FLIGHT TIME, FLIGHT DUTY PERIOD, DUTY PERIOD

& REST PERIODS FOR FATIGUE MANAGEMENT –

FLIGHT AND CABIN CREW

AIR NAVIGATION ORDER

[[[[[

VERSION : 6.0
DATE OF IMPLEMENTATION : 01.12.2020
OFFICE OF PRIME INTEREST : Flight Standards Directorate (FSD)

01/12/2020 ANO-012-FSXX-6.0
 NAME DESIGNATION SIGNATURE

CAPT.
PREPARED BY Flight Inspector (Pilot) Signed
IFTIKHAR JALEES USMANI

CAPT.
Director Flight Standards Signed
S. M. RAFATULLAH

REVIEWED BY

NISAR AHMED BROHI Addl Dir Legal (Reg) Signed

Dy DG (Regulatory)
VERIFIED BY NADIR SHAFI DAR Signed
Civil Aviation Authority

Director General,
APPROVED BY HASAN NASIR JAMY Signed
Civil Aviation Authority

TYPE OF DOCUMENT AIR NAVIGATION ORDER (ANO).

STATUS OF
CONTROLLED
DOCUMENT

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 FLIGHT TIME, FLIGHT DUTY PERIOD, DUTY PERIOD & REST PERIODS
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A. AUTHORITY:

A1. This Air Navigation Order (ANO) is issued under Rule 201, 202 & 206 of the Civil Aviation
Rules 1994 (CARs 94) by the Director-General of the Civil Aviation Authority (CAA) in
pursuance of the powers vested in him under Rule-4 of CARs 94. It complies with ICAO
Annex 6 and ICAO Doc 9966.

A2. An Operator shall establish flight time and duty period limitations and a rest scheme that shall
enable it to manage the fatigue of all its flight and cabin crew members. This scheme shall
comply with the regulations prescribed in this ANO, and shall be included in all PCAA Licensed
Operators Operations Manual.

A3. This ANO makes it obligatory on all Operators to ensure that all operations are conducted in
conformity with fatigue management covered hereafter. Any unavoidable deviation
(unforeseen) must be duly authorized by Director Flight Standards, where a verbal approval is
accorded beyond office hours it must be regularized.

B. PURPOSE: To provide regulatory information Operators on Flight Duty Time Limitations:

B1. The aviation industry provides one of the safest modes of transportation in the world.
Nevertheless, a safety-critical industry must actively manage hazards with potential to impact
safety. Fatigue is now an acknowledged hazard that predictably degrades various types of
human performance and can contribute to aviation accidents or incidents. Human brain and
body functions optimally with unrestricted sleep at night but with irregular work schedules
across a 24 hours’ day cycle ‘fatigue’ is inevitable in a 24/7 industry like aviation industry. The
primary issues governing fatigue and alertness on the flight deck are the amount of sleep/ rest
put in before subjecting the body and mind to strain. Duration and nature of flying work;
frequency and circadian rhythm depending on the type of operations of aircraft strain body and
mind variously. In a single day, a flight crew on international sector(s) may have to cross a
number of time zones resulting in additional strain on the body. Modern commercial jet aircraft
fly at very high altitudes in rarified atmosphere where lack of oxygen pressure also contributes
to additional strain and consequent fatigue. Sleep deprivation and/ or inadequate sleep also
causes fatigue therefore schedules must be designed to allow periodic extended opportunities
for recovery. Recovery opportunities need to occur more frequently when daily sleep
restriction is greater, and hence more rapid accumulation of fatigue. The usual
recommendation for a recovery opportunity is a minimum of two consecutive nights of
unrestricted sleep. This is not necessarily 48 hours off duty, 48-hour break starting at midnight
will not allow most people two consecutive nights of unrestricted sleep (most people go to
sleep before midnight). Conversely, a 40-hour break starting at 20:00 would allow most people
two consecutive nights of unrestricted sleep.

B2. Aviation Industry must meet its operational demands and functions regardless of the time of
the day. Aviation related activity therefore is undertaken in shift patterns. Frequent flights at
night makes it an irregular work type. This gets compounded for the flight crew with number of
flying hours and flights flown across time zones. In order to support continuous 24 hours a day
operation, stringent regulations are required to provide adequate rest schemes for mitigating
fatigue risk as a result of irregular and at times, unpredictable flying work patterns.

B3. While recognizing the ‘effect of fatigue on performance’ ICAO has recommended Contracting
States to establish regulations specifying limitations applicable to flight time, flight duty period
and rest period for flight crew members. ICAO mandates fatigue and consequential risk
management through state enacted regulations to enhance safety of a flight. There is no
absolute or perfect solution to the demands of duty and rest scheduling in aviation without

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following the prescribed limits as guiding principles. All Operators must therefore establish
binding regulations for Flight Time, Flight Duty and Rest Periods schemes for fatigue and risk
management.

B4. Flight Time, Flight Duty Period, Duty Period Limitations and Rest Requirements are
established for the purposes of ensuring that flight and cabin crew members are performing at
an optimum level of alertness for conduct of safe flight operations.

