertness levels before deciding the

modifications under subparagraphs 1 and 2.


(5) Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of the report, to

which the operator shall add its comments, shall be sent by the operator to the competent authority not later than 28 days after the event.

(6) The operator shall implement a non-punitive process for the use of the discretion described under

this provision and shall describe it in the operations manual.


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CS FTL.1.205 Flight duty period (FDP) (a) Night duties under the provisions of ORO.FTL.205(b) and (d) comply with the following:


(2) The operator applies appropriate fatigue risk management to actively manage the fatiguing effect of

night duties of more than 10 hours in relation to the surrounding duties and rest periods.

(b) Extension of FDP without in-flight rest The extension of FDP without in-flight rest under the provisions of ORO.FTL.205(d)(5) is limited to the values specified in the table below.


Starting time of FDP

1-2 sectors (in hours)




0600-0614 not allowed not allowed not allowed not allowed 0615-0629 13:15 12:45 12:15 11:45 0630-0644 13:30 13:00 12:30 12:00 0645-0659 13:45 13:15 12:45 12:15 0700-1329 14:00 13:30 13:00 12:30 1330-1359 13:45 13:15 12:45 not allowed 1400-1429 13:30 13:00 12:30 not allowed 1430-1459 13:15 12:45 12:15 not allowed 1500-1529 13:00 12:30 12:00 not allowed 1530-1559 12:45 not allowed not allowed not allowed 1600-1629 12:30 not allowed not allowed not allowed 1630-1659 12:15 not allowed not allowed not allowed 1700-1729 12:00 not allowed not allowed not allowed 1730-1759 11:45 not allowed not allowed not allowed 1800-1829 11:30 not allowed not allowed not allowed 1830-1859 11:15 not allowed not allowed not allowed 1900-0359 not allowed not allowed not allowed not allowed 0400-0414 not allowed not allowed not allowed not allowed 0415-0429 not allowed not allowed not allowed not allowed 0430-0444 not allowed not allowed not allowed not allowed 0445-0459 not allowed not allowed not allowed not allowed 0500-0514 not allowed not allowed not allowed not allowed 0515-0529 not allowed not allowed not allowed not allowed 0530-0544 not allowed not allowed not allowed not allowed 0545-0559 not allowed not allowed not allowed not allowed

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(c) Extension of FDP due to in-flight rest In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following minimum standards: ‘Class 1 rest facility’ means a bunk or other surface that allows for a flat or near flat sleeping position. It







the following:













up tp 14:30 hrs 1:30 1:30 1:30 1432-1500 1:45 2:00 2:20 1501-1530 2:00 2:20 2:40

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1531-1600 2:15 2:40 3:00 1601-1630 2:35 3:00 not allowed 1631-1700 3:00 3:25 not allowed 1701-1730 3:25 not allowed not allowed 1731-1800 3:50 not allowed not allowed






the same flight. (d) Unforeseen circumstances in flight operations — delayed reporting

1. The operator may delay the reporting time in the event of unforeseen circumstances, if procedures for delayed reporting are established in the operations manual. The operator keeps records of delayed reporting. Delayed reporting procedures establish a notification time allowing a crew member to remain in his/her suitable accommodation when the delayed reporting procedure is activated. In such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated as follows:


(ii) if the reporting time is further amended, the FDP starts counting 1 hour after the second notification or at the original delayed reporting time if this is earlier;







for the crew member to obtain sufficient sleep before such duties when he/she is adapted to being awake during day time hours at the local time where he/she is acclimatised. To optimise alertness on long night duties, the likelihood of obtaining sleep as close as possible to the start of the FDP should be considered, when rostering rest periods before long night duties, by providing sufficient time to the crew member to adapt to being awake during the night. Rostering practices leading to extended wakefulness before

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reporting for such duties should be avoided. Fatigue risk management principles that could be applied to the rostering of long night duties may include:





In Flight Rest



In-Flight Rest



Delayed Reporting Operator procedures for delayed reporting should:

(a) specify a contacting mode; (b) establish minimum and maximum notification times; and (c) avoid interference with sleeping patterns when possible

GM1 ORO.FTL.205(a)(1) Flight Duty Period (FDP) Reporting Times


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AMC1 ORO.FTL.205(f) Flight Duty Period (FDP) Unforeseen Circumstances In Actual Flight Operations — Commander’s Discretion

a. As general guidance when developing a commander’s discretion policy, the operator should take into consideration the shared responsibility of management, flight and cabin crew in the case of unforeseen circumstances. The exercise of commander’s discretion should be considered exceptional and should be avoided at home base and/or company hubs where standby or reserve crew members should be available. Operators should asses on a regular basis the series of pairings where commander’s discretion has been exercised in order to be aware of possible inconsistencies in their rostering.

b. The operator’s policy on commander’s discretion should state the safety objectives, especially in the case

of an extended FDP or reduced rest and should take due consideration of additional factors that might decrease a crew member’s alertness levels, such as:

(1) WOCL encroachment; (2) weather conditions; (3) complexity of the operation and/or airport environment; (4) aeroplane malfunctions or specifications; (5) flight with training or supervisory duties; (6) increased number of sectors; (7) circadian disruption; and (8) individual conditions of affected crew members (time since awake, sleep-related factor,

workload, etc.). GM1 ORO.FTL.205(f)(1)(i) Flight Duty Period (FDP)

Commander’s Discretion


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Flight times and duty periods ORO.FTL.210


(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


AMC1 ORO.FTL.210(c) Flight times and duty periods Post-Flight Duties

The operator should specify post-flight duty times taking into account the type of operation, the size and type of aircraft and the airport conditions.

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ositioning ORO.FTL.215 ORO.FTL.215 Positioning

If an operator positions a crew member, the following shall apply:

(a) positioning after reporting but prior to operating shall be counted as FDP but shall not count as a sector;

(b) all time spent on positioning shall count as duty period.

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Split duty ORO.FTL.220

ORO.FTL.220 Split duty The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in accordance with the following:

(a) flight time specification schemes shall specify the following elements for split duty in accordance with the certification specifications applicable to the type of operation:



(b) the break on the ground shall count in full as FDP;

(c) split duty shall not follow a reduced rest.





(d) Suitable accommodation is provided either for a break of 6 hours or more or for a break that encroaches the window of circadian low (WOCL).





GM1 CS FTL.1.220(b) Split duty Post, Pre-Flight Duty and Travelling Times

The operator should specify post and pre-flight duty and travelling times taking into account aircraft type, type of operation and airport conditions.

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tandby and uties at the irport

ORO.FTL.225 ORO.FTL.225 Standby and duties at the airport If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation:

(a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be defined and notified in advance to the crew members concerned to provide them with the opportunity to plan adequate rest;

(b) a crew member is considered on airport standby from reporting at the reporting point until the end of the notified airport standby period;


(d) any duty at the airport shall count in full as duty period and the FDP shall count in full from the airport duty reporting time;

(e) the operator shall provide accommodation to the crew member on airport standby;

(f) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any standby;

(2) the impact of the time spent on standby on the maximum FDP that may be assigned, taking into account facilities provided to the crew member to rest, and other relevant factors such as:




(3) the minimum rest period following standby which does not lead to assignment of an FDP;

(4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative duty periods.

CS FTL.1.225 Standby The modification of limits on flight duty, duty and rest periods under the provisions of ORO.FTL.225 complies with the following: (a) Airport standby

(1) If not leading to the assignment of an FDP, airport standby is followed by a rest period as specified in ORO.FTL.235.

(2) If an assigned FDP starts during airport standby, the following applies:


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b) Standby other than airport standby:

(1) the maximum duration of standby other than airport standby is 16 hours;


(3) 25 % of time spent on standby other than airport standby counts as duty time for the purpose of ORO.FTL.210;

(4) standby is followed by a rest period in accordance with ORO.FTL.235;

(5) standby ceases when the crew member reports at the designated reporting point;

(6) if standby ceases within the first 6 hours, the maximum FDP counts from reporting;

(7) if standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of standby time exceeding 6 hours;

(8) if the FDP is extended due to in-flight rest according to CS FTL.1.205(c), or to split duty according to CS FTL.1.220, the 6 hours of paragraph (6) and (7) are extended to 8 hours;

(9) if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count towards the reduction of the FDP under (6), (7) and (8) until the crew member is contacted by the operator; and


GM1 CS FTL.1.225 Standby Minimum Rest and Standby

(a) If airport or other standby initially assigned is reduced by the operator during standby that does not lead to an assignment to a flight duty period, the minimum rest requirements specified in ORO.FTL.235 should apply.



GM1 CS FTL.1.225(b) Standby Standby Other Than Airport Standby Notification

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Operator procedures for the notification of assigned duties during standby other than airport standby should avoid interference with sleeping patterns if possible.

GM1 CS FTL.1.225(b)(2) Standby Awake Time

Scientific research shows that continuous awake in excess of 18 hours can reduce the alertness and should be avoided.

ORO.FTL.230 Reserve If an operator assigns crew members to reserve, the following requirements shall apply in accordance with the certification specifications applicable to the type of operation:

(a) reserve shall be in the roster;

(b) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any single reserve period;

(2) the number of consecutive reserve days that may be assigned to a crew member.

CS FTL.1.230 Reserve The operator assigns duties to a crew member on reserve under the provisions of ORO.FTL.230 complying with the following:

(a) An assigned FDP counts from the reporting time.

(b) Reserve times do not count as duty period for the purpose of ORO.FTL.210 and ORO.FTL.235.

(c) The operator defines the maximum number of consecutive reserve days within the limits of ORO.FTL.235(d).

(d) To protect an 8-hour sleep opportunity, the operator rosters a period of 8 hours, taking into account fatigue management principles, for each reserve day during which a crew member on reserve is not contacted by the operator.

GM1 CS FTL.1.230 Reserve Reserve Notification

Operator procedures for the notification of assigned duties during reserve should avoid interference with sleeping patterns if possible.

GM2 CS FTL.1.230 Reserve Notification in Advance

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GM2 CS FTL.1.230 (c) Reserve

Recurrent Extended Recovery Rest ORO.FTL.235(d) applies to a crew member on reserve.

GM1 ORO.FTL.230(a) Reserve Rostering of Reserve

Including reserve in a roster, also referred to as 'rostering', implies that a reserve period that does not result in a duty period may not retrospectively be considered as part of a recurrent extended recovery rest period.

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35






(c) Reduced rest











CS FTL.1.235 Rest periods (a) Disruptive schedules


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(2) If a crew member performs 4 or more night duties, early starts or late finishes between 2 extended recovery rest periods as defined in ORO.FTL.235(d), the second extended recovery rest period is extended to 60 hours.


(1) For the purpose of ORO.FTL.235(e)(1), ‘rotation’ is a series of duties, including at least one flight duty, and rest period 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.

(2) The operator monitors rotations and combinations of rotations in terms of their effect on crew member fatigue, and adapts the rosters as necessary.

(3) Time zone differences are compensated by additional rest, as follows:


Minimum local nights of rest at home base to compensate for time zone differences

Maximum time difference (h) between reference time and local time where a crew member rests during a rotation


< 48 48 – 71:59 72 – 95:59 ш96 ч6 2 2 3 3 ч9 2 3 3 4

ч12 2 3 4 5



(5) The monitoring of combinations of rotations is conducted under the operator’s management system provisions.

(c) Reduced rest

(1) The minimum reduced rest periods under reduced rest arrangements are 12 hours at home base and 10 hours out of base.

(2) Reduced rest is used under fatigue risk management.

(3) The rest period following the reduced rest is extended by the difference between the minimum rest period specified in ORO.FTL.235(a) or (b) and the reduced rest.

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(4) The FDP following the reduced rest is reduced by the difference between the minimum rest period specified in ORO.FTL.235(a) or (b) as applicable and the reduced rest.

(5) There is a maximum of 2 reduced rest periods between 2 recurrent extended recovery rest periods specified in accordance with ORO.FTL.235(d).

GM1 CS FTL.1.235(b)(3) Rest periods Time Elapsed Since Reporting

The time elapsed since reporting for a rotation involving at least a 4-hour time difference to the reference time stops counting when the crew member returns to his/her home base for a rest period during which the operator is no longer responsible for the accommodation of the crew member.

GM1 ORO.FTL.235(a)(2) Rest periods Minimum Rest Period at Home Base if Suitable Accommodation is Provided

An operator may apply the minimum rest period away from home base during a rotation which includes a rest period at a crew member’s home base. This applies only if the crew member does not rest at his/her residence, or temporary accommodation, because the operator provides suitable accommodation. This type of roster is known as "back-to-back operation".

AMC1 ORO.FTL.235(b) Rest periods Minimum Rest Period Away From Home Base

The time allowed for physiological needs should be 1 hour. Consequently, if the travelling time to the suitable accommodation is more than 30 minutes, the operator should increase the rest period by twice the amount of difference of travelling time above 30 minutes.

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Nutrition ORO.FTL.240

ORO.FTL.240 Nutrition (a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a

crew member’s performance, especially when the FDP exceeds 6 hours.

(b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is ensured.

AMC1 ORO.FTL.240 Nutrition Meal Opportunity



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, flight times, RO.FTL.245 ORO.FTL.245 Records of home base, flight times, duty and rest periods

(a) An operator shall maintain, for a period of 24 months:

(1) individual records for each crew member including:

(i) flight times; (ii) start, duration and end of each duty period and FDP; (iii) rest periods and days free of all duties; and (iv) assigned home base;

(2) reports on extended flight duty periods and reduced rest periods.

(b) Upon request, the operator shall provide copies of individual records of flight times, duty periods and rest periods to:

(1) the crew member concerned; and (2) to another operator, in relation to a crew member who is or becomes a crew member of the

operator concerned.

(c) Records referred to in point CAT.GEN.MPA.100(b)(5) in relation to crew members who undertake duties for more than one operator shall be kept for a period of 24 months.

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Fatigue management training ORO.FTL.250 ORO.FTL.250 Fatigue management training


(b) This training shall follow a training programme established by the operator and described in the operations manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.’

AMC1 ORO.FTL.250 Fatigue management training Training Syllabus Fatigue Management Training

The training syllabus should contain the following:

(a) applicable regulatory requirements for flight, duty and rest;










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Deviations and Derogations from FTL ARO.OPS.235 Approval of individual flight time specification schemes

(a) The competent authority shall approve flight time specification schemes proposed by CAT operators if the

operator demonstrates compliance with Regulation (EC) No 216/2008 and Subpart FTL of Annex III to this Regulation.

(b) Whenever a flight time specification scheme proposed by an operator deviates from the applicable

certification specifications issued by the Agency, the competent authority shall apply the procedure described in Article 22(2) of Regulation (EC) No 216/2008.

(c) Whenever a flight time specification scheme proposed by an operator derogates from applicable

implementing rules, the competent authority shall apply the procedure described in Article 14(6) of Regulation (EC) No 216/2008.

(d) Approved deviations or derogations shall be subject, after being applied, to an assessment to determine

whether such deviations or derogations should be confirmed or amended. The competent authority and the Agency shall conduct an independent assessment based on information provided by the operator. The assessment shall be proportionate, transparent and based on scientific principles and knowledge.’

COMMISSION REGULATION (EU) No 83/2014 of 29 January 2014

amending Regulation (EU) No 965/2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European

Parliament and of the Council

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC ( 1 ), and in particular Article 8(5) thereof,

Whereas:

(1) Commission Regulation (EU) No 965/2012 ( 2 ) lays down technical requirements and administrative procedures related to air operations which replaced Annex III to Council Regulation (EEC) No 3922/91 ( 3 ), excluding Subpart Q concerning flight and duty time limitations and rest requirements.

(2) In accordance with Article 22(2) of Regulation (EC) No 216/2008, implementing rules related to flight and duty times and rest requirements should initially include all substantive provisions of Subpart Q of Annex III to Regulation (EEC) No 3922/91, taking into account the latest scientific and technical evidence.

(3) This Regulation constitutes an implementing measure referred to in Articles 8(5) and 22(2) of Regulation (EC) No 216/2008, therefore Subpart Q of Annex III to Regulation (EEC) No 3922/91 should be deleted in accordance with Article 69(3) of Regulation (EC) No 216/2008. However, Subpart Q of Annex III to Regulation (EEC) No 3922/91 should continue to apply until the transitional periods foreseen in this Regulation have expired and for the types of operations for which no implementing measures have been established.

(4) This Regulation is without prejudice to the limits and minimum standards already established by Council Directive 2000/79/EC ( 4 ), in particular the provisions on working time and days free of duty, which should always be respected for mobile staff in civil aviation. The provisions of this Regulation and other provisions approved pursuant to this Regulation are not intended

to justify any reductions in existing levels of protections for that mobile staff. The provisions of this Regulation do not preclude and should be without prejudice to more protective national social legislation and collective labour agreements concerning working conditions and health and safety at work.

(5) Member States may derogate or deviate from this Regulation or the related certification specifications respectively, by applying provisions of a level of safety which is at least equivalent to the provisions of this Regulation, in order to better address particular national considerations or operational practices. Any derogations or deviations from this Regulation should be notified and treated in accordance with Articles 14 and 22 of Regulation (EC) No 216/2008, which ensure transparent and non-discriminatory decisions based on objective criteria.

(6) The European Aviation Safety Agency (hereinafter ‘the Agency’) prepared draft implementing rules and submitted them as an opinion ( 5 ) to the Commission in accordance with Article 19(1) of Regulation (EC) No 216/2008.

(7) Regulation (EU) No 965/2012 should therefore be amended to include flight and duty time limitations and rest requirements.

(8) The measures provided for in this Regulation are in accordance with the opinion of the Committee established by Article 65 of Regulation (EC) No 216/2008,

HAS ADOPTED THIS REGULATION:

Article 1

Regulation (EU) No 965/2012 is amended as follows:

(1) in Article 2, the following point (6) is added:

‘(6) “air taxi operation” means, for the purpose of flight time and duty time limitations, a non-scheduled on demand commercial air transport operation with an aeroplane with a maximum operational passenger seating configuration (“MOPSC”) of 19 or less.’;

EN 31.1.2014 Official Journal of the European Union L 28/17

( 1 ) OJ L 79, 19.3.2008, p. 1. ( 2 ) OJ L 296, 25.10.2012, p. 1. ( 3 ) OJ L 373, 31.12.1991, p. 4. ( 4 ) OJ L 302, 1.12.2000, p. 57.

( 5 ) Opinion No 04/2012 of the European Aviation Safety Agency of 28 September 2012 for a Regulation establishing Implementing Rules on Flight and Duty Time Limitations and rest requirements (FTL) for commercial air transport (CAT) with aeroplanes (http:// www.easa.europa.eu/agency-measures/docs/opinions/2012/04/ EN%20to%20Opinion%2004-2012.pdf).

(2) Article 8 is replaced by the following:

‘Article 8 Flight time limitations

1. CAT operations with aeroplanes shall be subject to Subpart FTL of Annex III.

2. By way of derogation from paragraph 1, air taxi, emergency medical service and single pilot CAT operations by aeroplanes shall be subject to Article 8(4) of Regulation (EEC) No 3922/91 and Subpart Q of Annex III to Regulation (EEC) No 3922/91 and to related national exemptions based on safety risk assessments carried out by the competent authorities.

