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EASA FTL Members Guide
Use!in!conjunction!with!OMA!section!7! FEB!2016!

THIS GUIDE DOES NOT COVER INDIVIDUAL INDUSTRIAL AGREEMENTS ON ANY FLEET. IT IS MEANT TO ASSIST
YOUR UNDERSTANDING OF YOUR NEW OMA AND HOW IT SHOULD BE APPLIED.
What we know as ‘scheme’ is in fact BA’s approved compliance to a regulation document known as CAP371. This
in turn is the UKs agreed compliance with the European regulation known as SUB-Part Q. A myriad of rules have
been employed across Europe for many years, and with so many new nations joining that - and it must be said –
they often paid scant regard to human factors. Several years ago, the process began to create a set of Pan-
European regulations; ‘Flight Time Limitations for Pilots, Cabin Crew and Flight Engineers’. Offering a level playing
field of safety across Europe. However, not only have we enjoyed a ‘scheme’ that was more limiting and thus
envied by many (even though we so often wanted CAP 371 reviewed and tightened), our compliance to SUB-Part
Q was in many areas quite different. i.e. Our Maximum Flying Duty Periods tables (Max FDP) were completely
different in both limits and timings. How we did Home Standbys was also quite different, from the calculations on
the length of duty you could be called for, to the focus on night time hours. The evolution of our UK system differed
from that of our neighbours. The Norwegians and Scandinavians face a similar abrupt change. Although, there
isn’t a single nation who won’t see several significant changes.

Fortunately, our respective Industrial agreements and Frameworks do protect us from some of the sharpest
realignments to regulations closer to the traditional SUB-Part Q than we’re familiar with.

Our rosters should be published to the new EASA FTL and our agreements, so there’ll be minimum effect seen
there, WW will have noticed the pleasant inclusion of ‘Days off’ on your rosters. This is to make sure your Available
periods now comply with the ‘Days off’ allocation as required under EASA FTL ‘Reserve’ definitions. However,
when you’re subject to usual trials of Day-to-day operation in the real world and you need to know what you can
operate or how much rest you need and for how long etc. You will have to become familiar with new terminology
and a set of regulations that change how: (not all the changes are listed)

• How Commanders Discretion is used.

• How being Acclimatised or not will have a significant impact (more on that thorny topic later),

• How a Disruptive Schedule is not a delay to your itinerary due to snow or some other ‘challenge’ that you
really didn’t need with a plane load of passengers sat looking at you and tapping their watches – it is in
fact the new term to describe ‘shift-work’ and having to drag yourself to work at unfavorable times of the
day (when you should be asleep!).

• How calculating the number days off on both Long Haul and Short Haul has changed.

• How ‘bunk/in-flight’ rest has changed (WW, MF, LGW).

• How being called from home Standby could have you in tears (MF, LGW).

• How 2 in 14 has gone (EF, MF, LGW).

• How the current limits on early starts has gone (EF, MF, LGW).

CONTENTS

Flow!Chart! 2! Travelling!Time! 12!

Acclimatised! 3! Rest!Periods!inc.!Days!off! 13!
Disruptive!Schedules! 6! Duty!inc.!WOCL! 15!
Delayed!Reporting,!Positioning!&!Split!Duties! 7! Flight!Duty!Periods! 16!
Commanders!Discretion! 8! How!to!Type!and!count!Duty! 18!
InUFlight!Rest! 9! Fatigue!Risk!Management! 18!
StandUBy!inc.!QRS! 11! ! !
! 1!

!
 900!flying!hours!in!a!calendar!year! Check!
Duty!Period! yes!
Before& 100!flying!hours!in!28!days! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! Industrial!
More!than!190!duty!hours!in!28!days! Cease!flying!
More!than!110!duty!hours!in!14!days! home!or!
After& & & & & & & & & & & If!the!duty!was!a!ground!duty! More!than!60!duty!hours!in!7!days! away!
(rest&calculator)& check!Industrial!for!caveats!
no!

yes!
More!than!a!4!hour! Middle!of!a! Min!14!hours!rest!or!
yes!
time!difference! BU2UB! no! A! length!of!preceding!duty!
Home!or!Away! !
no!

Home!or!Away! ! Check!Industrial! H!
A!
Min!10hrs!rest!or!
H! length!of!
E!to!W!or!W!to! Min!3!local!
preceding!duty!if! yes!
E!transition!on! nights!
longer!
next!duty! Check!
no!
168!hours!since!last! Check!Industrial!
RERRP!or!rostered! no! Min!12hrs!rest!or!
Table!–!Minimum!local!night!rest!at!home!base!to!
days!off! length!of!
compensate!for!for!time!zone!differences!(CS!
preceding!duty!if!
yes! FTL.1.235(b)(3)!
longer!

