CAP 371

The Avoidance of Fatigue In Aircrews

Guide to Requirements

www.caa.co.uk

Safety Regulation Group
CAP 371

The Avoidance of Fatigue In Aircrews

Guide to Requirements

Safety Regulation Group

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

© Civil Aviation Authority 2003

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ISBN 0 86039 407 7

First published April 1975

Second edition July 1982

Third edition printed December 1989 (effective 1 May 1990)

Reprinted with corrections May 1990

Reprinted with further corrections July 1992

Fourth edition January 2004

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CAP 371 The Avoidance of Fatigue In Aircrews

 

Amendment Record 

Amendment 

Number Amendment Date Incorporated by Incorporated on

1/2004 12 May 2004 CAA 12 May 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section Annex/Appendix Page Date Section Annex/Appendix Page Date

 Page iii

iii 12 May 2004

iv 12 May 2004

v January 2004

vi January 2004

vii January 2004

Section A 1 January 2004

Section A 2 January 2004

Section A 3 January 2004

Section B 1 January 2004

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Section B 3 January 2004

Section B 4 January 2004

Section B 5 January 2004

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Section B 7 January 2004

Section B 8 January 2004

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Section B 11 January 2004

Section B 12 January 2004

Section B 13 January 2004

Section B 14 January 2004

Section B 15 January 2004

Section B 16 January 2004

Section B 17 January 2004

Section B Appendix A 1 January 2004

Section B Appendix A 2 January 2004

Section B Appendix B 1 January 2004

Section C 1 January 2004

Section C Annex A 1 12 May 2004

Section C Annex A 2 January 2004

Section C Annex A 3 January 2004

Section C Annex A 4 January 2004

Section C Annex A 5 January 2004

Section C Annex A 6 January 2004

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Section C Annex A 9 January 2004

Section C Annex A 10 January 2004

Section C Annex A 11 January 2004

Section C Annex A 12 January 2004

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Section C Annex A 18 January 2004

Section C Annex A 19 January 2004

Section C Annex B 1 12 May 2004

Section C Annex B 2 January 2004

Section C Annex B 3 January 2004

Section C Annex B 4 January 2004

Section C Annex B 5 January 2004

Section C Annex B 6 January 2004

Section C Annex B 7 January 2004

Section C Annex B 8 January 2004

Section C Annex B 9 January 2004

Section C Annex B 10 January 2004

Section C Annex B 11 January 2004

Section C Annex B 12 January 2004

Section C Annex B 13 January 2004

Section C Annex B 14 January 2004

Section C Annex B 15 January 2004

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Section C Annex B 17 January 2004

Section C Annex B 18 January 2004

Section C Annex B 19 January 2004

Section C Annex B 20 January 2004

Section C Annex C 1 January 2004

Section C Annex C 2 January 2004

Section C Annex C 3 January 2004

Section C Annex C 4 January 2004

Section C Annex C 5 January 2004

Section C Annex D 1 January 2004

Section C Annex D 2 12 May 2004

Section C Annex D 3 January 2004

Section C Annex D 4 January 2004

Section C Annex D 5 January 2004

Section C Annex D 6 January 2004

Section C Annex D 7 January 2004

Section C Annex D 8 January 2004

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Section C Annex D 10 January 2004

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Section C Annex D 12 January 2004

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12 May 2004

List of Effective Pages
CAP 371 The Avoidance of Fatigue In Aircrews

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Section Annex/Appendix Page Date Section Annex/Appendix Page Date

Section C Annex E 1 January 2004

Section C Annex E 2 January 2004

Section C Annex E 3 January 2004

Section C Annex F 1 January 2004

Section C Annex F 2 January 2004

Section C Annex F 3 January 2004

Section C Annex F 4 January 2004

Section C Annex G 1 January 2004

Section C Annex G 2 January 2004

12 May 2004
CAP 371 The Avoidance of Fatigue In Aircrews

 Page v

List of Effective Pages iii

Foreword vii

Section A Introduction

Requirements of the Air Navigation Order 1

General Principles Applied to Control of Flight, Duty and Rest Time 1

Responsibilities of Operators and Crew Members 2

Standard Provisions Applicable to an FTL Scheme 2

Operators' Schemes and Their Approval 3

Section B The Scheme

Calculation of a Flying Duty Period 3

Additional Limits on Flying 3

Mixed Duties 6

Travelling Time 7

Delayed Reporting Time in a Single FDP 7

Positioning 7

Standby Duty 8

Maximum FDP - Aeroplanes 8

Limits on Two Flight Crew Long Range Operations 10

Extension of Flying Duty Period by In-flight Relief 10

Extension of Flying Duty Period by Split Duty 11

Rest Periods 11

Aircraft Commander's Discretion to Extend a Flying Duty Period 12

Aircraft Commander's Discretion to Reduce a Rest Period 13

Days Off 13

Absolute Limits on Flying Hours 13

Cumulative Duty Hours 14

Limits on Helicopter Flying 15

Rules Relating to Cabin Crew 16

Records to be Maintained 17

January 2004

Contents
CAP 371 The Avoidance of Fatigue In Aircrews

 Page vi

Appendix A Commander's Discretion Report - Extension Of Flying Duty 

Period/Flying Hours

Appendix B Commander's Discretion Report - Reduction of Rest

Section C Examples of FTL Schemes

Annex A Large Companies

Annex B Air Taxi/Sole Use Charter, Including Pleasure Flying and Air 

Ambulance Supplement

Annex C Pleasure Flying and Aerial Photography

Annex D Helicopters

Annex E The Preparation of a Roster

Annex F Aeroplane Variations

Annex G Helicopter Variations

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

 Page vii

Foreword

It was recognised in the 1950s that a contributory factor in some aircraft accidents may have

been aircrew fatigue. The Bader Report was commissioned and the Flight Time Limitation

Board convened, with the object of regulating the hours worked by aircraft crew. Restrictions

placed on the number of hours worked, developed over the years, have gone a long way

towards ensuring that crew are sufficiently rested prior to commencing a flying duty period. 

The preparation and presentation of any Flight Time Limitation (FTL) scheme is both complex

and time consuming. The need to strike a balance between the many and varied views of all

those who have an interest and aero medical evidence, and at the same time not disadvantage

the United Kingdom industry, dictates that the composition of a scheme must set a standard

which reflects the common good. The views of all interested parties have been sought, and

where practical and acceptable, incorporated into the scheme. The end result, this CAP,

presents a consensus of broad opinion and defines a basic framework for the duty hours of

flight crew and cabin crew. 

The application of this Civil Aviation Publication (CAP) by operators to their particular set of

circumstances remains the responsibility of that operator. Section B deals with the scheme,

and the format employed follows a pattern which is designed to lead sensibly from section to

section. Compilers of Company schemes may find it advantageous to mimic the example

given in the Annexes in Section C. Such action will not prevent operators from seeking

changes to the maxima and minima specified, subject to presentation of a suitable case. 

It is accepted that all the provisions in Section B do not apply to every AOC holder, and that

those engaged in air taxi/sole-use charter, air ambulance work, and pleasure flying require less

complex schemes. At Annexes B and C in Section C, are examples of schemes which cover

the needs of these three types of operation. Again, those preparing FTL schemes of this

nature are invited to utilise the relevant Annex in the preparation of their individual submission.

Any proposed difference will be considered on merit. Further Annexes, D and E, respectively

provide an example of a scheme for operators of helicopters and offer advice to Rostering Staff

on the preparation of a Roster, Annex F contains Aeroplane Variations and Annex G contains

Helicopter Variations. 

In summary, the contents of this document have been produced after wide consultation and

scrutiny at many levels. The regulations contained herein set a work pattern for flight crew and

cabin crew designed to prevent the onset of fatigue, and yet allow an operator to pursue

legitimate business interests.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section A Page 1

Section A Introduction 

1 Requirements of the Air Navigation Order

1.1 The Air Navigation Order 2000, Part VI, as amended, requires that the operator of an

aircraft to which the Air Navigation Order applies shall have a scheme for the

regulation of flight times of crew. The scheme must be approved by the Civil Aviation

Authority (CAA) and included in the Company Operations Manual, or when an

Operations Manual is not required by the Order, incorporated in a separate document.

The Operations Manual, or separate document, shall be readily available to every

person employed by the operator as a member of an aircraft crew. 

1.2 The requirements of the Order apply in relation to an aircraft registered in the United

Kingdom which is either:

a) engaged on a flight for the purpose of public transport 

or 

b) operated by an air transport undertaking; 

provided that they shall not apply in relation to a flight made for the purpose of

instruction in flying, given by or on behalf of a flying club or a flying school, or a person

who is not an air transport undertaking. 

1.3 In essence, the Air Navigation Order requires that a crew member shall not fly, and

an operator shall not require him to fly, if either has reason to believe that he is

suffering, or is likely to suffer while flying, from such fatigue as may endanger the

safety of the aircraft or of its occupants. 

1.4 A flight crew member is required to inform anyone who employs his services as a

flight crew member of all flight times and flying duty periods undertaken, whether

professionally or privately, except for flying in aircraft not exceeding 1,600 kg

maximum weight and not flying for the purpose of public transport or aerial work.

Aerial work includes flying instruction for which the pilot is remunerated. It is also

aerial work where valuable consideration is given specifically for flying instruction,

even if the pilot receives no reward. 

2 General Principles Applied to Control of Flight, Duty and Rest Time 

2.1 The prime objective of a flight time limitations scheme is to ensure that crew

members are adequately rested at the beginning of each flying duty period, and whilst

flying be sufficiently free from fatigue so that they can operate to a satisfactory level

of efficiency and safety in all normal and abnormal situations. Aircraft operators are

expected to appreciate the relationship between the frequency and pattern of

scheduled flying duty periods and rest periods and time off, and give due

consideration to the cumulative effects of working long hours interspersed with

minimum rest. 

2.2 Planned schedules must allow for flights to be completed within the maximum

permitted flying duty period. The CAA, when assessing the planning of a schedule will

take into account the time allowed for pre-flight duties, taxying, the flight and turnround times. However, it is recognised that on occasion a planned flight will

experience unforeseen delays. Under these conditions, the aircraft commander may,

within prescribed conditions, extend an FDP. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section A Page 2

2.3 Other factors to be considered when planning duty periods include:

a) the allocation of work patterns which avoid such undesirable practices as

alternating day/night duties, the positioning of crew so that a serious disruption of

established sleep/work patterns occur, or scheduling rest periods of between 18

and 30 hours especially after long flights crossing many time zones;

b) planning days off and notifying crew well in advance;

c) consultation between operators and crew to agree basic roster concepts which

ensure adequate rest prior to flight but, within that constraint, takes account of the

commercial requirements of the company. 

NOTE: The CAA will conduct periodic and spot checks on operators' records and aircraft

commanders' reports to determine if the planning of flight schedules and duty is

compatible with the limitations provided for in the operator's scheme. 

3 Responsibilities of Operators and Crew Members 

3.1 It is the responsibility of the operator to prepare duty rosters sufficiently in advance

to provide the opportunity for crew to plan adequate pre-duty rest. Operators must

establish minimum periods of notification of duty for operating crew, or where this is

not practicable due to the nature of the operation, must establish in advance

minimum periods of notification of days off, during which a crew member will not be

required for any duties. Training for Rostering Staff must include guidance on the

effects of disturbing Circadian Rhythms, and sleep deprivation. Away from base, the

operator must provide for crew members both the opportunity and facilities for

adequate pre-flight rest, in suitable accommodation. When an operator employs a

crew member on an irregular basis, then that employer must ensure that the crew

member satisfies the provisions of the company approved FTL scheme. Furthermore,

operators shall satisfy themselves that crew members who undertake other

employment, if allowed by the operator, still have the opportunity to enjoy adequate

pre-flight rest. 