3. CAT operations with helicopters shall comply with national requirements.’;

(3) the following Article 9a is inserted:

‘Article 9a

The Agency shall conduct a continuous review of the effectiveness of the provisions concerning flight and duty time limitations and rest requirements contained in Annexes II and III. No later than 18 February 2019 the Agency shall produce a first report on the results of this review.

That review shall involve scientific expertise and shall be based on operational data gathered, with the assistance of Member States, on a long-term basis after the date of application of this Regulation.

The review referred to in paragraph 1 shall assess the impact on aircrew alertness of at least the following:

— duties of more than 13 hours at the most favourable time of the day,

— duties of more than 10 hours at less favourable time of the day,

— duties of more than 11 hours for crew members in an unknown state of acclimatisation,

— duties including a high level of sectors (more than 6),

— on-call duties such as standby or reserve followed by flight duties, and

— disruptive schedules.’;

(4) Annex II is amended in accordance with Annex I to this Regulation;

(5) Annex III is amended in accordance with Annex II to this Regulation.

Article 2

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 18 February 2016.

By way of derogation from the second paragraph, Member States may choose not to apply the provisions of point ORO.FTL.205(e) of Annex III to Regulation (EU) No 965/2012 and continue to apply the existing national provisions concerning in-flight rest until 17 February 2017.

When a Member State applies the provisions of the third paragraph, it shall notify the Commission and the Agency and it shall describe the reasons for the derogation, its duration as well as the programme for implementation containing the envisaged actions and the related timing.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 29 January 2014.

For the Commission The President

José Manuel BARROSO

EN L 28/18 Official Journal of the European Union 31.1.2014

ANNEX I

In Annex II to Regulation (EU) No 965/2012, the following points ARO.OPS.230 and ARO.OPS.235 are added:

‘ARO.OPS.230 Determination of disruptive schedules

For the purpose of flight time limitations, the competent authority shall determine, in accordance with the definitions of “early type” and “late type” of disruptive schedules in point ORO.FTL.105 of Annex III, which of those two types of disruptive schedules shall apply to all CAT operators under its oversight.

ARO.OPS.235 Approval of individual flight time specification schemes

(a) The competent authority shall approve flight time specification schemes proposed by CAT operators if the operator demonstrates compliance with Regulation (EC) No 216/2008 and Subpart FTL of Annex III to this Regulation.

(b) Whenever a flight time specification scheme proposed by an operator deviates from the applicable certification specifications issued by the Agency, the competent authority shall apply the procedure described in Article 22(2) of Regulation (EC) No 216/2008.

(c) Whenever a flight time specification scheme proposed by an operator derogates from applicable implementing rules, the competent authority shall apply the procedure described in Article 14(6) of Regulation (EC) No 216/2008.

(d) Approved deviations or derogations shall be subject, after being applied, to an assessment to determine whether such deviations or derogations should be confirmed or amended. The competent authority and the Agency shall conduct an independent assessment based on information provided by the operator. The assessment shall be proportionate, transparent and based on scientific principles and knowledge.’


ANNEX II

In Annex III to Regulation (EU) No 965/2012, the following Subpart FTL is added:

‘SUBPART FTL

FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

SECTION 1 General

ORO.FTL.100 Scope

This Subpart establishes the requirements to be met by an operator and its crew members with regard to flight and duty time limitations and rest requirements for crew members.

ORO.FTL.105 Definitions

For the purpose of this Subpart, the following definitions shall apply:

(1) “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.

Table 1

Time difference (h) between reference time and local time where

the crew member starts the next duty


< 48 48–71:59 72–95:59 96–119:59 ≥ 120

< 4 B D D D D

≤ 6 B X D D D

≤ 9 B X X D D

≤ 12 B X X X D

“B” means acclimatised to the local time of the departure time zone,

“D” means acclimatised to the local time where the crew member starts his/her next duty, and

“X” means that a crew member is in an unknown state of acclimatisation;

(2) “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;

(3) “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;

(4) “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;


(5) “augmented flight crew” 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;

(6) “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;

(7) “delayed reporting” means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest;

(8) “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.

(a) “early type” of disruptive schedule means:


(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;

(b) “late type” of disruptive schedule means:


(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;

(9) “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;

(10) “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;

(11) “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;

(12) “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;

(13) “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;

(14) “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;

(15) “local day” means a 24-hour period commencing at 00:00 local time;


(16) “local night” means a period of 8 hours falling between 22:00 and 08:00 local time;

(17) “operating crew member” means a crew member carrying out duties in an aircraft during a sector;

(18) “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;

(19) “rest facility” means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board an aircraft;

(20) “reserve” 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;

(21) “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;

(22) “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;

(23) “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;

(24) “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;

(25) “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;

(26) “airport standby” means a standby performed at the airport;

(27) “other standby” means a standby either at home or in a suitable accommodation;

(28) “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.

ORO.FTL.110 Operator responsibilities

An operator shall:


(b) ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;

(c) specify reporting times that allow sufficient time for ground duties;

(d) take into account the relationship between the frequency and pattern of flight duty periods and rest periods and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest periods;

(e) allocate duty patterns which avoid practices that cause a serious disruption of an established sleep/work pattern, such as alternating day/night duties;


(*) OJ L 302, 1.12.2000, p. 57.

(f) comply with the provisions concerning disruptive schedules in accordance with ARO.OPS.230;

(g) provide rest periods of sufficient time to enable crew members to overcome the effects of the previous duties and to be rested by the start of the following flight duty period;

(h) plan recurrent extended recovery rest periods and notify crew members sufficiently in advance;

(i) plan flight duties in order to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the sector and turnaround times;

(j) change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.

ORO.FTL.115 Crew member responsibilities

Crew members shall:

(a) comply with point CAT.GEN.MPA.100(b) of Annex IV (Part-CAT); and

(b) make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly.

ORO.FTL.120 Fatigue risk management (FRM)

(a) When FRM is required by this Subpart or an applicable certification specification, the operator shall establish, implement and maintain a FRM as an integral part of its management system. The FRM shall ensure compliance with the essential requirements in points 7.f, 7.g and 8.f of Annex IV to Regulation (EC) No 216/2008. The FRM shall be described in the operations manual.

(b) The FRM established, implemented and maintained shall provide for continuous improvement to the overall performance of the FRM and shall include:


(2) documentation of the FRM processes, including a process for making personnel aware of their responsibilities and the procedure for amending this documentation;

(3) scientific principles and knowledge;

(4) a hazard identification and risk assessment process that allows managing the operational risk(s) of the operator arising from crew member fatigue on a continuous basis;

(5) a risk mitigation process that provides for remedial actions to be implemented promptly, which are necessary to effectively mitigate the operator’s risk(s) arising from crew member fatigue and for continuous monitoring and regular assessment of the mitigation of fatigue risks achieved by such actions;

(6) FRM safety assurance processes;

(7) FRM promotion processes.

(c) The FRM shall correspond to the flight time specification scheme, the size of the operator and the nature and complexity of its activities, taking into account the hazards and associated risks inherent in those activities and the applicable flight time specification scheme.

(d) The operator shall take mitigating actions when the FRM safety assurance process shows that the required safety performance is not maintained.

ORO.FTL.125 Flight time specification schemes

(a) Operators shall establish, implement and maintain flight time specification schemes that are appropriate for the type(s) of operation performed and that comply with Regulation (EC) No 216/2008, this Subpart and other applicable legislation, including Directive 2000/79/EC.


(b) Before being implemented, flight time specification schemes, including any related FRM where required, shall be approved by the competent authority.

(c) To demonstrate compliance with Regulation (EC) No 216/2008 and this Subpart, the operator shall apply the applicable certification specifications adopted by the Agency. Alternatively, if the operator wants to deviate from those certification specifications in accordance with Article 22(2) of Regulation (EC) No 216/2008, it shall provide the competent authority with a full description of the intended deviation prior to implementing it. The description shall include any revisions to manuals or procedures that may be relevant, as well as an assessment demonstrating that the requirements of Regulation (EC) No 216/2008 and of this Subpart are met.

(d) For the purpose of point ARO.OPS.235(d), within 2 years of the implementation of a deviation or derogation, the operator shall collect data concerning the granted deviation or derogation and analyse that data using scientific principles with a view to assessing the effects of the deviation or derogation on aircrew fatigue. Such analysis shall be provided in the form of a report to the competent authority.

SECTION 2 Commercial Air Transport Operators

ORO.FTL.200 Home base

An operator shall assign a home base to each crew member.


(a) The operator shall:





Table 2


Start of FDP at reference time 1–2 Sectors 3 Sectors 4 Sectors 5 Sectors 6 Sectors 7 Sectors 8 Sectors 9 Sectors 10 Sectors

0600–1329 13:00 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00

1330–1359 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00

1400–1429 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00

1430–1459 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00

1500–1529 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00

1530–1559 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00

1600–1629 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00

1630–1659 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00 09:00

1700–0459 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00 09:00

0500–0514 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00

0515–0529 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00

0530–0544 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00

0545–0559 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00


(2) The maximum daily FDP when crew members are in an unknown state of acclimatisation shall be in accordance with the following table:

Table 3

Crew members in an unknown state of acclimatisation


1–2 3 4 5 6 7 8

11:00 10:30 10:00 09:30 09:00 09:00 09:00

(3) The maximum daily FDP when crew members are in an unknown state of acclimatisation and the operator has implemented a FRM, shall be in accordance with the following table:

Table 4

Crew members in an unknown state of acclimatisation under FRM



1–2 3 4 5 6 7 8

12:00 11:30 11:00 10:30 10:00 09:30 09:00

(c) FDP with different reporting time for flight crew and cabin crew.

Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for the same sector or series of sectors, the FDP of the cabin crew may be extended by the difference in reporting time between the cabin crew and the flight crew. The difference shall not exceed 1 hour. The maximum daily FDP for cabin crew shall be based on the time at which the flight crew report for their FDP, but the FDP shall start at the reporting time of the cabin crew.



(i) the minimum pre-flight and post-flight rest periods shall be increased by 2 hours; or

(ii) the post-flight rest period shall be increased by 4 hours.

(2) When extensions are used for consecutive FDPs, the additional pre- and post-flight rest between the two extended FDPs required under subparagraph 1 shall be provided consecutively.


(i) 5 sectors when the WOCL is not encroached; or

(ii) 4 sectors, when the WOCL is encroached by 2 hours or less; or

(iii) 2 sectors, when the WOCL is encroached by more than 2 hours.



(5) Flight time specification schemes shall specify the limits for extensions of the maximum basic daily FDP in accordance with the certification specifications applicable to the type of operation, taking into account:

(i) the number of sectors flown; and

(ii) WOCL encroachment.

(e) Maximum daily FDP with the use of extensions due to in-flight rest

Flight time specification schemes shall specify the conditions for extensions of the maximum basic daily FDP with in- flight rest in accordance with the certification specifications applicable to the type of operation, taking into account:

(i) the number of sectors flown;

(ii) the minimum in-flight rest allocated to each crew member;

(iii) the type of in-flight rest facilities; and

(iv) the augmentation of the basic flight crew.



(i) the maximum daily FDP which results after applying points (b) and (e) of point ORO.FTL.205 or point ORO.FTL.220 may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours;

(ii) if on the final sector within an FDP the allowed increase is exceeded because of unforeseen circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and

(iii) the rest period following the FDP may be reduced but can never be less than 10 hours.

(2) In case of unforeseen circumstances which could lead to severe fatigue, the commander shall reduce the actual flight duty period and/or increase the rest period in order to eliminate any detrimental effect on flight safety.

(3) The commander shall consult all crew members on their alertness levels before deciding the modifications under subparagraphs 1 and 2.


(5) Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of the report, to which the operator shall add its comments, shall be sent by the operator to the competent authority not later than 28 days after the event.

(6) The operator shall implement a non-punitive process for the use of the discretion described under this provision and shall describe it in the operations manual.








(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:



(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.

ORO.FTL.215 Positioning

If an operator positions a crew member, the following shall apply:

(a) positioning after reporting but prior to operating shall be counted as FDP but shall not count as a sector;

(b) all time spent on positioning shall count as duty period.

ORO.FTL.220 Split duty

The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in accordance with the following:

(a) flight time specification schemes shall specify the following elements for split duty in accordance with the certification specifications applicable to the type of operation:



(b) the break on the ground shall count in full as FDP;

(c) split duty shall not follow a reduced rest.

ORO.FTL.225 Standby and duties at the airport

If an operator assigns crew members to standby or to any duty at the airport, the following shall apply in accordance with the certification specifications applicable to the type of operation:

(a) standby and any duty at the airport shall be in the roster and the start and end time of standby shall be defined and notified in advance to the crew members concerned to provide them with the opportunity to plan adequate rest;

(b) a crew member is considered on airport standby from reporting at the reporting point until the end of the notified airport standby period;


(d) any duty at the airport shall count in full as duty period and the FDP shall count in full from the airport duty reporting time;


(e) the operator shall provide accommodation to the crew member on airport standby;

(f) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any standby;

(2) the impact of the time spent on standby on the maximum FDP that may be assigned, taking into account facilities provided to the crew member to rest, and other relevant factors such as:




(3) the minimum rest period following standby which does not lead to assignment of an FDP;

(4) how time spent on standby other than airport standby shall be counted for the purpose of cumulative duty periods.

ORO.FTL.230 Reserve

If an operator assigns crew members to reserve, the following requirements shall apply in accordance with the certification specifications applicable to the type of operation:

(a) reserve shall be in the roster;

(b) flight time specification schemes shall specify the following elements:

(1) the maximum duration of any single reserve period;

(2) the number of consecutive reserve days that may be assigned to a crew member.


(a) Minimum rest period at home base.





(c) Reduced rest












ORO.FTL.240 Nutrition

(a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.

(b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is ensured.

ORO.FTL.245 Records of home base, flight times, duty and rest periods

(a) An operator shall maintain, for a period of 24 months:

(1) individual records for each crew member including:

(i) flight times;

(ii) start, duration and end of each duty period and FDP;

(iii) rest periods and days free of all duties; and

(iv) assigned home base;

(2) reports on extended flight duty periods and reduced rest periods.

(b) Upon request, the operator shall provide copies of individual records of flight times, duty periods and rest periods to:

(1) the crew member concerned; and

(2) to another operator, in relation to a crew member who is or becomes a crew member of the operator concerned.

(c) Records referred to in point CAT.GEN.MPA.100(b)(5) in relation to crew members who undertake duties for more than one operator shall be kept for a period of 24 months.

ORO.FTL.250 Fatigue management training


(b) This training shall follow a training programme established by the operator and described in the operations manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.’


Annex to ED Decision 2014/002/R

European Aviation Safety Agency

Certification Specifications

and

Guidance Material

for

Commercial Air Transport by Aeroplane — Scheduled and

Charter Operations

CS-FTL.1 Initial Issue

31 January 20141

1 For the date of entry into force of this Amendment, kindly refer to Decision 2014/002/R in the Official Publication of the Agency

CS-FTL.1 — CONTENTS

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CONTENTS

CS-FTL.1 — Commercial Air Transport by Aeroplane — Scheduled and Charter Operations

BOOK 1 – CERTIFICATION SPECIFICATIONS

CS FTL.1.100 Applicability ............................................................................. 4 CS FTL.1.200 Home base ............................................................................... 4 CS FTL.1.205 Flight duty period (FDP) .......................................................... 4 CS FTL.1.220 Split duty ................................................................................. 8 CS FTL.1.225 Standby.................................................................................... 8 CS FTL.1.230 Reserve .................................................................................... 9 CS FTL.1.235 Rest periods ............................................................................. 9

BOOK 2 – GUIDANCE MATERIAL

GM1 CS FTL.1.200 Home base ..................................................................... 13 GM1 CS FTL.1.205(a)(2) Flight duty period (FDP) ....................................... 13 GM1 CS FTL.1.205(c)(1)(ii) Flight Duty Period (FDP) .................................. 13 GM2 CS FTL.1.205(c)(1)(ii) Flight Duty Period (FDP) .................................. 13 GM1 CS FTL.1.205(d) Flight Duty Period (FDP) ........................................... 13 GM1 CS FTL.1.220(b) Split duty .................................................................. 14 GM1 CS FTL.1.225 Standby .......................................................................... 14 GM1 CS FTL.1.225(b) Standby ..................................................................... 14 GM1 CS FTL.1.225(b)(2) Standby ................................................................ 14 GM1 CS FTL.1.230 Reserve .......................................................................... 14 GM2 CS FTL.1.230 Reserve .......................................................................... 14 GM1 CS FTL.1.230(c) Reserve ..................................................................... 15 GM1 CS FTL.1.235(b)(3) Rest periods ......................................................... 15

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CS-FTL.1

Book 1

Certification Specifications


Charter Operations

CS-FTL.1 — BOOK 1

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CS FTL.1.100 Applicability

These Certification Specifications are applicable to commercial air transport by aeroplanes for scheduled and charter operations, excluding emergency medical service (EMS), air taxi and single pilot operations.

CS FTL.1.200 Home base

(a) The home base is a single airport location assigned with a high degree of permanence.

(b) In the case of a change of home base, the first recurrent extended recovery rest period prior to starting duty at the new home base is increased to 72 hours, including 3 local nights. Travelling time between the former home base and the new home base is positioning.

CS FTL.1.205 Flight duty period (FDP)

(a) Night duties under the provisions of ORO.FTL.205(b) and (d) comply with the following:


(2) The operator applies appropriate fatigue risk management to actively manage the fatiguing effect of night duties of more than 10 hours in relation to the surrounding duties and rest periods.

(b) Extension of FDP without in-flight rest

The extension of FDP without in-flight rest under the provisions of ORO.FTL.205(d)(5) is limited to the values specified in the table below.

CS-FTL.1 — BOOK 1

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Starting time of FDP 1–2 sectors (in hours)




0600–0614 Not allowed Not allowed Not allowed Not allowed

0615–0629 13:15 12:45 12:15 11:45

0630–0644 13:30 13:00 12:30 12:00

0645–0659 13:45 13:15 12:45 12:15

0700–1329 14:00 13:30 13:00 12:30

1330–1359 13:45 13:15 12:45 Not allowed

1400–1429 13:30 13:00 12:30 Not allowed

1430–1459 13:15 12:45 12:15 Not allowed

1500–1529 13:00 12:30 12:00 Not allowed

1530–1559 12:45 Not allowed Not allowed Not allowed
















CS-FTL.1 — BOOK 1

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(c) Extension of FDP due to in-flight rest

In-flight rest facilities in accordance with ORO.FTL.205(e)(iii) fulfil the following minimum standards:

— ‘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.

(1) The extension of FDP with in-flight rest under the provisions of ORO.FTL.205(e) complies with the following:



(2) The maximum daily FDP under the provisions of ORO.FTL.205 (e) may be extended due to in-flight rest for flight crew:


(A) up to 14 hours with class 3 rest facilities;

(B) up to 15 hours with class 2 rest facilities; or

(C) up to 16 hours with class 1 rest facilities;


(A) up to 15 hours with class 3 rest facilities;

(B) up to 16 hours with class 2 rest facilities; or

(C) up to 17 hours with class 1 rest facilities.

