Understanding SACAA - CAR/CATS - FTDPS. Flight Time Duty Period Scheme. Version 1.0

Transcription

1 Understanding SACAA - CAR/CATS - FTDPS Flight Time Duty Period Scheme Version Mar-2016

2 Page 2 Table of Contents Table of Contents... 2 Overview:... 3 CATS.3 Operators schemes and their approval... 4 CATS.4 General principles for controlling flight, duty and rest time... 4 CAR.1 Definitions and Abbreviations:... 5 CAR 1.1 Definitions:... 5 Additional Definitions:... 7 Acclimatisation:... 9 Status... 9 Theater... 9 Acclimatization Process Window of Circadian Low (WOCL): FDP time: Rest Periods and Breaks: Rest Period: Break: Local Night Rest (LNR): Applied Crew Schemes: Standard Flightcrew: Augmented Flightcrew: Heavy Flightcrew: Standard Cabin crew: Augmented Cabin crew: In-Flight Rest Requirements: Augmented and Heavy Flightcrew Schemes: Night Duty(ND): Split Duty: Cumulative Flight Time and Cumulative Duty time Application of Regulations: Standard Crew Complement: CATS 7.1 (1) Maximum FDP 2 Flight Crew Members CATS 7.1 (3) Limits on Two Flight Crew Long Range Operations CATS 7.1 (2) Maximum FDP 3 Flight Crew Members CATS 7.3 Split Duty Augmented Crew Complements: CATS 7.2 Extension of Flying duty period by In-flight relief CATS 12 Cabin crew requirements Maximum Flight Duty Period: Cumulative Duty Time: Rest Period All Crew Complements: CATS 7.6 Aircraft commander s discretion to extend a flying duty period: CATS 2.1 Maximum Flight Time CATS 11 Cumulative Duty Hours CATS 8 Rest Periods CATS 10 Days off CATS 7.7 Delayed Reporting Time in a Single FDP CATS 9 Standby (SBY) CATS 9 Flight Watch (FW): CATS 9 Home Reserve (HR): CATS-8(2)(C) SBY, FW and HR Additional Reference Information from CAP-371: General Principles Applied to Control of Flight, Duty and Rest Time Definitions Additional Limits on Flying Standard Interpretation: CAP 371 (7.2) Late Finishing Duties/Night Duties/Early Start Duties: CAP 371 (7.3) Consecutive Night Duties (CND):... 38

3 Page 3 Overview: SACAA-CATS FTDPS supports SACAA CAR CAR requires each air service operator to establish a scheme for the administration of flight time and duty periods. Operators are reminded that they bear sole responsibility for such schemes being in full compliance with any Acts, laws and regulations that are external to the South African Civil Aviation Regulations, notwithstanding any approvals given by the SACAA. SACAA-CATS FTDPS is primarily based upon UK CAA - CAP 371 and it is recommended operators and crew members are also familiar with the interpretations of both sets of regulations. I have noted some of the differences from CAP-371 for references only.

4 Page 4 CATS.3 Operators schemes and their approval (1) An operator shall submit a proposed scheme for the regulation of flight time and duty periods and minimum rest periods to the Director for approval which shall be based upon scientific principles and knowledge, where available, with the aim of ensuring that crew members are performing at an adequate level of alertness. (2) Any deviation from the approved scheme shall be submitted to the Director for consideration. (3) Non-availability of auto pilot or auto stabilisation systems requires a reduction in flight time and duty period in respect of public air transport and IFR operations. CATS.4 General principles for controlling flight, duty and rest time (1) The prime objective of any scheme of flight time and duty limitations is to ensure that flight crew members are adequately rested at the beginning of each flight duty period (FDP). Aeroplane operators will therefore need to take account of inter-related planning constraints on (A) individual duty and rest periods; (B) the length of cycles of duty and the associated periods of rest; and (C) cumulative duty hours within specific periods. (2) Duties shall be scheduled within the limits of the operator s scheme. To allow for unforeseeable delays the pilot-in-command (PIC) may, within prescribed conditions, use his or her discretion to exceed the limits on the day. Nevertheless, flight schedules shall be realistic, and the planning of duties shall be designed to avoid as far as possible exceeding the flight time and duty limits. (3) Other general considerations in the sensible planning of duties are (A) the need to construct consecutive work patterns which will avoid as far as possible such undesirable rostering practices as alternating day/ night duties and the positioning of flight crews in a manner likely to result in a serious disruption of established sleep/work patterns; (B) the need, particularly where flights are carried out on a programmed basis, to allow a reasonable period for the pre-flight notification of duty to flight crews, other than those on standby duty; and (C) the need to plan time off and also to ensure that crew members are notified of their allocation well in advance. Authors Note The CAR and CATS do not provide enough information concerning the prescriptive regulation of CATS 4 (3)(A) alternating day / night duties, one suggestion to consider is the use of prescriptive practices found in other regulatory schemes (CAP-371). This information may be found at the end of this document.