3.2 Responsibility for preventing the onset of fatigue cannot rest on the operator alone.

The formal responsibilities of crew members, under the Fatigue of Crew provisions

of the Air Navigation Order, are described in sub-paragraphs 1.3 and 1.4 above;

furthermore, individuals shall ensure that they are not in breach of the Company

approved FTL scheme. It is emphasised that crew members working on a freelance

basis must maintain an individual record of their flying and duty hours which must be

presented to an operator before undertaking a duty period. All crew members shall

make optimum use of the opportunities and facilities for rest provided, and plan and

use their rest periods properly. Before considering additional employment crew

members must recognise that the responsibility for being sufficiently rested before

undertaking a flying duty remains with the individual. Crew members are also

reminded that persons are not entitled to act as a member of the crew of an aircraft

registered in the United Kingdom if the individuals know or suspect that their physical

or mental condition renders them temporarily unfit so to act. 

4 Standard Provisions Applicable to an FTL Scheme

4.1 Subject to the maxima and minima specified in Section B of this document, it is

incumbent on the operator to establish maximum flying duty periods and minimum

rest periods appropriate to the nature of flight operations undertaken. The essentials

are identified by use of the words `shall' or `must', desirable features are introduced

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section A Page 3

by the words `should' or `may'. Comprehensive guidance and instructions shall be

included in the Operations Manual for the benefit of all crew members and the staff

concerned with the preparation and day to day management of rostering and

scheduling. 

4.2 Although operators must plan their schemes in accordance with the requirements, it

is recognised that the standard provisions will not necessarily satisfy every type of

operation. In these circumstances operators may apply for a change to the standard

provisions. Approval will only be given where an operator can show that his proposal

will ensure a better or equivalent level of protection against fatigue than the basic

requirements. Approved changes must be brought to the attention of crew members

by incorporation into the Operations Manual, or other suitable operating instructions. 

4.3 It is emphasised that the existence of any industrial agreement cannot in any way

absolve either the operator or the crew member from observing any of the conditions

contained within an approved FTL scheme. 

5 Operators' Schemes and Their Approval 

5.1 The requirements stated above mean that an operator must submit for approval to the

CAA a proposed scheme for the regulation of flight and duty times and provision of

minimum rest periods. Examples of FTL schemes relevant to the business of large

companies, Air Taxi/Sole Use Charter, Air Ambulance work, Pleasure Flying, and

Helicopter operations are contained within Section C. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section B Page 1

Section B The Scheme

Introduction 

The provisions of this Section set limits on the allowable duty hours and minimum periods of

rest for flight crew and cabin crew, employed by holders of a United Kingdom Air Operator's

Certificate. For the purpose of this document flight crew and cabin crew are as defined by the

Air Navigation Order 2000, as amended. 

The Section contains provisions that are applicable to both flight crew and cabin crew of all

aircraft; however, where the nature of the work involved requires the application of other rules

then those differences are stated in separate paragraphs. Helicopter flying is covered in

paragraph 23 and the rules concerned with the work pattern of cabin crew in paragraph 24.

Paragraphs not applicable to helicopter crew or cabin crew are so annotated. 

All previous editions of CAP 371 and associated amending Notices to Air Operator Certificate

Holders (NTAOCHs) are superseded by this edition. 

Definitions

Unless otherwise defined below all words, phrases, definitions, and abbreviations, have

identical meanings to those described in Article 129 of the Air Navigation Order 2000, as

amended. 

1) 'Acclimatised' 

When a crew member has spent 3 consecutive local nights on the ground within a

time zone which is 2 hours wide, and is able to take uninterrupted nights sleep. The

crew member will remain acclimatised thereafter until a duty period finishes at a place

where local time differs by more than 2 hours from that at the point of departure.

2) 'Contactable'

A short period of time during the day, other than on a `day off', during which the

company requires a crew member to be at an agreed location for the purpose of

giving notification of a duty period which will commence not less than ten hours

ahead. The contactable period will be between [*] and [*] local time and shall not

exceed 21⁄2 hours. 

* Times to be inserted by the company. If required, the 21⁄2 hours can be split into 2

separate periods. Such arrangements must be agreed by the CAA.

3) 'Crew/Flight Crew/Cabin Crew'

As defined in the ANO. 

4) 'Days Off'

Periods available for leisure and relaxation free from all duties. A single day off shall

include 2 local nights. Consecutive days off shall include a further local night for each

additional consecutive day off. A rest period may be included as part of a day off. 

5) 'Dispatch Crew'

A fully qualified and current flight/cabin crew member authorised to carry out preflight duties as defined by an operator. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section B Page 2

6) 'Duty'

Any continuous period during which a crew member is required to carry out any task

associated with the business of an aircraft operator.

7) 'Early Start Duty'

A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local

time.

8) 'Flying Duty Period (FDP)'

Any time during which a person operates in an aircraft as a member of its crew. It

starts when the crew member is required by an operator to report for a flight, and

finishes at on-chocks or engines off, or rotors stopped, on the final sector.

9) 'Late Finish Duty'

A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local

time.

10) 'Local Night'

A period of 8 hours falling between 2200 and 0800 hours local time.

11) 'Night Duty'

A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours

local time.

12) 'Positioning'

The practice of transferring crew from place to place as passengers in surface or air

transport at the behest of an operator.

13) 'Regular'

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a

run of 4 or 5 consecutive duties, not broken by a period of 34 hours free from such

duties, contained in a single 7 consecutive day period.

14) 'Reporting Time'

The time at which a crew member is required by an operator to report for any duty.

15) 'Rest Period'

A period of time before starting a flying duty period which is designed to give crew

members adequate opportunity to rest before a flight.

16) 'Rostered/Planned Duty'

A duty period, or series of duty periods, with stipulated start and finish times, notified

by the operator to crew in advance.

17) 'Rostering Period'

A number of consecutive weeks, usually 4, but defined by the operator.

18) 'Scheduled Duty'

The allocation of a specific flight or flights or other duties to a crew member within

the pre notified rostered/planned series of duty periods.

19) 'Sector'

The time between an aircraft first moving under its own power until it next comes to

rest after landing, on the designated parking position. 

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CAP 371 The Avoidance of Fatigue In Aircrews

Section B Page 3

20) 'Split Duty'

A flying duty period which consists of two or more sectors, separated by less than a

minimum rest period. 

21) 'Standby Duty'

A period during which an operator places restraints on a crew member who would

otherwise be off duty. However, it shall not include any time during which an operator

requires a crew member to be contactable for the purpose of giving notification of a

duty which is due to start 10 hours or more ahead. 

22) 'Suitable Accommodation'

A well furnished bedroom which is subject to minimum noise, is well ventilated, and

has the facility to control the levels of light and temperature. 

23) 'Travelling'

All time spent by a crew member transitting between the place of rest, and the place

of reporting for duty. 

24) 'Week'

 A period of 7 consecutive days starting at any set time and on any set day as specified

and stated by the operator. 

NOTE: The terms Sole Use Charter, Pleasure Flying, and an Air Ambulance Flight are

defined in Section C. 

6 Calculation of a Flying Duty Period

6.1 The maximum FDP, in hours and fractions of hours, shall be in accordance with

paragraph 13, Table A or B (2 or more flight crew, aeroplanes), Table C (single flight

crew aeroplanes) or paragraph 23, Table D (helicopters). The times extracted from the

tables may be extended by use of in-flight relief, split duty and commander's

discretion, under the terms of paragraphs 15, 16 and 18. Where an aeroplane flight

crew consists of two pilots only, any FDP involving a sector which is planned to

exceed 7 hours must be calculated in accordance with the provisions of paragraph 14. 

7 Additional Limits on Flying

7.1 Late Finishes/Early Starts 

7.1.1 The conditions set in this paragraph only apply when a crew member is

acclimatised.

7.2 Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is

required to report early for duty, or finishes a duty late, on a number of consecutive

days. Therefore, not more than 3 consecutive duties that occur in any part of the

period 0100 to 0659 hours local time can be undertaken, nor may there be more than

4 such duties in any 7 consecutive days. Any run of consecutive duties (Late Finishes

or Nights or Early Starts) can only be broken by a period of not less than 34

consecutive hours free from such duties. This 34 consecutive hours may include a

duty that is not an Early, Late or Night duty. 

7.2.1 This paragraph is not applicable to helicopters.

However, crew members who are employed on a regular early morning duty for a

maximum of 5 consecutive duties shall work to the following:

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CAP 371 The Avoidance of Fatigue In Aircrews

Section B Page 4

a) The minimum rest period before the start of such a series of duties is 24 hours.

b) The duty will not exceed 9 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties, crew members will have a minimum of 63

hours free from all duties. 

7.3 Should a crew member be scheduled for duty that occurs during any part of the period

0200 to 0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive

nights, then crew members must be free from all duties by 2100 hours local time

before covering the block of consecutive night duties, such that the crew members

can take a rest period during a local night.

NOTE: Operators may replace the above paragraph with one of the following choices, either

Options A and B OR Options B and C. The operator may roster crew members for

either 2 or 3 consecutive nights, but must ensure that the duty preceding this series

of duties finishes by 2359 hours local time (2 nights) or 2100 hours local time (3

nights) as appropriate.

If it is preferred to retain the present contents then attention must be paid to the

notes attached to the Options listed (below). These notes list the actions to be

followed in the event that duty is inadvertently extended beyond the cut-off times

(i.e. 2100 or 2359 hours).

Option A

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night. If the duty immediately prior to the 3 consecutive night

duties extends beyond 2100 hours local time and the individual crew member is

willing to continue with the planned roster, (i.e. 3 consecutive night duties) then

provided that duty preceding this series of duties finishes no later than 2359 hours

local time, the schedule may continue.

NOTE: 1: Under this Option, if the crew member chooses not to continue the planned roster

(after finishing duty between 2100 and 2359 hours) then only the planned first and

second night duties that impinge on any part of the period 0200 to 0459 hours local

time may be undertaken.

NOTE:2: Under this Option, if the duty finishes after 2359 hours local time, then only the first

of the 3 consecutive night duties that impinge on any part of the period 0200 to 0459

hours local time may be undertaken.

Option B - 2 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 2 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2359 hours local time before commencing

the block of 2 consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTE: Under this Option in the event of 2359 hours being exceeded, then only the first of

the 2 planned consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option C - 3 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

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Section B Page 5

the block of consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTES: 1 Under this Option in the event of 2100 hours being exceeded, then only the first

of the 3 planned consecutive night duties that impinge on any part of the period

0200 to 0459 hours local time may be undertaken.

2 In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e. maximum

of 3 consecutive nights and 4 in 7 consecutive days).

7.3.1 This paragraph is not applicable to helicopters.

However, crew members who are employed on a regular night duty for a maximum

of 5 consecutive nights shall work to the following:

a) The minimum rest period before the start of such a series of duties is 24 hours. 

b) The duty will not exceed 8 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties crew members will have a minimum of 54

hours free from all duties. 