Length!of!duty?! This!chart!does!not!take!into!account!any!rules!
that!determine!your!time!of!report!(E,!L,!N)!
!

4!or!more!Disruptive! no! Min!2!local!nights! Check!Industrial!

Duties! and!36!hours!

yes! InUflight!rest?! yes! Check!industrial!–!Any!specific!

no! ‘bunk!rest’!duration!will!affect!the!
FDP!–!see!InUflight!rest!Table.!E.g.!3!
Min!60hrs!rest!
Determine!state!of! hours!bunk!rest!=!17!hours!FDP!
Acclimatisation! Check!
It!is!expected!that!any!Industrial!Agreements!
from!the!Worldwide,!Eurofleet,!London! If!this!is!a!A380?!
Gatwick!and!Mixed!Fleet.!Are!known!and!will! Generate!a!
yes!
be!noted!where!they!are!more!limiting! reference!time!

! Any!reference!here!is!a!reminder!and!is!not! Check!Different!report!
comprehensive!or!thorough.! yes! times!for!Flight!crew!and!
Is!this!an!A380?!
Cabin!crew!rules.!The!
Specific!rule!sets!should!be!read.! no! FDP!should!use!IFR!rules!
or!Table!2!or!3.!
Use!either!
2!hrs!max! Table!2!or!3!

no!
On!the!day!Delay:!
3!hrs!max! Augmented! Commanders! Delay!
yes! After! Before!
flight!crew! discretion!or!delay! Procedure!
procedure.!Before!
Report!or!After?!

2!

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ACCLIMATISED - Primarily for Long Haul or a Mixture of Long and Short Haul flying.
You need to know your state of Acclimatisation so that you can know where your body clock is.
Your body clock may still be in the UK whilst you’re actually in the USA because you haven’t been
there long enough for your body clock to catch up. Your body clock is used to work out a
Reference time which will determine if you could undertake a fully Acclimatised FDP, or should it
be shorter FDP to account for your body’s disorientation.

TABLE 1 – Note – If in-flight rest (bunk rest) is being used go to page 8 for the correct FDP Table.

Time You are away from report in UK to your next report time.
Time! difference! (h)! !
between! reference!
time! ! and! local! time!
where! ! the! crew! Time!elapsed!since!reporting!at!reference!time! ! !
member! ! starts! the!
next!duty!

!! <48! ! 48–71:59! 72–95:59! 96–119:59! ≥!120! ! !

<4! B! D! D! D! D!
≥4!to!≤!6! ! B! X! D! D! D!
≥6!to!≤!9! ! B! X! X! D! D!
≥9!to!≤!12! ! B! X! X! X! D!

B = Acclimatised to local departure time – Therefore the reference time will be UK local.
D = Acclimatised to local time at start of next duty – reference time will be destination local.
X = Unknown state of Acclimatisation – use table 3 (OMA) for your FDP or the In-flight rest table.
Your Reference time refers to where you are Acclimatised

• The left column with the numbers 4 / 6 / 9 / 12 are the time differences in hours.

• The top column across the page, 48/48-71.59/72-95.99 etc are the time you are away in
hours and minutes from your first report time to your next report time. (e.g. you will use hrs
& min since the report time at LHR for both a reference time in SIN and SYD.)

• Your body clock is synchronized to your current location & within a 2-hour time zone.

• Anything above 2 and up to 4 hours time difference it takes up to 48 hours to become

Acclimatised to the new time zone.

• 4 - 6 hours time difference it takes longer to become Acclimatised. Looking at the table
above coming down to the 2nd row 48 - 71.59 you are in an unknown state of
Acclimatisation (X), from 72 hours you become Acclimatised.

• Up to and including 9 hours time difference working along the 3rd column it takes even
longer to become Acclimatised, this time 96 hours away time.

• Lastly up to and including 12 hours it takes 120 hours to become Acclimatised.

• Common sense says the greater the time-difference the longer it takes to become
Acclimatised. Until then you are in an unknown state of Acclimatisation.

• Just remember that even on E/F you may not be Acclimatised to your home base if your
nightstop has a greater time change than 2 hours, e.g; TLV in winter.

• Also when working out a delay downroute Acclimatised or not has much greater importance
on the maximum flight duty period length.
3!

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Additional note on Acclimatisation

The OMA does give reference to being Acclimatised on report at Home Base.