5 Page 5 CAR.1 Definitions and Abbreviations: Authors Note: The following list of definitions is a partial listing of the definitions from CAR Part 1. The following listing pertains to FTDPS. CAR 1.1 Definitions: Term Definition Active Flight means the time spent on duty on the flight deck during a sector excluding any break Deck Duty of not less than one hour whilst being relieved by an additional crew member; Additional means a cabin crew member carried over and above the minimum number required Cabin Crew by subpart 2 of Part 91; Member Additional Flight Crew Member Air Carrier Cabin Crew (CC) Cabin Crew Member (CCM) Co-Pilot (CP) Crew Member (CM) Cruise Relief Pilot (CRP) Day Off Duty Duty Period (DP) means a flight crew member carried over and above the minimum number required by subpart 2 of Part 91; means a commercial air transport operator providing either a scheduled or a nonscheduled air service; means the collective of cabin crew members on board an aircraft; means a crew member licensed in terms of Part 64 who performs, in the interest of safety of passengers, duties assigned by the operator or the PIC of the aircraft, but who shall not act as a flight crew member; means a licensed, type-rated pilot required by these Regulations to serve in any piloting capacity other than as PIC, but excluding a pilot who is on board the aircraft for the purpose of receiving flight instruction; means a person assigned by an operator to carry out duties onboard an aircraft during a flight, that are essential for the safe operation of the aircraft and the successful completion of the flight, and include task specialists who have been assigned in-flight duties related to a specialized use of the aircraft and have been informed of, and accepted the associated risks thereof; means a flight crew member who is assigned to perform pilot tasks during cruise flight, to allow the PIC or a co-pilot to obtain planned rest; for the purposes of an air operator s approved flight time and duty period programme, means a period of not less than 24 consecutive hours free of all duty on behalf of, or contact by the operator. A single day off shall include two local nights. Consecutive days off shall include a further local night for each consecutive day off. A rest period may be included as part of a day off; Note Contact by the operator may be effected by non-intrusive means such as electronic mail but not by any method that could cause a disturbance or disruption to sleep or other rest. means any task that flight or cabin crew members are required by the operator to perform, including, for example, flight duty, administrative work, training, positioning and standby when it is likely to induce fatigue; means any continuous period throughout which either a crew member flies in any aeroplane, whether as a crew member or as a passenger, at the behest of his or her employer, or otherwise carries out a required duty in the course of his or her employment. It includes any flight duty period, positioning, ground or flight training, office duties, flight watch, home reserve and standby duty;

6 Page 6 Term Fatigue Flight Flight Crew Member (FCM) Flight Data Analysis Flight Deck Flight Duty Period (FDP) Flight Time Flight Watch (FW) Night Duty (ND) Operations Manual (OM) Operations Specifications (OPSPEC) Pilot (to) Definition means a physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness and/or physical activity that can impair a crew member s alertness and ability to safely operate an aircraft or perform safety related duties; means from the moment an aircraft commences its take-off until the moment it completes its next landing; means a crew member licensed in terms of Part 61 or Part 63 of the regulations and charged with duties essential during flight time; means the process of analysing recorded flight data in order to improve the safety of flight operations; means the area in an aircraft in which is located the flight crew member stations from which the operation of the aircraft is controlled and observer seats, if installed, and in which access is normally restricted to flight crew members only; means any time during which a person operates in an aircraft as a member of its flight crew and it starts when the flight crew member is required by an operator to report for a flight, and finishes at on-chocks or engines off, on the final sector for that flight crew member; means a) for the operation of aeroplanes, the total time from the moment an aeroplane first moves for the purposes of taking off until the moment it finally comes to rest at the end of the flight; Note Flight time as here defined is synonymous with the term block to block time or chock to chock time in general usage which is measured from the time an aeroplane first moves for the purpose of taking off until it finally stops at the end of the flight. b) for the operation of helicopters, the total time from the moment a helicopter s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight and the rotor blades are stopped; and c) for the operation of gliders, the total time occupied in flight, whether being towed or not, from the moment the glider first moves for the purpose of taking off until the moment it comes to rest at the end of the flight; means (a) (b) in respect of flight time and duty period regulations, a period of time during which a flight crew member is required to check with the operator at specified times as to whether his or her services as a flight crew member will be required and, should this be the case, will report for duty at the time then specified; and in respect of operational control of commercial air transport aircraft, the process by which a flight operations officer provides flight following service to a flight, and provides any operational information as may be requested by the PIC or deemed necessary by the flight operations officer. Meteorological information provided to the PIC by the flight operations officer may include analysis or interpretation; means a period of not less than 4 hours between 20h00 and 06h00 of the next day; means a manual containing procedures, instructions and guidance for use by operational personnel in the execution of their duties as prescribed in Parts 121, 127 and 135 of the regulations; means the authorizations, conditions and limitations forming part of the AOC and subject to the conditions specified therein or the operations manual; means to manipulate the flight controls of an aircraft during flight time and may also be referred to as pilot flying (PF);

7 Page 7 Term Pilot Flying Pilot-In- Command (PIC) Rest Period Safety Management System (SMS) Second-In- Command (SIC) Sector Series of Flights Shift Cycle Standby Duty (SBY) Definition means a pilot assigned as a required flight crew member who is manipulating the controls of an aircraft during flight time; means the pilot designated by the operator as being in command and charged with the safe conduct of a flight, without regard to whether or not he or she is manipulating the controls; means a continuous and defined period of time, subsequent to and/or prior to duty, during which crew members are free of all duties; means a systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures; means a licensed pilot serving in a piloting capacity other than as PIC, who is designated as second-in-command, but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction; includes take-off, en-route flight time and landing, but excludes circuit operations; means consecutive flights that: (c) (d) begin and end within a period of 24 hours; and are all conducted by the same PIC; means a consecutive 28 day period; for the purposes of an air operator s approved flight time and duty period programme, means a period of time during which a crew member is required to remain at a specified location in order to be available to report for flight duty on notice at the discretion of the operator; Additional Definitions: Term Definition Acclimatised: To be considered acclimatised for the purpose of this technical standard, a flight crew member shall be allowed three consecutive local nights free of duty within a local time zone band which is two hours wide. He or she will thereafter be considered to remain acclimatised to that same time zone band until he or she ends a duty period at a place where local time falls outside this time zone band. Calendar Day Daylight Time (Daylight Saving Time) (Summer Time) (DST) Early Start Duty (ES) means a 24-hour period from 0000 through 2359 using base time Daylight saving time (DST) or summer time is the practice of advancing clocks during the lighter months so that evenings have more apparent daylight and mornings have less. Typically clocks are adjusted forward one hour near the start of spring and are adjusted backward in the autumn. means a duty that commences in the period 0600 to 0659 hours local time. Late Finish Duty (LF) means a duty that finishes in the period 2200 to 2359 hours local time FRMS: A data-driven means of continuously monitoring and managing fatigue-related safety risks, based upon scientific principles and knowledge as well as operational experience that aims to ensure relevant personnel are performing at adequate levels of alertness.