B5. This ANO is based upon scientific principles and knowledge, where available, with the aim of
ensuring that crew members are performing at an adequate level of alertness and will provide
safeguards against transient fatigue and cumulative fatigue both.

C. SCOPE:

C1. For the purpose of managing fatigue risk, these regulations are established under the
Standards and Recommended Practices (SARPs) of ICAO Annex 6 and ICAO Doc 9966. This
ANO provides limitations on flight time, flight duty period, duty period and rest requirements
with regards to variables which are likely to influence flight and cabin crew member alertness
(e.g., allowable flight hours, duty and flight duty periods, and minimum rest periods) that may
be applied when flight and cabin crew rosters are planned.

C2. This ANO is applicable to:

a) All PCAA Operators

b) All PCAA Licensed/ PCAA Validated Flight Crew Members
c) All PCAA Licensed/ PCAA Validated Cabin Crew members

D. DESCRIPTION:

D1. DEFINITIONS: Following terms are defined to give clarity to their usage in subsequent
paragraphs:

D1.1 Augmented Flight Crew: A flight crew that comprises more than the minimum number
required to operate the aircraft and in which each flight crew member can leave their
assigned post and be replaced by another appropriately qualified flight crew member for
the purpose of in-flight rest.

D1.2 Break: A period free of all duties, but less than minimum rest period.

D1.3 Cabin Crew Member: A crew member who performs, in the interest of safety of
passengers, duties assigned by the Operator or the Pilot-in-Command of the aircraft, but
who does not act as flight crew member.

D1.4 Calendar Day: 24 hour period commencing at 0000 hours Local Time.

D1.5 Crew Compliment: It is defined as follows:

a) Single Crew Flight Crew, it is the minimum number of Flight Crew for the type
as specified in approved Airplane Flight Manual (AFM) and/ or
Operations Manual (OM)
Cabin Crew, it is the minimum number of Cabin Crew required
as specified in type/ configuration of aircraft, as approved in
Operations Manual (OM)

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b) Augmented Crew Flight Crew

•Single Pilot Crew aircraft - 1 Captain
•Two Pilot Crew aircraft - 2 Captains+1 First Officer
•Three Cockpit Crew aircraft - 2 Captains+1 First Officer+2 Flt.
Engineers.
Cabin Crew it is additional Cabin Crew 50% more than the
minimum required for type/ configuration of aircraft, as approved
c) Double Crew Flight Crew
•Single Pilot Crew aircraft - 2 Captains
•Two Pilot Crew aircraft - 2 Captains + 2 First Officers
•Three Cockpit Crew aircraft - 2 Captains + 2 First Officers + 2
Flt. Engineers.
Cabin Crew it is Twice the number of minimum cabin crew
required for the type/ configuration of aircraft, as approved

D1.6 Crew Member: A person assigned by an Operator on duty on an aircraft during a flight
duty period.

D1.7 Cruise Relief Pilot: A flight crew member who is assigned to perform pilot tasks
during cruise flight, to allow the Pilot-in-Command or a Co-pilot to obtain planned rest.
Cruise Relief Pilot should be a current Captain who is right seat qualified and can
relieve the PIC and/ or a Copilot of his/ her duties at the controls during the cruise
phase of a flight in multi pilot operations above FL100. The operator should document
adequate cruise relief procedures in its Operations Manual. These procedures should
include seat assignment, contents of relief briefing with specific focus on beginning of
duty to its end, and the command function. A comprehensive policy should specify the
circumstances where PIC relief is terminated, and PIC is required back in the cockpit
and/ or at the controls.

D1.8 Day Off: A day off means when a crew member is relieved of any and all duties by an
Operator at home base for leisure and relaxation. A day off shall include 1.5 times the
Flight Duty Period rest of previous flight or 12 hours whichever is more, plus 24 hours.

D1.9 Deadhead Time (Positioning): Time that a non-operating crew member spends in
positioning from place to place as a passenger at the behest of the Operator. It
includes positioning for duty and return from duty back to crew home station. This time
also includes time spent in road travel (necessitated by non availability of air travel) to
operate a subsequent flight with or without an intervening rest period. This time is
inclusive in crew members duty period and shall count towards calculating subsequent
post duty rest period.

D1.10 Duty: Any task that a Flight or Cabin Crew member are required to perform at the
behest of Operator is called ‘Duty’.

D1.11 Duty Period: Any period, which starts when Flight or Cabin Crew members are
required by an Operator to report for or to commence a duty and ends when that
person is free from all assigned duties. This includes, but not limited to any office
management duty, administrative work, training activity i.e training imparted or
received (e.g. ground course or flight simulator) and deadhead time etc.

D1.12 Flight Crew Member: A licensed crew member charged with duties essential to the
operation of an aircraft during a flight duty period.

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D1.13 Flight Duty Period: A period which commences when a Flight or Cabin Crew member
is required to report for any flight duty. This duty period finishes at the end of post flight
duty. (refer D3.2).