The actual EASA regulation does not make it a regulatory requirement. In fact the Regulation does not
mention Acclimatisation and Reporting at Home base at all, although it was mentioned on at least 5
occasions in the raft of paperwork that lead up to the final Regulation. On each occasion, it is
highlighted that it is un-policeable. So it hasn’t been forgotten, it was deliberately omitted. It was also
likely that the whole project could have been subject to years of delays whilst the complete European
legal process was exhausted. There are simply too many social rights that EASA would have trampled
on if they’d made it a regulatory obligation for you as a European citizen to have less rights to use your
free ‘social’ time with restrictions not suffered by fellow colleagues and the wider population too.
However, like the vast majority of airlines, BA has added this into our OMA on advice from the CAA.
This does cause us some problems.

EASA and the UK CAA believe that crew should report Acclimatised. But belief or desire can’t
substitute a regulation.

Whilst we support the crewmember responsibility in reporting for a duty well rested and fit for duty. You
can be perfectly well rested and in a state of unknown Acclimatisation. We can’t support a requirement
that restricts or dictates our members’ activities outside work i.e. Leave. The EASA FTL does not have
any jurisdiction over your leave, because it is not a ‘rest period’. We all agree the edges are blurred so a
pragmatic and fair way forward is the only solution for the time being. Ultimately it will most likely be at
both National and European level rather than with the company.

Like the Pilot community, if you believe that you will be coming back from leave and from a destination,
which would see you in a state of Acclimatisation other than Acclimatised at Home base. You should
notify the company in advance (prior to roster publication) so that they have the opportunity to comply
with ORO.FTL.110 Operator Responsibilities (b). – ‘Ensure that flight duty periods are planned in a way
that enables crew members to remain sufficiently free from fatigue so that they can operate to a
satisfactory level of safety under all circumstances’.

It’s a regrettable situation. Though to some extent it is ‘swings-and-roundabouts’, the philosophy of

Acclimatisation will have you Acclimatised in SYD when you report for the flight back up to SIN (have a
look at the examples provided in the OMA). Clearly every single one of us that’s ever experienced it
knows that your body clock is nowhere near ‘local’ time. The incidental consequence is though, that we
only need to take two pilots down from SIN to SYD because if you were in a state of unknown
Acclimatisation, more Pilots would have to be rostered for ‘in-flight rest’ - and that saves a lot of money.

Whilst the science of sleep has advanced significantly in the last 20 years; which is the main driver
behind the new regulations. Acclimatisation is one topic we expect to evolve. As we can see, it isn’t a
perfect fit for anyone yet.

! 4!
Examples (also have a look in the OMA 7 appendix, for more examples)

LHR - LAX - LHR

Day 1 : Report at 08.15. Operate Lhr - Lax, arrive 2055, clear 2125 Day
3 : Report 22.35. Operate Lax - Lhr.
Time elapsed since first report at Home base = 62.20; time difference from Reference time
= 8 hours. So crew members are in an unknown state of acclimatisation (X in Table 1)
Day 4 Arrive 1005, clear 10.35 (WW agreement 10.50)
Time elapsed since first report at Home base = 74.20; 8 time zones crossed, so 3 local
nights required at home base.

LHR - JFK - LHR - IAD - LHR

Day 1 ; Report at 0950. Operate Lhr - Jfk, arrive 1855, clear 1925
Day 2 ; Report at 2330, Crew members are acclimatised to UK time because less than 48
hours has elapsed since first report.
Day 3 ; Operate Jfk - Lhr, arrive 0730, clear 0800
Time elapsed since first report at home base = 46.10 ; 5 time zone crossed. so rest
required to compensate for time zone crossing would be 2 local nights
Day 4 ; Report at 0915. Operate Lhr - Iad, arrive 1845, clear 1915
Sufficient back to back rest has been achieved in suitable accommodation (Hotac). Crew
members are acclimatised to Home base at report for Sector 3.
Day 5 ; Report 2230. Operate Iad - Lhr
Time elapsed since 2nd report at home base = 37.15( because crew were acclimatised at
2nd report ) ; 5 time zones crossed. Crew members are acclimatised to UK time because less
than 48 hours has elapsed since 2nd report.
Day 6 ; Arrive 0650, clear at 0720 ( WW agreement 0735)
Time elapsed since first report at home base 117.30 so 3 local nights rest required at
Home base.