8 Page 8 Term FRMS Policy: Local Night: Definition A required component of an FRMS. THE FRMS Policy must: identify the elements of the FRMS and its scope; reflect the shared responsibility of all stakeholders in the FRMS; state the safety objectives of the FRMS; be signed by the accountable executive of the organisation; be communicated throughout the organisation; declares management commitment to effective safety reporting, to providing adequate resourcing for the FRMS, and to continuous improvement of the FRMS; identify clear lines of accountability for the functioning of the FRMS; and require periodic reviews of the FRMS. means a period of 8 consecutive hours falling between 2200 and 0600 hours local time. Positioning: Reporting Time: Rest facility :Class 1 rest facility :Class 2 rest facility :Class 3 rest facility Split Duty: Standard Time (STD) Suitable Accommodation: Travelling: Unforeseen operational circumstance: Window of Circadian Low (WOCL): means transferring a non-operating crew member from place to place as a passenger in surface or air transport at the behest of an operator. means the time at which a crew member is required by an operator to report for any duty. means a bunk, seat, room, or other accommodation that provides a crewmember with a sleep opportunity onboard the aircraft. means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperaturecontrolled, allows the crewmember to control light, and provides isolation from noise and disturbance. means a seat in an aircraft cabin that allows for a flat or near flat sleeping position; is separated from passengers by a minimum of a curtain to provide darkness and some sound mitigation; and is reasonably free from disturbance by passengers or crewmembers. means a seat in an aircraft cabin or flight deck that reclines at least 40 degrees and provides leg and foot support. means a flight duty period which consists of two or more sectors, separated by less than a minimum rest period. the official local time of a region or country determined by the distance from Greenwich of a line of longitude passing through the area means a well furnished bedroom which is subject to minimum noise, is well ventilated, and has the facility to control the levels of light and temperature. means time spent by a crew member transiting between the place of rest, and the place of reporting for duty. means the arising or occurrence of a particular event or situation which could not have been anticipated or predicted. means the period between 0200 and 0559 hours local time, in the time zone to which the crew member is acclimatised. The above additional terms and definitions are used to aid in clarification and understanding of the regulations. Authors note: Airlines should be aware when CM s will be impacted by a transition between STD and DST. The impact is that the WOCL will not be in synch with definitions of WOCL. The STD/DST transition reduces the window for a LNR, while a DST/STD transition will increase the window for a LNR.

9 Page 9 Acclimatisation: Status Acclimated - when a CM has adjusted to a local time zone. Un-acclimated - when a CM has entered a local time zone and has not adjusted to the local time zone. Theater Based upon the difference in time zone from where the CM was last acclimated to. Is 5 time zones wide centered upon the Time Zone where the crew member is acclimated. Depiction of Theater In the examples above a duty period from JNB to DXB remains within the theater, thereby the crewmember remains acclimated to DXB time. A duty period from JNB to BOM exits the theater, thereby the crewmember will be in an un-acclimated state and will require to undergo-adaptation before resuming operations under Acclimated limitations. When a CM exits a theater, that individual is Un-acclimated, and will remain in such a state until they have acclimated to the local surroundings. A CM begins time within a new theater at release time.

10 Page 10 Acclimatization Process Acclimatization process is also known as re-adaptation. Flying across time zones exposes the circadian body clock to sudden shifts in the day/night cycle. Because of its sensitivity to light and (to a lesser extent) social time cues, the circadian body clock will eventually adapt to a new time zone. A CM may be considered at time of report for a FDP as acclimated to any location if the following occurs: o The total time within a single theater for 54 hours or more, and o The total time encompasses 3 local nights, and o Has been given a local nights rest of 8:00 between 22:00 and 08:00 Once a CM has achieved an Acclimated status: o The CM's Reference Time Zone (RTZ) is reset to the Time Zone of the station at the point of acclimatization. Window of Circadian Low (WOCL): Shall be based upon the CM's reference time zone (RTZ). Is between 02:00 and 05:00 (inclusive). FDP time: For an OCM assigned to a duty period that contains flight time: The start of the FDP is at the report time (UTC) of the duty period. The end of the FDP is at the arrival time of the last operating (working) flight (UTC) before the start of a rest period. Ferry Flights are considered working flights.

11 Page 11 Rest Periods and Breaks: Rest Period: A Rest Period begins when a crew member is released from duty until the crew member reports for the next duty. When the airline is responsible to provide a rest accommodation, Travel time to/from the accommodation and Sleep opportunity must be considered.

12 Page 12 Break: A Break - is not considered a Rest Period, it is used to extend FDP limitations using Split Duty rules. The minimum time for a Duty Break is 3 hours. Author s note: The operator should specify the times in its Operations Manual (OM) the minimum durations of: Post-Flight Duty Pre-Flight Duty Travel Time to/from accommodation, The operator should consider airport, time of day, aircraft type when specifying the minimums above. The absolute minimum ground time between to flights that may be considered a break is 3:30, Break = Ground Time (Post-Flight Duty + Pre-Flight Duty + Travel Times) 3:00 = 3:30 0:30, However the ground time will most likely increase due to values in the OM, Example: 3:00 = 5:00 (0:30 + 1:00 + 0:15 + 0:15)