D1.14 Flight Time

D1.14.1 Flight Time – Fixed Wing Airplanes: The total time from the moment an
aircraft first moves for the purpose of taking off until the moment it finally
comes to rest at the end of the flight.

Note: ‘Flight Time’ as defined here is synonymous with the term ‘block to
block’ time or ‘chock to chock’ time in general usage which is
measured from the time an aircraft first moves for the purpose of
taking off until it finally stops at the end of the flight.

D1.14.2 Flight Time – 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 flight, and the rotor blades stop.

D1.15 Flight Relief Seat: A comfortable, fully reclining seat, separated from the flight deck
and screened from passengers equipped with a call device, supplemental oxygen, and
having a degree of privacy. Where no such facility exists within an Operator’s fleet of
aircraft, normal cabin seats CANNOT be used in lieu for employing multiple crew with
extended flight time and flight duty proviso in this ANO.

D1.16 Home Base: A permanent location designated to a crew member by an Operator from
where the crew member normally starts and ends a duty period or a series of duty
periods.

D1.17 Local Day: A 24 hour period commencing at 0000 hours local time.

D1.18 Local Night: A period of 08 hours falling between 2200 hours and 0600 hours local
time.

D1.19 Long Range Variations: For the purposes of clarity in Long Range and Extended
Range Operations following shall define type of operation catering for seasonal wind
pattern changes between a pair of cities:
a) Long Range (LR): Flights with planned Flight Time between 09:01 to 14:00 hours.
b) Extended Long Range (ELR): Flights with planned Flight Time between 14:01 to
16:00 hours.
c) Ultra Long Range (ULR): Flights with planned Flight Time above 16 hours.

D1.20 Neighbouring Countries: Neighbouring countries will be those countries where the
standard local time differs from the Pakistan Standard Time (PST) by maximum of two
hours or where the single flight time to destination is not more than four hours,
whichever is more restrictive.

D1.21 Operator: A person, organisation, or enterprise engaged in or offering to engage in an

aircraft operation.

D1.22 Positioning: The transferring of a non-operating crew member from place to place as
a passenger either by air or by road travel at the behest of the Operator. ‘Positioning’ is
synonymous with the term ‘Deadheading’ defined in para D1.9.

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D1.23 Reporting Time: The time at which crew members are required by an Operator to
report for duty.

D1.24 Rest Period: A continuous and defined period of time, subsequent to and/or prior to
duty, during which flight or cabin crew members are free of all duties.

D1.25 Roster: A schedule provided by an Operator of the times when a crew member is
required to undertake flight and/ or ground courses duties.

Note: ‘Roster’ is synonymous with ‘Schedule’, ‘Pattern’ and ‘Rotation’.

D1.26 Split Duty: A flight duty period which consists of two or more flight duties separated
by less than minimum rest period.

D1.27 Standby: A defined period of time during which a flight or cabin crew member is
required by an Operator to be available to receive an assignment for a specific duty
without an intervening rest period. Maximum standby duty shall be 12 hours within a
day. The Operations Manual must quantify the length of Standby Duty. The start time
and end time of standby should be defined and notified in advance. Where ‘airport
standby’ is used immediately followed by a flight duty period, the relationship between
such airport standby and the assigned flight duty must be defined. Airport standby
should be considered as part of a duty period and should be taken into account to
calculate the minimum rest preceding a subsequent flight duty period. When flight and
cabin crew members are required to be on standby at suitable accommodation
arranged by the Operator and adequate rest facilities must be provided.

D1.28 Suitable Accommodation: means a quiet place with sound mitigation, ventilated,
temperature controlled and ability to control light that provides crew members with
ability to sleep in a bed isolated from public and hotel guest thoroughfares. It applies
only to ground facilities and does not apply to aircraft onboard rest facilities.

D1.29 Unforeseen Operational Circumstances: An unplanned event, such as un-

forecasted weather phenomenon, unexpected equipment malfunction, or air traffic
delay that is beyond the control of an Operator. Ramp return at home station is not
unforeseen operational circumstance.

D2. RESPONSIBILITIES:

D2.1 Responsibility of Pakistan Civil Aviation Authority

D2.1.1 The objective of any prescriptive limitation(s) for fatigue risk management
regulations is to ensure that flight and cabin crew members remain sufficiently
alert so that they can operate to a satisfactory level of performance with
alertness under all circumstances. The fundamental principle for every flight
and cabin crew member is to be adequately rested when he/ she begins a
flight duty period, and whilst flying be sufficiently alert to safely operate at
satisfactory level of performance during all normal and abnormal situations.

D2.1.2 Issuance of this Air Navigation Order complies with the above mentioned
responsibility. ICAO mandated ‘continued surveillance’ obligation by Pakistan
Civil Aviation Authority is achieved through surveillance activities. Flight
Standards Directorate shall surveil on behalf of PCAA on all Operators to
verify compliance of the limits stipulated within this Air Navigation Order
through frequent audits.