LHR - JFK - LHR - JFK - LHR Back to back Crew not acclimatised on Sector 3
Day 1 ; Report at 0950. Operate LHR - JFK, arrive 1855, clear 1925
Day 3 ; Report at 2330
Crew members are in an unknown state of acclimatisation because more than 48
! hours has elapsed since first report (X in Table 1)
Day 4 ; Operate JFK - LHR, arrive 0730, clear 0800
Time elapsed since first report at home base = 70.10; 5 time zones crossed so rest
required to compensate for time zone crossing would be 2 local nights
Day 5 ; Report at 0950. Operate LHR - JFK, arrive 1855, clear 1925
Sufficient B2B rest has been achieved in company supplied suitable
accommodation, however, crew members have had insufficient rest to become re-
acclimatised to Home base time and therefore are in an unknown state of
acclimatisation. ( X in table 1)
Day 6 ; Report 1205. Operate JFK - LHR. Time elapsed since first report at Home base
= 122.15, 5 time zones crossed. Crew members are in an unknown state of
acclimatisation because they have had insufficient time continuously in NYC to
acclimatise to local tim
Day 6 ; Arrive 1955, clear 2025. Time elapsed since first report at Home base = 130.35;
5 time Zones crossed so 3 local nights rest required at home base.

! 5!
 DISRUPTIVE SCHEDULE *** No this has nothing to do with the operation running late ***

Means a crew-members roster which disrupts the sleep opportunity during the optimal sleep
time window by compromising an Flight Duty Period which encroach start or finish during any
portion of the day or night where a crew member is Acclimatised.
A schedule may be disruptive due to early starts late finishes or night duties.
For the purpose of Flight Time Limitations the Competent Authority (CAA) will decide whether
they will work under " early" or a "late" nation specifications.

An easy way of understanding how the decision was reached is that for example in Germany
there is a tendency for airports to operate early, 0500, and to close early, 2300. The UK airports
typically operate from 0600 and continue until 2400. Yes, there will be take offs and landings
outside with these times but they will be more controlled.

The UK will be a Late nation.

The two types of disruptive schedule are as follows.

Early type
• for an early start a duty period starting in the period between 05:00 and 05:59 in the
time zone to which a crew member is Acclimatised; and

• for a late finish a duty period finishing in the period between 23:00 and 01:59 in the
time zone to which a crew member is Acclimatised

!Late type
• for an early start a duty period starting in the period between 05:00 and 06:59 in the time
zone to which a crew member has become Acclimatised ; and

• for a late finish a duty period finishing in the period between 00:00 and 01:59 in the
time zone to which a crew member is Acclimatised

This is all about how we can generate rest, denote early starts, late finishes and night
duties, either as a series or a combination of in a block of work (roster construction). Primarily,
this is a Short Haul concern.

More importantly for Eurofleet, Mixed Fleet and LGW; Disruptive Schedules replaces
"Additional Limits on Flying". Which were the rules that told us there’s something about doing 3
or 4 earlies in 7 or how many earlies in 6 or 7 days etc. These are now gone and replaced with:

If a crew-member performs 4 or more night (0200-0459), early starts (0500-0659) or late

finishes (0000-0159) (Either as a series of or a combination of) between sets of days off, they
then need a minimum of 60 hours off afterwards. (CS FTL.1.235 Rest periods (a)(2) ). This
may impact on bidding.

British&Airways&Additional&Restrictions& & & (Early!0500U0800&E!/!Late!Finish!L!–!2330!/!Night!duty!0200U0459)!

Late!to!Early!(Local!Nights!between!them)! 1! ! Early!to!Late! !

Early!to!Late!to!Early!(within!a!block!of!work)! ! Late!to!Early!to!Late!(within!a!block!of!work)! !

After!3!Earlies!&!before!a!Late! NOT!a! After!3!Lates!&!before!an!Early! NOT!a!

E&or!L& E&or!L&

!
! 6!
Delayed Reporting (OMA will specify the actual notification times)

Means the postponement of a scheduled Flight Duty Period by the operator before a
crew-member has left the place of rest. At Home – via telephone / Away – Hotel or Captain
Delayed reporting has the sole purpose of enabling crew to remain at a place of suitable
accommodation in order that the crew member can remain ready to operate for longer
than planned. This means your bedroom, not the hotel reception.

• When the delay is less than 4 hours the maximum FDP is calculated on the original
reporting time and the FDP starts counting at the delayed report time.

• When the delay is more than 4 hours the maximum FDP is calculated based on the more
limiting of the original or the delayed reporting time and the FDP starts counting at the
delayed report time.

EG; Original report time of 0500. Max FDP Reporting between 0500 and 0514 = 12 hours
Flight delayed for 5 hours new report time of 1000. Max FDP reporting between 0600 -
1329 = 13 hours.
Because the delay is over 4 hours you now take the more limiting Maximum flight duty
period which is 12 hours.

• If the reporting time is further amended the FDP starts counting 1 hour after the 2nd
notification or at the original delayed reporting time if this is earlier.

The exception is when the delay is 10 hours or more and the crew member is not further
disturbed by the operator, 10 hours or more would then count as a rest period.