CS-FTL.1 — BOOK 1

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Maximum extended FDP Minimum in-flight rest (in hours)


up to 14:30 hrs 1:30 1:30 1:30

14:31 – 15:00 hrs 1:45 2:00 2:20

15:01 – 15:30 hrs 2:00 2:20 2:40

15:31 – 16:00 hrs 2:15 2:40 3:00

16:01 – 16:30 hrs 2:35 3:00 Not allowed

16:31 – 17:00 hrs 3:00 3:25 Not allowed

17:01 – 17:30 hrs 3:25 Not allowed Not allowed

17:31 – 18:00 hrs 3:50 Not allowed Not allowed

(4) The limits specified in (2) may be increased by 1 hour for FDPs that include 1 sector of more than 9 hours of continuous flight time and a maximum of 2 sectors.



(7) A crew member does not start a positioning sector to become part of this operating crew on the same flight.

(d) Unforeseen circumstances in flight operations — delayed reporting

(1) The operator may delay the reporting time in the event of unforeseen circumstances, if procedures for delayed reporting are established in the operations manual. The operator keeps records of delayed reporting. Delayed reporting procedures establish a notification time allowing a crew member to remain in his/her suitable accommodation when the delayed reporting procedure is activated. In such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated as follows:


(ii) if the reporting time is further amended, the FDP starts counting 1 hour after the second notification or at the original delayed reporting time if this is earlier;


CS-FTL.1 — BOOK 1

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CS FTL.1.220 Split duty





(d) Suitable accommodation is provided either for a break of 6 hours or more or for a break that encroaches the window of circadian low (WOCL).





CS FTL.1.225 Standby

The modification of limits on flight duty, duty and rest periods under the provisions of ORO.FTL.225 complies with the following:

(a) Airport standby

(1) If not leading to the assignment of an FDP, airport standby is followed by a rest period as specified in ORO.FTL.235.

(2) If an assigned FDP starts during airport standby, the following applies:



(b) Standby other than airport standby:

(1) the maximum duration of standby other than airport standby is 16 hours;


CS-FTL.1 — BOOK 1

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(3) 25 % of time spent on standby other than airport standby counts as duty time for the purpose of ORO.FTL.210;

(4) standby is followed by a rest period in accordance with ORO.FTL.235;

(5) standby ceases when the crew member reports at the designated reporting point;

(6) if standby ceases within the first 6 hours, the maximum FDP counts from reporting;

(7) if standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of standby time exceeding 6 hours;

(8) if the FDP is extended due to in-flight rest according to CS FTL.1.205(c), or to split duty according to CS FTL.1.220, the 6 hours of paragraph (6) and (7) are extended to 8 hours;

(9) if standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count towards the reduction of the FDP under (6), (7) and (8) until the crew member is contacted by the operator; and


CS FTL.1.230 Reserve

The operator assigns duties to a crew member on reserve under the provisions of ORO.FTL.230 complying with the following:

(a) An assigned FDP counts from the reporting time.

(b) Reserve times do not count as duty period for the purpose of ORO.FTL.210 and ORO.FTL.235.

(c) The operator defines the maximum number of consecutive reserve days within the limits of ORO.FTL.235(d).

(d) To protect an 8-hour sleep opportunity, the operator rosters a period of 8 hours, taking into account fatigue management principles, for each reserve day during which a crew member on reserve is not contacted by the operator.

CS FTL.1.235 Rest periods

(a) Disruptive schedules


(2) If a crew member performs 4 or more night duties, early starts or late finishes between 2 extended recovery rest periods as defined in ORO.FTL.235(d), the second extended recovery rest period is extended to 60 hours.


(1) For the purpose of ORO.FTL.235(e)(1), ‘rotation’ is a series of duties, including at least one flight duty, and rest period out of home base, starting at home base and ending when returning to home base for a rest period

CS-FTL.1 — BOOK 1

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where the operator is no longer responsible for the accommodation of the crew member.

(2) The operator monitors rotations and combinations of rotations in terms of their effect on crew member fatigue, and adapts the rosters as necessary.

(3) Time zone differences are compensated by additional rest, as follows:


Minimum local nights of rest at home base to compensate for time zone differences

Maximum time difference (h) between reference time and local time where a crew member rests during a rotation


< 48 48 – 71:59 72 – 95:59 ≥96

≤6 2 2 3 3

≤9 2 3 3 4

≤12 2 3 4 5



(5) The monitoring of combinations of rotations is conducted under the operator’s management system provisions.

(c) Reduced rest

(1) The minimum reduced rest periods under reduced rest arrangements are 12 hours at home base and 10 hours out of base.

(2) Reduced rest is used under fatigue risk management.

(3) The rest period following the reduced rest is extended by the difference between the minimum rest period specified in ORO.FTL.235(a) or (b) and the reduced rest.

CS-FTL.1 — BOOK 1

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(4) The FDP following the reduced rest is reduced by the difference between the minimum rest period specified in ORO.FTL.235(a) or (b) as applicable and the reduced rest.

(5) There is a maximum of 2 reduced rest periods between 2 recurrent extended recovery rest periods specified in accordance with ORO.FTL.235(d).

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CS-FTL.1

Book 2

Guidance Material


Charter Operations

CS-FTL.1 — BOOK 2

13 of 15

GM1 CS FTL.1.200 Home base

TRAVELLING TIME

Crew members should consider making arrangements for temporary accommodation closer to their home base if the travelling time from their residence to their home base usually exceeds 90 minutes.


NIGHT DUTIES – APPROPRIATE FATIGUE RISK MANAGEMENT

(a) When rostering night duties of more than 10 hours (referred to below as ‘long night duties’), it is critical for the crew member to obtain sufficient sleep before such duties when he/she is adapted to being awake during day time hours at the local time where he/she is acclimatised. To optimise alertness on long night duties, the likelihood of obtaining sleep as close as possible to the start of the FDP should be considered, when rostering rest periods before long night duties, by providing sufficient time to the crew member to adapt to being awake during the night. Rostering practices leading to extended wakefulness before reporting for such duties should be avoided. Fatigue risk management principles that could be applied to the rostering of long night duties may include:

(1) avoiding long night duties after extended recovery rest periods

(2) progressively delaying the rostered ending time of the FDPs preceding long night duties;

(3) starting a block of night duties with a shorter FDP; and

(4) avoiding the sequence of early starts and long night duties.


(1) considering operator or industry operational experience and data collected on similar operations;




IN-FLIGHT REST



IN-FLIGHT REST



DELAYED REPORTING

CS-FTL.1 — BOOK 2

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Operator procedures for delayed reporting should:

(a) specify a contacting mode;

(b) establish minimum and maximum notification times; and

(c) avoid interference with sleeping patterns when possible.

GM1 CS FTL.1.220(b) Split duty

POST, PRE-FLIGHT DUTY AND TRAVELLING TIMES

The operator should specify post and pre-flight duty and travelling times taking into account aircraft type, type of operation and airport conditions.

GM1 CS FTL.1.225 Standby

MINIMUM REST AND STANDBY

(a) If airport or other standby initially assigned is reduced by the operator during standby that does not lead to an assignment to a flight duty period, the minimum rest requirements specified in ORO.FTL.235 should apply.



GM1 CS FTL.1.225(b) Standby

STANDBY OTHER THAN AIRPORT STANDBY NOTIFICATION

Operator procedures for the notification of assigned duties during standby other than airport standby should avoid interference with sleeping patterns if possible.

GM1 CS FTL.1.225(b)(2) Standby

AWAKE TIME

Scientific research shows that continuous awake in excess of 18 hours can reduce the alertness and should be avoided.

GM1 CS FTL.1.230 Reserve

RESERVE NOTIFICATION

Operator procedures for the notification of assigned duties during reserve should avoid interference with sleeping patterns if possible.

GM2 CS FTL.1.230 Reserve

NOTIFICATION IN ADVANCE

CS-FTL.1 — BOOK 2

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GM1 CS FTL.1.230(c) Reserve

RECURRENT EXTENDED RECOVERY REST

ORO.FTL.235(d) applies to a crew member on reserve.

GM1 CS FTL.1.235(b)(3) Rest periods

TIME ELAPSED SINCE REPORTING

The time elapsed since reporting for a rotation involving at least a 4-hour time difference to the reference time stops counting when the crew member returns to his/her home base for a rest period during which the operator is no longer responsible for the accommodation of the crew member.

Annex to ED Decision 2014/003/R

European Aviation Safety Agency

Acceptable Means of Compliance (AMC)

and

Guidance Material (GM)

to

Part-ORO (Subpart FTL)

Amendment 3

31 January 20141

1 For the date of entry into force of this Amendment, kindly refer to Decision 2014/003/R in the Official

Publication of the Agency

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GM1 ORO.FTL.105(1) Definitions ........................................................................ 4 ACCLIMATISED ............................................................................................... 4

GM2 ORO.FTL.105(1) Definitions ........................................................................ 4 ACCLIMATISED ‘POINT OF DEPARTURE’ ............................................................. 4

GM3 ORO.FTL.105(1) Definitions ........................................................................ 4 ACCLIMATISED ‘TIME ELAPSED SINCE REPORTING AT REFERENCE TIME’............... 4

GM1 ORO.FTL.105(2) Definitions ........................................................................ 4 REFERENCE TIME ............................................................................................ 4

GM1 ORO.FTL.105(3) Definitions ........................................................................ 4 ADEQUATE FURNITURE FOR ‘ACCOMMODATION’ ................................................. 4

GM1 ORO.FTL.105(8) Definitions ........................................................................ 4 DETERMINATION OF DISRUPTIVE SCHEDULES ................................................... 4

GM1 ORO.FTL.105(10) Definitions ...................................................................... 5 ELEMENTS OF STANDBY FOR DUTY ................................................................... 5

GM1 ORO.FTL.105(17) Definitions ...................................................................... 5 OPERATING CREW MEMBER ............................................................................. 5

AMC1 ORO.FTL.110 Operator responsibilities ....................................................... 5 SCHEDULING .................................................................................................. 5

AMC1 ORO.FTL.110(a) Operator responsibilities ................................................... 5 PUBLICATION OF ROSTERS .............................................................................. 5

AMC1 ORO.FTL.110(j) Operator responsibilities .................................................... 5 OPERATIONAL ROBUSTNESS OF ROSTERS ......................................................... 5

GM1 ORO.FTL.110(j) Operator responsibilities ..................................................... 6 OPERATIONAL ROBUSTNESS OF ROSTERS ......................................................... 6

AMC1 ORO.FTL.120(b)(1) Fatigue risk management (FRM) .................................... 6 COMMERCIAL AIR TRANSPORT OPERATORS FRM POLICY ..................................... 6

AMC2 ORO.FTL.120(b)(2) Fatigue risk management (FRM) .................................... 6 COMMERCIAL AIR TRANSPORT OPERATORS FRM DOCUMENTATION ...................... 6

AMC1 ORO.FTL.120(b)(4) Fatigue risk management (FRM) .................................... 7 COMMERCIAL AIR TRANSPORT OPERATORS IDENTIFICATION OF HAZARDS ........... 7

AMC2 ORO.FTL.120(b)(4) Fatigue risk management (FRM) .................................... 7 COMMERCIAL AIR TRANSPORT OPERATORS RISK ASSESSMENT ........................... 7

AMC1 ORO.FTL.120(b)(5) Fatigue risk management (FRM) .................................... 8 COMMERCIAL AIR TRANSPORT OPERATORS RISK MITIGATION ............................. 8

AMC1 ORO.FTL.120(b)(8) Fatigue risk management (FRM) .................................... 8 COMMERCIAL AIR TRANSPORT OPERATORS FRM SAFETY ASSURANCE PROCESSES . 8

AMC1 ORO.FTL.120(b)(9) Fatigue risk management (FRM) .................................... 9

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COMMERCIAL AIR TRANSPORT OPERATORS FRM PROMOTION PROCESS ................ 9 GM1 ORO.FTL.205(a)(1) Flight Duty Period (FDP) ................................................ 9

REPORTING TIMES .......................................................................................... 9 GM1 ORO.FTL.205(b)(1) Flight duty period (FDP) ................................................. 9

REFERENCE TIME ............................................................................................ 9 AMC1 ORO.FTL.205(f) Flight Duty Period (FDP) .................................................... 9

UNFORESEEN CIRCUMSTANCES IN ACTUAL FLIGHT OPERATIONS — COMMANDER’S DISCRETION .................................................................................................. 9

GM1 ORO.FTL.205(f)(1)(i) Flight Duty Period (FDP) ............................................ 10 COMMANDER’S DISCRETION .......................................................................... 10

AMC1 ORO.FTL.210(c) Flight times and duty periods .......................................... 10 POST-FLIGHT DUTIES .................................................................................... 10

GM1 ORO.FTL.230(a) Reserve ......................................................................... 10 ROSTERING OF RESERVE ............................................................................... 10

GM1 ORO.FTL.235(a)(2) Rest periods ............................................................... 10 MINIMUM REST PERIOD AT HOME BASE IF SUITABLE ACCOMMODATION IS PROVIDED.................................................................................................... 10

AMC1 ORO.FTL.235(b) Rest periods .................................................................. 10 MINIMUM REST PERIOD AWAY FROM HOME BASE ............................................. 10

AMC1 ORO.FTL.240 Nutrition ........................................................................... 11 MEAL OPPORTUNITY ...................................................................................... 11

AMC1 ORO.FTL.250 Fatigue management training .............................................. 11 TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING ................................... 11

4 of 11

The following new Guidance Material for Subpart FTL has been added to Part-ORO:


ACCLIMATISED

(a) A crew member remains acclimatised to the local time of his/her reference time during 47 hours 59 minutes after reporting no matter how many time zones he/she has crossed.

(b) The maximum daily FDP for acclimatised crew members is determined by using table 1 of ORO.FTL.205(b)(1) with the reference time of the point of departure. As soon as 48 hours have elapsed, the state of acclimatisation is derived from the time elapsed since reporting at reference time and the number of time zones crossed.


ACCLIMATISED ‘POINT OF DEPARTURE’

The point of departure refers to the reporting point for a flight duty period or positioning duty after a rest period.


ACCLIMATISED ‘TIME ELAPSED SINCE REPORTING AT REFERENCE TIME’

The time elapsed since reporting at reference time for operations applying CS FTL.1.235(b)(3)(ii) at home base refers to the time elapsed since reporting for the first time at home base for a rotation.


REFERENCE TIME


(b) Example: A crew member is acclimatised to the local time in Helsinki and reports for duty in London. The reference time is the local time in London.


ADEQUATE FURNITURE FOR ‘ACCOMMODATION’

Adequate furniture for crew member accommodation should include a seat that reclines at least 45° back angle to the vertical, has a seat width of at least 20 inches (50cm) and provides leg and foot support.


DETERMINATION OF DISRUPTIVE SCHEDULES

If a crew member is acclimatised to the local time at his/her home base, the local time at the home base should be used to consider an FDP as ‘disruptive schedule’. This applies to operations within the 2-hour wide time zone surrounding the local time at the home base, if a crew member is acclimatised to the local time at his/her home base.

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ELEMENTS OF STANDBY FOR DUTY

ORO.FTL.225(c) and (d) and CS FTL.1.225(b)(2) determine which elements of standby count as duty.


OPERATING CREW MEMBER

A person on board an aircraft is either a crew member or a passenger. If a crew member is not a passenger on board an aircraft he/she should be considered as ‘carrying out duties’. The crew member remains an operating crew member during in-flight rest. In-flight rest counts in full as FDP, and for the purpose of ORO.FTL.210.


SCHEDULING

(a) Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of alertness. When developing a workable roster, the operator should strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively. Rosters should be developed in such a way that they distribute the amount of work evenly among those that are involved.

(b) Schedules should allow for flights to be completed within the maximum permitted flight duty period and flight rosters should take into account the time needed for pre-flight duties, taxiing, the flight- and turnaround times. Other factors to be considered when planning duty periods should include:

(1) the allocation of work patterns which avoid undesirable practices such as alternating day/night duties, alternating eastward-westward or westward-eastward time zone transitions, positioning of crew members so that a serious disruption of established sleep/work patterns occurs;


(3) preparation of duty rosters sufficiently in advance with planning of recurrent extended recovery rest periods and notification of the crew members well in advance to plan adequate pre-duty rest.

AMC1 ORO.FTL.110(a) Operator responsibilities

PUBLICATION OF ROSTERS

Rosters should be published 14 days in advance.


OPERATIONAL ROBUSTNESS OF ROSTERS

The operator should establish and monitor performance indicators for operational robustness of rosters.

6 of 11

GM1 ORO.FTL.110(j) Operator responsibilities

OPERATIONAL ROBUSTNESS OF ROSTERS

Performance indicators for operational robustness of rosters should support the operator in the assessment of the stability of its rostering system. Performance indicators for operational robustness of rosters should at least measure how often a rostered crew pairing for a duty period is achieved within the planned duration of that duty period. Crew pairing means rostered positioning and flights for crew members in one duty period.


COMMERCIAL AIR TRANSPORT OPERATORS FRM POLICY

(a) The operator’s FRM policy should identify all the elements of FRM.

(b) The FRM policy should define to which operations FRM applies.

(c) The FRM policy should:

(1) reflect the shared responsibility of management, flight and cabin crew , and other involved personnel;

(2) state the safety objectives of FRM;

(3) be signed by the accountable manager;


(2) declare management commitment to effective safety reporting;

(3) declare management commitment to the provision of adequate resources for FRM;

(4) declare management commitment to continuous improvement of FRM;

(5) require that clear lines of accountability for management, flight and cabin crew , and all other involved personnel are identified; and

(6) require periodic reviews to ensure it remains relevant and appropriate.


COMMERCIAL AIR TRANSPORT OPERATORS FRM DOCUMENTATION

The operator should develop and keep current FRM documentation that describes and records:

(a) FRM policy and objectives;

(b) FRM processes and procedures;

(c) accountabilities, responsibilities and authorities for these processes and procedures;

(d) mechanisms for on-going involvement of management, flight and cabin crew members, and all other involved personnel;

(e) FRM training programmes, training requirements and attendance records;

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(f) scheduled and actual flight times, duty periods and rest periods with deviations and reasons for deviations; and

(g) FRM outputs including findings from collected data, recommendations, and actions taken.


COMMERCIAL AIR TRANSPORT OPERATORS IDENTIFICATION OF HAZARDS

The operator should develop and maintain three documented processes for fatigue hazard identification:

(a) Predictive


(1) operator or industry operational experience and data collected on similar types of operations;



(b) Proactive

The proactive process should identify fatigue hazards within current flight operations. Methods of examination may include, but are not limited to:

(1) self-reporting of fatigue risks;

(2) crew fatigue surveys;

(3) relevant flight and cabin crew performance data;

(4) available safety databases and scientific studies; and

(5) analysis of planned versus actual time worked.

(c) Reactive


(1) fatigue reports;

(1) confidential reports;

(2) audit reports;

(3) incidents; or

(4) flight data monitoring (FDM) events.


COMMERCIAL AIR TRANSPORT OPERATORS RISK ASSESSMENT

8 of 11

An operator should develop and implement risk assessment procedures that determine the probability and potential severity of fatigue-related events and identify when the associated risks require mitigation. The risk assessment procedures should review identified hazards and link them to:

(a) operational processes;

(b) their probability;

(c) possible consequences; and

(d) the effectiveness of existing safety barriers and controls.


