FLIGHT - DUTY TIME LIMITATIONS

AND FRM

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 3

INTRODUCTION 3

OPERATORS RESPONSIBILITIES (ORO.FTL.110) 6

CREW MEMBER RESPONSIBILITIES SHALL INCLUDE: 6

FATIGUE RISK MANAGEMENT (FRM) 6

FRM HAZARD IDENTIFICATION PROGRAM 7

CREWMEMBER TRAINING REQUIREMENTS 8

COMMERCIAL OPERATORS FLIGHT TIME, DUTY DAY AND REST PERIOD GUIDANCE (2019) 8

BASIC MAXIMUM DAILY FDP. 8

THE MAXIMUM DAILY FDP ACCORDING TO SECTORS 8

FDP WITH DIFFERENT REPORTING TIME FOR FLIGHT CREW AND CABIN CREW. 8

MAXIMUM FLIGHT TIMES AND DUTY PERIODS 9

INCLUDED IN FDP 9

STANDBY DUTY TIME GUIDANCE 9

CREWMEMBERS ON RESERVE GUIDANCE 9

REST PERIOD REQUIREMENTS 10

NUTRITION CONSIDERATIONS 10

RECORD KEEPING REQUIREMENTS 10

RECORD KEEPING REQUIREMENTS 10

SUMMARY 10

COURSE END 10

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current national, international
and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

INTRODUCTION
2-INTRODUCTION The COMMISSION REGULATION (EU) No 83/2014 of 29 January 2014, and later, Annex to Decision 2017/007/R

AMC and GM to Part-ORO — Issue 2, Amendment 11, 24 April 2017 effectively changed the way crew flight time limitations and Fatigue
Risk Management-FRM will be handled for EU airlines. The regulation stated that beginning on 28 October 2014, that EU airlines should

make a risk assessment of fatigue in operations that should be included in the scheduling of crews as part of the airlines’ safety
management system-SMS. After this date, airlines should not just refer to published flight time limitations but also assess fatigue related

risks to promote better safety in their operations. EASA has refrained from clearly defining detailed guidelines for the implementation of a

mature SMS and FRM, providing instead a rather general framework of guidance, however, his lack of detail could fuel improper
understanding of FRM (and SMS) objectives and we will attempt to discuss this in this lesson. It is important that this training course not be

used a FRM tool but as an introduction to the new FRM format of fatigue risk management.

3-EASA FTL rules (Reg. 83/2014) February 2016, and later Annex to Decision 2017/007/R AMC and GM to Part-ORO — Issue 2,

Amendment 11, 24 April 2017, requires that fatigue is to be considered as a safety risk like any other operational risk. Fatigue risks must be
evaluated and managed under the SMS procedures that every operator is obliged to have introduced since Oct. 2014. According to ‘Air

Ops’ Reg. 965/2012 (ORO.GEN.200), an airline’s SMS program that omits to mitigate crew fatigue as a specific hazard is not compliant
with the related EASA rules. A complete and mature FRM – as described in AMC1 ORO.FTL.120 – will be required for some provisions in
the new EASA FTL regulations (Reg. 83/2014 and related Certification Specifications, AMCs and GM), as well as for any deviation from

these regulations. FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS SECTION 1 General ORO.FTL.100 Scope,
establishes the requirements to be met by an operator and its crew members about flight and duty time limitations and rest requirements for

crew members and should be made part of every operator’s FRM/SMS program to include training in the material

4-Definitions from EASA FTL rules (Annex to Decision 2017/007/R AMC and GM to Part-ORO — Issue 2, Amendment 11, 24 April 2017)
ORO.FTL.105 Definitions shall apply: “Acclimatised”: means a state in which a crew member’s circadian biological clock is synchronised to
the time zone where the crew member is. A crew member is acclimatised to a 2-hour wide time zone surrounding the local time at the point
of departure. When the local time at the place where a duty commences differs by more than 2 hours from the local time at the place where
the next duty starts, the crew member, for the calculation of the maximum daily flight duty period, is acclimatised in accordance with the
values in the Table 1. A crew member remains acclimatised to the local time of his or her reference time during the period of 47 hours 59
minutes after reporting no matter how many time zones he or she has crossed. As soon as 48 hours have elapsed, the state of

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acclimatisation is derived from the time elapsed since reporting at reference time and the number of time zones crossed. A crewmember is
considered in an unknown state of acclimatisation after the first 48 hours of the rotation have elapsed unless he or she remains in the first
arrival destination time zone.