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D2.2 Operator’s Responsibilities

D2.2.1 It shall be the responsibility of an Operator’s Accountable Executive to ensure

implementation and strict adherence to limitations stipulated in this ANO.
While the Accountable Manager is responsible for adherence to the ANO in
crew scheduling practices by defining crew scheduling policy within Operator’s
Operations Manual and shall maintain oversight in monitoring adherence to
limits herein.

D2.2.2 Operators may establish binding and more conservative flight time and duty
period limitations and a rest scheme than proviso this ANO that enables it to
manage fatigue of all its flight and cabin crew members. This scheme shall
mandatorily comply with the regulations established in this ANO and shall be
included in Operator’s Operations Manual.

D2.2.3 An Operator shall define maximum duty period scheme for flight and cabin
crew members in their Operations Manual which is more conservative than
maximum cumulative time limits explained in succeeding paras. For purposes
of clarity maximum duty period shall cover duty periods as in following:

a) Within 24 hours starting 0600 hours Local Time

b) Within seven (07) Consecutive Days
c) Within 30 Consecutive Days
d) Within 365 Consecutive Days

D2.2.4 Operators shall reflect in their Operations Manuals those elements of this ANO
that are appropriate to the operations they undertake. If operations are
planned that cannot be managed within the limitations as published in
Operations Manual, a variation may be requested. In this case, and before a
variation is approved, an Operator shall demonstrate to the PCAA that the
variation provides an equivalent level of safety and that objections on grounds
of safety are taken into account.

D2.2.5 An Operator shall not plan any flight crew with more than three sectors in case
that duty is between 2200 – 0600 hours local time.

D2.2.6 Flight Crew Duty Rosters/ Flights’ Schedule shall be prepared and published
sufficiently in advance to provide flight and cabin crew members the
opportunity to plan adequate rest. Consideration should be given to the
cumulative effects of undertaking long duty hours interspersed with minimum
rest. Operators shall avoid rosters that result in the serious disruption of work
and sleep pattern.

D2.2.7 Crew member Duty Rosters should cover a period of at least 15 days for
scheduled operations (crew rosters must be published at least three days
before the commencement of the duty roster). For any non rostered adhoc
flight (e.g Charter Flight, Extra Section(s), Test Flight, Ferry Flight, Positioning
Flight etc) at least a 10 hours notice must be afforded to the crew member(s).

D2.2.8 Flights shall be planned to be completed within the allowable flight duty period
taking into account the nature of operation with time necessary for pre-flight
duties, flight time and turn-around time. Mandatory minimum rest period is to
provide adequate rest based upon the actual flight operation.

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D2.2.9 In order to avoid any detriment to flight or cabin crew member’s performance,
opportunities to consume a snack must be arranged when the flight duty
period exceeds 04 hours for scheduled operations. For scheduled operations
where a flight duty period is in excess of 06 hours a healthy meal shall be
provided.

D2.2.10 The Operator should designate a home base for each flight and cabin crew
member from where a flight/ cabin crew member will normally start and end a
duty period or a series of duty periods.

D2.2.11 The Operator shall not require a crew member to operate an aircraft if it is
known or suspected that limitations provided herein and in the Operations
Manual are likely to exceed, or the crew member is fatigued to an extent that
safety of flight may be adversely affected.

D2.2.12 In case of any deviation and/or exceedance to prescribed limits, Accountable

Manager shall promptly report so in writing explaining reasons thereof for
review by Director Flight Standards. Where a verbal authorization has been
granted/ agreed to by DFS, it is Accountable Manager’s responsibility to get it
regularized in writing within three business/ working days.

D2.3. Flight and Cabin Crew Members’ Responsibility

D2.3.1 Flight/ Cabin Crew Member shall not operate an aircraft when he/ she knows
or suspects that limitations provided herein and in Operations Manual are
likely to exceed, or he/ she is fatigued, or feels unfit to an extent that safety of
the flight may be adversely affected.

D2.3.2 It is the responsibility of individual crew member to ensure adherence of limits

proviso of this ANO viz flight time, flight duty etc. Any coercion tactics
employed by operator or accountable managers on crew member to deviate or
violate this FDTL scheme must be duly reported to Director Flight Standards.

D2.3.3 Flight/ Cabin Crew Members should make best use of the facilities and
opportunities that are provided for rest and consumption of meals. They should
utilize rest periods to ensure that they are fully rested prior to undertaking any
flight duty.

D3. REPORTING TIME:

D3.1 Crew report times must realistically reflect the time required to complete pre-flight
duties, both safety-and service-related (if appropriate), and a standard allowance time
is to be added at the end of flight time to allow for the completion of checks and
records.

D3.2 For record keeping purposes and calculating subsequent rest periods Pre-flight Report
Time and Post Flight Time shall be counted within the Total Duty Period for a flight as
follows:
Flight Crew Cabin Crew
Flight Type
PRE FLIGHT POST FLIGHT PRE FLIGHT POST FLIGHT
Domestic Flight 45 Mins 15 Mins 01:00 Hours 30 Mins
International Flight 01 Hour 30 Mins 01:00 Hours 30 Mins
* Pre Flight and Post Flight time shall be included in total Flight Duty Period for purposes of
calculating subsequent earned rest for Flight and Cabin Crew both.