13 Page 13 Local Night Rest (LNR): 1. Must include: a. 8 consecutive hours b. that starts at or before 00:00 (local time) and c. ends at or after 06:00 (local time) Single day free from duty (SDFD) Two days free from duty (TDFD) The minimum time for a LNR is 8:00. The minimum time for a SDFD is 34:00. The minimum time for a TDFD is 54:00. means a time free of all duties at base consisting of a single day and two LNRs. means a time free of all duties at base consisting of a two consecutive days and three LNRs. Example 1 show a 10 hours rest period from 22:00 to 08:00, this qualifies as a LNR. Example 2 has a 10 hour rest period with 8 hours during the LNR period from 00:00 to 08:00, the rest from 08:00 to 10:00 is not applied towards the LNR. Example 3 has a 10 hour rest period with 8 hours during LNR period from 22:00 to 06:00, the rest from 20:00 to 22:00 is not applied towards the LNR Example 4 has a rest period from 01:00 to 06:00 the following day, the rest from 01:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR, the rest from 22:00 to 06:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration. Example 5 has a rest period from 07:00 to 06:00 the following day, the rest from 07:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR, the rest from 22:00 to 06:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration. Example 6 has a rest period from 06:00 to 05:00 the following day, the rest from 06:00 to 08:00 is not applied towards the LNR since it is insufficient in duration, the rest from 08:00 to 22:00 also is not applied towards the LNR, the rest from 22:00 to 05:00 the next days is not applied towards the LNR since it is insufficient in duration. Example 7 has a rest period from 11:00 to 06:00 the following day, the rest from 11:00 to 22:00 is not applied towards the LNR, the rest from 22:00 to 06:00 the next days is applied toward the LNR, and it falls within the window and is of sufficient duration. Example 8 has a rest period from 00:00 to 12:00 the following day, the rest from 00:00 to 08:00 is applied towards the LNR since it is of sufficient in duration, the rest from 08:00 to 22:00 is not applied towards the LNR, the rest from 22:00 to 08:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration, the rest from 08:00 to 12:00 is not applied toward the LNR. The total amount of rest is 36 hours with 2 LNR s. The rest period qualifies as a SDFD. Example 9 has a rest period from 01:00 to 13:00 the following day, the rest from 01:00 to 08:00 is not applied towards the LNR since it is of insufficient in duration, the rest from 08:00 to 22:00 is not applied towards the LNR, the rest from 22:00 to 08:00 the next days is applied toward the LNR, it falls within the window and is of sufficient duration, the rest from 08:00 to 13:00 is not applied toward the LNR. The total amount of rest is 36 hours with 1 LNR

14 Page 14 Applied Crew Schemes: Crew Schemes are also known as crew complements. The positions Captain (CA) and First Officer (FO), refers to individuals who hold the Required Qualifications to Operate in that specific position, versus the Rank of the individual. Individual Airline designations may apply differently. When any additional Operating Crew Member is carried to provide in-flight relief with the intent of extending an FDP, that individual shall hold qualifications which are equal or superior to those held by the crew member who is to be rested. Standard Flightcrew: Flight operations which operate with only one (1) CA and one (1) FO. Any aircraft that lacks a Class 1, 2 or 3 on-board rest facility, or Augmented Flightcrew: All flight operations within the FDP must operate with at least, two (2) CA s and one (1) (FO) Augmented Flightcrew must be assigned to an aircraft that has a Class 1, 2 or 3 on-board rest facility. Heavy Flightcrew: All flight operations within the FDP must operate with two (2) CA s and two (2) FO s Heavy Flightcrew must be assigned to an aircraft that has a Class 1, 2 or 3 on-board rest facility. Standard Cabin crew: Flight operations, which operate with the minimum required cabin crew, based upon seating capacity and operating requirements. Any aircraft that lacks a Class 1, 2 or 3 on-board rest facility. Augmented Cabin crew: Flight operations which operate with the minimum required cabin crew based upon seating capacity and operating requirements plus additional cabin crew and allows for each cabin crewmember to be relieved of required tasks during a flight.

15 Page 15 In-Flight Rest Requirements: Permits extension above scheduled FDP limits. May not be combined with Split Duty Extensions. Augmented and Heavy Flightcrew Schemes: An inflight rest period is only applied during cruise, not during the take-off or landing phases of a flight. o Takeoff phase - is generally the first 30 to 45 minutes of a flight. o Landing phase - is generally the last 30 to 45 minutes of a flight. An inflight rest period for each flightcrew member must allow for 3:00 of rest. o Best practices suggest that the inflight rest periods also allow for the impacts of 'sleep inertia', minutes. Example 1: legal for a 3 pilot flightcrew, complies with the requirement for 3 hrs inflight rest in the, the inflight rest do not overlap. Example 2: legal for a 4 pilot flightcrew only, the inflight rest periods must overlap.

16 Page 16 Night Duty(ND): Night Time is defined as 20:00 and 06:00 in the local time zone. Is a Duty Period, which infringes upon any 4:00 or more portion of Night Time. A duty that starts on or before 20:00 would need to end on or after midnight (00:00), Duty must start on or before 02:00 and end no earlier than 4:00 hours after the start of the duty period. A duty that starts after 02:00 or ends before 00:00 is not considered a Night Duty. Examples: Duties A, B and C are Night Duties, each duty overlaps a portion of the Night Time by 4:00 or more. Duties D, E and F are not Night Duties, Duties D and E do not infringe a portion of the Night Time by 4:00 or more, Duty F is less than 4:00 in duration, so again it too is not a Night Duty.

17 Page 17 Split Duty: Is a FDP, which contains a Break of at least 3 hours in a ground rest facility. May be applied to a FDP at any time of the day. Break is less than a Required Rest Period. Break is considered FDP as well as Duty. Break requires a Suitable Accommodation if the Break is 6 hours or more, or touches the WOCL. FDP is measured from Report to Arrival of Last Operating Flight. Is only applied to duties that operate under Standard Crew Schemes. Permits extensions above the scheduled FDP limits by 50 % of the break. Cumulative Flight Time and Cumulative Duty time 1) All cumulative values are across calendar periods. A. Only the portion of the Duty Time or Flight Time that falls within the calendar day/month period. B. Duty time is accumulated across 7, 14 and 28 calendar days, and across 12 calendar months. C. Flight Time is accumulated across 28 calendar days, and across 12 calendar months. D. Standby (SBY) is counted in full towards the Cumulative Duty Limits. E. Flight Watch (FW) and Home Reserve (HR) is counted: in full 1 for 1, for each minute served, or 8:00 in any 24:00 period, whichever is less, towards the Cumulative Duty limits. 2) Duty time for the purposes of determination of the required rest under CATS-8(2)(C); shall be calculated as the sum of all duty time since the end of the previous 24:00 rest period.