7.3.1.1 Options For Night Operations

If an operator elects to roster 4 or 5 consecutive night duties, then the criteria laid

down in paragraph 7.3.1 (Section C Annex B paragraph 7.2.1 - Air Taxi) must be

complied with and must form part of the approved FTL scheme. Operators are

reminded that the normal days off requirements must be met (i.e. the 54 hours off

between two blocks of 5 nights is only 1 proper day off). However, if operators find

that this part of the Scheme is too restrictive then one of the following options may

be employed but, if used, must be fully complied with:

a) When crew are employed on duty for a total of 20 hours or less during 5

consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours

free from all duties will meet the "Days Off" requirements for each 28 consecutive

day period. Any positioning flights must be completed within the 20 hours duty.

b) When crew are employed on duty for a total of more than 20 hours but not more

than 40 hours during 5 consecutive night duties, the first 54 hours (between week

1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day period

that starts on the first night of the first duty, crew must be given a minimum of a

further 5 "Days Off" (average of a further 6 days). Any positioning flights must be

completed within the 40 hours duty. 

c) When crew are employed on duty which requires full use of 40 hours duty during

5 consecutive night duties plus a maximum of 3 hours positioning (pre- and posttotal) then:

i) allowable flying hours (month and year) will be reduced to the following:

1) a maximum of 75 hours in any 28 consecutive days with a maximum of 60

hours in 28 consecutive days averaged over three 28 day periods, and;

2) 600 hours in any 12 consecutive months.

ii) a minimum of 9 "Days Off” in any 28 consecutive days will be granted;

iii) any increase in duty over 40 hours during the block of 5 consecutive night duties

is to be added to the subsequent 54 hours rest period which may not be

reduced.

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Section B Page 6

7.3.1.2 General Rules

To be applied when an operator utilises a), b) or c) of paragraph 7.3.1.1.

a) The exercise of "Commander's Discretion" is limited to 1 hour per night with a total

of 2 hours allowed during any 5 consecutive night cycle. Any duty worked in

excess of 40 hours by use of "Commander's Discretion" must also be added to the

subsequent 54 hours rest which may not be reduced.

b) The absolute maximum duty permitted during a block of 5 consecutive night duties

is 45 hours (40 hours, plus 3 hours positioning, plus 2 hours "Commander's

Discretion", as per paragraphs 7.3.1.1 c) and 7.3.1.2 a) above).

c) Crew cannot be rostered for more than 8 hours per night, except when working to

paragraph 7.3.1.1 c) above.

d) Split duties and extension of FDP by in-flight rest are not permitted.

e) "Commander's Discretion" to reduce rest is not permitted.

NOTE: For 5 consecutive earlies, the same rule as in 7.3.1.2 a) above applies (i.e. maximum

1 hour discretion per day and a total of 2 hours in the 5 day cycle).

7.4 Air Taxi/Sole Use Charter/Helicopters - Interrupted Rest 

If, prior to the start of an FDP, a crew member's rest period is interrupted for

operational reasons between 2300 and 0700 hours local time, the following shall

apply:

If the disturbance happens earlier than 1 hour before the planned departure from the

crew member's place of rest, the time elapsed between that disturbance and the

departure time from the place of rest minus 1 hour, shall count as part of the

subsequent FDP. 

NOTE: The phrase `operational reasons' applies to such actions as contacting the customer,

checking weather, liaison with ATC or any action pertaining to the planned flight. It

is anticipated that operators with a 24 hour support organisation will provide these

services for crew, leaving their crew members undisturbed. 

8 Mixed Duties

8.1 When a crew member is required to report for duty in advance of the stipulated report

time for a scheduled flight, to carry out a task at the behest of an employer, then the

time spent on that task shall be part of the subsequent FDP. 

8.2 Fixed and Rotary Wing Flying

When both fixed wing and rotary wing flying is carried out the more restrictive flight

and duty time limitations shall apply. 

8.3 Mixed Simulator and Aircraft Flying 

This paragraph does not apply to cabin crew.

When a crew member flies in the simulator, either on a check or training flight, or as

a Training Captain or Instructor, and then within the same duty period flies as a crew

member on a public transport flight, all the time spent in the simulator is counted in

full towards the subsequent FDP, and for helicopters towards the daily flying hour

maxima. Simulator flying does not count as a sector, but the FDP allowable is

calculated from the report time of the simulator detail. 

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8.4 Mixed Single Pilot/Two Pilot Operations

This paragraph does not apply to cabin crew.

In one duty period a pilot may fly as a single flight crew up to the point where the total

flying and duty hours reach the single flight crew FDP limit. During this time the pilot

may fly either in command or as a co-pilot on a 2 flight crew aircraft. The pilot may

then continue beyond the single flight crew FDP limit in a 2 flight crew operation up

to the 2 flight crew FDP and flying hour maxima, but may only fly as a co-pilot. 

9 Travelling Time

9.1 Travelling time, other than that time spent on positioning, shall not be counted as

duty.

9.2 Travelling time, from home to departure aerodrome, if long distances are involved, is

a factor influencing any subsequent onset of fatigue. If the journey time from home

to normal departure airfield is usually in excess of 11⁄2 hours, crew members should

consider making arrangements for temporary accommodation nearer to base.

9.3 When crew members are required to travel from their home to an aerodrome other

than the one from which they normally operate, any travelling time over and above

the journey time from home to the usual operating aerodrome shall be classed as

positioning. Notional times for any additional travelling shall be agreed between the

operator and the CAA. 

10 Delayed Reporting Time in a Single FDP 

10.1 When a crew member is informed of a delay to the reporting time due to a changed

schedule, before leaving the place of rest, the FDP shall be calculated as follows.

When the delay is less than 4 hours, the maximum FDP allowed shall be based on the

original report time and the FDP shall start at the actual report time. Where the delay

is 4 hours or more, the maximum FDP shall be based on the more limiting time band

of the planned and the actual report time and the FDP starts 4 hours after the original

report time.

10.2 When an operator informs a crew member before leaving the place of rest of a delay

in reporting time of 10 hours or more ahead, and that crew member is not further

disturbed by the operator until a mutually agreed hour, then that elapsed time is

classed as a rest period. If, upon the resumption of duty, further delays occur, then

the appropriate criteria in this paragraph and paragraph 10.1 above shall be applied to

the re-arranged reporting time. 

11 Positioning 

11.1 All time spent on positioning at the behest of an operator shall count as duty, but

positioning does not count as a sector when calculating the FDP. In these

circumstances the FDP commences not later than the time at which the crew

member reports for the positioning journey, or positions in accordance with

paragraph 9.3. 

11.2 If, after a positioning journey, the crew member spends less than a minimum rest

period at suitable accommodation provided by the operator, and then carries out an

FDP, the positioning must be counted as a sector if a split duty is claimed when

calculating the allowable FDP. If it is not, then a split duty FDP cannot be used. 

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11.3 On occasion, and when agreed by the CAA an operator may recover a crew member

from an overseas airfield on a positioning flight on the eighth consecutive day of duty. 

12 Standby Duty

12.1 The time of start, end and nature of the standby duty must be defined and notified to

crew members. The time a standby duty starts determines the allowable FDP, except

that when the actual FDP starts in a more limiting time band then that FDP limit will

apply. However, when standby is undertaken at home, or in suitable accommodation

provided by the operator, during the period 2200 to 0800 hours local time and a crew

member is given 2 hours or less notice of a report time, the allowable FDP starts at

the report time for the designated reporting place. 

12.2 When a crew member is on standby duty on immediate readiness at an airport, then

the allowable FDP is calculated using the start time of the standby duty. 

12.3 If a crew member is called out from standby, the standby duty will cease when that

individual reports at the designated reporting point. 

12.4 The following limits apply: 

Case A 

If a crew member is called out from standby to conduct an FDP before completing 6

hours standby duty then the total duty period allowed is the sum of the time spent on

standby and the FDP allowable from paragraph 13, Tables A, B, C, or paragraph 23,

Table D. 

Case B 

If a crew member is called out from standby to conduct an FDP after completing 6 or

more hours standby duty, then the total duty period allowed is the sum of all the time

spent on standby and the allowable FDP, reduced by the amount of standby worked

in excess of 6 hours. 

NOTES: 1 The method of adding time spent on standby to cumulative totals is stated in

paragraph 22.

2 The reference to 'total duty period' applies only to the sum of the standby time

achieved + the allowable FDP obtained from paragraph 13. On the day, for

cumulative duty totals and for minimum rest purposes, the total duty achieved will

be standby time achieved + FDP achieved + post flight duties + any positioning.

12.5 When any period of standby finishes, during which a call-out has not occurred, at least

12 hours rest must follow prior to the next duty period. Similarly, following the end of

a contactable period or periods, at least 10 hours must elapse prior to the next duty

period.

13 Maximum FDP - Aeroplanes 

13.1 Standard reporting times prior to flight must be specified by an operator. Pre-flight

duties are part of the FDP. A period of duty must be allowed for post-flight activities:

Duty Maximum Duration

Standby Duty (all cases) 12 hours

Standby followed by an FDP As in Case A and B below

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the minimum for major operators is 30 minutes, 15 minutes for others. If this

“period” for post FDP duties is routinely exceeded then the post FDP duty period

stated in the scheme must be revised to better represent the actual time taken. The

time spent between reporting for a flight and the completion of post-flight tasks

determines the length of the subsequent rest period.

13.2 The utilisation of a non-standard reporting time, except by use of a dispatch crew,

designed to take advantage of an increased FDP from a more favourable time band,

must not be used.

13.3 Tables A and C apply when the FDP starts at a place where the crew member is

acclimatised; Table B applies at other times.

NOTE: The practice of inserting a short duty into a rest period of between 18 and 30 hours

in order to produce a rest period of less than 18 hours, thereby taking advantage of

the longer FDP contained in Table B, is not permitted.

Table A Two or more flight crew - Acclimatised

Local time 

of start

Sectors

1234567 8 or 

more

0600-0759 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

0800-1259 14 131⁄4 121⁄2 113⁄4 11 101⁄2 10 91⁄2

1300-1759 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

1800-2159 12 111⁄4 101⁄2 93⁄4 9 9 9 9

2200-0559 11 101⁄4 91⁄2 99999

Table B Two or more flight crew - Not Acclimatised

Length of 

preceding 

rest (hours)

Sectors

123456 7 or 

more

Up to 18 or 

over 30

13 121⁄4 111⁄2 103⁄4 10 91⁄4 9

Between 18 

and 30

111⁄2 11 101⁄2 93⁄4 9 9 9

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Maximum FDP - Single Flight Crew 

13.4 Report times must not be reduced in order for crew members to achieve their

required rest prior to an FDP.

14 Limits on Two Flight Crew Long Range Operations

This paragraph does not apply to helicopter crew or cabin crew. 

14.1 When an aeroplane flight crew is only two pilots, the allowable FDP shall be

calculated as follows. A sector scheduled for more than 7 hours is considered as a

multi-sector flight, as below: 

The appropriate table in paragraph 13 is then entered with the start time of the duty

period and the `modified' number of sectors, to determine the allowable FDP. 

14.2 When an additional, current, type rated pilot is a crew member, then these limits do

not apply and the permissible FDP is determined by entering Table A or B in paragraph

13 with time of start and the actual sectors planned.

15 Extension of Flying Duty Period by In-flight Relief 

15.1 When any additional crew member is carried to provide in-flight relief with the intent

of extending an FDP, that individual shall hold qualifications which are equal or

superior to those held by the crew member who is to be rested. To take advantage

of this facility the division of duty and rest between crew members must be kept in

balance. It is unnecessary for the relieving crew member to rest in between the times

relief is provided for other crew members.

Table C

Local time 

of start

Sectors

Up to 4 5 6 7 8 or more

0600-0759 10 91⁄4 81⁄2 8 8

0800-1259 11 101⁄4 91⁄2 83⁄4 8

1300-1759 10 91⁄4 81⁄2 8 8

1800-2159 9 81⁄4 8 8 8

2200-0559 8 8 8 8 8

Scheduled Sector Times Acclimatised

Sectors

Not Acclimatised

Sector Length over 7 hours 

but not more than 9 hours

2 4

Sector Length over 9 hours 

but not more than 11 hours

3 4

Sector Length over 11 hours 4 Not Applicable

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15.2 When in-flight relief is utilised there must be, for the crew members resting, a

comfortable reclining seat, or bunk, separated and screened from the flight deck and

passengers. 