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

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

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

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

9-“Break” means a period within a flight duty period, shorter than a rest period, counting as duty and during which a crew member is free of
all tasks;

10-“Delayed reporting” means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest;

11-“Disruptive schedule” means a crew member’s roster which disrupts the sleep opportunity during the optimal sleep time window by
comprising an FDP or a combination of FDPs which encroach, start or finish during any portion of the day or of the night where a crew
member is acclimatised. A schedule may be disruptive due to early starts, late finishes or night duties. (a) “early type” of disruptive
schedule means: (i) for “early start” a duty period starting in the period between 05:00 and 05:59 in the time zone to which a crew member
is acclimatised; and (ii) for “late finish” a duty period finishing in the period between 23:00 and 01:59 in the time zone to which a crew
member is acclimatised; (b) “late type” of disruptive schedule means: (i) for “early start” a duty period starting in the period between 05:00
and 06:59 in the time zone to which a crew member is acclimatised; and (ii) for “late finish” a duty period finishing in the period between
00:00 and 01:59 in the time zone to which a crew member is acclimatised;

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

13-“Duty” means any task that a crew member performs for the operator, including flight duty, administrative work,

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giving or receiving training and checking, positioning, and some elements of standby;

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

15-“Flight Duty Period (‘FDP’)” means a period that commences when a crew member is required to report for duty, which includes a sector
or a series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the end of the last sector on
which the crew member acts as an operating crew member;

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

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

18-“Local day” means a 24-hour period commencing at 00:00 local time;

19-“Local night” means a period of 8 hours falling between 22:00 and 08:00 local time;

20-“Operating crew member” means a crew member carrying out duties in an aircraft during a sector;

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

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

23-“Reserve” means a period 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;

24-“Rest period” means a continuous, uninterrupted and defined period, following duty or prior to duty, during which a crew member is free
of all duties, standby and reserve;

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

26-“Single day free of duty” means, for the purpose of complying with the provisions of Council Directive 2000/79/EC (*),

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a time free of all duties and standby consisting of one day and two local nights, which is notified in advance. A rest period may be included
as part of the single day free of duty;

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

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

29-“Airport standby” means a standby performed at the airport;

30-“Other standby” means a standby either at home or in a suitable accommodation;

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

OPERATORS RESPONSIBILITIES (ORO.FTL.110)

32-OPERATORS RESPONSIBILITIES (ORO.FTL.110) ORO.FTL.100 sets certain responsibilities assigned to the operator and include the
following: 1. Publishing duty rosters sufficiently in advance to provide the opportunity for crew members to plan adequate rest; 2. Ensuring
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; 3. Specifying reporting times that allow enough time for ground duties; 4. Considering
the relationship between the frequency and pattern of flight duty periods and rest periods and consider the cumulative effects of
undertaking long duty hours combined with minimum rest periods; 5. Allocating duty patterns which avoid practices that cause a serious
disruption of an established sleep/work pattern, such as alternating day/night duties;

33-Also including the following: 6. Complying with the provisions concerning disruptive schedules in accordance with ARO.OPS.230; 7.
Providing rest periods of enough time to enable crew members to overcome the effects of the previous duties and to be rested by the start
of the following flight duty period; 8. Planning recurrent extended recovery rest periods and notify crew members sufficiently in advance; 9.
Planning flight duties in order to be completed within the allowable flight duty period considering the time necessary for pre-flight duties, the
sector and turnaround times; 10. Changing a schedule and/or crew arrangement if the actual operation exceeds the maximum flight duty
period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.

CREW MEMBER RESPONSIBILITIES SHALL INCLUDE:

34-CREW MEMBER RESPONSIBILITIES SHALL INCLUDE: 1. Compliance with point CAT.GEN.MPA.100(b) of Annex IV (Part-CAT); and
2. Making optimum use of the opportunities and facilities for rest provided plan and use their rest periods properly. 3. Report for duty
adequately rested from off-duty periods

FATIGUE RISK MANAGEMENT (FRM)

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35-FATIGUE RISK MANAGEMENT (FRM) In addition to the standard flight duty time and rest period chart requirements, the operator must
also include a Flight Risk Management program into their SMS and flight operations manual as directed by ORO.FTL.120. The following
are required of the FRM program: 1. The operator shall establish, implement and maintain a FRM as an integral part of its management
system. The FRM shall ensure compliance with the essential requirements of Annex IV to Regulation (EC) No 216/2008. The FRM shall be
described in the operations manual.