COMMERCIAL AIR TRANSPORT OPERATORS RISK MITIGATION

An operator should develop and implement risk mitigation procedures that:

(a) select the appropriate mitigation strategies;

(b) implement the mitigation strategies; and

(c) monitor the strategies’ implementation and effectiveness.


COMMERCIAL AIR TRANSPORT OPERATORS FRM SAFETY ASSURANCE PROCESSES

The operator should develop and maintain FRM safety assurance processes to:

(a) provide for continuous FRM performance monitoring, analysis of trends, and measurement to validate the effectiveness of the fatigue safety risk controls. The sources of data may include, but are not limited to:

(1) hazard reporting and investigations;

(2) audits and surveys; and

(3) reviews and fatigue studies;


(1) identification of changes in the operational environment that may affect FRM;

(2) identification of changes within the organisation that may affect FRM; and

(3) consideration of available tools which could be used to maintain or improve FRM performance prior to implementing changes; and

(c) provide for the continuous improvement of FRM. This should include, but is not limited to:



9 of 11



COMMERCIAL AIR TRANSPORT OPERATORS FRM PROMOTION PROCESS

FRM promotion processes should support the on-going development of FRM, the continuous improvement of its overall performance, and attainment of optimum safety levels.

The following should be established and implemented by the operator as part of its FRM:

(a) training programmes to ensure competency commensurate with the roles and responsibilities of management, flight and cabin crew , and all other involved personnel under the planned FRM; and


(1) explains FRM policies, procedures and responsibilities to all relevant stakeholders; and

(2) describes communication channels used to gather and disseminate FRM-related information.

GM1 ORO.FTL.205(a)(1) Flight Duty Period (FDP)

REPORTING TIMES


GM1 ORO.FTL.205(b)(1) Flight duty period (FDP)

REFERENCE TIME


AMC1 ORO.FTL.205(f) Flight Duty Period (FDP)

UNFORESEEN CIRCUMSTANCES IN ACTUAL FLIGHT OPERATIONS — COMMANDER’S DISCRETION

(a) As general guidance when developing a commander’s discretion policy, the operator should take into consideration the shared responsibility of management, flight and cabin crew in the case of unforeseen circumstances. The exercise of commander’s discretion should be considered exceptional and should be avoided at home base and/or company hubs where standby or reserve crew members should be available. Operators should asses on a regular basis the series of pairings where commander’s discretion has been exercised in order to be aware of possible inconsistencies in their rostering.

(b) The operator’s policy on commander’s discretion should state the safety objectives, especially in the case of an extended FDP or reduced rest and should take due

10 of 11

consideration of additional factors that might decrease a crew member’s alertness levels, such as:

(1) WOCL encroachment;

(2) weather conditions;

(3) complexity of the operation and/or airport environment;

(4) aeroplane malfunctions or specifications;

(5) flight with training or supervisory duties;

(6) increased number of sectors;

(7) circadian disruption; and

(8) individual conditions of affected crew members (time since awake, sleep-related factor, workload, etc.).

GM1 ORO.FTL.205(f)(1)(i) Flight Duty Period (FDP)

COMMANDER’S DISCRETION


AMC1 ORO.FTL.210(c) Flight times and duty periods

POST-FLIGHT DUTIES

The operator should specify post-flight duty times taking into account the type of operation, the size and type of aircraft and the airport conditions.

GM1 ORO.FTL.230(a) Reserve

ROSTERING OF RESERVE

Including reserve in a roster , also referred to as 'rostering', implies that a reserve period that does not result in a duty period may not retrospectively be considered as part of a recurrent extended recovery rest period.

GM1 ORO.FTL.235(a)(2) Rest periods

MINIMUM REST PERIOD AT HOME BASE IF SUITABLE ACCOMMODATION IS PROVIDED

An operator may apply the minimum rest period away from home base during a rotation which includes a rest period at a crew member’s home base. This applies only if the crew member does not rest at his/her residence, or temporary accommodation, because the operator provides suitable accommodation. This type of roster is known as "back-to-back operation".

AMC1 ORO.FTL.235(b) Rest periods

MINIMUM REST PERIOD AWAY FROM HOME BASE

The time allowed for physiological needs should be 1 hour. Consequently, if the travelling time to the suitable accommodation is more than 30 minutes, the operator

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should increase the rest period by twice the amount of difference of travelling time above 30 minutes.

AMC1 ORO.FTL.240 Nutrition

MEAL OPPORTUNITY



AMC1 ORO.FTL.250 Fatigue management training

TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING

The training syllabus should contain the following:

(a) applicable regulatory requirements for flight, duty and rest;










FTL F

AQ

Page

1

Subj

ect

IR/C

S/AM

C/GM

re

fere

nce

Ques

tion

or co

mm

ent

Answ

er

Appl

icatio

n da

te

Artic

le 2

CR

Is it

poss

ible

for i

ndivi

dual

oper

ator

s to

tran

sitio

n to

the

new

FTL s

yste

m fo

r th

e ap

plica

tion

mar

ked

in A

rticle

2 o

f Re

gulat

ion

83/2

014?

Regu

latio

n (E

U) 9

65/2

012

as la

st am

ende

d by

Reg

ulat

ion

(EU)

83/

2014

is

appl

icabl

e as

fro

m 1

8 Fe

brua

ry 2

016.

Mem

ber

Stat

es,

Com

pete

nt

Auth

oriti

es a

nd O

pera

tors

may

pre

pare

im

plem

entin

g m

easu

res

of

trans

ition

so

that

all

requ

irem

ents

are

met

as

from

the

dat

e of

ap

plica

bilit

y, bu

t unt

il suc

h da

te, t

he R

egul

atio

n is

not a

pplic

able

. Dur

ing

this

trans

ition

per

iod ,

ope

rato

rs m

ay im

plem

ent

the

new

FTL

syst

em,

prov

ided

the

indi

vidua

l sch

emes

com

ply

with

Sub

part

Q of

EU-

OPS

and

natio

nal p

rovis

ions

in fo

rce.

Co

mm

ande

r’s

disc

retio

n OR

O.FT

L.205

(f)

Does

com

man

der’s

disc

retio

n on

ly ne

ed to

be

used

if th

e m

axim

um FD

P wi

ll not

be

com

plie

d wi

th? F

or

exam

ple:

if an

8h

FDP

is pl

anne

d an

d fin

ally l

asts

10h

30, is

ther

e a n

eed

to

exer

cise

com

man

der’s

disc

retio

n?

Yes.

Com

ande

r’s d

iscre

tion

may

be

used

to m

odify

the

limits

on

fligh

t du

ty, d

uty a

nd re

st p

erio

ds in

case

of u

nfor

esse

n cir

cum

nsta

nces

in

fligh

t ope

ratio

ns, w

hich

star

t at o

r afte

r the

repo

rting

tim

e.

Com

man

der’s

di

scre

tion

ORO.

FTL.2

05(f)

Ho

w is

the

max

imum

FDP

afte

r the

ex

ercis

e of

c om

man

der’s

disc

retio

n ca

lculat

ed? D

o I n

eed

to co

nsid

er th

e re

porti

ng ti

me

and

num

ber o

f sec

tors

?

Yes.

The

actu

ally o

pera

ted

num

ber o

f sec

tors

and

the

actu

al re

porti

ng

time

mus

t be

cons

ider

ed. C

alcul

atio

ns sh

all b

e m

ade

in ac

cord

ance

with

OR

O.FT

L.205

(f)(i)

, whi

ch st

ates

that

com

man

der’s

disc

retio

n m

ay b

e us

ed to

incr

ease

the

max

imum

dail

y FDP

resu

lting

from

the

appl

icatio

n of

ORO

.FTL.2

05(b

) and

(e) o

r ORO

.FTL.2

20. T

his m

eans

that

the

com

man

der m

ay, u

nder

his/

her d

iscre

tion,

incr

ease

the

valu

es o

f the

ta

bles

in p

oint

(b)(1

) and

(2) b

y 2 h

ours

(3 h

ours

if th

e fli

ght c

rew

has

been

augm

ente

d).

FTL F

AQ

Page

2

Com

man

der’s

di

scre

tion

OR

O.FT

L.205

(f) an

d CS

FTL.1

.205

W

hat a

re th

e lim

its fo

r com

man

der’s

di

scre

tion

for a

n ex

tend

ed FD

P wi

thou

t in -

fligh

t res

t ORO

.FTL.2

05(d

)?

ORO.

FTL.2

05(f)

(1) e

stab

lishe

s the

env

elop

e wi

thin

whi

ch th

e co

mm

ande

r may

dec

ide

to m

odify

the

limits

on

fligh

t dut

y, du

ty an

d re

st

perio

ds.

ORO.

FTL.2

05(d

)&(e

) est

ablis

h th

e co

nditi

ons u

nder

whi

ch th

e op

erat

or

may

exte

nd th

e m

axim

um b

asic

daily

FDP.

The

rule

appl

ies i

n th

e ca

se o

f un

fore

seen

circ

umst

ance

s dur

ing a

ny FD

P, m

eani

ng th

at it

is p

ossib

le to

ap

ply c

omm

ande

r’s d

iscre

tion

to th

e m

axim

um b

asic

daily

FDP

with

in

the

limits

of O

RO.F

TL.2

05(f)

(1) o

n a d

uty w

ith a

plan

ned

exte

nsio

n ac

cord

ing t

o OR

O.FT

L.205

(d).

Defin

ition

s: Ac

clim

atisa

tion

ORO.

FTL.1

05(1

) and

(2)

How

to ca

lculat

e ac

clim

atisa

tion

on

com

plex

rota

tions

? 4

depa

rture

plac

es (A

, B, C

and

D).

Betw

een

A an

d B

ther

e is

a 2-h

our

time

diffe

renc

e; b

etwe

en A

and

C, a

4 ho

ur-ti

me

diffe

renc

e; b

etwe

en A

and

D , a

6-ho

ur ti

me

diffe

renc

e.

The

crew

repo

rts fo

r an

FDP

in A

be

ing a

cclim

atise

d. T

he re

fere

nce

time

is th

e lo

cal t

ime

(LT)

in A

. The

crew

fin

ishes

at an

d ta

kes t

he re

st at

B.

Then

the

sam

e cr

ew re

ports

for a

new

FD

P in

B, b

eing

alre

ady a

cclim

atise

d to

B.

Ther

efor

e, th

e re

fere

nce

time

is th

e LT

in B

. The

crew

then

take

s res

t at C

. Af

ter t

he re

st, t

he cr

ew re

ports

for a

n FD

P in

C to

fini

sh in

D. W

here

are

they

co

nsid

ered

to b

e ac

clim

atise

d wh

en

begin

ning

at C

? Wha

t is t

he re

fere

nce

time

to b

e ta

ken

into

acco

unt f

or

ORO.

FTL.2

05(b

)(1)?

. If a

fter r

est a

t D,

the

crew

beg

ins a

n FD

P fro

m D

fin

ishin

g at A

(6h

time

diffe

renc

e), a

re

ORO.

FTL.1

05(1

) sta

tes t

hat a

crew

mem

ber i

s con

sider

ed to

be

accli

mat

ised

to a

2 -ho

ur w

ide

time

zone

surro

undi

ng th

e lo

cal t

ime

at

the

poin

t of d

epar

ture

. For

a se

ries o

f FDP

s, as

des

crib

ed in

the

ques

tion,

a c

rew

mem

ber w

ould

be

cons

ider

ed to

be

accli

mat

ised

as fo

llows

: Da

y 1:

The

crew

mem

ber s

tarts

acc

limat

ised

at A

and

finish

es at

B. T

he

refe

renc

e tim

e is

the

loca

l tim

e at

A, b

ecau

se th

e cr

ew m

embe

r is

acc li

mat

ised

at A

and

repo

rts at

A.

The

time

diffe

renc

e be

twee

n A

and

B is

2 ho

urs.

That

mea

ns th

at af

ter

rest

ing a

t B, t

he cr

ew w

ill be

cons

ider

ed ac

clim

atise

d at

B.

Day 2

: Th

e cr

ew m

embe

r rep

orts

at B

accli

mat

ised

to th

e lo

cal t

ime

at B

for a

n FD

P co

verin

g aga

in 2

-hou

r tim

e di

ffere

nce

to re

st at

C.

The

crew

mem

ber h

as n

ow co

vere

d 4-

hour

tim

e di

ffere

nce,

but

in 2

da

ys. T

here

fore

the

crew

mem

ber i

s con

sider

ed to

be

accli

mat

ised

beca

use

he/s

he h

ad ti

me

(2 d

ays)

to ad

apt h

is/he

r bod

y clo

ck to

the

loca

l tim

e at

C.

Day 3

is a

repe

titio

n of

day

2.

Day 4

: Th

e cr

ew m

embe

r rep

orts

again

cons

ider

ed to

be

accli

mat

ised

at D

. The

lo

cal t

ime

at D

is th

e re

fere

nce

time.

The

FDP

betw

een

D an

d A

cove

rs 6

-ho

ur ti

me

diffe

renc

e. Th

e ru

le co

nsid

ers c

ross

ing 6

-hou

r tim

e di

ffere

nce

in o

ne d

ay (o

ne FD

P) as

an FD

P in

ducin

g tim

e zo

ne d

e-sy

nchr

onisa

tion.

FTL F

AQ

Page

3

they

cons

ider

ed ac

clim

atise

d wh

en

begin

ning

at D

?, W

hat i

s the

refe

renc

e tim

e to

be

take

n in

to ac

coun

t for

OR

O.FT

L.205

(b)(1

)?

Ther

efor

e, u

pon

retu

rn to

A (a

ssum

ing t

hat A

is th

e ho

me

base

), th

e re

st

requ

irem

ents

in C

S FTL

.1.2

35(b

)(3)(i

) are

appl

icabl

e.

Defin

ition

s: Ac

clim

atisa

tion

ORO.

FTL.1

05(1

) W

hat h

appe

ns to

the

stat

e of

ac

clim

atisa

tion

of cr

ew m

embe

rs

when

they

retu

rn to

thei

r hom

e ba

se

and

take

an e

xten

ded

reco

very

rest

pe

riod

afte

r tim

e zo

ne cr

ossin

g?

The

tabl

e in

CS F

TL.1

.235

(b) e

stab

lishe

s the

min

imum

num

ber o

f loc

al ni

ghts

a re

st p

erio

d m

ust i

nclu

de to

com

pens

ate

for t

ime

zone

di

ffere

nces

. Th

e nu

mbe

r of l

ocal

nigh

ts in

the

tabl

e in

CS F

TL.1

.235

(b) a

re an

ap

prox

imat

e m

irror

of t

he ac

clim

atisa

tion

requ

irem

ents

of O

RO.F

TL.1

05

(1) t

able

1. T

he d

urat

ion

of th

e re

st p

erio

d is

expr

esse

d in

loca

l nigh

ts,

beca

use

scie

ntifi

c res

earc

h sh

ows t

hat (

re-)a

cclim

atisa

tion

take

s plac

e du

ring s

leep

per

iods

. Cr

ew m

embe

rs ar

e as

sum

ed to

hav

e re

-acc

limat

ised

to th

e lo

cal t

ime

at

thei

r hom

e ba

se af

ter h

avin

g com

plet

ed a

rest

per

iod

com

pens

atin

g for

tim

e zo

ne d

iffer

ence

s. De

finiti

ons:

Disr

uptiv

e sc

hedu

le

ORO.

FTL.1

05(8

) W

hich

crite

ria sh

ould

be

appl

ied

to

dete

rmin

e w

heth

er a

duty

is

disr

uptiv

e if

ther

e is

a tim

e zo

ne

diffe

renc

e be

twee

n th

e re

porti

ng

poin

t and

the

plac

e wh

ere

the

duty

fin

ishes

?

A du

ty ca

n on

ly be

clas

sed

as d

isrup

tive

if a c

rew

mem

ber i

s acc

limat

ised

when

repo

rting

. Th

e “r

efer

ence

tim

e” as

def

ined

in O

RO.FT

L.105

(2) s

hall b

e us

ed to

de

term

ine

the

class

ifica

tion

of a

duty

as ‘d

isrup

tive’

for t

he e

ntire

du

ratio

n of

the

duty

. Tha

t mea

ns, n

o m

atte

r whe

re th

e du

ty e

nds,

the

loca

l tim

e at

the

repo

rting

poi

nt sh

all b

e us

ed as

orie

ntat

ion

to

dete

rmin

e if

a dut

y is ‘

disr

uptiv

e’.

For e

xam

ple,

in th

e ca

se o

f a cr

ew m

embe

r’s st

ate

of ac

clim

atisa

tion

beco

min

g unk

nown

dur

ing a

dut

y, th

e cr

ew m

embe

r is c

onsid

ered

to b

e st

ill ac

clim

atise

d to

the

loca

l tim

e of

the

initi

al de

partu

re ti

me

zone

in

acco

rdan

ce w

ith th

e va

lues

in ta

ble

1 of

ORO

.FTL.1

05(1

) whe

n re

porti

ng

for t

he d

uty.

Ther

efor

e, th

e lo

cal t

ime

of th

e de

partu

re ti

me

zone

of t

he

initi

al re

porti

ng p

oint

(ref

eren

ce ti

me)

shall

be

used

to d

eter

min

e th

e cla

ssifi

catio

n of

a du

ty as

‘disr

uptiv

e’.

FTL F

AQ

Page

4

Accli

mat

isatio

n GM

1 OR

O.FT

L.205

(b)(1

) If

the

crew

mem

ber i

s not

ac

clim

atise

d or

in an

unk

nown

stat

e of

ac

clim

atisa

tion,

wha

t is t

he re

fere

nce

time?

In

that

case

, is re

fere

nce

time

the

loca

l tim

e at

the

poin

t of t

he la

st d

epar

ture

wh

ere

the

crew

mem

ber w

as

accli

mat

is ed?

ORO.

FTL.2

05(b

)(1) d

oes n

ot ap

ply t

o cr

ew m

embe

rs in

an u

nkno

wn st

ate

of ac

clim

atisa

tion.

For c

rew

mem

bers

in an

unk

nown

stat

e of

ac

clim

atisa

tion

ORO.

FTL.2

05(b

)(2) a

pplie

s. Th

e m

axim

um d

aily F

DP fo

r cr

ew m

embe

rs in

an u

nkno

wn st

ate

of ac

clim

atisa

tion

does

not

dep

end

on th

e tim

e of

the

day.

The

rule

assu

mes

that

an FD

P st

artin

g at a

ny

time

coul

d po

tent

ially

encr

oach

the

wind

ow o

f circ

adian

law

(WOC

L).

Ther

efor

e, th

e m

axim

um FD

P is

set t

o be

11

hour

s at a

ny ti

me

unle

ss

addi

tiona

l fat

igue

miti

gatio

n is

in p

lace

(e.g

. in-fl

ight r

est),

in w

hich

case

th

e m

axim

um w

ould

be

12 h

ours

for a

n FD

P wi

th u

p to

2 se

ctor

s. Ac

clim

atisa

tion

ORO.

FTL.2

05(b

)(3)

Is th

e m

axim

um d

aily F

DP al

ways

12

:00

(1-2

sect

ors),

whe

n cr

ew

mem

bers

are

in an

unk

nown

stat

e of

ac

clim

atisa

tion

unde

r fat

igue

risk

man

agem

ent (

FRM

)?