15.3 A total in-flight rest of less than three hours does not allow for the extension of an

FDP, but where the total in-flight rest, which need not be consecutive, is three hours

or more, then the permitted FDP may be extended as follows:

16 Extension of Flying Duty Period by Split Duty 

16.1 When an FDP consists of two or more sectors - of which one can be a positioning

journey counted as a sector - but separated by less than a minimum rest period, then

the FDP may be extended by the amounts indicated below. 

16.2 The rest period shall not include the time allowed for immediate post-flight duties and

pre-flight duties, a minimum total of 30 minutes. The actual time allowed shall be

specified by the operator. When the rest period is 6 hours or less it will suffice if a

quiet and comfortable place, not open to the public, is available. If the rest period is

more than 6 consecutive hours, then suitable accommodation must be provided. 

16.3 When rest is taken in the aircraft on the ground, the minimum standards of noise,

temperature, light and ventilation are to be specified in the Operations Manual. Such

arrangements will only be permitted when the crew have adequate control of the

temperature and ventilation within the aircraft, and passengers are not on board. 

17 Rest Periods

17.1 The aircraft operator must notify all crew members in good time of a flying duty period

so that sufficient and uninterrupted pre-flight rest can be obtained. When away from

base the operator must provide the crew with the opportunity and the facilities for

adequate pre-flight rest. The operator must provide suitable accommodation. When

flights are carried out at such short notice that it is impracticable for an operator to

arrange suitable accommodation, then this responsibility devolves to the aircraft

commander. 

17.2 The minimum rest period which must be provided before undertaking a flying duty

period shall be: 

a) at least as long as the preceding duty period, or 

If rest is taken in a bunk If rest is taken in a seat

A period equal to one half of the total 

rest taken, provided that the maximum 

FDP permissible shall be 18 hours; 19 

hours in the case of cabin crew. 

A period equal to one third of the total 

rest taken, provided that the maximum 

FDP permissible shall be 15 hours; 16 

hours in the case of cabin crew. 

Consecutive Hours Rest Maximum Extension of the FDP

Less than 3 NIL

3 - 10 A period equal to half the consecutive 

hours rest taken.

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b) 12 hours 

whichever is the greater. 

17.2.1 When away from base, in the case when the rest period earned by a crew member

is 12 hours, and suitable accommodation is provided by the operator, then that rest

period may be reduced by one hour. In such circumstances, if the travelling time

between the aerodrome and the accommodation is more than 30 minutes each way

then the rest period must be increased by the amount the total time spent travelling

exceeds one hour. The room allocated to the crew member must be available for

occupation for a minimum of 10 hours. This sub-paragraph does not apply to rest

periods that exceed 12 hours. 

17.2.2 Exceptionally at home base, individual crew members may be asked to exercise their

discretion to reduce rest by up to a maximum of one hour but only to a minimum of

12 hours for flight crew and 11 hours for cabin crew. If discretion is used, it is the

responsibility of the operator and the crew member to inform the commander of the

flight immediately following the rest period, that a reduced rest period has been

taken.

17.3 If the preceding duty period, which includes any time spent on positioning, exceeded

18 hours, then the ensuing rest period must include a local night. 

17.4 The rest period following a sequence of reduced rest and then an extended FDP,

cannot be reduced.

17.5 After being called out from a standby duty the length of minimum rest shall be

determined by the length of standby duty, plus any time spent on positioning, and any

FDP completed. 

17.6 Crew members who inform an operator that they are having difficulty in achieving

adequate pre-flight rest must be given the opportunity to consult an aviation medical

specialist. 

18 Aircraft Commander's Discretion to Extend a Flying Duty Period 

18.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, extend an FDP beyond that permitted

in paragraph 13, Tables A, B, C, or paragraph 23, Table D, provided he is satisfied that

the flight can be made safely. The extension shall be calculated according to what

actually happens, not on what was planned to happen. An extension of 3 hours is the

maximum permitted, except in cases of emergency (see Note 1). 

18.2 The operator's scheme shall include guidance to aircraft commanders on the limits

within which discretion may be exercised, and shall include specific limits to which a

commander may extend the flying duty period. In a Flying Duty Period involving 2 or

more sectors up to a maximum of 2 hours discretion may be exercised prior to the

first and subsequent sectors. On a single sector flight and immediately prior to the

last sector on a multi-sector flight, a commander may utilise the full amount of

discretion authorised by the operator. 

18.3 A commander may exercise discretion to extend an FDP following a reduced rest

period, only exceptionally, and then only to the extent necessary to allow for

unforeseen circumstances that become apparent during the last sector. 

18.4 Whenever a commander extends an FDP, it shall be reported to his employer on a

Discretion Report Form, either in the format of Appendix A or on a form acceptable

to the CAA. If the extension is greater than 2 hours, or when exercised after any

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reduced rest period, then the operator shall submit the commander's written report,

together with the operator's comments to the CAA, within 14 days of the aircraft's

return to base. 

NOTES: 1 In respect of an extension of a flying duty period, an emergency is a situation

which in the judgement of the commander presents a serious risk to the health

or safety of crew and passengers, or endangers the lives of others. 

2 Discretion reports may be used by the CAA to assess the realism of particular

schedules. 

19 Aircraft Commander's Discretion to Reduce a Rest Period

19.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, reduce a rest period but only insofar as

the room allocated to the crew member must be available for occupation for a

minimum of 10 hours. The exercise of such discretion shall be considered exceptional

and must not be used to reduce successive rest periods. If the preceding FDP was

extended, the rest period may be reduced, provided that the subsequent allowable

FDP is also reduced by the same amount. In no circumstances may a commander

exercise discretion to reduce a rest period below 10 hours at accommodation. 

19.2 Whenever a commander reduces a rest period, it shall be reported to his employer on

a Discretion Report Form, in the format of Appendix B, or on a form acceptable to the

CAA. If the reduction is more than 1 hour, then the operator shall submit the

commander's written report together with the operator's comments, to the CAA,

within 14 days of the aircraft's return to base. 

20 Days Off

This paragraph does not apply to helicopter crew. 

20.1 Wherever possible and if required by the crew member, days off should be taken in

the home environment. 

20.2 A single day off shall include 2 local nights, and shall be of at least 34 hours duration. 

20.3 A planned rest period may be included as part of a day off.

20.4 Crew members shall:

a) not be on duty more than 7 consecutive days between days off, but may be

positioned to the usual operating base on the eighth day, provided they are then

allocated at least 2 consecutive days off, and 

b) have 2 consecutive days off in any consecutive 14 days following the previous 2

consecutive days off, and 

c) have a minimum of 7 days off in any consecutive 4 weeks, and 

d) have an average of at least 8 days off in each consecutive 4 week period, averaged

over 3 such periods. 

21 Absolute Limits on Flying Hours

This paragraph does not apply to helicopter crew. 

21.1 A person shall not act as a member of the flight crew of an aircraft if at the beginning

of the flight the aggregate of all previous flight times: 

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CAP 371 The Avoidance of Fatigue In Aircrews

Section B Page 14

a) during the period of 28 consecutive days expiring at the end of the day on which

the flight begins exceeds 100 hours. (This means that on the 28th day a flight crew

member may depart on a single sector flight, and may complete that sector, even

though at the end of the flight the total flying hours completed in 28 days will

exceed 100 hours. Consequently, the flight crew member cannot then continue to

operate as a flight crew member on any subsequent sectors during that day); or 

b) during the period of 12 months, expiring at the end of the previous month exceeds

900 hours. 

22 Cumulative Duty Hours 

22.1 The maximum duty hours for flight crew, excepting helicopters, shall not exceed:

55 hours in any 7 consecutive days, but may be increased to 60 hours, when a

rostered duty covering a series of duty periods, once commenced, is subject to

unforeseen delays;

95 hours in any 14 consecutive days;

and 190 hours in any 28 consecutive days.

The maximum hours allowed to helicopter crew members are stated in sub-paragraph

23.5.

22.1.1 When away from base and where an individual crew member separates from the

crew, or the crew as a whole splits up, then any use of discretion to reduce rest

becomes a decision for an individual crew member. The decision to continue with the

next flight and the submission of an associated discretion report is the responsibility

of the relevant commander after the crew member, and operator if in a position to do

so, has informed the commander that a reduced rest period has been taken.

22.2 When a crew member is not rostered for either standby or flying duties for 28 or more

consecutive days then any duty hours worked need not be added to cumulative totals.

However, when a crew member is anticipated to return to either standby or flying

duties the duty hours worked in the 28 days preceding that duty must be recorded.

Before allocating a flying duty to a crew member the operator must be satisfied that

that crew member is in compliance with the scheme.

22.3 Calculation of Cumulative Duty Hours (all aircraft) 

Duty hours shall be added to cumulative totals in accordance with the following: 

a) To count in full:

i) Duty periods and flying duty periods, plus subsequent post-flight duties

ii) All standby duty, except that specified in b) i) and ii) below

iii) The time spent on positioning. 

b) To count as half the time on duty:

i) The standby duty, when the period of notice given to the crew member by the

operator before reporting for duty, is treble or more than the specified minimum

report time.

ii) The standby duty when undertaken at home, or in suitable accommodation

provided by the operator, takes place during the period 2200 to 0800 hours, and

the crew member can take undisturbed rest and is not called out for duty. 

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23 Limits on Helicopter Flying

23.2 Additional Limits on Helicopter Flying 

23.2.1 Repetitive Short Sectors 

Crew flying repetitive short sectors, for example pleasure flying, offshore short sector

shuttles, at an average rate of 10 or more landings per hour, shall have a break of at

least 30 minutes away from the helicopter within any continuous period of 3 hours.

23.2.2 When carrying out the more demanding roles of helicopter flying, for example,

winching and external load carrying, operators shall specify maximum periods of

continuous operation. The limits set shall not exceed the maximum allowed in subparagraph 23.2.1, but depending on the nature and circumstances of a particular

operation may need to be more restrictive. 

23.2.3 After 3 hours shuttle operations between offshore installations in conditions other

than day VMC, a rest of 30 minutes free of all duty shall be allowed. 

23.2.4 Survival Suits 

The wearing of survival suits can prove an irritant and be uncomfortable. Therefore: 

a) a flight crew member should not participate in moving freight or baggage, or any

other activity requiring excessive physical effort. His role should be supervisory.

b) Schedules which involve continuous flying in excess of 41⁄2 hours must include

provisions for a break free of all duty of at least 30 minutes, not including a total of

30 minutes for immediate post-flight duties and pre-flight duties. The break must

be scheduled prior to exceeding a total of 6 hours flying. 

23.3 Helicopter Crew Days Off 

23.3.1 Wherever possible, and if required by the crew member, days off should be taken in

the home environment. A single day off for helicopter crew shall include two local

nights, and shall be of at least 36 hours duration. A planned rest period may be

included as part of a day off.