36-2. The FRM established, implemented and maintained shall provide for continuous improvement to the overall performance of the FRM
and include: a) A description of the philosophy and principles of the operator, referred to as the FRM policy; b) Documentation of the FRM
process c) Scientific principles and knowledge; d) A hazard identification and risk assessment process that allows managing the
operational risk(s) of the operator arising from crew member fatigue on a continuous basis; e) A risk mitigation process that provides for
remedial actions to be implemented promptly, which are necessary to effectively mitigate the operator’s risk(s) arising from crew member
fatigue and for continuous monitoring and regular assessment of the mitigation of fatigue risks achieved by such actions; f) FRM safety
assurance processes; g) FRM promotion processes.

37-The FRM shall reference the flight time specification scheme, the size of the operator and the nature and complexity of its activities,
considering the hazards and associated risks inherent in those activities and the applicable flight time specification scheme. The operator
shall take mitigating actions and document when the FRM safety assurance process shows that the required safety performance is not
maintained. The FRM program should be part of the Safety Action Group for the operator and include a representative from the pilot and
cabin attendant groups Deviations from the standard FTD/Rest Period requirements requires documentation, a risk analysis and some form
of mitigation such as addition rest periods as stated in the Regulation.

FRM HAZARD IDENTIFICATION PROGRAM

38-FRM HAZARD IDENTIFICATION PROGRAM As part of the FRM program, the operator should develop and maintain three documented
processes for fatigue hazard identification: * A predictive process which should identify fatigue hazards by examining crew scheduling and
taking into account factors known to affect sleep and fatigue and their effects on performance. Methods of examination may include, but are
not limited to: o operator or industry operational experience and data collected on similar types of operations; o evidence-based scheduling
practices; and o bio-mathematical models.

39-A proactive process which should identify fatigue hazards within current flight operations. Methods of examination may include, but are
not limited to: o self-reporting of fatigue risks; o crew fatigue surveys; o relevant flight and cabin crew performance data; o available safety
databases and scientific studies; and o analysis of planned versus actual time worked.

40-A reactive process should identify the contribution of fatigue hazards to reports and events associated with potential negative safety
consequences in order to determine how the impact of fatigue could have been minimised. At a minimum, the process may be triggered by
any of the following: o fatigue reports; o confidential reports; o audit reports; o incidents;

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or o Flight data monitoring (FDM) events.

CREWMEMBER TRAINING REQUIREMENTS

41-CREWMEMBER TRAINING REQUIREMENTS The operator is required to provide crewmembers with fatigue management training,
both initial and recurrent fatigue management training to crew members, personnel responsible for preparation and maintenance of crew
rosters and management personnel concerned. This training shall follow a training programme established by the operator and described in
the operations manual. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.’

COMMERCIAL OPERATORS FLIGHT TIME, DUTY DAY AND REST PERIOD GUIDANCE (2019)
42-COMMERCIAL OPERATORS FLIGHT TIME, DUTY DAY AND REST PERIOD GUIDANCE (2019) NOTE: This portion of the course is
subject to numerous changes, modifications and deviations approved by National Aviation Authorities, the FRM and the Commander. If the
following information does not match your operators approved guidance please comply with your own approved material found in your
Operating Manual or Operating Specifications. Not all specific deviations from the regulation can be covered in this training program and
the course should not be relied on as work document for reference for crewmembers. Each crewmember will be assigned a “Home Base”
by their operator and establish a Flight Duty Period for their operations to include defining reporting times and specify how the Commander
is to adjust for special circumstances like longer duty periods.

BASIC MAXIMUM DAILY FDP.

43-BASIC MAXIMUM DAILY FDP. The crewmember’s maximum daily FDP without the use of extensions for acclimatised crew members
shall be in accordance with the following table: Note: there are many exceptions to these tables due to certain operational considerations,
please refer to your own operating procedures or the Regulations for discussions on exceptions

44-The crewmember’s maximum daily FDP when crew members are in an unknown state of acclimatisation shall be in accordance with the
following table:

THE MAXIMUM DAILY FDP ACCORDING TO SECTORS

45-THE MAXIMUM DAILY FDP ACCORDING TO SECTORS The crewmember’s maximum daily FDP when crew members are in an
unknown state of acclimatisation and the operator has implemented a FRM, shall be in accordance with the following table:

FDP WITH DIFFERENT REPORTING TIME FOR FLIGHT CREW AND CABIN CREW.
46-FDP WITH DIFFERENT REPORTING TIME FOR FLIGHT CREW AND CABIN CREW. If cabin crew requires more time than the flight
crew for their pre-flight briefing for the same sector or series of sectors, the FDP of the cabin crew may be extended by the difference in
reporting time between the cabin crew and the flight crew. The difference shall not exceed 1 hour. The maximum daily FDP for cabin crew
shall be based on the time at which the flight crew report for their FDP, but the

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FDP shall start at the reporting time of the cabin crew.