Current Ops will seek to avoid calling between 2200-0800, or report time minus 90 min if it’s
within 2200-0800.

Positioning

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

a) Positioning after reporting but prior to operating shall be counted as FDP but shall not
count as a sector
b) All time spent on positioning shall count as duty period.

Split Duties CS.FTL1.220

EASA has used Cap 371 as a guide
• A break encroaching the WOCL requires suitable accommodation. OR:
• Any 'break' time encroaching the WOCL cannot be used in extending the FDP
• Any time over 6 hours on 'break' cannot be used to increase the FDP (irrespective of WOCL
encroachment)

The operator will specify post and pre flight duty and traveling times etc. (BA intend to publish
traveling times on a destination basis.)

! 7!
Commanders Discretion ORO.FTL.205 (f)
A Summary:
Only used at or after Reporting time. (we currently think we should use the Delayed
Reporting procedure prior to report)
The limits are:
• Un-augmented (2 pilots) – Max 2 hours. {Cabin crew bound by the same rules}
• Augmented (3 or 4 pilots) – Max 3 hours. {Cabin crew bound by the same rules}
• On the final sector and only after Take off, the limits may be increased to get the flight
to its destination. (Remember though, having taken off expecting to get there within the
limits, it’s not a ‘get out’ clause – more so that it allows for holding or something else
that slightly affects the planned flight time.)
• A rest period may be reduced but not lower than 10 hours (off duty to report including
8 hours sleep opportunity, 1 hour for physiological needs and at least 1 hour for travel
to and from the airport – local travel times may be greater).
• The Captain shall consult all the crew-members on their alertness levels before
deciding the modifications. This is possibly the most misunderstood/controversial of
the caveats. Can the Captain actually ask each and every crew-member on an A380?
Therefore there can’t be an absolute set procedure. Circumstances on the day, with
experience and reason should be employed. The SCCM may have to shoulder the
responsibility of ascertaining any particular reasons why the Cabin Crew as a whole or
individuals may have good reason not to be exposed to a critical level of fatigue that
could pose a risk to the flight. This does not mean the SCCM should make an arbitrary
comment that the crew are fit or not. This simply means they are best placed to find
out. In turn passing this on to the Captain for their final decision. The Cabin Crew
should be aware that this process is taking place (bear in mind In-flight resting may be
taking place, they shouldn’t be disturbed but they should be consulted in the same way
when awake). If not it should be reported immediately.

Commanders Discretion AMC 1ORO.FTL.205 (f)

The AMC states;
The exercise of Commanders discretion should be considered exceptional and should be
avoided at Home Base and/or company hubs where standby or reserve crew-members
should be available.

! 8!
IN FLIGHT REST (Rest facility) Industrial rules may impact an FDP
i.e. Where a minimum period of rest is defined e.g. 3 hours in a bunk (class 1)
then the 1631-1700 FDP band is applicable in the table below.
*** It is likely that the Flight crew will have a different FDP which affects Discretion.***

In-Flight rest means a bunk or seat with leg and foot support suitable for crew-members
sleeping on board an aircraft. Leg and foot support is vital. Sleep science found that unless your
feet and legs were supported, you would fall asleep but wake up shortly after because your blood
pressure dropped and wasn’t being helped back to the heart from supported limbs.

3 Classes of rest

Class 1
Bunk or other surface that allows for a flat or near flat sleeping position. That reclines to at least
80 degrees back angle to the vertical and is located separately from both the flight crew
compartment and the passenger cabin in an area that allows the crew-member to control light
and provides isolation from noise and disturbance.

Class 2
Seat in an aircraft cabin that reclines at 45 degrees back angle, has at least a pitch of 55"
(137.5 cm) and seat width of at least 20" (50 cm) and provides leg and foot support. It is
separated from passengers by at least a curtain to provide darkness and some sound
mitigation and is reasonably free from disturbance by passengers or crew.

Class 3 – Currently - only the 787 High comfort crew seats qualify.
Seat in an aircraft cabin or flight crew compartment that reclines 40 degrees, provides leg and
foot support and is separated from passengers by at least a curtain to provide darkness and
some sound mitigation and it is not adjacent to any seat occupied by passengers.

• All time spent in the rest facility is counted as FDP

• The minimum rest at the destination is at least as long as the preceding duty period or 14
hours whichever is the greater
• A crew member does not start a positioning sector to become part of this operating crew
on the same flight
• FDP limited to 3 sectors
• Min in flight rest is 90 minutes
• Airlines have until February 2017 to update their rest facilities accordingly
This now has to go on planned and not actual flight time on the day.