23.3.2 Crew members shall: 

a) not work more than 7 consecutive days, and 

b) have 2 consecutive days off following a period of 7 consecutive days duty, and 

23.1 Table D Maximum FDP - Helicopters 

Local time 

of start

SINGLE PILOT TWO PILOTS

Max. Length of 

Flying Duty 

Period (Hours)

Maximum 

Flying Time 

(Hours)

Max. Length of 

Flying Duty 

Period (Hours)

Maximum 

Flying Time 

(Hours)

0600-0659 9 6 10 7

0700-0759 10 7 11 8

0800-1359 10 7 12 8

1400-2159 9 6 10 7

2200-0559 8 5 9 6

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c) have 2 consecutive days off in any consecutive 14 days, and have at least 3 days

off in any consecutive 14 days, and 

d) have a minimum of 7 days off in any consecutive 4 weeks, and

e) have an average of at least 8 days off in each consecutive 4 week period averaged

over 3 such periods. 

NOTE: A single day off can only be allocated when 6 or less consecutive days duty have

been worked. 

23.4 Absolute Limits on Flying Hours

The maximum flying hours for flight crew will be 90 in any 28 consecutive days, and

800 in any period of 12 months. 

23.5 Cumulative Duty and Flying Hours (Helicopters)

Maximum duty hours for flight crew shall not exceed: 

60 hours in any 7 consecutive days and 

200 hours in any 28 consecutive days. 

23.6 The Maximum number of Flying Hours which a pilot may be permitted to

undertake are: 

24 Rules Relating to Cabin Crew 

24.1 The requirements detailed in this paragraph shall be applicable to all cabin crew

employed as crew members and are not intended to apply only to those cabin crew

carried to meet the provisions of the Air Navigation Order. 

24.2 The limitations which shall be applied to cabin crew are those applicable to flight crew

members contained in paragraphs 6 to 23, but with the following differences: 

a) A flying duty period can be 1 hour longer than that permitted for flight crew. The

FDP and limits set on early starts for cabin crew shall be based on the time at

which the flight crew report for their flying duty period, but that FDP will start at

the report time of the cabin crew. 

b) For cabin crew the minimum rest period which will be provided before undertaking

a flying duty period shall be: 

i) at least as long as the preceding duty period less 1 hour; or

ii) 11 hours;

whichever is the greater. 

c) The combined sum of standby time and subsequent FDP can be 1 hour longer than

that permitted to flight crew. 

d) The maximum duty hours for cabin crew shall not exceed: 

Single Day Table D 

Any 3 consecutive days 18 hours 

Any 7 consecutive days 30 hours

Any 3 consecutive 28 day periods 240 hours

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60 hours in any 7 consecutive days, but may be increased to 65 hours when a

rostered duty covering a series of duty periods, once commenced, is subject to

unforeseen delays. 

105 hours in any 14 consecutive days. 

210 hours in any 28 consecutive days.

e) The annual and 28 day limits on flying hours appertaining to flight crew need not

be applied. 

f) The limits relating to two pilot flight crew long range operations do not apply. 

25 Records to be Maintained

25.1 Records for the duty and rest periods of all flying staff must be kept. These records

shall include: 

For each crew member:

The beginning, end and duration of each duty or flying duty period, and function

performed during the period. Duration of each rest period prior to a flying duty

or standby duty period. Dates of days off. 7 consecutive day totals of duty.

With the agreement of the CAA, operators employing more than 100 cabin

crew need only record the information required above for a percentage of cabin

crew. The size of the percentage and the rate of sampling will be agreed by the

assigned Inspector and the operator. 

For each flight crew member:

Daily and 7 consecutive day flying hours.

Records shall be preserved for at least 12 calendar months from the date of the last

relevant entry. 

25.2 Additionally, operators shall retain all aircraft commanders' discretion reports of

extended flying duty periods, extended flying hours, and reduced rest periods for a

period of at least six months after the event.

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Section B Appendix A Page 1

Appendix A Commander's Discretion Report - Extension Of 

Flying Duty Period/Flying Hours 

NOTE: If discretion exercised for part crew or individuals state name(s) and operating

capacity below.

Part A Operator Aircraft Type

Flight Number Commander

Date

Part B Voyage Details

1 Crew acclimatised YES/NO

2 Length of preceding rest - 18 to 30 hrs/under 

18 or over 30 hrs Hrs Mins

3 Allowable FDP from Table A or B

4 Split duty: actual time off.......... time on................... Credit ..................

5 In-flight relief; rest taken........... bunk/seat ...............Credit ..................

6 Revised allowable FDP ............................

Voyage Details

Schedule (Planned) Actual

Place UTC Local UTC Local

Duty to start Duty started

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

FDP to end FDP ended

Actual FDP

Amount of Commander's Discretion Exercised – Hrs Mins

Maximum Flying Hours Permitted ........ in 28 days/1 year period. Hours Flown .........

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Section B Appendix A Page 2

Part C Commander's Report

Operator's Remarks/Action Taken 

Signed ..............................................................

Date .................................................................

Signed ..............................................................

Date .................................................................

Forwarded to CAA

Filed

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Section B Appendix B Page 1

Appendix B Commander's Discretion Report - Reduction of 

Rest

NOTE: All times to be recorded as date/time six-figure groups, expressed in both UTC and

Local time. 

NOTE: If discretion exercised for part crew or individuals state name(s) and operating

capacity below.

Part C Commander's Report 

Operator's Remarks/Action Taken

Part A Operator Aircraft Type

Flight Number Commander

Date

Part B Last duty started UTC/Local 

Last duty ended UTC/Local 

Rest earned Hours

Calculated earliest next available UTC/Local 

Actual start of next FDP UTC/Local 

Rest period reduced by

Crew affected: 

Signed ...........................................................

Date ...............................................................

Signed ...........................................................

Date ...............................................................

Forwarded to CAA

Filed

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Section C Page 1

Section C Examples of FTL Schemes

Introduction 

The content of this Section contains four examples of schemes for use, if so desired, by

companies operating scheduled services and those associated with the IT market, those

involved with Air Taxi/Sole Use Charter, Commercial Pleasure Flying, Air Ambulance Work, and

Helicopter operations.

A further Annex presents an example of guidance that companies may wish to issue to

Rostering Staff.

The purpose behind providing these examples is to relieve operators of the burden of

determining what may or may not be acceptable to the CAA. There is no obligation on

companies to reproduce what is set out in the Annexes, but equally there is no objection to

any AOC Holder using an example in its entirety as their FTL scheme. Furthermore, the

Annexes do not attempt to cover the working practices adopted by every single operator, and

it is recognised and accepted that some may need to modify what is stated herein to suit their

particular circumstances. Previously this was achieved, in practice, by the granting of a

variation. While the word variation is still valid, any such differences to what is the standard

will be incorporated into the approved scheme. Further variations to the approved scheme will

result in the withdrawal of that scheme's approval and the issue of a further full approval for

the revised scheme.

In each Annex, some paragraphs are annotated with the symbol `‡‘, and certain values are

shown as (*). The paragraphs marked `‡' are those which may not apply to all schemes, and

can be included or omitted, as appropriate. If omitted, it is implicit that the operator will

not use the provisions of that particular paragraph. In the Introduction to the first four

Annexes a key is provided, giving a paragraph number and the associated maxima or minima

as the case may be, that when inserted in the relevant position completes the scheme. If they

wish, operators can vary these figures to suit their purpose, but only to the extent of providing

a better level of protection against the onset of fatigue than is given in Section B. The scheme

in the Annexes has paragraphs numbered sequentially and simply: this approach is adopted for

ease of reference. Operators should number the paragraphs in their submission in line with

what is in use in their Operations Manual.

In sum, a set of FTL schemes and an example of guidance to rostering staff is provided with

the intent of easing the task of those compiling Company FTL schemes.

January 2004
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Annex A Large Companies 

Introduction 

The scheme set out in this Annex is one that may suit the purpose of companies operating

scheduled services and those involved in the IT market. If any difficulty is experienced in

deciding whether or not the Annex refers to the nature of the operation conducted by a

particular company, reference to the introduction to the other Annexes will give sufficient

guidance. 

As will be seen, the content of the Annex follows faithfully the provisions of Section B. Only

in a few instances are compilers given the option of omitting a paragraph - annotated with the

symbol `‡‘ - where the specific practice covered may not be utilised by their company. As

mentioned in the Introduction to this Section, those paragraphs containing the symbol (*) must

have the appropriate figure inserted, as specified in the Key.

Key

Definition 5.3 Times inserted, which must not cover more than 21⁄2 

hours 

Definition 5.19 As required by the operator

Definition 5.26 Insert four figure UTC or local time and day

Paragraph 9.2 line 3 Not more than 11⁄2 hours

Paragraph 12.4 line 3 Not more than 12

Paragraph 13.1 line 1 A minimum of 1 hour, but can be increased dependent on 

aircraft type and route to be flown 

line 2 Not less than 30 

Paragraph 13.5 line 1 Insert aircraft type

line 2 Not less than 15

Paragraph 15.3 Left hand block - not more than 18 and 19 respectively

Right hand block - not more than 15 and 16 respectively

Paragraph 16.2 line 1 Not less than 30

Paragraph 17.3 line 2 Not more than 18

Paragraph 18.1 line 5 Not more than 3

Paragraph 18.2 line 3 Not more than 2

line 4 Not more than 3 

Paragraph 19.1 line 4 Not less than 10

Paragraph 20.1 line 1/2 Specify point of contact and as appropriate

Paragraph 20.2 line 1/2 Specify as above 

Paragraph 21.4 a) line 1 Not more than 7

b) line 1 Not less than 2, not more than 14, repectively

c) line 1 Not less than 7, not more than 4

d) line 1 Not less than 8

Paragraph 23.2 b) i) At least treble the time stated in paragraph 13.1

Paragraph 25.1 line 8 Not less than 10, and not more than 6 respectively

12 May 2004
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Flight and Duty Time Limitations Scheme 

1 Purpose 

The purpose of this scheme is to interpret the requirements of the relevant articles of

the Air Navigation Order and CAP 371, Fourth Edition, as they apply to the regulation

of flight times and the avoidance of fatigue in crew members. 

2 Aim 

The aim of this document is to express the intent behind the published, relevant

documents, thereby taking all reasonable precautions to ensure that crew members

are adequately rested at the beginning of each flying duty period. To meet this aim,

due note will be taken of length of duty cycles, periods of time off and cumulative duty

hours. 

3 Applicability 

The scheme shall apply in relation to any duty carried out at the behest of the

company by both flight crew and cabin crew. The scheme shall apply to all cabin crew

carried as crew members. 

4 Responsibilities 

4.1 The Company 

The company will publish rosters in advance so that operating crew can plan adequate

pre-flight rest. Crew members will normally be given at least 7 days notice of days off.

Before the start of the new roster year, the start and finish dates of each roster period,

plus the expected publication date, will be issued to crew members. 

4.2 Crew Members

Responsibility for the proper control of flight and duty time does not rest wholly with

the company. Crew members have the responsibility to make optimum use of the

opportunities and facilities for rest provided. They are also responsible for planning

and using their rest periods properly in order to minimise incurring fatigue. The ANO

places a further responsibility on crew members. Simply put, crew members shall not

act as operating crew if they know, or suspect, that their physical or mental condition

renders them unfit to operate. Furthermore, they must not fly if they know that they

are, or are likely to be, in breach of this scheme. 

5 Definitions 

Unless otherwise defined below all words, phrases, definitions and abbreviations,

have identical meanings to those described in Article 129 of the Air Navigation Order

2000, as amended. 

5.1 'Acclimatised' 

When a crew member has spent 3 consecutive local nights on the ground within a

time zone which is 2 hours wide, and is able to take uninterrupted nights sleep. The

crew member will remain acclimatised thereafter until a duty period finishes at a place

where local time differs by more than 2 hours from that at the point of departure. 

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5.2 'Cabin Crew' 

A person employed to facilitate the safety of passengers, whose duties are detailed

by the company or the aircraft commander. Such persons will not act as a member of

the flight crew. 