Tabl

e 4

in O

RO.FT

L.205

(b)(3

) est

ablis

hes t

he lim

its o

f the

max

imum

dail

y FD

P wh

en cr

ew m

embe

rs ar

e in

unk

nown

stat

e of

accli

mat

isatio

n an

d th

e op

erat

or h

as im

plem

ente

d FR

M. O

RO.FT

L.120

(b) d

escr

ibes

that

the

FRM

shall

pro

vide

for c

ontin

uous

impr

ovem

ent t

o th

e ov

erall

pe

rform

ance

of t

he C

RM b

y inc

ludi

ng am

ongs

t oth

er e

lem

ents

: x

a haz

ard

iden

tifica

tion

and

risk a

sses

smen

t pro

cess

; x

a risk

miti

gatio

n pr

oces

s tha

t pro

vides

for r

emed

ial ac

tions

; and

x

FRM

safe

ty as

sura

nce

proc

esse

s. Th

at m

eans

that

the

max

imum

FDPs

appl

ied

in an

unk

nown

stat

e of

ac

clim

atisa

tion

(up

to th

e va

lues

in ta

ble

4) m

ust b

e su

ppor

ted

by sa

fety

da

ta fo

r eac

h ro

ute

and

pairi

ng. C

rew

pair

ing m

eans

rost

ered

pos

ition

ing

and

fligh

ts fo

r cre

w m

embe

rs in

one

dut

y per

iod.

Defin

ition

s: Ac

com

mod

atio

n OR

O.FT

L.105

(3)

Can

an ai

rpor

t cre

w lo

unge

be

cons

ider

ed as

“acc

omm

odat

ion”

? Can

a h

otel

room

for s

ever

al cr

ew

mem

bers

of t

he sa

me

gend

er b

e co

nsid

ered

as “a

ccom

mod

atio

n”? R

eal

life

exam

ples

wou

ld b

e he

lpfu

l.

The

defin

ition

in O

RO.FT

L.105

(3) l

ists c

riter

ia fo

r “ac

com

mod

atio

n”.

Airp

ort c

rew

loun

ges a

s suc

h ar

e no

t exc

lude

d as

long

as th

ey fu

lfil a

ll cr

iteria

liste

d in

the

defin

ition

. Sin

gle o

ccup

ancy

is n

ot a

crite

rion.

This

mea

ns th

at sh

ared

hot

el ro

oms,

as lo

ng as

they

fulfi

l all c

riter

ia lis

ted

in

the

defin

ition

, cou

ld b

e us

ed as

acco

mm

odat

ion.

Delay

ed

repo

rting

CS

FTL.1

.205

(d)(1

) Is

it po

ssib

le to

info

rm cr

ew m

embe

rs

of a

delay

with

out g

iving

the

new

repo

rting

tim

e?

The

delay

ed re

porti

ng ti

me

is th

e re

porti

ng ti

me

that

has

bee

n de

laye

d,

which

mea

ns th

e ne

w re

porti

ng ti

me.

A co

ncre

te (d

efin

ed) r

epor

ting

time

mus

t be

given

whe

n th

e cr

ew m

embe

r is i

nfor

med

that

the

delay

ed

repo

rting

pro

cedu

re is

activ

ated

.

FTL F

AQ

Page

5

Disr

uptiv

e sc

hedu

les

CS FT

L.1.2

35(a

)(1)

The

rule

for t

rans

ition

bet

ween

late

fin

ish/n

ight d

uty a

nd e

arly

star

t say

s th

at th

e re

st b

etwe

en th

e FD

Ps n

eeds

to

inclu

de a

loca

l nigh

t. Do

es th

is m

ean

that

the

rule

onl

y app

lies i

f the

La

te Fi

nish

/nigh

t dut

y and

the

early

du

ty ar

e FD

P’s?

No. T

here

are

diffe

rent

scen

ario

s. OR

O.FT

L.105

(8) d

efin

es ‘e

arly

star

t’ as

“a

dut

y per

iod

star

ting i

n th

e pe

riod

betw

een

05:0

0 an

d 05

:59

(for

disr

uptiv

e sc

hedu

le o

f ‘ea

rly ty

pe’)

in th

e tim

e zo

ne to

whi

ch a

crew

m

embe

r is a

cclim

atize

d. Fu

rther

spec

ifica

tions

can

be fo

und

in C

S FT

L.1.2

35(a

). CS

FTL.1

.235

(a) (

1) m

itiga

tes t

he ac

ute

disr

uptio

n of

the

sleep

pat

tern

by p

resc

ribin

g 1 lo

cal n

ight o

f res

t at h

ome

base

bet

ween

tw

o FD

Ps w

hen

trans

ition

ing f

rom

a lat

e fin

ish/n

ight d

uty t

o an

ear

ly st

art.

CS FT

L.1.2

35(a

) (2)

, on

the

othe

r han

d, p

rovid

es fo

r add

ition

al re

st

afte

r a b

lock

of w

orkin

g day

s with

a di

srup

tive

rost

er. T

he e

xten

ded

reco

very

rest

und

er C

S FTL

.1.2

35(a

)(2) s

houl

d be

ext

ende

d to

60

hour

s if

a cre

w m

embe

r per

form

s 4 o

r mor

e ni

ght d

utie

s, ea

rly st

arts

or l

ate

finish

es b

etw

een

2 ex

tend

ed re

cove

ry re

st p

erio

ds.

Duty

/ De

-brie

fing a

nd

post

fligh

t dut

y

ORO.

FTL.1

05

ORO.

FTL.2

10

How

shou

ld b

riefin

gs an

d de

brie

fings

du

ring c

onve

rsio

n/lin

e ch

ecks

be

acco

unte

d fo

r?

‘Dut

y’, ‘f

light

dut

y’ an

d ‘fl

ight d

uty p

erio

d’ ar

e de

fined

in

ORO.

FTL.1

05(1

0), (

11) &

(12)

. In

acco

rdan

ce w

ith th

e de

finiti

on o

f dut

y, co

nver

sion/

line

train

ing i

s du

ty. A

ny d

uty (

inclu

ding

the

brie

fing f

or tr

ainin

g pur

pose

s) af

ter

repo

rting

for a

dut

y tha

t inc

lude

s a se

ctor

or a

serie

s of s

ecto

rs u

ntil t

he

aircr

aft f

inall

y com

es to

rest

and

the

engin

es ar

e sh

ut d

own,

at th

e en

d of

the

last s

ecto

r on

whi

ch th

e cr

ew m

embe

r act

s as a

n op

erat

ing c

rew

mem

ber,

is co

nsid

ered

fligh

t dut

y per

iod.

Pos

t flig

ht d

utie

s, on

the

othe

r ha

nd (i

nclu

ding

deb

riefin

gs al

so fo

r tra

inin

g pur

pose

s), ar

e co

nsid

ered

as

duty

per

iod.

Duty

/ po

st fl

ight

AMC1

ORO

.FTL

.210

(c)

Mus

t the

ope

rato

r kee

p re

cord

s wh

ere

the

time

when

the

crew

fini

sh

post

-fligh

t dut

ies i

s rep

orte

d to

take

in

to ac

coun

t the

actu

al po

st-fl

ight

dutie

s whe

n th

ey ar

e lo

nger

than

the

per io

d es

tabl

ished

by t

he o

pera

tor i

n th

e OM

?

No.

The

oper

ator

mus

t, ho

weve

r, be

able

to d

emon

stra

te co

mpl

iance

with

all

requ

irem

ents

. In

orde

r to

do so

, the

ope

rato

r nee

ds to

impl

emen

t a

syst

em to

dem

onst

rate

bas

ed o

n wh

at d

ata o

r ope

ratio

nal e

xper

ienc

e th

e m

inim

um ti

me

perio

d fo

r pos

t -flig

ht d

utie

s has

bee

n sp

ecifi

ed. S

ince

re

st o

r sho

rtene

d re

st co

uld

pote

ntial

ly be

a fa

tigue

haz

ard,

the

oper

ator

ne

eds t

o pu

t in

plac

e a m

onito

ring s

yste

m al

so fo

r thi

s ele

men

t und

er it

s SM

S obl

igatio

ns.

FTL F

AQ

Page

6

Duty

at th

e of

fice

ORO.

FTL.2

35

If a c

rew

mem

ber s

pend

s one

day

in

the

offic

e, w

hat s

houl

d be

the

dura

tion

of th

e re

st b

efor

e re

porti

ng

for a

fligh

t ?

Com

plem

enta

ry q

uest

ion:

tim

e sp

ent

at th

e of

fice

= pr

edet

erm

ined

or

actu

al tim

e?

The

min

imum

rest

per

iod

at h

ome

base

“sha

ll be a

t lea

st a

s lon

g as

the

prec

edin

g du

ty p

erio

d, o

r 12

hour

s, w

hich

ever

is g

reat

er.”.

In ac

cord

ance

wi

th O

RO.FT

L.105

(10)

“‘du

ty’ m

eans

any t

ask t

hat a

crew

mem

ber

perfo

rms f

or th

e op

erat

or, in

cludi

ng fl

ight d

uty,

adm

inist

rativ

e wo

rk,

givin

g or r

ecei

ving t

rain

ing a

nd ch

eckin

g, p

ositi

onin

g, an

d so

me

elem

ents

of s

tand

by;” .

Tim

e sp

ent a

t the

offi

ce is

dut

y tim

e.

FDP

ORO.

FTL.2

05 (d

) It

is no

t cle

ar w

hy th

e OR

O.FT

L.205

(b)

title

inclu

des ‘

Basic

max

imum

dail

y FD

P’, h

owev

er th

roug

hout

the

ORO.

FTL.2

05 u

p to

poi

nt (e

) the

term

‘M

axim

um d

aily F

DP’ is

use

d in

stea

d of

‘Bas

ic m

axim

um d

aily F

DP’.

Inte

rest

ingly

, OR O

.FTL.2

05(d

)(4)

inclu

des a

n ad

ditio

nal t

erm

‘Max

imum

ba

sic d

aily F

DP’,

which

is n

ot o

n th

e de

finiti

ons l

ist o

f the

regu

latio

n.

“Bas

ic m

axim

um d

aily

FDP”

and

“max

imum

bas

ic da

ily FD

P” m

ean

the

sam

e. B

oth

term

s ref

er to

a ba

sic va

lue

of FD

P wh

ich is

un-

exte

nded

and

is th

e ro

ot fo

r fur

ther

FDP

exte

nsio

ns.

The

“max

imum

dai

ly FD

P” re

fers

to d

eriva

tions

from

the

basic

tabl

e i.e

. wh

en th

e 'b

asic

max

imum

dail

y FDP

' (or

max

imum

bas

ic da

ily FD

P) is

ex

tend

ed u

nder

certa

in co

nditi

ons.

In O

RO.FT

L.220

SPLIT

DUT

Y ba

sic m

axim

um d

aily F

DP is

also

men

tione

d.

It is

the

'bas

ic m

axim

um d

aily F

DP' f

rom

the

tabl

e in

ORO

.FTL.2

05 (b

) th

at m

ay b

e ex

tend

ed d

ue to

a br

eak o

n th

e gr

ound

.

FDP

exte

nsio

n In

-fligh

t res

t OR

O.FT

L.205

(d)

ORO.

FTL.2

05 (e

) Is

it po

ssib

le to

rost

er 2

ext

ende

d FD

Ps

with

out i

n -fli

ght r

est a

nd 1

ext

ende

d FD

P wi

th in

-fligh

t res

t in

7 co

nsec

utive

da

ys?

Yes,

the

limit

of tw

o in

7 co

nsec

utive

day

s of O

RO.FT

L.205

(d)(1

) app

lies

to th

e us

e of

ext

ensio

ns w

ithou

t in-

fligh

t res

t, no

t to

exte

nsio

ns d

ue to

in

-fligh

t res

t.

FTL F

AQ

Page

7

Fligh

t tim

e sp

ecifi

catio

n sc

hem

e /

Air T

axi O

ps

CR A

rt. 1

(1) a

nd A

rt. 8

(2

) OR

O.FT

L.125

An A

ir Ta

xi Op

erat

or h

as b

oth

an

aero

plan

e wi

th le

ss th

an 1

9 se

ats a

nd

one

aero

plan

e wi

th m

ore

than

20

seat

s. W

hat F

TL re

gulat

ion

shall

the

crew

who

is fl

ying b

oth

type

s fol

low?

To o

pera

te C

AT o

pera

tions

with

aero

plan

es o

f mor

e th

an 1

9 se

ats,

the

oper

ator

mus

t dem

onst

rate

com

plian

ce w

ith O

RO.FT

L.125

. ORO

.FTL

.125

in

stru

cts o

pera

tors

to e

stab

lish,

impl

emen

t and

main

tain

fligh

t tim

e sp

ecifi

catio

n sc

hem

es th

at ar

e ap

prop

riate

for t

he ty

pe(s)

of o

pera

tion

perfo

rmed

and

that

com

ply w

ith R

egul

atio

n (E

C) 2

16/2

008.

The

aim o

f th

e re

quire

men

ts is

to e

nsur

e th

at cr

ew m

embe

rs ar

e ab

le to

ope

rate

at

a sat

isfac

tory

leve

l of a

lertn

ess.

Fatig

ue is

not

onl

y acc

rued

dur

ing o

ne

day a

nd d

urin

g the

dut

y hou

rs. I

t is a

lway

s a se

t of f

acto

rs th

at

cont

ribut

e to

fatig

ue. C

rew

mem

ber f

atigu

e is

a haz

ard

with

‘mem

ory’.

In

oth

er w

ords

, the

fatig

ue ac

crue

d du

ring a

n op

erat

ion

in o

ne fl

eet

migh

t im

pact

on

the

perfo

rman

ce o

f a cr

ew m

embe

r whe

n co

nduc

ting

the

follo

wing

fligh

t in

the

othe

r fle

et. T

here

fore

, fro

m a

fatig

ue

man

agem

ent p

ersp

ectiv

e, it

mak

es se

nse

to ap

ply o

ne fl

ight a

nd d

uty

time

and

rest

requ

irem

ents

sche

me

cons

isten

tly to

pilo

ts in

such

op

erat

ions

. Th

e op

erat

or’s

fligh

t tim

e sp

ecifi

catio

n sc

hem

e sh

ould

take

acco

unt o

f th

e fa

ct th

at se

vera

l airc

raft

type

s are

ope

rate

d an

d, m

ore

impo

rtant

ly,

it sh

ould

be

cons

ider

ed if

the

oper

atio

n at

han

d is

an o

n de

man

d op

erat

ion.

Fly

ing a

ctivi

ties

outs

ide

an A

OC

ORO.

FTL.1

15

ORO.

FTL.2

10

ORO.

FTL.2

35

If a c

rew

mem

ber i

s also

CRI

/CRE

, TR

I/TRE

, how

is ac

tivity

spen

t on

test

ing,

train

ing (

not f

or h

is/he

r op

erat

or) a

ccou

nted

for ?

M

ore

gene

rally

, how

shou

ld an

y cre

w m

embe

r act

ivity

out

side

the

scop

e of

an

AOC

be

take

n in

to ac

coun

t for

rest

ca

lculat

ion

purp

oses

?

Flyin

g act

ivitie

s suc

h as

train

ing a

nd te

stin

g con

duct

ed o

utsid

e of

the

scop

e of

an A

OC h

ave

an im

pact

on

fatig

ue. T

o co

ntro

l exc

essiv

e aw

ake

times

, lead

ing t

o tra

nsie

nt fa

tigue

, a cr

ew m

embe

r mus

t res

pect

the

min

imum

rest

in ac

cord

ance

with

ORO

.FTL.2

35 b

efor

e re

porti

ng fo

r any

FD

P pe

rform

ed in

side

an A

OC.

Cum

ulat

ive fa

tigue

is ac

crue

d no

t onl

y dur

ing C

AT ac

tiviti

es b

ut al

so

durin

g oth

er fl

ying a

ctivi

ties.

Ther

efor

e, to

cont

rol c

umul

ative

fatig

ue, in

ac

cord

ance

with

CAT

.GEN

.MPA

.100

, the

crew

mem

bers

shall

: “[

…] (i

i) pr

ovid

e eac

h op

erat

or w

ith th

e dat

a ne

eded

to sc

hedu

le ac

tiviti

es in

acc

orda

nce w

ith th

e app

licab

le FT

L req

uire

men

ts.”

This

requ

irem

ent i

s also

inclu

ded

in P

art-N

CC (N

CC.G

EN.1

05(f)

(2)).

OR

O.FT

L.210

est

ablis

hes t

he ap

plica

ble

FTL r

equi

rem

ents

for c

umul

ative

fli

ght t

imes

and

duty

per

iods

. Thi

s req

uire

men

t is a

lso re

flect

ed in

OR

O.FT

L.115

, whi

ch in

stru

cts c

rew

mem

bers

to “m

ake o

ptim

um u

se o

f

FTL F

AQ

Page

8

the o

ppor

tuni

ties a

nd fa

ciliti

es fo

r res

t pro

vided

and

pla

n an

d us

e the

ir re

st p

erio

ds p

rope

rly.”.

In ad

ditio

n, it

shou

ld b

e no

ted

that

the

limits

and

stan

dard

s alre

ady e

stab

lishe

d in

Cou

ncil D

irect

ive 2

000/

79/E

C ar

e ap

plica

ble

and

shou

ld b

e re

spec

ted

for m

obile

staf

f in

civil a

viatio

n.

In co

nclu

sion,

any p

oten

tially

fatig

uing

pro

fess

iona

l act

ivity

, reg

ardl

ess i

f un

derta

ken

with

in o

r out

side

an A

OC, s

houl

d be

take

n in

to ac

coun

t for

re

st ca

lculat

ion.

Flyin

g act

ivitie

s ou

tsid

e an

AOC

OR

O.FC

.100

OR

O.FT

L.115

OR

O.FT

L.210

OR

O.FT

L.235

Do al

l act

ivitie

s fall

ing i

n th

e re

mit

of

the

basic

regu

latio

n ((E

C) N

o 21

6/20

08) h

ave

to b

e co

nsid

ered

for

duty

tim

e ca

lculat

ions

? Le

t us t

ake

the

exam

ple

of a

crew

m

embe

r wor

king i

n a c

ompa

ny w

ith

an A

OC th

at is

also

an A

ppro

ved

Train

ing O

rgan

izatio

n : sh

ould

ac

tiviti

es p

erfo

rmed

by a

per

son

for

the

ATO

be co

nsid

ered

for d

uty t

ime

limita

tions

and

rest

requ

irem

ents

wh

en th

at sa

me

pers

on al

so ac

ts as

an

oper

atin

g cre

w m

embe

r on

a co

mm

ercia

l flig

ht o

f tha

t sam

e co

mpa

ny?

NCC.

GEN.

105(

f)(2)

inst

ruct

s cre

w m

embe

rs to

“pro

vide e

ach

oper

ator

wi

th th

e dat

a ne

eded

to sc

hedu

le ac

tiviti

es in

acc

orda

nce w

ith th

e ap

plica

ble F

TL re

quire

men

ts”.