18 Page 18 Application of Regulations: Standard Crew Complement: CATS 7.1 (1) Maximum FDP 2 Flight Crew Members Table 1 Two Flight Crew- Acclimatised Table 1 Local time of start Sectors - 2 Flight Crew Members or more 00:00 04:59 11:00 10:15 9:30 9:00 9:00 9:00 9:00 9:00 05:00 06:59 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 07:00 13:59 14:00 13:15 12:30 11:45 11:00 10:15 9:30 9:00 14:00 20:59 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 21:00 21:59 12:00 11:15 10:30 9:45 9:00 9:00 9:00 9:00 22:00 23:59 11:00 10:15 9:30 9:00 9:00 9:00 9:00 9:00 Use the start time of the FDP (Adjusted to Reference Time Zone) and apply the number of sectors within the FDP. Should be done for each sector (Leg). Example: Report 800 ELAPSED MAX MAX EXT FLT DEP ARR BLOCK FDP DUTY SK FDP CMD EXT 1 DXB 900 RUH RUH 1215 DXB DXB 1330 RUH RUH 1645 DXB Acclimated Standard Crew Maximum Scheduled FDP in RED. Total Release Duty Time

19 Page 19 Maximum daily FDP for a crew member in an Unknown State of Acclimatisation shall use the following table: Table 2 Two Flight Crew- Un-Acclimatised Length of preceding rest Table 2 Sectors - 2 Flight Crew Members or more Up to 18 or over 30 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 Between 18 and 30 12:00 11:15 10:30 9:45 9:00 9:00 9:00 9:00 NOTE: The practice of inserting a short duty into a rest period of between 18 and 30 hours. In order to produce a rest period of less than 18 hours, thereby taking advantage of the longer FDP contained in Table 2, is not permitted. Apply the number of sectors within the FDP. Should be done for each sector (Leg) Example: Report 800 ELAPSED MAX MAX EXT FLT DEP ARR BLOCK FDP DUTY SK FDP CMD EXT 1 BRU 900 NCE NCE 1115 BRU BRU 1330 FRA FRA 1500 BRU Not Acclimated Standard Crew Preceding rest period of 24:00 Maximum Scheduled FDP in RED. Example: Total Release Duty Time Report 800 ELAPSED MAX MAX EXT FLT DEP ARR BLOCK FDP DUTY SK FDP CMD EXT 1 BRU 900 NCE NCE 1115 BRU BRU 1330 FRA FRA 1500 BRU Not Acclimated Standard Crew Preceding rest period of 14:00 Maximum Scheduled FDP in RED. Total Release Duty Time Authors Note: It is important to calculate the scheduled FDP limitation with each leg, as this determines when a leg is operating under extended FDP limits.

20 Page 20 CATS 7.1 (3) Limits on Two Flight Crew Long Range Operations When an aeroplane flight crew is only two pilots, the allowable FDP shall be calculated as follows. A sector scheduled for more than 7 hours is considered as a multi-sector flight, as below: Scheduled Sector Length / Times Acclimatized Not Acclimatized 7:00 to 9:00 2 sectors 4 sectors 9:01 to 11:00 3 sectors 4 sectors 11:01 or more 4 sectors Not applicable The Number of sectors is applied to 7.1(1) Table 1 or Table 2

21 Page 21 CATS 7.1 (2) Maximum FDP 3 Flight Crew Members Table 3 Three Flight Crew - Two pilots plus additional flight crew member - Acclimatised Local time of start Table 3 Sectors - 3 Flight Crew Members or more 00:00 04:59 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 05:00 06:59 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 07:00 13:59 14:00 13:15 12:30 11:45 11:00 10:15 9:30 9:00 14:00 20:59 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 21:00 21:59 12:00 11:15 10:30 9:45 9:00 9:00 9:00 9:00 22:00 23:59 11:00 10:15 9:30 9:00 9:00 9:00 9:00 9:00 Use the start time of the FDP (Adjusted to Reference Time Zone) and apply the number of sectors within the FDP. Should be done for each sector (Leg). Maximum daily FDP for a crew member in an Unknown State of Acclimatisation shall use the following table: Table 4 Three Flight Crew - Two pilots plus additional flight crew member Un-Acclimatised Length of preceding rest Table 4 Sectors - 3 Flight Crew Members or more Up to 18 or over 30 13:00 12:15 11:30 10:45 10:00 9:15 9:00 9:00 Between 18 and 30 12:00 11:15 10:30 9:45 9:00 9:00 9:00 9:00 NOTE: The practice of inserting a short duty into a rest period of between 18 and 30 hours. In order to produce a rest period of less than 18 hours, thereby taking advantage of the longer FDP contained in Table 3, is not permitted. Apply the number of sectors within the FDP. Should be done for each sector (Leg) Authors Note: It is important to calculate the scheduled FDP limitation with each leg, as this determines when a leg is operating under extended FDP limits.

22 Page 22 CATS 7.3 Split Duty Consecutive Hours Maximum Extension of FDP Less than 3 hours Nil 3 to 10 hours A period equal to half of the consecutive hours taken. The FDP must contain a break on the ground of no less than 3 hours (3:00). Is only applied as an extension to the Scheduled FDP Limits in CATS 7.1 Maximum FDP. The rest period shall not include the time required for immediate post-flight and pre-flight duties. When the rest period is not more than six hours it will be sufficient if a quiet and comfortable place is available, not open to the public, but if the rest period is more than six consecutive hours, then a bed shall be provided. Example: Report 800 ELAPSED MAX SK SPLIT MAX EXT FLT DEP ARR BLOCK FDP DUTY FDP FDP CMD EXT 1 DXB 900 RUH RUH 1000 DXB BREAK DXB 1245 DXB Break is 3:00 / Ext is 1:30 3 DXB 1600 RUH RUH 1700 DXB Total Split Duty Standard Crew Release Duty Time Required Rest After DP Split FDP values in RED. Augmented Crew Complements: CATS 7.2 Extension of Flying duty period by In-flight relief If a crewmember is provided inflight rest greater than or equal to 3:00 the Maximum FDP in CATS 7.1(1) or (2) may be increased as follows: Permitted Extension Bunk 50% of the Inflight rest to a maximum of 18:00 (19:00 for CCM) Seat 33% of the in-flight rest given to a maximum of 15:00 (16:00 for CCM) Examples: A FCM starts a FDP in an acclimated state at on a three sector FDP at 10:00 local time. The Table 1 FDP limit is 11:45, with 3:30 inflight rest provided in a BUNK, the FDP may be scheduled up to 13:30 = 11:45 + (3:30 * 50%) = 11:45 + 1:45. The Table 1 FDP limit is 11:45, with 3:30 inflight rest provided in a SEAT, the FDP may be scheduled up to 12:55 = 11:45 + (3:30 * 33%) = 11:45 + 1:10.