5.3 'Contactable' 

A short period of time during the day, other than on a `day off', during which the

company requires a crew member to be contactable for the purpose of giving

notification of a duty period which will commence not less than 10 hours ahead. The

contactable period will be between (*) and (*) local time. 

5.4 'Crew' 

A member of the flight crew or cabin crew. 

5.5 'Days Off'

Periods available for leisure and relaxation free from all duties. A single day off shall

include 2 local nights. Consecutive days off shall include a further local night for each

additional consecutive day off. A rest period may be included as part of a day off. 

5.6 'Dispatch Crew'

A fully qualified and current flight crew/cabin crew authorised to carry out pre-flight

duties as defined by the company. 

5.7 'Duty'

Any continuous period during which a crew member is required to carry out any task

associated with the business of the company. 

5.8 'Early Start Duty'

A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local

time.

5.9 'Flight Crew'

Those members of the crew of an aircraft who act as a pilot or flight engineer. 

5.10 'Flying Duty Period (FDP)' 

Any time during which a person operates in an aircraft as a member of its crew. It

starts when the crew member is required by the company to report for a flight, and

finishes at on-chocks on the final sector. 

5.11 'Late Finish Duty' 

A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local

time.

5.12 'Local Night' 

A period of 8 hours falling between 2200 hours and 0800 hours local time. 

5.13 'Night Duty'

A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours

local time.

5.14 'Positioning' 

The practice of transferring crew from place to place as passengers in surface or air

transport at the behest of the company. 

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5.15 'Regular' 

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a

run of 4 or 5 consecutive duties, not broken by a period of 34 hours free from such

duties, contained in a single 7 consecutive day period.

5.16 'Reporting Time' 

The time at which a crew member is required by the company to report for any duty. 

5.17 'Rest Period' 

A period of time before starting a flying duty period which is designed to give crew

members adequate opportunity to rest before a flight. 

5.18 'Rostered/Planned Duty' 

A duty period, or series of duty periods, with stipulated start and finish times, notified

by the company to crew in advance. 

5.19 'Rostering Period' 

(*) consecutive weeks. 

5.20 'Scheduled Duty' 

The allocation of a specific flight or flights or other duties to a crew member within

the pre-notified rostered/planned series of duty periods. 

5.21 'Sector' 

The time between an aircraft first moving under its own power until it next comes to

rest after landing, on the designated parking position. 

5.22 'Split Duty' 

A flying duty period which consists of two or more sectors, separated by less than a

minimum rest period. 

5.23 'Standby Duty' 

A period during which the company places restraints on a crew member who would

otherwise be off duty. However, it shall not include any time during which the crew

member is contactable for the purpose of giving notification of a duty which is due to

start 10 hours or more ahead. 

5.24 'Suitable Accommodation'

A well furnished bedroom which is subject to minimum noise, is well ventilated, and

has the facility to control the levels of light and temperature. 

5.25 'Travelling'

All time spent by a crew member transitting between the place of rest, and the place

of reporting for duty. 

5.26 'Week'

A period of 7 consecutive days starting at (*) on (*). 

6 Calculation of a Flying Duty Period 

6.1 The maximum FDP, in hours and fractions of hours, will be in accordance with

paragraph 13. The times extracted from the tables may be extended by use of in-flight

relief, split duty, and commander's discretion, under the terms of paragraphs 15, 16

and 18. Where a flight crew consists of two pilots only, any FDP involving a sector

which is planned to exceed 7 hours will be calculated as detailed in paragraph 14. 

January 2004
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7 Additional Limits on Flying

7.1 Late Finishes/Early Starts 

7.1.1 This paragraph only applies to crew members who are acclimatised. 

7.2 Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is

required to report early for duty on a number of consecutive days. Therefore, not

more than 3 consecutive duties that occur in any part of the period 0100 to 0659 hours

local time can be undertaken, nor will there be more than 4 such duties in any 7

consecutive days. 

Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be

broken by a period of not less than 34 consecutive hours free from such duties. This

34 consecutive hours may include a duty that is not an Early, Late or Night duty. 

7.2.1 Crew members who are employed on a regular early morning duty for a maximum of

5 consecutive duties will work to the following: 

a) The minimum rest period before the start of such a series of duties will be 24

hours. 

b) The duty will not exceed 9 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties, crew members will have a minimum of 63

hours free of all duties. 

7.3 Should any duties be scheduled to be carried out within any part of the period 0200

to 0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights,

then crew members will finish the duty preceding this series of duties by 2100 hours

local time before covering the block of consecutive night duties, such that the crew

members can take a rest period during a local night.

NOTE: Operators may replace the above paragraph with one of the following choices, either

Options A and B OR Options B and C. The operator may roster crew members for

either 2 or 3 consecutive nights, but must ensure that the duty preceding this series

of duties finishes by 2359 hours local time (2 nights) or 2100 hours local time (3

nights) as appropriate.

If it is preferred to retain the present contents then attention must be paid to the

notes attached to the Options listed (below). These notes list the actions to be

followed in the event that duty is inadvertently extended beyond the cut-off times

(i.e. 2100 or 2359 hours).

Option A

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night. If the duty immediately prior to the 3 consecutive night

duties extends beyond 2100 hours local time and the individual crew member is

willing to continue with the planned roster, (i.e. 3 consecutive night duties) then

provided that duty preceding this series of duties finishes no later than 2359 hours

local time, the schedule may continue.

NOTES: 1 Under this Option, if the crew member chooses not to continue the planned

roster (after finishing duty between 2100 and 2359 hours local time) then only the

planned first and second night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

‡

January 2004
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2 Under this Option, if the duty finishes after 2359 hours local time, then only the

first of the 3 consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option B - 2 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 2 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2359 hours local time before commencing

the block of 2 consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTE: Under this Option in the event of 2359 hours being exceeded, then only the first of

the 2 planned consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option C - 3 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTES: 1 Under this Option in the event of 2100 hours being exceeded, then only the first

of the 3 planned consecutive night duties that impinge on any part of the period

0200 to 0459 hours local time may be undertaken.

2 In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e. maximum

of 3 consecutive nights and 4 in 7 consecutive days).

7.3.1 Crew members who are employed on a regular night duty for a maximum of 5

consecutive nights will work to the following: 

a) The minimum rest period before the start of such a series of duties will be 24

hours. 

b) The duty will not exceed 8 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties crew members will have a minimum of 54

hours free of all duties. 

7.3.1.1 Options For Night Operations

If an operator elects to roster up to 5 consecutive night duties, then the criteria laid

down in paragraph 7.3.1 (Section C Annex B paragraph 7.2.1 - Air Taxi) must be

complied with and must form part of the approved FTL scheme. Operators are

reminded that the normal days off requirements must be met (i.e. the 54 hours off

between two blocks of 5 nights is only 1 proper day off). However, if operators find

that this part of the Scheme is too restrictive then one of the following options may

be employed but, if used, must be fully complied with:

a) When crew are employed on duty for a total of 20 hours or less during 5

consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours

free from all duties will meet the "Days Off" requirements for each 28 consecutive

day period. Any positioning flights must be completed within the 20 hours duty.

b) When crew are employed on duty for a total of more than 20 hours but not more

than 40 hours during 5 consecutive night duties, the first 54 hours (between week

1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day period

that starts on the first night of the first duty, crew must be given a minimum of a

further 5 "Days Off" (average of a further 6 days). Any positioning flights must be

completed within the 40 hours duty. 

‡

January 2004
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c) When crew are employed on duty which requires full use of 40 hours duty during

5 consecutive night duties plus a maximum of 3 hours positioning (pre- and posttotal) then:

i) allowable flying hours (month and year) will be reduced to the following:

1) a maximum of 75 hours in any 28 consecutive days with a maximum of 60

hours in 28 consecutive days averaged over three 28 day periods, and;

2) 600 hours in any 12 consecutive months.

ii) a minimum of 9 "Days Off” in any 28 consecutive days will be granted;

iii) any increase in duty over 40 hours during the block of 5 consecutive night duties

is to be added to the subsequent 54 hours rest period which may not be

reduced.

NOTE: Where crew do less than a 7 consecutive day period of such duties, then normal

Table A limits and the limits in paragraphs 7.2 and 7.3 apply.

7.3.1.2 General Rules

To be applied when an operator utilises a), b) or c) of paragraph 7.3.1.1.

a) The exercise of "Commander's Discretion" is limited to 1 hour per night with a total

of 2 hours allowed during any 5 consecutive night cycle. Any duty worked in

excess of 40 hours by use of "Commander's Discretion" must also be added to the

subsequent 54 hours rest which may not be reduced.

b) The absolute maximum duty permitted during a block of 5 consecutive night duties

is 45 hours (40 hours, plus 3 hours positioning, plus 2 hours "Commander's

Discretion", as per paragraphs 7.3.1.1 c) and 7.3.1.2 a) above).

c) Crew cannot be rostered for more than 8 hours per night, except when working to

paragraph 7.3.1.1 c) above.

d) Split duties and extension of FDP by in-flight rest are not permitted.

e) "Commander's Discretion" to reduce rest is not permitted.

NOTE: For 5 consecutive earlies, the same rule as in 7.3.1.2 a) above applies (i.e. maximum

1 hour discretion per day and a total of 2 hours in the 5 day cycle).

8 Mixed Duties

8.1 When a crew member is required to report for duty in advance of the stipulated report

time for a scheduled flight, to carry out a task at the behest of the company, then the

time spent on that task shall be part of the subsequent FDP. 

8.2 Mixed Simulator and Aircraft Flying

When a flight crew member flies in the simulator, either on a check or training flight,

or as a Training Captain or Instructor, and then within the same duty period flies as a

flight crew member on a public transport flight, all the time spent in the simulator is

counted in full towards the subsequent FDP. Simulator flying does not count as a

sector, but the FDP allowable is calculated from the report time of the simulator

detail. 

9 Travelling Time

9.1 Travelling time, other than that time spent on positioning, does not count as duty. 

January 2004
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9.2 Travelling time, from home to departure aerodrome, if long distances are involved, is

a factor influencing any subsequent onset of fatigue. If the journey time from home

to normal departure airfield is usually in excess of (*) hours, crew members should

make arrangements for temporary accommodation nearer to base. 

9.3 When crew members are required to travel from their home to an aerodrome other

than the one from which they normally operate, any travelling time over and above

the journey time from home to the usual operating aerodrome will count as

positioning. 

The notional additional times when reporting to the following airfields are as stated:

If reporting to any other airfield the company will specify an appropriate allowance for

the extra travel involved. 

10 Delayed Reporting Time in a Single FDP

10.1 When a crew member is informed of a delay to the reporting time due to a changed

schedule, before leaving the place of rest, the FDP shall be calculated as follows.

When the delay is less than 4 hours the maximum FDP allowed will be based on the

original report time and the FDP will start at the actual report time. When the delay is

4 hours or more, the maximum FDP will be calculated using the more limiting of the

planned and actual report times and the FDP will start 4 hours after the original report

time. 

10.2 When the company informs a crew member before leaving the place of rest of a delay

in reporting time of 10 hours or more ahead, and that crew member is not further

disturbed by the company until a mutually agreed hour, then that elapsed time is

classed as a rest period. If, upon the resumption of duty, further delays occur then the

appropriate criteria in this paragraph and paragraph 10.1 above will be applied to the

re-arranged reporting time. 

11 Positioning

11.1 All time spent on positioning at the behest of the company shall count as duty, but

positioning does not count as a sector when calculating the FDP. In these

circumstances the FDP commences not later than the time at which the crew

member reports for the positioning journey, or positions in accordance with

paragraph 9.3. 