The

scop

e of

Subp

art F

TL is

to e

stab

lish

the

requ

irem

ents

to b

e m

et b

y an

ope

rato

r and

its c

rew

mem

bers

with

rega

rd to

fligh

t and

dut

y tim

e lim

itatio

ns an

d re

st re

quire

men

ts fo

r cre

w m

embe

rs. T

he ru

le sp

ecifi

es

cum

ulat

ive lim

its fo

r flig

ht ti

me

and

for d

uty p

erio

ds w

ithou

t spe

cifyin

g in

whi

ch ty

pe o

f ope

ratio

n th

e ho

urs a

re ac

crue

d.

FRM

CS

FTL.1

.235

(b)(5

) Do

es th

e re

quire

men

t to

mon

itor

com

bina

tions

of r

otat

ions

requ

ire an

ap

prov

ed FR

M in

acco

rdan

ce w

ith

ORO.

FTL.1

20?

ORO.

GEN.

200(

a)(3

) ins

truct

s ope

rato

rs to

impl

emen

t and

main

tain

a m

anag

emen

t sys

tem

that

inclu

des t

he id

entif

icatio

n of

aviat

ion

safe

ty

haza

rds e

ntail

ed b

y the

act

ivitie

s of t

he o

pera

tor,

thei

r eva

luat

ion

and

the

man

agem

ent o

f ass

ociat

ed ri

sks,

inclu

ding

takin

g act

ions

to m

itiga

te

the

risk a

nd ve

rify t

heir

effe

ctive

ness

. Th

is ru

le d

oes n

ot n

eces

saril

y req

uire

an ap

prov

ed FR

M as

des

crib

ed in

OR

O.FT

L.120

to m

onito

r the

fatig

ue ri

sks a

risin

g fro

m co

mbi

natio

ns o

f ro

tatio

ns. U

sing t

he o

pera

tor’s

man

agem

ent s

yste

m to

ols m

ight b

e su

fficie

nt d

epen

ding

on

the

com

plex

ity o

f the

ope

ratio

n.

FTL F

AQ

Page

9

Hom

e ba

se

CS FT

L.1.2

00 (b

) Sh

ould

the

recu

rrent

ext

ende

d re

cove

ry re

st in

cludi

ng 3

loca

l nigh

ts

to co

mpe

nsat

e fo

r a h

ome

base

ch

ange

be

take

n at

the

new

hom

e ba

se o

r at t

he o

ld h

ome

base

?

ORO.

FTL.1

15(b

) ins

truct

s cre

w m

embe

rs to

mak

e op

timum

use

of t

he

oppo

rtuni

ties [

…] fo

r res

t […]

. Und

er G

M1

CS FT

L.1.2

00, c

rew

mem

bers

sh

ould

mak

e ar

rang

emen

ts fo

r tem

pora

ry ac

com

mod

atio

n clo

ser t

o th

eir h

ome

base

if th

eir t

rave

lling t

ime

from

thei

r res

iden

ce to

thei

r ho

me

base

usu

ally e

x cee

ds 9

0 m

inut

es.

Hom

e ba

se

chan

ge

CS FT

L.1.2

00(b

) Is

it co

rrect

to u

nder

stan

d th

at if

a re

curre

nt e

xten

ded

reco

very

rest

has

no

t bee

n in

crea

sed

to 7

2h in

cl. 3

loca

l ni

ghts

, the

hom

e ba

se h

as n

ot b

een

chan

ged

for t

he p

urpo

se o

f Sub

part

FTL?

If a c

rew

mem

ber i

s ask

ed to

repo

rt at

a re

porti

ng p

oint

oth

er th

an

his/

her h

ome

base

with

out h

avin

g ful

fille

d th

e re

quire

men

ts fo

r a h

ome

base

chan

ge, t

he p

rovis

ions

for r

epor

ting o

ut o

f hom

e ba

se ap

ply.

Th

e re

quire

men

ts ar

e ac

cord

ing t

o CS

FTL.1

.200

: (a

) the

hom

e ba

se is

a sin

gle ai

rpor

t loc

atio

n;

(b) t

he fi

rst e

xten

ded

reco

very

rest

per

iod

prio

r to

star

ting d

uty a

t the

ne

w ho

me

base

is in

crea

sed

to 7

2 ho

urs,

inclu

ding

3 lo

cal n

ights

. OR

O.FT

L.105

(14)

def

ines

‘hom

e ba

se’,

stat

ing t

hat t

he o

pera

tor i

s not

re

spon

sible

for t

he ac

com

mod

atio

n of

the

crew

mem

ber a

t the

hom

e ba

se. F

urth

erm

ore,

ORO

.FTL.2

35 e

stab

lishe

s the

diff

eren

t min

imum

rest

re

quire

men

ts fo

r a re

st p

erio

ds at

the

hom

e ba

se an

d aw

ay fr

om h

ome

base

. Co

nseq

uent

ly, if

a cr

ew m

embe

r is a

sked

to re

port

at a

repo

rting

poi

nt,

this

repo

rting

poi

nt is

cons

ider

ed to

be

‘awa

y fro

m h

ome

base

’ unl

ess a

ch

ange

of h

ome

base

has

bee

n co

mpl

eted

with

its i

ncre

ased

ext

ende

d re

cove

ry re

st.

Indi

vidua

l flig

ht

time

spec

ifica

tion

sche

mes

ap

prov

al

ARO.

OPS.2

35

ORO.

FTL.1

25

May

a co

mpe

tent

auth

ority

give

ONE

ap

prov

al fo

r an

indi

vidua

l flig

ht

spec

ifica

tion

sche

me

to b

e us

ed b

y th

ree

diffe

rent

ope

rato

rs w

ith th

ree

AOCs

?

ORO.

MLR

.100

(a) i

nstru

cts t

he o

pera

tor t

o es

tabl

ish an

ope

ratio

ns

man

ual (

OM) i

n ac

cord

ance

with

poi

nt 8

.b o

f Ann

ex IV

to R

egul

atio

n (E

C)

216/

2008

. Lim

itatio

ns ap

plica

ble

to fl

ight t

ime,

fligh

t dut

y tim

e an

d re

st

perio

ds fo

r cre

w m

embe

rs m

ust b

e sp

ecifi

ed in

the

OM.

To o

btain

an A

OC, o

pera

tors

shall

dem

onst

rate

to th

e co

mpe

tent

au

thor

ity th

at th

ey co

mpl

y with

(am

ongs

t oth

ers)

Part -

ORO.

In

acco

rdan

ce w

ith O

RO.FT

L.125

(b),

fligh

t tim

e sp

ecifi

catio

n sc

hem

es,

befo

re b

eing

impl

emen

ted,

inclu

ding

any r

elat

ed FR

M w

here

requ

ired,

sh

all b

e ap

prov

ed b

y the

com

pete

nt au

thor

ity.

Each

ope

rato

r nee

ds it

s own

appr

oval.

To w

hat e

xten

t dat

a fro

m o

ther

op

erat

ions

may

be

used

to d

emon

stra

te th

at th

e re

quire

men

ts o

f

FTL F

AQ

Page

10

Regu

latio

n (E

C) 2

16/2

008

and

Subp

art F

TL ar

e m

et m

ust b

e de

cided

on

a ca

se b

y cas

e ba

sis. I

n ad

ditio

n, O

RO.FT

L.125

(d) i

nstru

cts t

he o

pera

tor t

o co

llect

dat

a con

cern

ing t

he gr

ante

d de

roga

tion

or d

eviat

ion.

In

-fligh

t res

t CS

FTL.1

.205

(b)

Com

men

ts an

d cla

rifica

tion

rega

rdin

g th

e fo

llowi

ng e

xam

ple

woul

d be

we

lcom

e:

A cr

ew (P

ilot 1

+ P

ilot 2

) beg

ins a

n FD

P at

A, f

lying

a 2h

sect

or to

B. A

t B a

Pilo

t 3 jo

ins t

he cr

ew (c

ould

also

be

posit

ione

d fro

m A

to B

in th

e sa

me

fligh

t). Th

e au

gmen

ted

crew

cont

inue

s fly

ing a

8,5

h se

ctor

from

B to

C, d

urin

g th

at se

ctor

Pilo

t 2 h

as e

noug

h in

-fligh

t re

st. A

t C P

ilot 1

leav

es th

e cr

ew

com

posit

ion

(is p

ositi

oned

from

C to

D)

and

Pilo

t s 2

and

3 co

ntin

ue fl

ying a

2h

sect

or fr

om C

to D

. Th

e on

ly pi

lot t

hat m

akes

use

of i

n-fli

ght r

est e

xten

sion

is Pi

lot 2

, so

he/s

he w

ill be

the

only

pilo

t app

lying

th

e 14

h m

inim

um re

st at

des

tinat

ion

(CS F

TL.1

.205

(c)(6

)) .

The

cond

ition

s to

exte

nd an

FDP

due

to in

-fligh

t res

t are

est

ablis

hed

in

ORO.

FTL.2

05(e

). Po

int (

iv) re

quire

s the

augm

enta

tion

of th

e ba

sic fl

ight c

rew

to b

e ta

ken

into

acco

unt.

CS FT

L.1.2

05(c

)(2) g

ives t

he m

axim

um d

urat

ion

of

exte

nded

FDPs

with

an au

gmen

ted

crew

. The

max

imum

dur

atio

n of

the

FDP

is es

tabl

ished

for t

he e

ntire

fligh

t cre

w, n

ot fo

r ind

ividu

al cr

ew

mem

bers

. The

crew

is co

nsid

ered

a un

it fo

r the

calcu

lati o

n of

the

max

imum

FDP.

This

is un

derp

inne

d by

(c)(7

) “A

crew

mem

ber d

oes n

ot

star

t a p

ositi

onin

g se

ctor

to b

ecom

e par

t of t

his f

light

crew

on

the s

ame

fligh

t.”.

Nigh

t dut

ies

CS FT

L.120

5(a)

(2)

Is it

nece

ssar

y to

have

an ap

prov

ed

FRM

to o

pera

te lo

ng n

ight d

utie

s (FD

P ov

er 1

0hrs

) ?

No. T

he C

S doe

s not

requ

ire a

fully

flet

ched

and

appr

oved

fatig

ue ri

sk

man

agem

ent i

n ac

cord

ance

with

ORO

.FTL.1

20 to

ope

rate

long

nigh

t du

ties.

CS FT

L.1.2

05(a

)(2) i

nstru

cts t

he o

pera

tor t

o ap

ply a

ppro

pria

te

fatig

ue ri

sk m

anag

emen

t to

activ

ely m

anag

e th

e fa

tigui

ng e

ffect

of n

ight

dutie

s of m

ore

than

10

hour

s in

relat

ion

to th

e su

rroun

ding

dut

ies a

nd

rest

per

iods

. The

mea

ning

of a

ppro

pria

te fa

tigue

risk

man

agem

ent i

s ex

plain

ed in

GM

1 CS

FTL.1

.205

(a)(2

). Th

e co

mpl

exity

of t

he o

pera

tion

and

the

relat

ed ro

ster

ing s

yste

m w

ill de

term

ine

how

this

need

s to

be

impl

emen

ted.

FTL F

AQ

Page

11

Cons

ecut

ive

nigh

t dut

ies

CS FT

L.120

5(a)

(1)

Wha

t doe

s ‘co

nsec

utive

’ mea

n in

the

cont

ext o

f the

requ

irem

ents

and

limits

of

CS F

TL.1

.205

?

Cons

ecut

ive is

refe

rring

to tw

o ni

ght d

utie

s onl

y sep

arat

ed b

y a re

st

perio

d. Tw

o ni

ght d

utie

s wou

ld n

ot b

e co

nsid

ered

as co

nsec

utive

if th

ere

is re

curre

nt e

xten

ded

reco

very

rest

bet

ween

them

or t

hey a

re se

para

ted

by re

st p

erio

ds su

rroun

ding

a no

n -ni

ght d

uty.

Non-

reve

nue

fligh

ts /

FTL

ORO.

FTL.1

00

How

shou

ld fe

rry fl

ights

per

form

ed b

y cr

ew m

embe

rs o

f a gi

ven

oper

ator

be

acco

unte

d fo

r ? D

P or

FDP?

Ca

se 1

: CAT

fligh

t the

n fe

rry fl

ight

Case

2: F

erry

fligh

t the

n CA

T flig

ht

Anne

x I to

Reg

. 965

/201

2 do

es n

ot d

efin

e ‘fe

rry fl

ight’.

Cre

w m

embe

rs

perfo

rmin

g any

activ

ity w

ithin

the

scop

e of

the

BR (a

s opp

osed

to

priva

te fl

ying f

or le

isure

/fun)

are

subj

ect t

o Su

bpar

t FTL

whe

n th

ey

cond

uct a

ctivi

ties w

ithin

the

scop

e of

an A

OC.

Non-

reve

nue

fligh

ts /

FTL

ORO.

FTL.1

00

Com

plem

enta

ry q

uest

ion:

whe

n a

ferry

fligh

t cou

nts a

s FDP

, doe

s it

coun

t as a

sect

or?

Crew

mem

bers

per

form

ing a

ny ac

tivity

with

in th

e sc

ope

of th

e BR

(as

oppo

sed

to p

rivat

e fly

ing f

or le

isure

/fun)

are

subj

ect t

o Su

bpar

t FTL

wh

en th

ey co

nduc

t act

ivitie

s with

in th

e sc

ope

of an

AOC

. If a

‘fer

ry fl

ight’

is co

nduc

ted

with

in th

e sc

ope

of an

AOC

, it co

unts

as FD

P an

d se

ctor

.

Oper

atio

nal

robu

stne

ss

ORO.

FTL.1

10(j)

Ho

w sh

ould

ope

ratio

nal r

obus

tnes

s be

asse

ssed

? AM

C1 O

RO.FT

L.110

(j) in

stru

cts t

he o

pera

tor t

o es

tabl

ish an

d m

onito

r pe

rform

ance

indi

cato

rs fo

r ope

ratio

nal r

obus

tnes

s of r

oste

rs.

GM1

ORO.

FTL.1

10(j)

exp

lains

the

purp

ose

of th

e ru

le an

d sp

ecifi

es w

hat

thos

e pe

rform

ance

indi

cato

rs sh

ould

at le

ast m

easu

re.

Plan

ned

exte

nsio

ns

ORO.

FTL.2

05(d

)(1) a

nd

(d)(3

) M

ust e

xten

sions

be

inclu

ded

in th

e ro

ster

? Is

the

limita

tion

to tw

ice in

any 7

day

s lim

ited

to p

lanne

d du

ties?

I s it

po

ssib

le to

plan

mor

e th

an 2

ex

tens

ions

in 7

day

s, ta

king i

nto

acco

unt t

hat t

he e

xten

sion

is on

ly ac

tuall

y use

d tw

ice?

Whe

n an

ext

ensio

n is

used

in a

FDP

com

ing f

rom

sta n

dby,

how

can

it be

co

nsid

ered

as “p

lanne

d in

adva

nce”

?

Requ

irem

ents

for r

oste

rs ar

e re

flect

ed in

the

oper

ator

resp

onsib

ilitie

s in

ORO.

FTL.1

10. O

RO.FT

L.110

(a) i

nstru

cts t

he o

pera

tor t

o pu

blish

dut

y ro

ster

s in

a way

that

ena

bles

crew

mem

bers

to p

lan a

dequ

ate

rest

. To

what

leve

l of d

etail

info

rmat

ion

shou

ld b

e giv

en to

crew

mem

bers

de

pend

s on

the

type

of o

pera

tion.

Ope

rato

rs m

ust d

emon

stra

te h

ow th

e ch

osen

syst

em fu

lfils

the

requ

irem

ents

of O

RO.FT

L.110

. Thi

s de

mon

stra

tion

coul

d be

supp

orte

d by

the

appl

icatio

n of

an o

pera

tor’s

SM

S pro

cess

es to

its r

oste

ring s

yste

m.

ORO.

FTL.2

05(d

)(3) d

oes n

ot re

quire

the

inclu

sion

of th

e ex

tend

ed FD

P in

th

e ro

ster

. It d

oes ,

howe

ver,

requ

ire th

e ad

vanc

ed p

lanni

ng o

f the

ex

tens

ion

as o

ppos

ed to

an e

xten

sion

follo

wing

unf

ores

een

circu

mst

ance

s tak

ing p

lace

durin

g the

ope

ratio

n (a

fter t

he re

porti

ng

time)

, whi

ch is

regu

lated

und

er (f

) of t

he sa

me

para

grap

h.

FTL F

AQ

Page

12

ORO.

FTL.2

05(d

)(1) l

imits

in n

umbe

r the

use

of e

xten

sions

to tw

o in

7

cons

ecut

ive d

ays,

not h

ow o

ften

they

may

be

plan

ned.

Po

sitio

ning

OR

O.FT

L.215

Sh

all a

posit

ioni

ng b

etwe

en ac

tive

sect

ors c

ount

as a

sect

or fo

r a p

ilot?

No

. Acc

ordi

ng to

ORO

.FTL.2

15, p

ositi

onin

g prio

r to

oper

atin

g sho

uld

shall

coun

t as F

DP b

ut sh

all n

ot co

unt a

s sec

tor.

A po

sitio

ning

sect

or

betw

een

in th

at re

spec

t is p

ositi

onin

g afte

r rep

ortin

g and

prio

r to

oper

atin

g.

Posit

ioni

ng /

repo

rting

poi

nt

ORO.

FTL.2

15

Does

pos

ition

ing b

egin

whe

n th

e cr

ew

mem

ber a

rrive

s at t

he ai

rpor

t/tra

in

stat

ion

or w

hen

the

aero

plan

e/tra

in

leav

es?

Posit

ioni

ng b

egin

s afte

r rep

ortin

g at t

he d

esign

ated

repo

rting

poi

nt. I

n ac

cord

ance

with

ORO

.FTL.1

05(1

4) ‘h

ome

base

’ mea

ns th

e lo

catio

n,

assig

ned

by th

e op

erat

or to

the

crew

mem

ber,

from

wh e

re th

e cr

ew

mem

ber n

orm

ally s

tarts

and

ends

a du

ty p

erio

d or

a se

ries o

f dut

y pe

riods

and

wher

e, u

nder

nor

mal

circu

mst

ance

s, th

e op

erat

or is

not

re

spon

sible

for t

he ac

com

mod

atio

n of

the

crew

mem

ber c

once

rned

. OR

O.FT

L.200

inst

ruct

s ope

rato

rs to

assig

n a h

ome

base

to cr

ew

mem

bers

. Thi

s req

uire

men

t is r

efin

ed fo

r CAT

ope

ratio

ns b

y aer

oplan

e –

Sche

dule

d an

d Ch

arte

r Ope

ratio

ns in

CS F

TL.1

.200

(a).

The

hom

e ba

se is

a sin

gle a

irpor

t loc

atio

n […

]. Po

sitio

ning

ther

efor

e st

arts

whe

n th

e cr

ew

mem

ber r

epor

ts at

his/

her h

ome

base

airp

ort o

r, ou

tsid

e th

e ho

me

base

, at t

he d

esign

ated

repo

rting

poi

nt.

Posit

ioni

ng fo

r pu

rpos

es o

ther

th

an o

pera

ting

ORO.

FTL.1

05(1

8)

ORO.

FTL.2

15

How

shou

ld ti

me

spen

t to

trave

l fro

m

the

plac

e of

rest

or h

ome

base

to a

simul

ator

(whe

n ou

tsid

e th

e ba

se) b

e ta

ken

into

acco

unt?