23 Page 23 CATS 12 Cabin crew requirements Maximum Flight Duty Period: Table 5 and Table 6 Flight Attendants Max Scheduled FDP Local time of start Acclimated Table 5 Sectors Flight Attendants or more 00:00 04:59 12:00 11:15 10:30 10:00 10:00 10:00 10:00 10:00 05:00 06:59 14:00 13:15 12:30 11:45 11:00 10:15 10:00 10:00 07:00 13:59 15:00 14:15 13:30 12:45 12:00 11:15 10:30 10:00 14:00 20:59 14:00 13:15 12:30 11:45 11:00 10:15 10:00 10:00 21:00 21:59 13:00 12:15 11:30 10:45 10:00 10:00 10:00 10:00 22:00 23:59 12:00 11:15 10:30 10:00 10:00 10:00 10:00 10:00 Length of preceding rest Not Acclimated Table 6 Sectors Flight Attendants or more Up to 18 or over 30 14:00 13:15 12:30 11:45 11:00 10:15 10:00 10:00 Between 18 and 30 13:00 12:15 11:30 10:45 10:00 10:00 10:00 10:00 Cumulative Duty Time: 60 Scheduled duty hours in any 7 consecutive days; 220 duty hours in any 28 consecutive days.

24 Page 24 Rest Period Minimum Rest Immediately Before a FDP, Standby (SBY), Flight Watch (FW) or Home Reserve (HR) must be no less than: 8:00 consecutive hours with a Local Nights Rest (LNR), or 9:00 consecutive hours. The Minimum Rest Immediately Before may be reduced by the PIC to permit a sleep opportunity of no less than 7:00, two consecutive rest periods may not be reduced. Minimum Rest Period Following a FDP must meet the following criteria: Condition(s) Minimum Rest Following A Split Duty greater than 12:00 As per defined specifications approved by the SACAA. Two consecutive FDPs under CATS 7.1 (1) or 7.1(2) and o Total Flight Time exceeds 9:00 or o Total Flight Duty Time exceeds 12:00 11:00 including the time from And, the Intervening Rest Period: 22:00 to 06:00 o is less than 11:00 and o does not include the time from 22:00 to 06:00 After 50:00 total duty time (except FW or HR) 23:00 After a Duty Period that exceeds 19:00 with Flight time 17:00 with a LNR (22:00 to 06:00) All Crew Complements: CATS 7.6 Aircraft commander s discretion to extend a flying duty period: Before Take-off: The maximum planned extension for standard flight crew and standard cabin crew is 3 hours (3:00) above the scheduled FDP limits in CATS 7.1, CATS 7.2, or CATS 7.3. After Take-off: Example: May continue as long as necessary to land at the next Destination / Alternate Aerodrome. Report 800 ELAPSED MAX MAX EXT FLT DEP ARR BLOCK FDP DUTY SK FDP SK FDP CMD EXT 1 BRU 900 NCE NCE 1115 BRU BRU 1330 FRA FRA 1500 BRU Total Acclimated Standard Crew Release Duty Time Required Rest After DP Maximum Planned FDP Extensions in RED. CATS 2.1 Maximum Flight Time

25 Page hours of flight time in any 7 consecutive days; 120 hours of flight time in any 30 consecutive days; 300 hours of flight time in any 90 consecutive days; 1000 hours of flight time in any 365 consecutive days. CATS 11 Cumulative Duty Hours 60 duty hours in any 7 consecutive days; 200 duty hours in any 28 consecutive days.

26 Page 26 CATS 8 Rest Periods Minimum Rest Immediately Before a FDP, Standby (SBY), Flight Watch (FW) or Home Reserve (HR) must be no less than: 9:00 consecutive hours with a local nights rest (LNR), or 10:00 consecutive hours. The Minimum Rest Immediately Before may be reduced by the PIC to permit a sleep opportunity of no less than 8:00, two consecutive rest periods may not be reduced. Minimum Rest Period Following a FDP must meet the following criteria: Condition(s) Following A Split Duty greater than 11:00 Minimum Rest As per defined specifications approved by the SACAA. 12:00 including the time from 22:00 to 06:00 Two consecutive FDPs under CATS 7.1 (1) or 7.1(2) and o Total Flight Time exceeds 8:00 or o Total Flight Duty Time exceeds 11:00 And, the Intervening Rest Period: o is less than 12:00 and o does not include the time from 22:00 to 06:00 After 50:00 total duty time (except FW or HR) 24:00 After a Duty Period that exceeds 18:00 with Flight time 18:00 with a LNR (22:00 to 06:00)

27 Page 27 CATS 10 Days off From the scheduled release of a duty period, looking back 7 calendar days, a single day free of duty (SDFD) which includes two local nights rest (LNR) must be found within the same 7 calendar day period. From the release of a duty period, looking back 14 calendar days, two days free of duty (TDFD) which includes three local nights rest (LNR) must be found within the same 14 calendar day period.

28 Page 28 A Crew member must be able to lookback 28 calendar days and find a total of 7 days free of duty. A Crew member must be able to lookback 84 calendar days and find a total of 24 days free of duty.

29 Page 29 CATS 7.7 Delayed Reporting Time in a Single FDP Amount of Notification FDP Limits Based ON FDP Start Time >= 10 hours Revised FDP Start Revised FDP Start >= 4 hours and < 10 hours Original FDP Start Revised FDP Start < 4 hours Original FDP Start Original FDP Start

30 Page 30 CATS 9 Standby (SBY) Standby Duty (SBY) means a period of time during which a crew member is required to remain at a specified location report for flight duty on notice at the discretion of the operator; 1) A SBY is considered Duty Time. 2) The maximum time a CM may be assigned to SBY is a total of 12:00 in any rolling 24:00 span. 3) A SBY must be preceded by a Rest period that meets the requirements in CATS-8. 9:00 consecutive hours with a local nights rest (LNR), or 10:00 consecutive hours. 4) A CM is limited to 20:00 of combined SBY and FDP. 5) A CM assigned to SBY that does not lead to an FDP, must be released into a rest period that meets the requirements of CATS-8.