11.2 If, after a positioning journey, the crew member spends less than a minimum rest

period at suitable accommodation provided by the company, and then carries out an

FDP, the positioning will be counted as a sector if a split duty is claimed when

calculating the allowable FDP. If it is not, a split duty FDP will not be used. 

11.3 On occasion, with the agreement of the CAA the company can recover a crew

member to main base from an overseas airfield by means of a positioning flight on

the eighth consecutive day of duty. 

Gatwick minutes

Luton minutes

‡

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12 Standby Duty

12.1 The time of start, end and nature of the standby duty will be defined and notified to

crew members. The time a standby duty starts determines the allowable FDP, except

that when the actual FDP starts in a more limiting time band, then that FDP limit will

apply. However, when a standby duty is undertaken at home or in suitable

accommodation provided by the company during the period 2200 to 0800 hours local

time, and a crew member is given 2 hours or less notice of a report time, then the

allowable FDP starts at the report time at the designated reporting place. 

12.2 When a crew member is on standby duty on immediate readiness at an airport, the

allowable FDP is calculated using the start time of the standby duty.

12.3 If a crew member is called out from standby, the standby duty will cease when the

crew member reports at the designated reporting point. 

12.4 The following limits apply: 

Case A

If a crew member is called out from standby to conduct an FDP before completing 6

hours standby duty then the total duty period allowed is the sum of the time spent on

standby and the FDP obtained from paragraph 13.

Case B

If a crew member is called out from standby to conduct an FDP after completing 6 or

more hours standby duty, then the total duty period allowed is the sum of all the time

spent on standby and the FDP obtained from paragraph 13, reduced by the amount

of standby worked in excess of 6 hours. 

NOTE: The reference to ‘total duty period’ applies only to the sum of the standby time

achieved + the allowable FDP obtained from paragraph 13. On the day, for

cumulative duty totals and for minimum rest purposes, the total duty achieved will

be standby time achieved + FDP achieved + post flight duties + any positioning.

12.5 When any period of standby finishes, during which a call-out has not occurred, at least

12 hours rest must follow prior to the next duty period. Similarly, following the end of

a contactable period or periods, at least 10 hours must elapse prior to the next duty

period.

13 Maximum FDP 

13.1 The standard reporting time prior to flight is (*). Pre-flight duties are part of the FDP;

(*) minutes duty will be allowed for post-flight activities. The time spent between

reporting for a flight and the completion of post-flight tasks determines the length of

the subsequent rest period. If this "period" for post FDP duties is routinely exceeded

then the post FDP duty period stated in the scheme must be revised to better

represent the actual time taken.

13.2 A non-standard reporting time designed to take advantage of an increased FDP from

a more favourable time band, must not be used.

Duty Maximum Duration

Standby Duty (all cases) (*) hours

Standby followed by FDP As in Case A and B below

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13.3 Table A applies when the FDP starts at a place where the crew member is

acclimatised; Table B applies at other times.

NOTE: The practice of inserting a short duty into a rest period of between 18 and 30 hours

in order to produce a rest period of less than 18 hours, thereby taking advantage of

the longer FDP contained in Table B, is not permitted.

13.4 Report times must not be reduced in order for crew members to achieve their

required rest prior to an FDP.

13.5 On the route X to Y, using (*), a dispatch crew will prepare the aircraft for departure.

The operating crew will come on duty (*) minutes before scheduled departure time,

and the FDP allowable for that crew shall be calculated from the 'on duty' time. 

14 Limits on Two Flight Crew Long Range Operations

14.1 When an aeroplane flight crew is only two pilots, the allowable FDP shall be

calculated as follows. A sector scheduled for more than 7 hours is considered as a

multi-sector flight, as in the table below: 

Table A Acclimatised

Local time 

of start

Sectors

1234567 8 or 

more

0600-0759 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

0800-1259 14 131⁄4 121⁄2 113⁄4 11 101⁄2 10 91⁄2

1300-1759 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

1800-2159 12 111⁄4 101⁄2 93⁄4 9 9 9 9

2200-0559 11 101⁄4 91⁄2 99999

Table B Not Acclimatised

Length of 

preceding rest 

(hours)

Sectors

123456 7 or 

more

Up to 18 or over 

30

13 121⁄4 111⁄2 103⁄4 10 91⁄4 9

Between 18 

and 30

111⁄2 11 101⁄2 93⁄4 9 9 9

‡

‡

January 2004
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The appropriate table in paragraph 13 is then entered with the start time of the duty

period and the 'modified' number of sectors, to determine the allowable FDP.

14.2 When an additional, current, type rated pilot is carried then these limits do not apply

and the permissible FDP is determined by entering the appropriate table in paragraph

13 with time of start and the actual sectors planned. 

15 Extension of Flying Duty Period by In-flight Relief

15.1 When any additional crew member is carried to provide in-flight relief, with the intent

of extending an FDP, that individual shall hold qualifications which are equal or

superior to those held by the crew member who is to be rested. The division of duty

and rest between those crew members being relieved will be kept in balance. It is

unnecessary for the relieving crew member to rest in between the times relief is

provided for other crew members. 

15.2 When in-flight relief is utilised there will be for the crew member resting a

comfortable reclining seat, or bunk, separated and screened from the flight deck and

passengers, and free from disturbance. 

15.3 A total in-flight rest of less than 3 hours does not allow for the extension of an FDP,

but where the total in-flight rest, which need not be consecutive, is 3 hours or more,

then the FDP may be extended as follows: 

16 Extension of Flying Duty Period by Split Duty

16.1 When an FDP consists of two or more sectors - of which one can be a positioning

journey counted as a sector - but separated by less than a minimum rest period, then

the FDP will be extended by the amounts indicated below: 

Scheduled Sector Times Acclimatised

Sectors

Not Acclimatised

Sector Length over 7 hours 

but not more than 9 hours

2 4

Sector Length over 9 hours 

but not more than 11 hours

3 4

Sector Length over 11 

hours 

4 Not Applicable

If rest is taken in a bunk If rest is taken in a seat

A period equal to one half of the total of 

rest taken, provided that the FDP shall 

not exceed (*) hours; (*) hours in the 

case of cabin crew

A period equal to one third of the total of 

rest taken, provided that the FDP 

permissible shall not exceed (*) hours; (*) 

hours in the case of cabin crew

Consecutive Hours Rest Maximum Extension of the FDP

Less than 3 NIL

3 - 10 A period equal to half the 

consecutive hours rest taken

‡

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16.2 The rest period shall not include the (*) minutes total allowed for immediate post flight

and pre-flight duties. When the rest period is 6 hours or less it will suffice if a quiet

and comfortable place, not open to the public, is available. If rest is taken in the aircraft

on the ground, the crew must have adequate control of the temperature and

ventilation within the aircraft, either by use of a ground power unit or the aircraft

internal power units. The passengers must not be on board. If the rest period is more

than 6 consecutive hours, then suitable accommodation will be provided by the

company. 

17 Rest Periods

17.1 Crew members will be notified in good time of a flying duty period so that sufficient

and uninterrupted pre-flight rest can be obtained. When away from base

opportunities and facilities for adequate pre-flight rest will be provided by the

company in suitable accommodation. When flights are carried out at such short notice

that it is impracticable for the company to arrange suitable accommodation, then this

responsibility devolves to the aircraft commander. 

17.2 The minimum rest period which must be taken before undertaking a flying duty period

shall be:

a) at least as long as the preceding duty period, or 

b) 12 hours, 

whichever is the greater. 

17.2.1 When away from base, in the case when the rest period earned by a crew member

is 12 hours, and suitable accommodation is provided by the company, then that rest

period may be reduced by one hour. In such circumstances, if the travelling time

between the aerodrome and the accommodation is more than 30 minutes each way

then the rest period will be increased by the amount the total time spent travelling

exceeds one hour. In both situations the room allocated to the crew member must

be available for occupation for a minimum of 10 hours. This sub-paragraph does not

apply to rest periods that exceed 12 hours.

17.2.2 Exceptionally, at home base, individual crew members may be asked to exercise their

discretion to reduce rest by up to a maximum of one hour but only to a minimum of

12 hours for flight crew and 11 hours for cabin crew. If discretion is used, it is the

responsibility of the operator and the crew member to inform the commander of the

flight immediately following the rest period, that a reduced rest period has been

taken.

17.3 If the preceding duty period, which includes any time spent on positioning, exceeded

(*) hours, then the ensuing rest period must include a local night. 

17.4 Following a sequence of reduced rest and an extended FDP the subsequent rest

period cannot be reduced. 

17.5 After being called out from a standby duty the length of the minimum rest period will

be determined by the length of standby duty, plus any time spent on positioning, and

any FDP completed. 

17.6 Crew members who have difficulty in achieving adequate pre-flight rest shall inform

their manager, and then will be given the opportunity to consult an aviation medical

specialist. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 13

18 Aircraft Commander's Discretion to Extend a Flying Duty Period

18.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, extend an FDP beyond that permitted

in paragraph 13, provided he is satisfied that the flight can be made safely. The

extension shall be calculated according to what actually happens, not on what was

planned to happen. An extension of (*) hours is the maximum permitted, except in

cases of emergency (see Note). 

18.2 A commander is authorised to exercise his discretion in the following circumstances

and to the limits set. In a Flying Duty Period involving 2 or more sectors, up to a

maximum of (*) hours discretion may be exercised prior to the first and subsequent

sectors, but this may be up to (*) hours prior to the start of a single sector flight, or

immediately prior to the last sector on a multi-sector flight. 

18.3 A commander may exercise discretion to extend an FDP following a reduced rest

period, only exceptionally, and then only to the extent necessary to allow for

unforeseen circumstances that become apparent during the last sector. 

NOTE: In respect of an extension to a flying duty period, an emergency is a situation which

in the judgement of the commander presents a serious risk to the health or safety

of crew and passengers, or endangers the lives of others. 

19 Aircraft Commander's Discretion to Reduce a Rest Period

19.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, reduce a rest period, but only insofar

as the room allocated to the crew member must be available for occupation for a

minimum of (*) hours. The exercise of such discretion will be exceptional and must

not be used to reduce successive rest periods. If the preceding FDP was extended,

the rest period may be reduced, provided that the subsequent allowable FDP is also

reduced by the same amount. In no circumstancs may a commander exercise

discretion to reduce a rest period below 10 hours at accommodation. 

19.1.1 When away from base and where an individual crew member separates from the

crew, or the crew as a whole splits up, then any use of discretion to reduce rest

becomes a decision for an individual crew member. The decision to continue with the

next flight and the submission of an associated discretion report is the responsibility

of the relevant commander after the crew member, and operator if in a position to do

so, has informed the commander that a reduced rest period has been taken.

20 Reporting Exercise of Discretion

20.1 Whenever a commander extends an FDP it shall be reported to (*) on a Discretion

Report Form, in the format of (*). If the extension is greater than 2 hours, or discretion

is exercised after any reduced rest period, then the company will submit the

commander's written report, together with company comments, to the CAA, within

14 days of the aircraft's return to base. 

20.2 Whenever a commander reduces a rest period, it shall be reported to (*) on a

Discretion Report Form, in the format of (*). If the reduction is more than 1 hour, then

the company will submit the commander's written report together with comments by

the company to the CAA, within 14 days of the aircraft's return to base.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 14

21 Days Off 

21.1 Wherever possible, and if required by the crew member, days off will be allocated so

that they can be taken in the home environment.