Any t

rans

fer o

f a n

on-o

pera

ting c

rew

mem

ber f

rom

one

plac

e to

the

othe

r at t

he b

ehes

t of t

he o

pera

tor i

s pos

ition

ing.

Trav

el fr

om a

crew

m

embe

r’s p

rivat

e pl

ace

of re

st to

the

repo

rting

poi

nt at

hom

e ba

se an

d vic

e ve

rsa,

and

loca

l tra

nsfe

rs fr

om a

plac

e of

rest

to th

e co

mm

ence

men

t of

dut

y and

vice

vers

a are

exc

lude

d.

In ac

cord

ance

with

ORO

.FTL.2

15 p

ositi

onin

g afte

r rep

ortin

g but

prio

r to

oper

atin

g sha

ll cou

nt as

FDP.

All t

ime

spen

t on

posit

ioni

ng sh

all co

unt a

s du

ty.

Reco

rd ke

epin

g OR

O.FT

L.245

Do

reco

rds r

equi

red

in O

RO.FT

L.245

ha

ve to

refle

ct p

lanne

d or

actu

al FD

P,

DP an

d re

st?

Plan

ned

rost

ers m

ay d

iffer

subs

tant

ially

from

achi

eved

rost

ers.

In o

rder

to

ens

ure

appr

opria

te o

vers

ight o

f FTL

by t

he co

mpe

tent

auth

ority

, op

erat

ors s

hall m

ainta

in (f

or a

perio

d of

24

mon

ths)

reco

rds o

f the

ac

tual

valu

es o

f flig

ht ti

mes

, FDP

, res

t per

iods

and

days

free

of a

ll dut

ies.

Acco

rdin

g to

AMC1

ORO

.FTL.1

10(j)

on

oper

atio

nal r

obus

tnes

s,

FTL F

AQ

Page

13

oper

ator

s sho

uld

esta

blish

and

mon

itor p

erfo

rman

ce in

dica

tors

for

oper

atio

nal r

obus

tnes

s ros

ters

. Thi

s can

onl

y be

done

if o

pera

tors

keep

re

cord

s of b

oth,

plan

ned

and

achi

eved

rost

ers.

Recu

rrent

ex

tend

ed

reco

very

rest

/ re

duct

ion

ORO.

FTL.2

05(f)

Ca

n th

e ex

tend

ed re

cove

ry re

st p

erio

d be

redu

ced

with

com

man

der’s

di

scre

tion

(dow

n to

10h

)?

No. O

RO.FT

L.235

(d) s

tate

s tha

t in

any c

ase t

he ti

me

betw

een

the

end

of

one

recu

rrent

ext

ende

d re

cove

ry re

st p

erio

d an

d th

e st

art o

f the

nex

t ex

tend

ed re

cove

ry re

st p

erio

d sh

all n

ot b

e m

ore

than

168

hou

rs.

ORO.

FTL.2

05(f)

spec

ifies

the

cond

ition

s to

mod

ify th

e lim

its o

n fli

ght

duty

, dut

y and

rest

per

iods

by t

he co

mm

ande

r in

the

case

of u

nfor

esee

n cir

cum

stan

ces i

n fli

ght o

pera

tions

, whi

ch st

art a

t or a

fter t

he re

porti

ng

time .

An

exte

nsio

n to

the

168

hour

s bet

ween

two

recu

rrent

ext

ende

d re

cove

ry re

st p

erio

ds is

not

fore

seen

by t

his A

rticle

. Re

curre

nt

exte

nded

re

cove

ry re

st /

re-p

lanni

ng

ORO.

FTL.1

10(a

) Is

re-p

lanni

ng o

f a re

st al

lowe

d (n

ot in

th

e ca

se o

f res

erve

)? Fo

r exa

mpl

e: 5

6h

exte

nded

reco

very

rest

per

iod

is pl

anne

d, b

ut o

nly 3

8h in

cludi

ng 2

loca

l ni

ghts

requ

ired

from

a re

gulat

ory

stan

dpoi

nt.

Case

1: b

efor

e th

e re

st h

as b

egun

Ca

se 2

: afte

r the

rest

has

beg

un

Yes,

prov

ided

that

re-p

lanni

ng o

f res

t (an

d du

ty) i

s com

plet

ed an

d no

tifie

d be

fore

the

rest

per

iod

has s

tarte

d an

d th

e re

-plan

ning

pra

ctice

s do

not

conf

lict w

ith a

crew

mem

ber’s

opp

ortu

nity

to p

lan ad

equa

te re

st.

ORO.

FTL.1

10(a

) ins

truct

s the

ope

rato

r to

publ

ish d

uty r

oste

rs su

fficie

ntly

in ad

vanc

e to

pro

vide

the

oppo

rtuni

ty fo

r cre

w m

embe

rs to

plan

ad

equa

te re

st.

ORO.

FTL.1

05(2

1) st

ates

that

‘res

t per

iod’

mea

ns a

cont

inuo

us,

unin

terru

pted

and

def

ined

per

iod

of ti

me,

follo

wing

dut

y or p

rior t

o du

ty, d

urin

g whi

ch a

crew

mem

ber i

s fre

e of

all d

utie

s, st

andb

y and

re

serv

e.

An o

pera

tor’s

pro

cedu

res f

or re

-plan

ning

shou

ld d

emon

stra

bly d

escr

ibe

by w

hich

mea

ns th

e op

portu

nity

for c

rew

mem

bers

to p

lan ad

equa

te

rest

is p

rovid

ed in

the

case

of r

e-pl

anni

ng. I

f re-

plan

ning

take

s plac

e du

ring

the

recu

rrent

ext

ende

d re

cove

ry r

est p

erio

d, a

full u

nint

erru

pted

re

st p

erio

d of

36

hour

s inc

ludi

ng 2

loca

l nigh

ts m

ust b

e re

spec

ted

afte

r th

e in

terru

ptio

n.

Recu

rrent

ex

tend

ed

reco

very

rest

pe

riods

/ In

crea

se o

f

ORO.

FTL.2

35(d

) Is

com

man

der’s

disc

retio

n co

mpa

tible

wi

th th

e in

fring

emen

t of t

he 1

68h

limit

betw

een

exte

nded

reco

very

rest

pe

riods

.

No.T

he 1

68-h

our l

imit

betw

een

two

recu

rrent

ext

ende

d re

cove

ry re

st

perio

ds is

not

amon

gst t

he p

aram

eter

s, wh

ich, a

ccor

ding

to

ORO.

FTL.2

05(f)

, may

be

mod

ified

by t

he co

mm

ande

r. Th

at m

eans

that

th

e 16

8h b

etwe

en tw

o ex

tend

ed re

cove

ry re

st p

erio

ds m

ay n

ot b

e in

crea

sed

unde

r com

man

der’s

disc

retio

n.

FTL F

AQ

Page

14

inte

rval

betw

een

two

unde

r co

mm

ande

r’s

disc

retio

n

Recu

rrent

ex

tend

ed

reco

very

rest

pe

riods

/ In

crea

se o

f in

terv

al be

twee

n tw

o

ORO.

FTL.2

35(d

) Ca

n th

e 16

8h lim

it be

twee

n tw

o ex

tend

ed re

cove

ry re

st b

e au

gmen

ted

outs

ide

com

man

der’s

disc

retio

n?

For e

xam

ple,

if a

crew

mem

ber

repo

rts in

Par

is on

Mon

day a

t 7am

an

d en

ds a

serie

s of f

light

s in

Singa

pore

on

Sund

ay at

20p

m; h

e/sh

e sh

ould

be

given

his/

her e

xten

ded

reco

very

rest

per

iod

in Si

ngap

ore

but

migh

t be

willin

g to

com

e ba

ck to

hi

s/he

r bas

e, h

ence

infri

ngin

g the

16

8h lim

it th

roug

h po

sitio

ning

(b

esid

es, t

his p

ositi

onin

g cou

ld al

so b

e be

tter f

or ac

clim

atisa

tion

purp

oses

). Do

es it

hav

e to

be

treat

ed as

a de

roga

tion

if th

e cr

ew m

embe

r agr

ees

(or a

sks)

for t

his p

ositi

onin

g, h

avin

g in

min

d sa

fety

is n

ot at

risk

?

Any d

erog

atio

n fro

m th

e ru

les o

utsid

e th

e co

mm

ande

r’s d

iscre

tion

deta

iled

in O

RO.FT

L.235

(d) i

s onl

y pos

sible

if fl

exib

ility p

rovis

ions

of

Artic

le 1

4 of

Reg

ulat

ion

(EC)

216

/200

8 ar

e du

ly ap

plie

d.

Re-p

lanni

ng /

retro

spec

tive

ORO.

FTL.2

30

Can

a res

erve

, dur

ing w

hich

no

fligh

t wa

s ass

igned

, be

cons

ider

ed as

a da

y of

f afte

rwar

ds?

This

Regu

latio

n do

es n

ot ad

dres

s wor

king t

ime.

How

ever

, OR

O.FT

L.230

(a) s

tate

s tha

t res

erve

mus

t be

in th

e ro

ster

. The

mea

ning

of

‘ inclu

ding

rese

rve i

n th

e ros

ter’

is ex

plain

ed in

GM

1 OR

O.FT

L.230

(a).

Ther

efor

e, a

rese

rve

perio

d th

at d

oes n

ot re

sult

in a

duty

per

iod

may

not

re

troac

tivel

y be

cons

ider

ed as

par

t of a

recu

rrent

ext

ende

d re

cove

ry re

st

perio

d.

Re-p

lanni

ng af

ter

repo

rting

OR

O.FT

L.205

(f)

Can

a flig

ht b

e re

-plan

ned

afte

r cre

w m

embe

rs h

ave

repo

rted?

Th

is Re

gulat

ion

only

addr

esse

s flig

ht ti

me

limita

tions

and

rest

re

quire

men

ts. I

n ac

cord

ance

with

ORO

.FTL.2

05(f)

, it is

the

com

man

der’s

di

scre

tion

to m

odify

the

limits

on

fligh

t dut

y, du

ty an

d re

st p

erio

ds b

y th

e co

mm

ande

r in

the

case

of u

nfor

esee

n cir

cum

stan

ces i

n fli

ght

FTL F

AQ

Page

15

oper

atio

ns, w

hich

star

t at o

r afte

r the

repo

rting

tim

e.

Repo

rting

tim

es

ORO.

FTL.1

10(c

) Ca

n re

porti

ng ti

mes

for f

light

crew

m

embe

rs re

porti

ng fo

r the

sam

e FD

P be

diff

eren

t?

(Out

side

the

case

of a

ugm

ente

d cr

ew

which

is d

ealt

with

in th

e re

gulat

ion)

Repo

rting

tim

es m

ust c

ompl

y with

ORO

.FTL.1

10(c

) and

OR

O.FT

L.205

(a)(1

). Th

e m

axim

um FD

P is

rest

ricte

d by

the

crew

mem

ber

who

has r

epor

ted

first

. The

min

imum

repo

rting

tim

es, w

hich

hav

e be

en

defin

ed b

y the

ope

rato

r in

the

oper

atio

ns m

anua

l for

spec

ific t

ypes

of

oper

atio

ns, s

hall a

lway

s app

ly.

Repo

rting

tim

es

ORO.

FTL.1

10(c

) In

Spain

we

have

a Na

tiona

l reg

ulat

ion

that

est

ablis

hes m

inim

um re

porti

ng

times

dep

endi

ng o

n th

e air

craf

t typ

e an

d op

erat

ion.

Ca

n th

is Na

tiona

l reg

ulat

ion

be

main

tain

ed, a

nd o

pera

tors

be

oblig

ed

to co

mpl

y with

it? D

o we

nee

d to

un

ders

tand

this

Natio

nal r

egul

atio

n as

an

AltM

oc an

d pr

oces

s it a

s es

tabl

ished

in R

egul

atio

n (E

U)

965/

2012

for A

ltMoc

?

Acco

rdin

g to

the

prim

acy o

f EU

Law,

nat

iona

l rul

es n

o lo

nger

appl

y. Al

tern

ative

Mea

ns o

f Com

plian

ce (A

lt M

oC) m

ay b

e us

ed b

y the

co

mpe

tent

auth

ority

und

er th

e co

nditi

ons o

f ARO

.GEN

.120

. Any

AltM

oC

mus

t be

notif

ied

to th

e Ag

ency

. An

nex I

(9) o

f Reg

. (EU

) 965

/201

2 de

fines

‘alte

rnat

ive m

eans

of

com

plian

ce’.

Rese

rve

CS FT

L 1.2

30(d

) Sh

ould

the

perio

d of

8 h

ours

run

cons

ecut

ively

or is

it p

ossib

le to

def

ine

two

diffe

rent

per

iods

? Can

thes

e ho

urs b

e du

ring d

aytim

e?

A pe

riod

of 8

hou

rs ar

e 8

cons

ecut

ive h

ours

.

Rese

rve

CS FT

L 1.2

30(b

) Is

ther

e an

y res

t req

uire

men

t afte

r a

rese

rve

if th

ere

is no

assig

nmen

t for

a du

ty p

erio

d du

ring t

he re

serv

e?

In ac

cord

ance

with

CS F

TL.1

.230

(b),

rese

rve

times

do

not c

ount

as d

uty

perio

d fo

r the

pur

pose

of O

RO.FT

L.210

and

ORO.

FTL.2

35. T

hat m

eans

th

at th

ere

is no

requ

irem

ent f

or a

min

imum

rest

per

iod

afte

r res

erve

if

no d

uty h

as b

een

assig

ned.

Re

serv

e an

d St

andb

y OR

O.FT

L.105

(20)

and

(25)

Ac

cord

ing t

o re

serv

e an

d st

andb

y de

finiti

ons,

the

only

way t

o re

ceive

an

assig

nmen

t is e

ither

be i

ng o

n re

serv

e or

stan

dby.

Is th

ere

any o

ther

op

tion/

situa

tion

wher

e th

e op

erat

or

can

cont

act a

crew

mem

ber t

o as

sign

‘Res

erve

’ and

‘sta

ndby

’ allo

w fo

r ad

hoc a

ssign

men

ts. I

nitia

lly, t

he

oper

ator

assig

ns d

utie

s by p

ublis

hing

a ro

ster

. A ro

ster

may

be

chan

ged,

ho

weve

r, ro

ster

ed d

utie

s nee

d to

be

publ

ished

in a

way t

hat a

llows

crew

m

embe

rs to

plan

adeq

uate

rest

.

FTL F

AQ

Page

16

a dut

y exc

ept w

hen

a cre

w m

embe

r is

on re

serv

e or

stan

dby?

Re

st af

ter

stan

dby

CS FT

L.1.2

25

Wha

t is t

he b

asis

for r

est c

alcul

atio

n a f

ter a

stan

dby f

ollo

wed

by an

FDP?

Is

it th

e re

porti

ng ti

me

for s

tand

by o

r th

e “a

ctua

l rep

ortin

g tim

e” fo

r the

as

signe

d FD

P?

Stan

dby o

ther

than

airp

ort s

tand

by co

unts

(par

tly) a

s dut

y for

the

purp

ose

of O

RO.FT

L.210

onl

y. If

a cre

w m

embe

r rec

eive

s an

assig

nmen

t du

ring s

tand

by o

ther

than

airp

ort s

tand

by, t

he ac

tual

repo

rting

tim

e at

th

e de

signa

ted

repo

rting

poi

nt sh

ould

be

used

for t

he p

urpo

se o

f OR

O.FT

L.235

. Re

st to

co

mpe

nsat

e fo

r tim

e zo

ne

diffe

renc

es

CS FT

L.1.2

35(b

)(4)

Wha

t doe

s Eas

twar

d-W

estw

ard

or

Wes

twar

d -Ea

stwa

rd tr

ansit

ion

mea

n?

‘Eas

twar

d-W

estw

ard

and

Wes

twar

d-Ea

stwa

rd tr

ansit

ion’

mea

ns th

e tra

nsiti

on at

hom

e ba

se b

etwe

en a

rota

tion

cros

sing 6

or m

ore

time

zone

s in

one

dire

ctio

n an

d a r

otat

ion

cros

sing 4

or m

ore

time

zone

s in

the

oppo

site

dire

ctio

n.

Redu

ced

rest

CS

FTL.1

.235

(c)(5

) Is

it po

ssib

le to

appl

y red

uced

rest

to

two

cons

ecut

ive re

st p

erio

ds? W

ill th

en th

e re

duce

d lim

it of

the

seco

nd

rest

stay

at 1

2/10

hou

rs o

r sho

uld

the

prev

ious

redu

ctio

n be

adde

d?

Redu

ced

rest

is o

nly p

ossib

le u

nder

FRM

. The

FRM

nee

d to

pro

vide

data

de

mon

stra

ting h

ow an

equ

ivale

nt le

vel o

f ale

rtnes

s is a

chie

ved

with

co

nsec

utive

redu

ced

rest

per

iod s

. In

any c

ase,

a m

axim

um o

f 2 re

duce

d re

st p

erio

ds b

etwe

en 2

recu

rrent

ext

ende

d re

cove

ry re

st p

erio

ds is

all

owed

. In

addi

tion,

all t

he o

ther

pro

visio

ns o

f CS F

TL.1

.235

appl

y.

Redu

ced

rest

CS

FTL.1

.235

(c)

CS FT

L.1.2

35(b

)(3)(i

i) Is

it po

ssib

le to

redu

ce th

e 14

h re

st

follo

wing

an FD

P in

volvi

ng a

4 -ho

ur o

r m

ore

away

from

hom

e ba

se?

No. C

S FTL

.1.2

35(b

)(ii)

does

not

fore

see

a red

uctio

n of

the

rest

per

iod

to

com

pens

ate

for t

ime

zone

cros

sing.

ORO

.FTL.2

35 (c

) des

crib

es th

e co

nditi

ons u

nder

whi

ch th

e m

inim

um re

st p

erio

ds e

stab

lishe

d in

OR

O.FT

L.235

(a) a

nd (b

) may

be

redu

ced.

ORO

.FTL.2

35 (e

) est

ablis

hes

the

rest

per

iods

to co

mpe

nsat

e th

e ef

fect

s of t

ime

zone

cros

sing.

Ad

ditio

nal r

est p

erio

ds to

com

pens

ate

the

effe

cts o

f tim

e zo

ne cr

ossin

g sh

all b

e sp

ecifi

ed in

fli gh

t tim

e sp

ecifi

catio

n sc

hem

es.

Rost

er

AMC1

ORO

.FTL.1

10(a

) Is

it ne

cess

ary t

o in

clude

in th

e ro

ster

th

e sp

ecifi

c tim

e wh

en th

e du

ty b

egin

s an

d fin

ishes

? Is

it po

ssib

le to

mak

e ch

ange

s to

a pu

blish

ed ro

ster

in le

ss th

an 1

4 da

ys in

ad

vanc

e?

Yes.

Addi

tiona

l ele

men

ts m

ight b

e ne

eded

to e

nabl

e an

appr

opria

te

plan

ning

of i

ndivi

dual

fatig

ue m

anag

emen

t for

crew

mem

bers

de

pend

ing o

n th

e ty

pe o

f ope

ratio

n.