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D3.3 Time spent in road travel to position for undertaking a flight shall be counted towards
total Duty Period. Traveling time spent by a flight or cabin crew member between two
stations immediately before commencing a flight duty shall be counted as duty period.
It should therefore be taken into account when deciding where pre-flight rest should be
taken.

D3.4 There may be a set of places where positioning of crew by air may not be possible
owing to non availability of scheduled flights, for such places Operators must define
and add road travel patterns with average road travel time in their Operations Manual.
After any road travel of upto 3 hours or more undertaken for positioning purposes to
operate a flight, no Operator shall permit any Crew Member to undertake a Flight Duty
without an intervening rest period of minimum of 12 hours.

D4. MAXIMUM DUTY PERIOD, FLIGHT TIME AND FLIGHT DUTY PERIOD LIMITS:

D4.1 Maximum Flight Time and Maximum Flight Duty Period – Cockpit Crew

D4.1.1 Maximum Flight Time/ Flight Duty Period other than Long Range (LR),
Extended Long Range (ELR) and Ultra Long Range (ULR) Operations:-
a) Flight Crew Compliment Aircraft Weight Category above Flight Flight
5700 kgs Time Duty
(i) Single Cockpit Crew compliment
•Two Crew Cockpit (Capt & FO or 02 Capts) 09 Hours 12 Hours
•Three Crew Cockpit (Capt, FO & Flt Engr) 10 Hours 13 Hours
(ii) Augmented Cockpit Crew compliment*
•Two Crew Cockpit (2 Capts & FO) 11 Hours 13 Hours
•Three Crew Cockpit (2 Capts, FO & 2 Flt Engrs) 12 Hours 15 Hours
(iii) Double Cockpit Crew compliment* 16 Hours 18 Hours
b) Flight Crew Compliment Aircraft Weight Category below Flight Flight
5700 kgs Time Duty
(i) Agricultural Spray 04 Hours 09 Hours
(ii) Charter, Flying School, Aerial Work Ops below 1500 feet
AGL
•Without air-conditioning 04 Hours 09 Hours
•With air-conditioning 5.5 12 Hours
Hours
(iii) Charter, Flying School, Aerial Work Ops above 1500 feet
above ground level (AGL)
•Single Pilot 06 Hours 09 Hours
•Two or more Pilots 08 Hours 12 Hours

D4.1.2 Maximum Flight Time/ Flight Duty Period Limitations for Long Range
(LR)/ Extended Long Range (ELR) and Ultra Long Range (ULR)
Operations:-
Flight Crew Compliment Flight Time Flight Duty
a) 2 Sets of Cockpit Crew (LR Flight)* 16 Hours 18 Hours
b) 2 Sets of Cockpit Crew + Cruise Relief Pilot (ELR Flight)** 17 Hours 20 Hours
c) 3 Sets of Cockpit Crew (ULR Flight)*** 18 Hours 21 Hours
* Crew Sets A & B along with PIC for the flight/ sector must be clearly defined and
annotated in printed flight schedule.
** Crew Sets A & B along with PIC for the flight/ sector must be clearly defined and

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annotated in printed flight schedule. Similarly, the Cruise Relief Pilot must also be clearly
defined and annotated in printed flight schedule.
*** Crew Sets A,B & C along with PIC for the flight/ sector must be clearly defined and
annotated in printed flight schedule.

D4.2 Maximum Flight Time and Maximum Flight Duty Period – Cabin Crew

D4.2.1 Maximum Flight Time/ Flight Duty Period other than Long Range (LR),
Extended Long Range (ELR) and Ultra Long Range (ULR) Operations:-
Cabin Crew Compliment Flight Time Flight Duty
a) Single Cabin Crew compliment 12 Hours 16 Hours
b) Augmented Cabin Crew (additional 50% to single crew) 14 Hours 18 Hours
c) Double Cabin Crew compliment 16 Hours 20 Hours

D4.2.2 Maximum Flight Time/ Flight Duty Period Limitations for Long Range
(LR)/ Extended Long Range (ELR) and Ultra Long Range (ULR)
Operations:-
Flight Crew Compliment Flight Time Flight Duty
a) Double Cabin Crew Compliment 16 Hours 20 Hours
b) 2 Sets of Cabin Crew+50% of Single Cabin Crew 18 Hours 22 Hours
c) 3 Sets of Cabin Crew 20 Hours 24 Hours

D5. CONSECUTIVE NIGHT LIMITATIONS:

D5.1 Crew member shall neither be detailed nor undertake any flight duty between periods
embracing 2200 to 0600 hours local time for more than two consecutive nights. In this
case no crew member shall be detailed for next such flight pattern before availing full
earned rest i.e not less than double the duty time of his/ her previous flight.

D5.2 All Simulator Training/ Checks shall be conducted between 0700 to 2359 hours local
time only. Consecutive Night Limitations shall not apply to Simulator Training/ Checks.