*YOU CANNOT INCREASE PLANNED REST ON THE DAY TO USE AN INCREASED FDP*

! 9!
WW Scheduling agreement 14.3.3 u/s bunk

Bunks unserviceable pre flight Box 2 service and above, seats must be secured by the
CSD in conjunction with Ops team (DOMs) to allow horizontal rest, Seats must provide
horizontal rest.

Note - This now becomes class 2 rest facility type (Max FDP = 17 hours)

Bunks unusable in flight Box 2 and above, if a bunk unit is found to be unusable in-flight, the
CSD should secure available suitable horizontal seating.
In the event that there are insufficient suitable seats the CSD will then allocate available
seats in the next most suitable cabin.

Note - this would now be class 3 rest facility, Max extended FDP = 16 hrs

Unusable - This will relate to factors affecting the rest area environment insofar as crew
being unable to take their rest. This will include lighting, noise, extremes of temperature and
safety.

Remember that Industrial limits may well be more restrictive.

! 10!
STANDBY ORO.FTL.235

READ CAREFULLY CHANGES IN YOUR UNDERSTANDING ARE INVOLVED

3 different types of Standby

• Airport standby - Standby and any other duty at the airport

• Standby other - Home standby / Hotel standby (QRS)
• Reserve - otherwise known as available

Airport Standby - (Rules will only apply to QRS if called to hotel from home SBY and for that
day only - because you’ve been called for a ‘duty’.)(EF & MF do not perform Airport Standby).
• Start finish times notified in roster.
• Combined total duty hours of airport standby and flying = 16 hours (bunk rest will increase it)
• Accommodation standards are required for crew-members on airport standby.
• 4 hour buffer before any reduction in FDP begins. So after 4 hours on airport standby any
subsequent FDP will be reduced by the time spent on airport standby in excess of 4 hours.
e.g; if crew member had completed 5 hours on standby the time in excess of 4 hours is 1
hour so the Max FDP would have to be reduced by 1 hour.

Airport Duty (What Eurofleet know as Standby, LGW and MF know as Airport Standby)
• FDP starts at report.
• FDP calculated from the actual report time.
• Accommodation facilities not required.
• No change to current practice – only a change due to EASA editing the definition.

Standby other - Home / Hotel

• Maximum duration of Standby is 16 hours
• FDP is calculated from the report time
• If QRS / Home standby duty exceeds 6 hours ( called out after 6 hours on QRS/SBY), the
maximum FDP will be reduced by the amount of standby exceeding 6 hours. (as the example
above shows)
• This is increased to 8 hours when the FDP is extended by bunk rest (long range) or a split duty.
• No alternate standby agreement anymore which means that QRS / Hotel standby count
towards 168 hours max duty.
• Combination of standby and duty period must not lead to more than 18 hours awake time
• The hours between 23.00 and 07.00 if uncalled/contacted, are not counted for the reduction
of an FDP buffer of 6hrs or 8hrs in the case of being called for a Split Duty or a flight with In-
flight rest. This means the end of your flying duty could much later than now. You
could start a Home SBY well before 0700 and be used for a flight that has you
clearing just before 0200. Crew control has been directed to use absolute sense.

Reserve 12 / 24 hour Availibility – Short Haul = Available

• A period of time when you are available to be called to report for a duty and notified at least 10
hours in advance (Eurofleet note below)
• 168 hours / 7 days of Availability require Days off to be rostered. You can’t do more than 7
days or 168 hours without a day off.
• A day unused cannot be classed as a day off retrospectively
• 8 hour sleep opportunity rostered each day when you won't be contacted (BA state period of 8
hours between 2000 - 0800
Eurofleet - Some bright spark might suggest that the 0700 ring in option on your first day gives
them an additional 10 hours. It is an industrial agreement and relies upon the crew-member
acknowledging the previous evening and local night is the applicable rest period.

! 11!
TRAVELLING TIME Home base ORO.FTL.200

• Crew members should consider making arrangements for temporary accommodation closer
to their home base if the travelling time from their residence to their home base usually
exceeds 90 minutes

• BA Time allowed travelling between Heathrow and Gatwick is 1 hour.

• For Minimum rest 1 hour should be allowed for Physiological needs and 30 minutes travelling
time each way. If travelling time is more than 30 minutes the difference times 2 between 30
minutes and the actual length of the travelling time shall be added on to the 8 hour sleep
opportunity. eg; 45 mins to hotel means that 30 minutes extra needs to be added on to
minimum rest. which would = 10 hours 30 minutes away from base.

Essentially you have a minimum of 9 hours at the hotel, although if the journey to the hotel is
less than 30 minutes there isn’t a caveat that allows you to reduce the 10--hour rest period.