31 Page 31 CATS 9 Flight Watch (FW): Flight Watch (FW) means a period of time during which a flight crew member is required to check with the operator at specified times as to whether his or her services as a flight crew member will be required and, should this be the case, will report for duty at the time then specified. 1) A FW is considered Duty Time for the purposes of cumulative duty time in CATS-11. At the lesser of: 1 for 1, for each minute served on FW; or 8:00 in any 24:00 period. 2) A FW must be preceded by a Rest period that meets the requirements in CATS-8. 9:00 consecutive hours with a local nights rest (LNR), or 10:00 consecutive hours. 3) A CM assigned to FW that does not lead to an FDP, must be released into a rest period that meets the requirements of CATS-8.

32 Page 32 CATS 9 Home Reserve (HR): Home Reserve (HR) 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 1) A HR is considered Duty Time for the purposes of cumulative duty time in CATS-11. At the lesser of: 1 for 1, for each minute served on HR; or 8:00 in any 24:00 period. 2) A HR must be preceded by a Rest period that meets the requirements in CATS-8. 9:00 consecutive hours with a local nights rest (LNR), or 10:00 consecutive hours. 3) A CM assigned to HR that leads to an FDP, must first be released into a rest period that meets the requirements of CATS-8, before beginning any SBY,FW or FDP assignment. CATS-8(2)(C) SBY, FW and HR All time served on SBY, FW or HR will be applied as duty, towards the 50:00 cumulative duty requirement for the determination of the 24:00 rest under CATS-8(2)(C). A. SBY is applied in full. B. FW and HR is applied as the lesser of: 1 for I for each minute served on FW/HR; or 8:00 in any 24:00 period. The cumulative duty time is from the end of the previous rest period of 24:00 or more to the end of the duty being evaluated. C. Once a CM as achieved 50:00 or more of cumulative duty, the CM must be placed into a rest period for no less than 24:00 consecutive.

33 Page 33 Additional Reference Information from CAP-371: 2 General Principles Applied to Control of Flight, Duty and Rest Time 2.1 The prime objective of a flight time limitations scheme is to ensure that crew members are adequately rested at the beginning of each flying duty period, and whilst flying be sufficiently free from fatigue so that they can operate to a satisfactory level of efficiency and safety in all normal and abnormal situations. Aircraft operators are expected to appreciate the relationship between the frequency and pattern of scheduled flying duty periods and rest periods and time off, and give due consideration to the cumulative effects of working long hours interspersed with minimum rest. 2.2 Planned schedules must allow for flights to be completed within the maximum permitted flying duty period. The CAA, when assessing the planning of a schedule will take into account the time allowed for pre-flight duties, taxying, the flight and turnround times. However, it is recognised that on occasion a planned flight will experience unforeseen delays. Under these conditions, the aircraft commander may, within prescribed conditions, extend an FDP. 2.3 Other factors to be considered when planning duty periods include: a) the allocation of work patterns which avoid such undesirable practices as alternating day/night duties, the positioning of crew so that a serious disruption of established sleep/work patterns occur, or scheduling rest periods of between 18 and 30 hours especially after long flights crossing many time zones; b) planning days off and notifying crew well in advance; c) consultation between operators and crew to agree basic roster concepts which ensure adequate rest prior to flight but, within that constraint, takes account of the commercial requirements of the company. NOTE: The CAA will conduct periodic and spot checks on operators' records and aircraft commanders' reports to determine if the planning of flight schedules and duty is compatible with the limitations provided for in the operator's scheme. Definitions 7) 'Early Start Duty' A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local time. 9) 'Late Finish Duty' A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local time. 11) 'Night Duty' A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours local time.

34 Page 34 7 Additional Limits on Flying 7.1 Late Finishes/Early Starts The conditions set in this paragraph only apply when a crew member is acclimatised. 7.2 Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is required to report early for duty, or finishes a duty late, on a number of consecutive days. Therefore, not more than 3 consecutive duties that occur in any part of the period 0100 to 0659 hours local time can be undertaken, nor may there be more than 4 such duties in any 7 consecutive days. Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be broken by a period of not less than 34 consecutive hours free from such duties. This 34 consecutive hours may include a duty that is not an Early, Late or Night duty This paragraph is not applicable to helicopters. However, crew members who are employed on a regular early morning duty for a maximum of 5 consecutive duties shall work to the following: a) The minimum rest period before the start of such a series of duties is 24 hours. b) The duty will not exceed 9 hours, irrespective of the sectors flown. c) At the finish of such a series of duties, crew members will have a minimum of 63 hours free from all duties. 7.3 Should a crew member be scheduled for duty that occurs during any part of the period 0200 to 0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights, then crew members must be free from all duties by 2100 hours local time before covering the block of consecutive night duties, such that the crew members can take a rest period during a local night. NOTE: Operators may replace the above paragraph with one of the following choices, either Options A and B OR Options B and C. The operator may roster crew members for either 2 or 3 consecutive nights, but must ensure that the duty preceding this series of duties finishes by 2359 hours local time (2 nights) or 2100 hours local time (3 nights) as appropriate. If it is preferred to retain the present contents then attention must be paid to the notes attached to the Options listed (below). These notes list the actions to be followed in the event that duty is inadvertently extended beyond the cut-off times (i.e or 2359 hours).