D6. CUMULATIVE TOTAL TIME LIMITS:

D6.1 Non Flight Training Environment – Cockpit Crew: In compliance with cumulative
total time limitations no Operator shall permit an aircraft to fly, and no cockpit crew
member shall act as a crew member of an aircraft if during planned flight operations a
flight crew member will accumulate flight time in:

a) Excess of 35 hours within seven (07) consecutive days.

b) Excess of 100 hours within 30 consecutive days.
c) Excess of 950 hours within 365 consecutive days.

D6.2 Flight Training Environment – Cockpit Crew: The Operator shall not permit an
aircraft to fly, nor shall a person act as an Instructor/ trainee instructor pilot member of
an aircraft if during planned flight following scheme would exceed a trainer and/or
trainee instructor pilot’s cumulative flight training time in:
a) Excess of 30 instructional flight hours within seven (07) consecutive days
b) Excess of 70 instructional flight hours within 30 consecutive days
c) Excess of 700 instructional flight hours within 365 consecutive days

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D6.3 Cabin Crew: In compliance of cumulative total time limitations no Operator shall
permit an aircraft to fly, and no cabin crew member shall act as a crew member of an
aircraft if during planned flight operations a cabin crew member will accumulate flight
time in:

a) Excess of 35 hours within seven (07) consecutive days.

b) Excess of 100 hours within 30 consecutive days.
c) Excess of 1000 hours within 365 consecutive days.

D7. LIMITATIONS ON NUMBER OF LANDINGS:

D7.1 In any one planned flight duty period, no crew member of an aircraft with weight
category above 5700 Kgs, shall do or be tasked to do more than a total of:

a) 6 landings in day light in one duty period; or

b) 4 landings by day and 1 landing by night in one duty period; or
c) 3 landings by day and 2 landings by night in one duty period; or
d) 2 landings by day and 3 landings by night in one duty period; or
e) 3 landings by night in one duty period.

D7.2 In any one planned duty period, no crew member of an aircraft with weight category of
5700 Kgs and below, shall do or be asked to do more than a total of:

a) 8 landings in day light in one duty period; or

b) 6 landings by day and 2 landing by night in one duty period; or
c) 4 landings by day and 3 landings by night in one duty period; or
d) 5 landings by night in one duty period.

D7.3 Limitation on number of landings shall not include landing for technical, ferry and for
the purpose of retrieval of aircraft after diversion.

D7.4 The restrictions with regard to number of landings during any 24 hours period are not
applicable to:

a) Helicopter Operations
b) Flying Schools
c) Flight crew engaged in training flights. If the training flight is conducted after any
commercial operation(s), the number of landings shall not be the limiting factor for
calculation of FDTL. In such cases, flight duty period shall be the limiting factor.
Whenever any commercial operation is conducted after a training flight, the
number of landings and flight and duty time including the training flights shall be
considered for calculating FDTL.

D8. TRAINING – SIMULATOR AND AIRCRAFT FLYING:

D8.1 Whenever an Instructor/ Examiner or a Flight Crew Member performs any training/
check on a flight simulator, all the time spent in pre and post briefing shall count
towards flight duty period inclusive of the time spent in simulator. For the purposes of
FDTL specific to Simulator pre and post briefing time shall be taken as two hours
(01:30 hours of briefing and 00:30 hours debriefing).

D8.2 Where a Flight Crew Member is scheduled to fly an aircraft after flight simulator or vice
versa, the flight duty period shall be counted from the reporting time for the first duty.

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D9. EXTENSION OF FLIGHT DUTY PERIOD:

D9.1 Exceptions allow flexibility needed to respond to unforeseen circumstances that occur
during routine flight operations beyond the control of an operator. These exceptions
are not intended for use in regular practice and must not be scheduled or
planned by an Operator. Any waivers obtained from Flight Standards Directorate
must be communicated in written format to the Operating Crew through appropriate
means by the Operator.

D9.2 PIC may extend Flight Duty Period by no more than One Hour in unforeseen
operational circumstances, beyond one hour of extension by PIC Accountable
Manager may further extend Flight Duty Period by another one hour. Accountable
Manager so extending one hour of flight duty period beyond PIC’s discretion shall
verbally inform FSD of granting this extension within next 12 hours. Any extension
beyond these two hours (one hour by PIC and One Hour by Accountable Manager)
due authorization from DFS/ POI must be sought. Flight Duty Period extensions so
exercised shall be regularized in writing within three working days.

D9.3 Before exercising any extension of flight duty period, the PIC should be satisfied that
all members of the crew required to operate the aircraft consider themselves fit to do
so. The PIC should also obtain a written consent of the operating crew before
operating such flight.

D9.4 In an emergency situation, which in the judgement of the PIC presents a serious risk to
health or safety of crew and passengers or endangers their lives, then the above limits
may be exceeded till emergency situation is resolved. Limits so exceeded shall be
promptly reported by accountable manager and must be regularized in writing within
72 hours for the approval of DFS.