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REST PERIODS ORO.FTL 235

Day off - Time away from work, free of all duties (standby reserve etc)

4 Types of rest

1) Minimum rest at home base – between duties

2) Minimum rest away from home base – between duties.
3) Reduced rest – Planned in advance and approved by the CAA, not on the day. Use
Commanders Discretion.
4) Recurrent Extended Recovery Rest Period – Day off.

Minimum rest at home base

• Shall be as long as the preceding duty period or 12 hours whichever is longer
• This can go down to 10 hours as long as suitable accommodation is provided by the
operator (Hotac) (B2B). Check length of duty impact.
• Multiple time zone crossings need to be compensated for ;

WW Duty Patterns
A Minimum of 3 local nights rest is required at home base in the case of East - West or
West - East transition
In addition -
• Transitions East - West - West or West - East - East are permitted with minimum rest at
home base between each rotation
• East - West - East or West - East - West will not be planned with minimum rest ( 3 local
nights) between the 2nd and 3rd rotations. In order to permit the 2nd and 3rd transition a
minimum of 4 local nights at home base is required between the 2nd and 3rd rotations.
• After an East - West or West - East Long haul rotation to a destination with 4 time zones
of London is permitted after minimum rest at home base.

Example
W/E/W LAX (-7hrs) - 3 local nights - HKG (+8) - 3 local nights - LAX not allowed
LAX (-7hrs) - 3 local nights - HKG (+8) - 4 local nights - LAX allowed
E/W/E! HKG - 3 local nights - LAX - 3 local nights - BOM not allowed
HKG – 3 local nights - LAX - 4 local nights - BOM allowed
W/E/E LAX - 3 local nights - SIN - 3 local nights - SIN allowed
E/W/W SIN - 3 local nights - LAX - 3 local nights - SFO allowed
W/E/S/W LAX - 3 local nights - HKG - 3 Ln - ABV - 1 Ln SFO allowed
E/W/E HKG - 3 local nights - LAX - 3 Ln + 1Ln (s/h duty) - HKG allowed

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Minimum rest away from Home Base CS.FTL.235 3 (ii) (Check your agreements)

• Away from Home base if an FDP involves a 4 hr time change or more then the minimum
rest following that FDP is at least as long as the preceding duty period or 14 hours.
Whichever is longer. Otherwise, 10 hours or the length of the preceding duty.
• This can also apply at home base if the operator (BA) provides suitable accommodation,
but only once between 2 RERRP's (days off)
• In the case of East - West or West - East transition, at least 3 local nights rest at home
base are provided. (basically you can't go below 2 days off)

Reduced rest – Used with FRM and approval from the CAA. (Currently not being considered)
12 hours or length of preceding duty at home base or (10 hours away from base or length of
preceding duty).

If you have worked longer than 12 (10) hours you can be given 12 (10) hours
rest if;

e.g. At home base duty period was 12.45 (10.45). You can reduce the rest to 12 (10) hours but
your next MAX allowable FDP will be reduced by 45 min.

• The next minimum rest period following the reduced rest and FDP will be increased by the
difference between the entitled minimum rest period and the actual reduced; i.e. 45 min.

Recurrent Extended Recovery Rest Period (Day off)

• Minimum RERRP shall be 36 hours, including 2 local nights.

• Time between 2 RERRP's should not be more than 168 hours
• RERRP increased to 2 local days twice every month. Unless you Global Alleviate you will not
be rostered to start before current agreed times.

Local night = 8 hours between 2200 - 0800

Local day = 24 hours commencing at 00.00

Additional rest periods will be rostered to compensate for

• Effects of time zones and extensions of FDP
• Additional cumulative fatigue due to Disruptive Schedules
• Change of Home base
If a late/night duty to an early start is planned at home base the rest period between the
two FDP's includes 1 local night

If 4 or more night duties, earlies or late finishes rostered between 2 RERRP's the 2nd
RERRP is extended t0 60 hours

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Rotation - Series of duties including at least one FD and Rest Period out of Home base.
Starting at Home Base and ending when returning to home base for a rest period where BA
are no longer responsible for the accommodation of the crew member.

DUTY - Also see the chart on the last page

Anything at the behest of BA (i.e. pre –arranged coffee/chat with your manager)
Duty Period - Report to clear
Flight duty period - Report to chocks on
Flight time - Chock to chock ( 900 hours )

Remember the BA OMA has another time band definition and your individual
Agreements may also have a different set for different industrial purposes.