35 Page 35 Option A Should any duties be scheduled to be carried out within any part of the period 0200 and 0459 hours local time, for 3 consecutive nights, then crew members will finish the duty preceding this series of duties by 2100 hours local time before commencing the block of consecutive night duties, such that the crew members can take a rest period during a local night. If the duty immediately prior to the 3 consecutive night duties extends beyond 2100 hours local time and the individual crew member is willing to continue with the planned roster, (i.e. 3 consecutive night duties) then provided that duty preceding this series of duties finishes no later than 2359 hours local time, the schedule may continue. NOTE: 1: Under this Option, if the crew member chooses not to continue the planned roster (after finishing duty between 2100 and 2359 hours) then only the planned first and second night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. NOTE:2: Under this Option, if the duty finishes after 2359 hours local time, then only the first of the 3 consecutive night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. Option B - 2 consecutive night duties Should any duties be scheduled to be carried out within any part of the period 0200 and 0459 hours local time, for 2 consecutive nights, then crew members will finish the duty preceding this series of duties by 2359 hours local time before commencing the block of 2 consecutive night duties, such that the crew members can take a rest period during a local night. NOTE: Under this Option in the event of 2359 hours being exceeded, then only the first of the 2 planned consecutive night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. Option C - 3 consecutive night duties Should any duties be scheduled to be carried out within any part of the period 0200 and 0459 hours local time, for 3 consecutive nights, then crew members will finish the duty preceding this series of duties by 2100 hours local time before commencing January 2004 the block of consecutive night duties, such that the crew members can take a rest period during a local night. NOTES: 1 Under this Option in the event of 2100 hours being exceeded, then only the first of the 3 planned consecutive night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. 2 In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e. maximum of 3 consecutive nights and 4 in 7 consecutive days).

36 Page This paragraph is not applicable to helicopters. However, crew members who are employed on a regular night duty for a maximum of 5 consecutive nights shall work to the following: a) The minimum rest period before the start of such a series of duties is 24 hours. b) The duty will not exceed 8 hours, irrespective of the sectors flown. c) At the finish of such a series of duties crew members will have a minimum of 54 hours free from all duties Options For Night Operations If an operator elects to roster 4 or 5 consecutive night duties, then the criteria laid down in paragraph (Section C Annex B paragraph Air Taxi) must be complied with and must form part of the approved FTL scheme. Operators are reminded that the normal days off requirements must be met (i.e. the 54 hours off between two blocks of 5 nights is only 1 proper day off). However, if operators find that this part of the Scheme is too restrictive then one of the following options may be employed but, if used, must be fully complied with: a) When crew are employed on duty for a total of 20 hours or less during 5 consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours free from all duties will meet the "Days Off" requirements for each 28 consecutive day period. Any positioning flights must be completed within the 20 hours duty. b) When crew are employed on duty for a total of more than 20 hours but not more than 40 hours during 5 consecutive night duties, the first 54 hours (between week 1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day period that starts on the first night of the first duty, crew must be given a minimum of a further 5 "Days Off" (average of a further 6 days). Any positioning flights must be completed within the 40 hours duty. c) When crew are employed on duty which requires full use of 40 hours duty during 5 consecutive night duties plus a maximum of 3 hours positioning (pre- and post-total) then: i) allowable flying hours (month and year) will be reduced to the following: 1) a maximum of 75 hours in any 28 consecutive days with a maximum of 60 hours in 28 consecutive days averaged over three 28 day periods, and; 2) 600 hours in any 12 consecutive months. ii) a minimum of 9 "Days Off in any 28 consecutive days will be granted; iii) any increase in duty over 40 hours during the block of 5 consecutive night duties is to be added to the subsequent 54 hours rest period which may not be reduced.

37 Page General Rules To be applied when an operator utilises a), b) or c) of paragraph a) The exercise of "Commander's Discretion" is limited to 1 hour per night with a total of 2 hours allowed during any 5 consecutive night cycle. Any duty worked in excess of 40 hours by use of "Commander's Discretion" must also be added to the subsequent 54 hours rest which may not be reduced. b) The absolute maximum duty permitted during a block of 5 consecutive night duties is 45 hours (40 hours, plus 3 hours positioning, plus 2 hours "Commander's Discretion", as per paragraphs c) and a) above). c) Crew cannot be rostered for more than 8 hours per night, except when working to paragraph c) above. d) Split duties and extension of FDP by in-flight rest are not permitted. e) "Commander's Discretion" to reduce rest is not permitted. NOTE: For 5 consecutive earlies, the same rule as in a) above applies (i.e. maximum 1 hour discretion per day and a total of 2 hours in the 5 day cycle). 7.4 Air Taxi/Sole Use Charter/Helicopters - Interrupted Rest If, prior to the start of an FDP, a crew member's rest period is interrupted for operational reasons between 2300 and 0700 hours local time, the following shall apply: If the disturbance happens earlier than 1 hour before the planned departure from the crew member's place of rest, the time elapsed between that disturbance and the departure time from the place of rest minus 1 hour, shall count as part of the subsequent FDP. NOTE: The phrase òperational reasons' applies to such actions as contacting the customer, checking weather, liaison with ATC or any action pertaining to the planned flight. It is anticipated that operators with a 24 hour support organisation will provide these services for crew, leaving their crew members undisturbed.

38 Page 38 Standard Interpretation: CAP 371 (7.2) Late Finishing Duties/Night Duties/Early Start Duties: General Rule o No more than 3 duties than overlap any portion of the time from 22:00 to 06:59 on consecutive calendar days. o No more than 4 duties in any 7 consecutive calendar days. o Consecutive Duties are broken by a span of time of no less than 34:00 from the end of one LF/ND/ES and the next. CAP 371 (7.3) Consecutive Night Duties (CND): Standard Interpretation o Before starting a series of Consecutive Night Duties (CND), a crewmember will be relieved of all duties during the period that includes 20:00 to 08:00 local time preceding the start of the series of. o If the Start of the series of CND begins earlier than 08:00 then the minimum rest period is equal to the following formula: Minimum Rest Before = Start time of CND + 28:00 Example: 31:00 = 03: :00 Example: 28:30 = 00: :00 o If the Start of the series of CND begins after 08:00 then the minimum rest period is equal to the following formula: Minimum Rest Before = Start time of CND + 04:00 Example: 23:00 = 19: :00 Example: 26:00 = 22: :00 Authors Note: By ensuring a LNR before the start of the series of CND s, the undesirable practice of day to night transition will be avoided. (SACAA CATS 4 (3)(A), and the equivalent section in CAP-371 (2.3.a) refers)