D9.5 Any extension of flight duty period exercised must be filed by the PIC upon return
explaining reasons thereof in the form of a brief write up for regularization within 72
hours for the approval of DFS.

D9.6 Maximum Flight Duty Period extension in unforeseen circumstances is 04 hours with
prior approval of DFS and must never be exercised voluntarily by any Accountable
Manager and/ or PIC. All such extensions must also be filed for regularization action in
writing within 72 hours to DFS for approval of competent authority.

D10. MINIMUM REST PERIOD:

D10.1 Operator shall not assign any crew member to any duty during required rest period.

D10.2 RPT Operations: Minimum Rest Period for Regular Public Transport Operations shall
be governed under following limits:

a) Cockpit Crew: An Operator shall provide minimum rest period of twice the
duration of Flight Duty Period (of previous flight), but never less than 12 hours.

(e.g. 05 hours FDP x 2 = 10 Hours. Minimum Rest Required is 12 hours)

b) Cabin Crew: An Operator shall provide each cabin crew member with a minimum
rest period before each flight duty period which shall not be less than twice the
flight duty period of previous flight or 10 hours, whichever is more.

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c) Cockpit & Cabin Crew both: In case of unplanned exigencies (death on board,
serious sickness, technical landing etc.), retrieval of diverted aircraft, crew
specially positioned for aircraft retrieval an additional landing is permissible.
However, in this case minimum rest period may be reduced to eight (08) hours.
Such exceedance shall only be availed with prior approval of DFS/ POI and with
the express written consent of the operating crew. This rest period shall not
include time allowed for preflight and post flight duties.

D10.3 Charter & Aerial Work Operation (Aircraft Weight Category Above 5700 Kgs):
Twice the duration of flight duty period of previous flight or 12 hours, whichever is
more.

D10.4 Charter, Aerial Work and Flying School (Aircraft Weight Category 5700 kgs and
below): Twice the duration of flight duty period of previous flight or 12 hours,
whichever is more.

D10.5 Mandatory Days Off: All Operators shall provide FIVE Mandatory Days Off at home
base to all Crew Members (Cockpit & Cabin Crew both) in a Calendar Month.
Mandatory Days Off in a month shall be prorated in case of leave in a month.

D10.6 Seventh Day Off: After six days of consecutive duty it is mandatory for an Operator to
provide a day off to crew members at his/ her home base after availing his/ her rest
period of last flight duty undertaken on sixth day. In case of a person being on a series
of flights pattern, this Seventh Day Off shall be afforded after the person reverts to his/
her home base.

D10.7 In case a crew member voluntarily opts to forego his/ her rest period outstation, after
completing a flight duty, and desires to be positioned at home base, the entire time
spent for positioning back to home base as deadhead shall be counted in calculation of
duty period. The Operator is obligated to provide full earned rest period at his/ her
home base.

D10.8 Special Rest Requirements for LR, ELR and ULR Flights

a) Rest period prior to LR/ ELR flights shall be 24 hours (including one local night)
prior to the scheduled departure of LR/ ELR flight.

b) Rest period prior to ULR flights shall be 48 hours (including two local nights) prior
to schedule departure of ULR flight.

c) After operating LR, ELR and ULR Flights minimum rest period of double the duty
time rest shall be provided at outstation.

d) Rest after return to home base on completion of LR, ELR and ULR flight shall be
48 hours or double the flight duty period rest whichever is more.

e) After operating

i) LR – Seven (07) days interval between flights

ii) ELR – Ten (10) days interval between flights
iii) ULR – Twelve (12 days interval between flights

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D11. MISCELLANEOUS PROVISIONS:

D11.1 Available: The Operations Manual must define ‘Available’ (if applicable). When flight
and cabin crew members are required to be available for contact over a brief period of
time to receive instructions concerning a possible change of roster, that requirement
should not prevent that crew member from having a rest period before reporting for
duty. The time spent being available shall not be counted as Duty. But if the crew
member is being asked to remain available for undertaking any flight his/ her time
spent as being available shall be counted as Duty.

D11.2 Flying while Fasting: In compliance of CARs 1994 Rule 41(3) no crew member shall
exercise the privileges of his/ her license as a crew member while fasting.

D11.3 License Examinations: No crew member is to undertake any pilot license

examination on the day of his/ her scheduled flight duty and also during the intervening
rest period provided for a series of flights.

D11.4 Flights Operated by Augmented Crew & Provision of In-Flight Relief

D11.4.1 The composition and number of flight crew members carried to provide in-flight
relief, and the quality of rest facilities provided should determine the amount by
which the basic flight duty period limitations may be extended. A sensible
balance must be kept between the division of in-flight duty and in flight rest
times.

D11.4.2 The Operator shall ensure that flight and cabin crew members are notified
prior to commencement of the rest period preceding the flight of the role they
are required to undertake (i.e. main or relief crew), so that they can plan their
pre-flight rest accordingly. These notifications must be embedded within the
printed crew schedules also.