47-The flight time specification schemes shall specify the limits for extensions of the maximum basic daily FDP in accordance with the
certification specifications applicable to the type of operation, considering the following factors: * the number of sectors flown; and * WOCL
encroachment. * Maximum daily FDP with the use of extensions due to in-flight rest * Inflight rest

48-The maximum daily FDP may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the
maximum flight duty period may be increased by not more than 3 hours. The commander shall consult all crew members on their alertness
levels before deciding the modifications of limits on flight duty.

MAXIMUM FLIGHT TIMES AND DUTY PERIODS

49-MAXIMUM FLIGHT TIMES AND DUTY PERIODS The total duty periods to which a crew member may be assigned shall not exceed: *
60 duty hours in any 7 consecutive days; * 110 duty hours in any 14 consecutive days; and * 190 duty hours in any 28 consecutive days,
spread as evenly as practicable throughout that period.

50-The total flight time of the sectors on which an individual crew member is assigned as an operating crew member shall not exceed: *
100 hours of flight time in any 28 consecutive days; * 900 hours of flight time in any calendar year; and * 1000 hours of flight time in any 12
consecutive calendar months.

INCLUDED IN FDP
51-INCLUDED IN FDP * Post-flight duty shall count as duty period. The operator shall specify in its operations manual the minimum time
period for post-flight duties. * Positioning If an operator positions a crew member, the following shall apply: o positioning after reporting but
prior to operating shall be counted as FDP but shall not count as a sector; o all time spent on positioning shall count as duty period.

STANDBY DUTY TIME GUIDANCE

52-STANDBY DUTY TIME GUIDANCE If a crewmember is in standby status and duties at the airport If an operator assigns crew members
to standby or to any duty at the airport, the following shall apply: * standby and any duty at the airport shall be in the roster and the start and
end time of standby shall be defined and notified in advance to the crew members concerned to provide them with the opportunity to plan
adequate rest; * a crewmember is considered on airport standby from reporting at the reporting point until the end of the notified airport
standby period; * airport standby shall count in full as duty period * the operator shall provide accommodation to the crew member on
airport standby;

CREWMEMBERS ON RESERVE GUIDANCE

53-CREWMEMBERS ON RESERVE GUIDANCE If an operator assigns crew members to reserve, the following requirements shall apply: *
the crewmember on reserve shall be in the roster; * flight time specification schemes shall specify the following elements: o the maximum
duration of any single reserve period; o the number of consecutive reserve days that may be assigned to a crew member.

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REST PERIOD REQUIREMENTS

54-REST PERIOD REQUIREMENTS The rest periods requirements are: Minimum rest period at home base: The minimum rest period
provided before undertaking an FDP starting at home base shall be at least equal to the preceding duty period, or 12 hours, whichever is
greater. Minimum rest period away from home base.: The minimum rest period provided before undertaking an FDP starting away from
home base shall be at least equal to the preceding duty period, or 10 hours, whichever is greater. This period shall include an 8-hour sleep
opportunity in addition to the time for travelling and physiological needs. Reduced rest periods can be approved if the situation is mitigated
as approved by the FRM.

NUTRITION CONSIDERATIONS
55-NUTRITION CONSIDERATIONS The FRM will assure that during the FDP there shall be the opportunity for a meal and drink in order to
avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours. The operations manual how the crew
member’s nutrition during FDP is ensured. Crewmembers should avail themselves of periods to stay hydrated and take sustenance when
available.

RECORD KEEPING REQUIREMENTS

56-RECORD KEEPING REQUIREMENTS The operator is required to maintain records of home base, flight times, duty and rest periods for
a period of 24 months for individual records for each crew member including: * flight times; * start, duration and end of each duty period and
FDP; * rest periods and days free of all duties; and * assigned home base; * operators shall establish, implement and maintain flight time
specification schemes that are appropriate for the type(s) of operation performed

RECORD KEEPING REQUIREMENTS

57-The operator is also required to maintain reports on extended flight duty periods and reduced rest periods.

SUMMARY
58-SUMMARY This course is intended to review the requirements of the Fatigue Risk Management requirements and Flight Duty
Period/Rest periods. It is important that this training course not be used a FRM tool but as an introduction to the new FRM format of fatigue
risk management.

COURSE END
59-End of course

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