Night duty - A duty period encroaching any portion of the period between 0200 - 0459 in
the time zone to which the crew member is Acclimatised

Early start - Duty period starting in the period between 0500 - 0659

Late finish - Duty period finishing in the period between 0000 - 0159

Total Duty Periods

1) 60 hours in any 7 consecutive days

2) 110 in any 14 days
3) 190 in any 28 days

BA's definitions (crew member Acclimatised)

• Any duty report before 0800 is an early (BUT EASA times determine Disruptive Schedules)
• Any duty reporting or finishing after 2330 local time is a late duty (As above)
• Any duty which encroaches any portion of period between 0200 - 0459 is a night duty

Local night

• FTL - 8 hours between 2200 - 0800

• IND -10 hours between 2200 - 0800 at base (WW)
• IND - 8 hours between 2200 - 0800 away from base and B2B (WW)
WOCL – Window of Circadian Low – 0200 – 0559 (Body clock, natural rhythm where
Acclimatised) i.e. You sleep when it’s dark and you’re awake when it’s light.

! 15!
FLIGHT DUTY PERIODS ORO.FTL.205

Means a period when a crew member reports for a duty which includes a sector or series of
sectors and finishes when the aircraft comes to rest and the engines are shut down. (on chocks).

• The Maximum duty hours a crew member can operate in one week is simplified and both
Pilots and Cabin Crew are the same = 60 hours.
• Crew-members must be Acclimatised to use table 2. If they’re not Acclimatised use Table 3
which is the limits set in the most limiting time-band from Table 2 (1700-0459).
• The new FDP table is longer which means that more focus has to be placed on start times.
• Also, 1 - 2 sectors are combined.

Table 3

Maximum daily FDP when crew-members are in an unknown state of Acclimatisation.

Maximum daily FDP according to sectors

1-2! ! 3! ! 4! ! 5! ! 6! ! 7! ! 8
!
11.00! ! 10.30! ! 10.00! ! 9.30! ! 9.00! ! 9.00! ! 9.00

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FDP with different reporting time for flight crew and cabin crew (A380)
Whenever cabin crew requires more time than the flight crew for their pre-flight briefing for the
same sector or series of sectors, the FDP of the cabin crew may be extended by the difference
in reporting time between the cabin crew and flight crew. The difference shall not exceed 1
hour. The maximum daily FDP for cabin crew shall be based on the time at which the flight
crew report for their FDP, but the FDP shall start at the reporting time of the cabin crew.
e.g. cabin crew report at 05.55 and Table 2 shows a 12.45hr FDP. The Flight crew report at
06.10 with a 13.00hr FDP. And the maximum flight duty period would be extended by 15
minutes for the cabin crew, because the 13hr FDP would start when the cabin crew report and
be extended to 13.15. This ensures the same end of FDP with the pilots. (note, if bunk rest/In-
flight rest is being used by both flight and cabin crew, this rule does not apply)

Maximum daily FDP for Acclimatised crew with the use of extensions
without in-flight rest

1) Maximum daily FDP may be extended up to 1 hour not more than twice in any 7
consecutive days, in that case;
i) the minimum pre-flight and post-flight rest periods shall be increased by 2 hours or;
ii) the post flight rest shall be increased by 4 hours

The use of extensions shall be planned in advance, and shall be limited to;
5 sectors when the WOCL (0200-0559)is not encroached, or
4 sectors when the WOCL is encroached by 2 hours or less, or 2 sectors when the WOCL is
encroached by more than 2 hours.

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 !

Fatigue Risk Management

As a footnote. Fatigue Risk Management will become more familiar to us in the coming months and
years ahead. A new Fatigue Reporting Procedure has been designed. It will require a shift in
perception if it is to work properly. The regulators and enforcers (EASA & the UK CAA) are actively
promoting this new approach. Which means that the general idea that the company is frightened to
acknowledge fatigue because it’ll get them in trouble is not accurate. A robust reporting procedure,
managed with a ‘just culture’ as part of a wider Fatigue Risk Management System, should be able to
identify areas where the roster or operation may be generating occasions of Fatigue ‘hot-spots’. This
is a shared responsibility, so whilst the hotel lift, fire alarm, neighbours etc. might be keeping you
awake and rendering you unfit for duty. The roster or operation didn’t create it (unless a hotel
continually put us in the same noisy rooms). So strictly from a rostering perspective, this isn’t fatigue
event that would be logged as ‘operational fatigue’ once a Fatigue Report has been investigated. But
also, it wouldn’t be fair for that occasion to have an impact on your progress in our respective
absenteeism policies and should be discounted. We have given our support to this and we are
confidant that working alongside IFCE we can make it work. It’s very much a new ethos and is part
of the wider ‘Performance Verification’ process. A term that you’ll have noticed is being used
recently. We are part of that process, which therefore allows us as Cabin Crew to be part of the
oversight.
!

Thank you and Safe Flying.