D11.4.3 Augmented Crew and Double Crew are limited to 03 sectors on international
and 04 sectors on Domestic/ Regional flights

D11.4.4 The Operator must address the following when it desires to operate a flight or
a series of flights with Augmented or a Double Set of Crew:

a) The quality of the flight relief facilities must match the minimum
requirements of a Flight Relief Seat.

b) The qualifications of crew members at the controls at all stages of flight

should be such that the control and completion of the flight to a safe
landing should not be dependent on the return of resting crew members to
resume their duty.

c) The division of duty and rest between crew members must be kept in
balance.

d) Operator must ensure that crew integrity is retained during the PIC’s
period of relief. Responsibility for the safe conduct of the flight will be
delegated to the Relief Pilot who must be suitably qualified.

D11.5 Management Crew Members’ Time in Office: Any time spent by any Management
Crew Member (Cockpit & Cabin Crew) shall be counted as Duty and applicable for the

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purposes of calculating total duty period. Hence, the maximum flight duty period limits
defined in para D4 shall apply.

D11.6 Schedule Changes: Crew Schedule must depict actual crew movement and
positioning and it must not be altered in any way to legalise a flight duty.

D12. VARIATIONS TO FDTL:

D12.1 It may not be possible to cover every eventuality encountered in a flight operational
environment. Should variations from these regulations become necessary, an Operator
shall establish means with equivalent level of safety acceptable to PCAA to permit
such variations. Any variation to fatigue risk management scheme of Flight and Duty
Time Limitation outlined herein beyond the scope of an Operator may only be
permitted by an express authority of Director General PCAA.

D13. RECORD KEEPING:

D13.1 To comply with the regulations established in this ANO, an Operator shall maintain
records, for all its flight and cabin crew members of flight time, flight duty periods, duty
periods and rest periods.
D13.2 The Operator shall ensure that these records include for each flight and cabin crew
member, at least:
a) The start, duration and end of each flight duty period;
b) The start, duration and end of each duty period;
c) Positioning Records including road travel;
d) Rest Periods;
e) Flight time;
f) Record of crew changes with reasons;
g) Record of variations between Planned & Actual Flight Crew Rosters.
D13.3 To enable the Operator to ascertain that the fatigue management scheme is
functioning as intended and as approved, the above mentioned records should be kept
for 24 months from the date of the last relevant entry of the duties performed and rest
periods achieved so as to facilitate inspection by the Operator’s authorized personnel
and audit by the PCAA.
D13.4 Flight crew members shall maintain a personal record of their daily flight time in their
personal flying logbooks.
D13.5 The Operator should also keep records of occasions when an extension of flight duty
period under unforeseen operational circumstances has been requested and
approved.
D13.6 If extension (as mentioned above) has to be applied for similar reasons on more than
10 per cent of occasions when a particular route or route pattern is flown, it is likely
that the intention of this guidance is not being met and undue fatigue may result.
Arrangements must be made to change the schedule or the crewing arrangements so
as to eliminate the frequency at which such events occur.
D13.7 All Operators must deposit a Quarterly Return of their Flight Duty Records along with
any exceedances with elaborate reasons and actions taken to avoid such recurrences.

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D13.8 PCAA may require submission of copies of certain additional records as and when
necessitated.

E. EVIDENCES (ACRONYMS / RECORDS / REFERENCES):

E1. ACRONYMS:
ANO : AIR NAVIGATION ORDER
CARs : CIVIL AVIATION RULES
CSI : CABIN SAFETY INSPECTOR
DFS : DIRECTOR FLIGHT STANDARDS
ELR : EXTENDED LONG RANGE
FDTL : FLIGHT DUTY TIME LIMITATIONS
FI(P) : FLIGHT INSPECTOR (PILOT)
ICAO : INTERNATIONAL CIVIL AVIATION ORGANIZATION
LR : LONG RANGE
OM : OPERATIONS MANUAL
PCAA : PAKISTAN CIVIL AVIATION AUTHORITY
PIC : PILOT IN COMMAND
POI : PRINCIPAL OPERATIONS INSPECTOR
PST : PAKISTAN STANDARD TIME
RPT : REGULAR PUBLIC TRANSPORT
ULR : ULTRA LONG RANGE

E2. RECORDS:
NIL

E3. REFERENCES:
E3.1 ICAO Annex 6 – Operation of Aircraft
E3.2 ICAO Doc 9966 – Manual for the Oversight of Fatigue Management Approaches
E3.2 FAA 14 CFR Part 117 – Flight and Duty Limitations and Rest
E3.3 UK CAP 371 - Avoidance of Fatigue in Aircrew
E3.4 GCAA CAP 14 – ULR Operations
IMPLEMENTATION:
This Air Navigation Order shall be implemented with effect from 01.12.2020 and supersedes all
previous versions of ANO-012-FSXX.

--S/d--

(HASSAN NASIR JAMY)

Director General,
Dated: - 14th September, 2020 Pakistan Civil Aviation Authority

--S/d--
(CAPT. S. M. RAFATULLAH)
Director Flight Standards
Dated: - 14th September, 2020
File No. HQCAA/1077/023/FSAC

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