Yes,

prov

ided

that

the

oper

ator

s with

ORO

.FTL.1

10(a

). Op

erat

ors m

ust

dem

onst

rate

thei

r sys

tem

fulfi

ls th

e re

quire

men

t ORO

.FTL.1

10(a

). Th

is de

mon

stra

tion

coul

d be

supp

orte

d by

the

appl

icatio

n of

an o

pera

tor’s

SM

S pro

cess

es to

its r

oste

ring s

yste

m.

Ther

e is

no IR

that

forb

ids t

he co

mm

unica

tion

of ch

ange

s to

a pub

lishe

d

FTL F

AQ

Page

17

rost

er. O

n th

e ot

her h

and,

all o

ther

rule

s, i.e

. tho

se co

ncer

ning

rest

be

fore

an FD

P, n

eed

to b

e ob

serv

ed.

Rost

er

publ

icatio

n AM

C1 O

RO.FT

L.110

(a)

Man

y Eur

opea

n air

line

oper

ator

s to

day p

ublis

h th

e m

onth

ly ro

ster

s ar

ound

the

22nd

-27th

the

mon

th p

rior.

In av

erag

e, cr

ew th

us kn

ow th

e co

nten

t of a

cale

ndar

day

som

e 15

to

20 d

ays p

rior (

span

ning

from

som

e 7

to 3

5 da

ys “h

orizo

n”).

Is th

is se

en as

fulfi

lling t

he

requ

irem

ent i

n th

e AM

C of

“Ros

ters

sh

ould

be

publ

ished

14

days

in

adva

nce?

Acco

rdin

g to

AMC1

ORO

.FTL.1

10(a

), ro

ster

s sho

uld

be p

ublis

hed

14 d

ays

in ad

vanc

e. T

his r

equi

rem

ent i

s an

AMC

to O

RO.FT

L.110

(a).

The

AMC

is on

e exa

mpl

e of

how

ope

rato

rs co

uld

dem

onst

rate

com

plian

ce w

ith th

is ru

le. T

he ru

le in

stru

cts t

he o

pera

tor t

o pu

blish

rost

ers s

uffic

iently

in

adva

nce

to p

rovid

e th

e op

portu

nity

for c

rew

mem

bers

to p

lan

adeq

uate

re

st. I

n ac

cord

ance

with

ORO

.GEN

.120

, an

oper

ator

coul

d us

e an

alt

erna

tive

mea

ns o

f com

plian

ce.

It is

ther

efor

e po

ssib

le to

use

an al

tern

ative

syst

em to

pub

lishi

ng ro

ster

s 14

day

s in

adva

nce,

pro

vided

the

oper

ator

has

dem

onst

rate

d th

at th

e re

quire

men

ts o

f ORO

.FTL.1

10(a

) are

met

with

this

alter

nativ

e sy

stem

.

Split

dut

y OR

O.FT

L. 22

0 Is

it po

ssib

le to

hav

e m

ore

than

one

Sp

lit d

uty w

ithin

one

FDP?

OR

O.FT

L.220

lays

dow

n th

e co

nditi

ons f

or e

xten

ding

the

basic

dail

y FDP

du

e to

a b

reak

on

the

grou

nd.

Split

dut

y CS

FTL.1

.220

(b)

Are

the

30 m

inut

es fo

r pos

t and

pre

-fli

ght d

utie

s as w

ell a

s tra

vellin

g co

unte

d in

tota

l or 3

0 m

in fo

r po

stfli

ght d

utie

s, 30

min

for t

rave

lling

afte

r pos

t flig

ht d

utie

s, 30

min

for

trave

lling b

efor

e pr

e -fli

ght d

utie

s and

30

min

for p

re-fl

ight d

utie

s?

CS FT

L.1.2

20(b

) ins

truct

s the

ope

rato

r to

spec

ify ac

tual

times

for p

ost

and

pre-

fligh

t dut

ies a

nd fo

r tra

vellin

g in

its o

pera

tions

man

ual. T

he

min

imum

for t

he to

tal is

30

min

utes

. The

ope

rato

r mus

t dem

onst

rate

ho

w tra

vellin

g in

both

dire

ctio

ns, a

nd p

ost a

nd p

re-fl

ight d

utie

s are

ac

com

plish

ed in

the

time

defin

ed in

the

OM.

Split

dut

y CS

FTL.1

.220

Fo

r spl

it du

ties,

can

seve

ral b

reak

s be

impl

emen

ted?

OR

O.FT

L.220

est

ablis

hes t

he co

nditi

ons f

or e

xten

ding

the

basic

m

axim

um FD

P du

e to

a b

reak

on

the

grou

nd.

FTL F

AQ

Page

18

Split

dut

y CS

FTL.1

.220

(d)

Shou

ld su

itabl

e ac

com

mod

atio

n be

pr

ovid

ed fo

r a sp

lit d

uty w

hen

crew

m

embe

rs ar

e in

an u

nkno

wn st

ate

of

accli

mat

isatio

n?

ORO.

FTL.2

20(a

)(2) r

equi

res f

light

tim

e sp

ecifi

catio

n sc

hem

es to

take

into

ac

coun

t ‘ot

her r

elev

ant f

acto

rs’ w

hen

spec

ifyin

g the

pos

sibilit

y to

exte

nd

the

basic

max

imum

dail

y FDP

. The

ele

men

t of a

cclim

atisa

tion

is no

t m

entio

ned

expl

icitly

in C

S FTL

.1.2

20. C

S FTL

.1.2

20 (d

) doe

s, ho

weve

r, m

ake

refe

renc

e to

the

wind

ow o

f circ

adian

low

(WOC

L). T

he in

tent

of

prov

idin

g sui

tabl

e ac

com

mod

atio

n du

ring a

bre

ak e

ncro

achi

ng th

e W

OCL i

s to

incr

ease

the

likel

ihoo

d of

achi

evin

g and

sust

ainin

g sle

ep

durin

g tha

t tim

e of

day

. If c

rew

mem

bers

are

in an

unk

nown

stat

e of

ac

clim

atisa

tion

it is

not p

ossib

le to

det

erm

ine

thei

r ind

ividu

al W

OCL.

Ther

efor

e, su

itabl

e ac

com

mod

atio

n sh

ould

be

prov

ided

for a

ny sp

lit

duty

whe

n cr

ew m

embe

rs ar

e in

an u

nkno

wn st

ate

of ac

clim

atisa

tion.

St

andb

y CS

FTL.1

.225

W

hy d

oes C

S FTL

.1.2

25 (a

) not

st

ipul

ate

the

max

imum

dur

atio

n of

air

port

stan

dby ?

The

max

imum

dur

atio

n of

airp

ort s

tand

by is

def

ined

indi

rect

ly by

the

limits

of t

he co

mbi

ned

dura

tion

of ai

rpor

t sta

ndby

and

FDP.

Stan

dby

ORO.

FTL.2

25(a

) GM

1 CS

FTL.1

.225

(a)

Can

a sta

ndby

be

finish

ed b

efor

e th

e pl

anne

d “e

nd ti

me

notif

ied

in

adva

nce”

, afte

r a n

otifi

catio

n du

ring

the

stan

dby (

sayin

g tha

t the

re w

ill be

no

assig

nmen

t) an

d th

e re

st p

erio

d be

in

itiat

ed at

the

time

of th

e no

tifica

tion

of th

e ne

w st

andb

y end

?

Yes.

Acco

rdin

g to

ORO.

FTL.2

25(a

), a t

ime

perio

d wi

th a

star

t and

end

tim

e, d

urin

g whi

ch a

crew

mem

ber m

ust b

e av

ailab

le to

be

cont

acte

d to

re

ceive

an as

signm

ent ,

mus

t be

defin

ed. A

crew

mem

ber c

ould

, ho

weve

r, du

ring t

he st

andb

y per

iod,

be

notif

ied

that

stan

dby c

ease

s. CS

FTL.1

.225

est

ablis

hes f

urth

er co

nditi

ons.

GM1

CS FT

L.1.2

25(a

) ex

plain

s tha

t a m

inim

um re

st p

erio

d ac

cord

ing t

o OR

O.FT

L.235

shou

ld

be p

rovid

ed af

ter t

he n

otifi

catio

n of

the

adva

nced

end

of t

he st

andb

y pe

riod.

St

andb

y CS

FTL.2

25(a

)(2)(i

i) W

e un

ders

tand

that

the

cap

of 1

6 ho

urs i

s not

appl

icabl

e w

hen

airpo

rt st

andb

y is f

ollo

wed

by an

FDP

with

in-

fligh

t res

t. Do

es th

at m

ean

that

ther

e is

no ca

p fo

r tha

t kin

d of

situ

atio

n?

The

cond

ition

s to

exte

nd an

FDP

due

to in

-fligh

t res

t are

est

ablis

hed

in

ORO.

FTL.2

05(e

). Co

nditi

ons f

or e

xten

ding

the

basic

max

imum

dail

y FDP

du

e to

a br

eak o

n th

e gr

ound

(spl

it du

ty) a

re e

stab

lishe

d in

ORO

.FTL.2

20.

The

cap

of 1

6 ho

urs i

s onl

y app

licab

le f o

r FDP

s fol

lowi

ng th

e re

quire

men

ts in

ORO

.FTL.2

05(b

) bas

ic m

axim

um d

aily F

DP w

ithou

t the

us

e of

in-fl

ight r

est a

nd (d

) ext

ende

d da

ily FD

P wi

thou

t the

use

of i

n-fli

ght r

est.

If ot

her m

itiga

ting m

easu

res,

such

as in

-fligh

t res

t or a

bre

ak o

n th

e gr

ound

are

prov

ided

, the

cap

of 1

6 ho

urs i

n CS

FTL.1

.225

(a)(2

)(ii)

does

no

t app

ly.

FTL F

AQ

Page

19

Stan

dby

CS FT

L.1.2

25(b

) Ho

w is

the

time

spen

t on

stan

dby

othe

r tha

n air

port

befo

re th

e as

signm

ent t

akes

plac

e co

nsid

ered

? Ho

w is

the

time

betw

een

notif

icatio

n an

d re

porti

ng co

nsid

ered

?

Acco

rdin

g to

CS FT

L.1.2

25(b

)(3),

25%

of t

ime

spen

t on

stan

dby c

ount

s as

cum

ulat

ive d

uty.

If no

rest

per

iod,

as sp

ecifi

ed in

ORO

.FTL.2

35, is

pr

ovid

ed b

etwe

en re

ceivi

ng th

e no

tifica

tion

for a

n as

signm

ent a

nd

repo

rting

, 25%

of t

he ti

me

spen

t on

stan

dby (

inc lu

ding

the

time

betw

een

rece

iving

the

assig

nmen

t and

repo

rting

) cou

nt as

cum

ulat

ive

duty

. Tim

e be

twee

n no

tifica

tion

and

repo

rting

is co

nsid

ered

stan

dby.

If a

rest

per

iod

is pr

ovid

ed b

etwe

en n

otifi

catio

n an

d re

porti

ng, o

nly t

he ti

me

spen

t on

stan

dby u

ntil t

he n

otifi

catio

n of

the

assig

nmen

t is c

ount

ed as

25

% cu

mul

ative

dut

y.

Stan

dby

CS FT

L.1.2

25

Can

a sta

ndby

be

mod

ified

from

“s

tand

by o

ther

than

airp

ort s

tand

by”

to “a

irpor

t sta

ndby

” dur

ing t

he

stan

dby (

pilo

t in

“hom

e st

andb

y” is

re

quire

d to

go to

the

airpo

rt to

co

ntin

ue o

n “a

irpor

t sta

ndby

”)? W

hat

limits

mus

t be

used

?

Acco

rdin

g to

the

defin

ition

of s

tand

by in

ORO

.FTL.1

05(2

5), d

urin

g a

stan

dby p

erio

d an

y dut

y may

be

assig

ned.

That

inclu

des a

irpor

t sta

ndby

. CS

FTL.1

.225

(b) e

stab

lishe

s the

limits

for a

ssign

men

ts w

hen

a cre

w m

embe

r is o

n st

andb

y oth

er th

an ai

rpor

t sta

ndby

. If t

he as

signm

ent

durin

g sta

n dby

oth

er th

an ai

rpor

t sta

ndby

is ai

rpor

t sta

ndby

and

the

crew

mem

ber r

ecei

ves a

n as

signm

ent d

urin

g the

airp

ort s

tand

by, t

he

limita

tions

in b

oth

para

grap

hs n

eed

to b

e ap

plie

d an

d th

e m

ost

rest

rictiv

e lim

its fo

r eac

h ca

se n

eeds

to b

e ob

serv

ed. T

hat m

eans

, e.g

. if

the

stan

dby o

ther

than

airp

ort s

tand

by is

com

mut

ed to

airp

ort s

tand

by

afte

r a cr

ew m

embe

r has

alre

ady s

pent

mor

e th

an 6

hou

rs o

n st

andb

y ot

her t

han

airpo

rt st

andb

y, th

e FD

P m

ust b

e re

duce

d by

any t

ime

spen

t on

stan

dby o

ther

than

airp

ort s

tand

by in

exc

ess o

f 6 h

ours

. In

acco

rdan

ce w

ith C

S FTL

.1.2

25(b

)(2),

the

oper

ator

des

igns p

roce

dure

s en

surin

g tha

t the

com

bina

tion

of st

andb

y and

FDP

do n

ot le

ad to

mor

e th

an 1

8 ho

urs a

wake

tim

e. Th

is als

o ap

plie

s for

the

case

of c

omm

utin

g st

andb

y oth

er th

an ai

rpor

t sta

ndby

to ai

rpor

t sta

ndby

. St

andb

y CS

FTL.1

.225

Is

it po

ssib

le to

assig

n an

FDP

with

a re

porti

ng ti

me

afte

r the

plan

ned

stan

dby p

erio

d ha

s fin

alise

d du

ring

stan

dby o

ther

than

airp

ort s

tand

by?

A cr

ew m

embe

r sho

uld

not b

e as

signe

d an

FDP

star

ting a

fter t

he st

andb

y pe

riod

has e

nded

. CS F

TL.1

.225

(b)(5

) sta

tes t

hat s

tand

by ce

ases

whe

n th

e cr

ew m

embe

r rep

orts

. Poi

nt (4

) sta

tes t

hat s

tand

by is

follo

wed

by a

re

st p

erio

d. A

rest

per

iod

shou

ld th

eref

ore

star

t at t

he ro

ster

ed e

nd o

f st

andb

y. Th

e ex

tens

ion

of a

stan

dby p

erio

d be

yond

the

rost

ered

fin

ishin

g tim

e is

not f

ores

een

in th

e ru

le.

FTL F

AQ

Page

20

Stan

dby /

Du

ty at

the

airpo

rt

ORO.

FTL.2

25(d

) W

hy is

ther

e no

CS f

or d

uty a

t the

air

port?

Th

ere

is no

nee

d to

spec

ify an

y ele

men

ts in

CS f

or d

uty a

t the

airp

ort.

All

elem

ents

are

given

in O

RO.FT

L.225

(d).

Stan

dby f

ollo

wed

by an

FDP

CS FT

L.1.2

25(b

)(2)

How

shall

an o

pera

tor e

xpec

t a cr

ew

mem

ber t

o us

e wh

ole

or p

art o

f a

stan

dby f

or sl

eep

whe

n th

ere

are

dist

urba

nce

fact

ors l

ike d

ifficu

lty to

fa

ll asle

ep, d

istur

bed

sleep

due

to si

ck

child

ren,

wak

ing -

up b

y ext

erna

l noi

se,

etc.?

Acco

rdin

g to

CS FT

L.1.2

25(b

)(2),

the

oper

ator

des

igns

its s

tand

by

proc

edur

es in

a ce

rtain

way

. The

exp

ecta

tion

is on

the

desig

n of

the

proc

edur

e, n

ot o

n th

e in

divid

ual c

rew

mem

ber.

The

expe

ctat

ion

on th

e cr

ew m

embe

r is t

o fo

llow

the

proc

edur

e to

the

best

of h

is/he

r abi

litie

s an

d in

good

faith

at al

l tim

es.

Stan

dby

CS FT

L.1.2

25(b

)(2)

Wou

ld a

nap

durin

g the

crui

se p

hase

wi

thou

t lea

ving t

he p

ositi

on in

the

fligh

t cre

w co

mpa

rtmen

t bre

ak th

e 18

-hou

r awa

ke ti

me?

No.

A na

p m

ay o

nly b

e us

ed to

ove

rcom

e un

expe

cted

fatig

ue. T

he u

se o

f co

ntro

lled

rest

shou

ld tr

igge

r a fa

tigue

repo

rt.

Acco

rdin

g to

CAT.

OP.M

PA.2

10(a

)(3),

durin

g al

l pha

ses o

f flig

ht ea

ch

fligh

t cre

w m

embe

r req

uire

d to

be o

n du

ty in

the f

light

crew

co

mpa

rtmen

t sha

ll rem

ain

aler

t. If

a la

ck o

f aler

tnes

s is e

ncou

nter

ed,

appr

opria

te co

unte

rmea

sure

s sha

ll be u

sed.

If u

nexp

ecte

d fa

tigue

is

expe

rienc

ed, a

cont

rolle

d re

st p

roce

dure

, org

anise

d by

the c

omm

ande

r, m

ay b

e use

d if

work

load

per

mits

. Con

trolle

d re

st ta

ken

in th

is w

ay sh

all

not b

e con

sider

ed to

be p

art o

f a re

st p

erio

d fo

r pur

pose

s of c

alcu

latin

g fli

ght t

i me l

imita

tions

nor

use

d to

just

ify a

ny ex

tens

ion

of th

e dut

y pe

riod.

Un

der C

S FTL

.1.2

25(b

)(2),

the

oper

ator

des

igns s

tand

by p

roce

dure

s in

a wa

y tha

t mak

es u

nexp

ecte

d fa

tigue

unl

ikely

by av

oidi

ng e

xces

sive

awak

e tim

es. T

he fr

eque

nt u

se o

f con

trolle

d re

st af

ter h

avin

g bee

n ca

lled

from

st

andb

y oth

er th

an ai

rpor

t sta

ndby

coul

d in

dica

te th

at th

e st

andb

y pr

oced

ure

does

not

f ulfi

l the

exp

ecta

tion

to av

oid

exce

ssive

awak

e tim

es.

Abbreviations

AltMOC Alternative Means of Compliance AMC Acceptable Means of Compliance CAA Civil Aviation Authority CS Certification Specification EASA European Aviation Safety Agency EC European Commission FDP Flight Duty Period FRM(S) Fatigue Risk Management (System) FTL Flight Time Limitations GM Guidance Material IR Implementing Rules ICAO International Civil Aviation Organization NAA National Aviation Authority ORO Organisation Requirements for Air Operations Part ARA Section of IR dealing with Authority requirements for Aircrew Part ARO Section of IR dealing with Authority Requirements for Air

Operations Part CAT Section of IR dealing with Commercial Air Transport

Operations Part CC Section of IR dealing with Authority Requirements for Air

Operations Part Med Section of IR dealing with Medical (incl. cabin crew and pilots) Part ORA Section of IR dealing with Organisation Requirements for

Aircrew Part ORO Section of IR dealing with Organisation Requirements for Air

Operations WOCL Window of Circadian Low

easa regulation structure - anpav · easa regulation structure regulations annexes i ii iii iv v vi...

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