21.2 A single day off will include 2 local nights, and cover at least 34 hours.

21.3 A planned rest period may be included as part of a day off.

21.4 Crew members will: 

a) not be on duty more than (*) consecutive days between days off, but may be

positioned to the usual operating base on the next day after which they will have

2 consecutive days off, and

b) have (*) consecutive days off in any consecutive (*) days following the previous 2

consecutive days off, and

c) have a minimum of (*) days off in any consecutive (*) weeks, and 

d) have an average of at least (*) days off in each consecutive 4 week period,

averaged over 3 such periods. 

22 Absolute Limits on Flying Hours

22.1 A person shall not act as a member of the flight crew of an aircraft if at the beginning

of the flight the aggregate of all previous flight times: 

a) during the period of 28 consecutive days expiring at the end of the day on which

the flight begins exceeds 100 hours. (This means that on the 28th day a flight crew

member may depart on a single sector flight, and may complete that sector, even

though at the end of the flight the total flying hours completed in 28 days will

exceed 100 hours. Consequently, the flight crew member cannot then continue to

operate as a flight crew member on any subsequent sectors during that day); or

b) during the period of 12 months, expiring at the end of the previous month exceeds

900 hours. 

23 Cumulative Duty Hours

23.1 The maximum duty hours for flight crew will not exceed:

55 hours in any 7 consecutive days, but this figure can be increased to 60 hours

when a rostered duty covering a series of duty periods has commenced and is

subject to unforeseen delays;

95 hours in any 14 consecutive days;

and, 190 hours in any 28 consecutive days.

When a crew member is not rostered for either standby or flying duties for 28 or more

consecutive days then any duty hours worked will not be added to cumulative totals.

However, when a crew member is anticipated to return to either standby or flying

duties the duty hours worked in the 28 days preceding that duty must be recorded.

Those hours worked will be used to ensure that the crew member complies with the

requirements of this scheme. 

23.2 Calculation of Cumulative Duty Hours

Duty hours will be added to cumulative totals in accordance with the following:

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 15

a) to count in full:

i) Duty periods and flying duty periods, plus subsequent post-flight duties 

ii) All standby duty, except that specified in b) i) and ii) below

iii) The time spent on positioning 

b) to count as half the time on duty: 

i) The standby duty, when the period of notice given to the crew member by the

company before reporting for duty is (*) 

ii) The standby duty when undertaken at home, or in suitable accommodation

provided by the company, takes place during the period 2200 to 0800 hours

local time, and the crew member can take undisturbed rest and is not called out

for duty. 

24 Rules Relating to Cabin Crew 

24.1 The requirements detailed in this paragraph are applicable to all cabin crew employed

as crew members, and are not intended to apply only to those cabin crew carried to

meet the provisions of the Air Navigation Order. 

24.2 The limitations applied to cabin crew are those applicable to flight crew members

contained in paragraphs 6 to 23, but with the following differences: 

a) A flying duty period is 1 hour longer than that permitted for flight crew. The FDP

and limits set on early starts for cabin crew will be based on the time at which the

flight crew report for their flying duty period, but that FDP will start at the report

time of the cabin crew. 

b) For cabin crew the minimum rest period which will be provided before undertaking

a flying duty period shall be:

i) at least as long as the preceding duty period less 1 hour; or

ii) 11 hours;

whichever is the greater.

c) The combined sum of standby time and subsequent FDP will be 1 hour longer than

that permitted to flight crew. 

d) The maximum duty hours for cabin crew will not exceed: 

60 hours in any 7 consecutive days, but can be increased to 65 hours under similar

circumstances applicable to flight crew 

105 hours in any 14 consecutive days 

210 hours in any 28 consecutive days. 

e) The annual and 28 day limits on flying hours appertaining to flight crew do not

apply.

f) The limits set for two pilot flight crew long range operations do not apply.

25 Records to be Maintained 

25.1 Records for duty and rest periods of all flying staff shall include: 

For each crew member: 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 16

The beginning, end and duration of each duty or flying duty period, and function

performed during the period. Duration of each rest period prior to a flying duty or

standby duty period. Dates of days off. 7 consecutive day totals of duty. 

The duty and rest periods recorded for cabin crew will be a percentage of those so

employed. The percentage used will be (*), and the sample will be changed every

(*) months. 

For each flight crew member: 

Daily and 7 consecutive day flying hours. 

Records shall be preserved for at least 12 calendar months from the date of the last

relevant entry. 

25.2 Additionally, copies of all aircraft commanders' discretion reports of extended flying

duty periods and reduced rest periods will be retained for a period of at least 6 months

after the event.

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 17

Appendix *

Commander's Discretion Report - Extension of Flying 

Duty Period/Flying Hours

 

NOTE: If discretion exercised for part crew or individuals state name(s) and operating

capacity below. 

Part A Operator Aircraft Type

Flight Number Commander

Date

Part B Voyage Details

1 Crew acclimatised YES/NO

2 Length of preceding rest - 18 to 30 hrs/under 

18 or over 30 hrs Hrs Mins

3 Allowable FDP from Table A or B

4 Split duty: actual time off ........ time on .................. Credit ..................

5 In-flight relief; rest taken ...........bunk/seat .............. Credit ..................

6 Revised allowable FDP ............................

Voyage Details

Schedule (Planned) Actual

Place UTC Local UTC Local

Duty to start Duty started

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

FDP to end FDP ended

Actual FDP

Amount of Commander’s Discretion Exercised – Hrs Mins

Maximum Flying Hours Permitted ........ in 28 days/1 year period. Hours Flown .........

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 18

Part C Commander's Report

 

Operator's Remarks/Action Taken 

Signed ..............................................................

Date .................................................................

Signed...............................................................

Date...................................................................

Forwarded to CAA

Filed

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex A Page 19

Appendix *

Commander's Discretion Report - Reduction of Rest

NOTE: All times to be recorded as date/time six-figure groups, expressed in both UTC and

Local time. 

NOTE: If discretion exercised for part crew or individuals state name(s) and operating

capacity below.

Part C Commander's Report

Operator's Remarks/Action Taken

Part A Operator Aircraft Type

Flight Number Commander

Date

Part B Last duty started UTC/Local 

Last duty ended UTC/Local 

Rest earned Hours

Calculated earliest next available UTC/Local 

Actual start of next FDP UTC/Local 

Rest period reduced by

Crew affected: 

Signed ..............................................................

Date ..................................................................

Signed ..............................................................

Date .................................................................

Forwarded to CAA

Filed

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 1

Annex B Air Taxi/Sole Use Charter, Including Pleasure 

Flying and Air Ambulance Supplement

Introduction

The content of this Annex is designed for use by companies conducting the business of Air

Taxi/Sole Use Charter. In the context of this document this type of operation is being carried

out when the operator utilises an aircraft which contains 19 or less passenger seats, and

a) flights are confined to an area within which the local time does not vary by more than 2

hours, and

b) the application of in-flight relief to extend an FDP is not used. 

For those operators who combine air taxi/sole-use charter business with either/or commercial

pleasure flying and air ambulance work, supplements to the main body of the scheme are

provided. These supplements are only intended for use by companies that combine two or

more types of operation within one AOC. A special scheme for those operators whose AOC

allows for the use of a single engined aircraft for the purpose of public transport is the subject

of a separate Annex.

Compilers of company FTL schemes are invited to reproduce the specimen scheme in toto,

selecting from the paragraphs annotated with a `‡' those which suit their particular type of

operation, and adding the relevant figures in the spaces marked (*). Alternatively, selected

sections of the specimen scheme can be used. Neither course of action prevents an operator

from proposing an alternative to the standard provisions, provided an equivalent or better level

of protection against fatigue is ensured. If any paragraphs annoted with a '‡' are not

included in a scheme, it is implicit that the operator will not use the provisions of that

particular paragraph. 

The following Key shows the maximum and minimum figures acceptable to the CAA. 

Key

Definition 5.2 line 4 The operator to add the times, and the difference 

between them not to be more than 21⁄2 hours

Definition 5.17 As required by the operator

Definition 5.24 Insert four figure group and day of week, as required

Paragraph 9.2 line 3 Not more than 11⁄2

Paragraph 12.4 line 3 Not more than 12

Paragraph 13.1 line 1 In the range 30 to 60, depending on nature of operation

line 2 Not less than 15

Paragraph 15.3 line 1 Not more than 18

Paragraph 16.1 line 5 Not more than 3

Paragraph 16.2 line 2 Not more than 2

line 3 Not more than 3

Paragraph 18.1/2 Specify reporting point

The form can be that contained in this Annex, or one 

used by the operator which is acceptable to the CAA

Paragraph 19.4 a)

b)

c)

d)

line 1

line 1

line 1

line 1

Not more than 7

Not less than 2

Not less than 7

Not less than 8

Paragraph 21.2 b) i) Not less than 3 times the value given in para 13.1 line 1

12 May 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 2

Flight and Duty Time Limitations Scheme

1 Purpose 

The purpose of this scheme is to interpret the requirements of the relevant articles of

the Air Navigation Order and CAP 371, Fourth Edition, as they apply to the regulation

of flight times and the avoidance of fatigue in crew members. 

2 Aim

The aim of this document is to express the intent behind the published relevant

documents, thereby taking all reasonable precautions to ensure that crew members

are adequately rested at the beginning of each flying duty period. To meet this aim,

due note will be taken of length of duty cycles, periods of time off and cumulative duty

hours. 

3 Applicability 

The scheme shall apply in relation to any duty carried out at the behest of the

company by both flight deck crew and cabin crew. The scheme shall apply to all cabin

crew carried as crew members. 

4 Responsibilities 

4.1 The Company

The company will publish rosters in advance so that operating crew can plan adequate

pre-flight rest. Where crew members request specific days off, 7 days or more in

advance, this will normally be granted. Should such allocated days off subsequently

need to be worked, this will be entirely at the discretion of the crew member

concerned. Rosters will provide details of flying duty periods, standby duty, and rest

periods. The company will be satisfied that crew members employed on an irregular

basis are not in breach of this FTL scheme before offering a flying duty. 

4.2 Crew Members 

Responsibility for the proper control of flight and duty time cannot rest wholly with

the company. Crew members have a responsibility to make optimum use of the

opportunities and facilities for rest provided. They are also responsible for planning

and using their rest periods properly in order to minimise incurring fatigue. The ANO

places a further responsibility on crew members. Simply put, crew members shall not

act as operating crew if they know, or suspect, that their physical or mental condition

PLEASURE FLYING SUPPLEMENT

Paragraph 1.1 line 1 Not more than 10

line 1 Only 2 more than above

Paragraph 1.2 line 1 Not more than 7

line 5 Not more than 3

line 6 Not less than 30

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 3

renders them unfit to operate. Furthermore, they must not fly if they know that they

are in breach of this FTL scheme. Crew members not in the regular employ of the

company must provide details of their previous 28 day totals of flying hours/duty

periods to the company before undertaking a flying duty. 

5 Definitions 

5.1 'Cabin Crew' 

A person employed to facilitate the safety of passengers, whose duties are detailed

by the company or the aircraft commander. Such persons will not act as a member of

the flight crew. 

5.2 'Contactable' 

A short period of time, other than on a day off, unless mutually agreed, during which

the company requires a crew member to be contactable for the purpose of giving

notification of a duty period which will commence not less than ten hours ahead. The

contactable period will be between (*) and (*) local time. 

5.3 'Crew' 

A member of the flight crew or cabin crew. 

5.4 'Days Off'

Periods available for leisure and relaxation free from all duties. A single day off will

include two local nights. Consecutive days off will include a further local night for each

additional consecutive day off. A rest period may be included as part of a day off. 

5.5 'Duty' 

Any continuous period during which a crew member is required to carry out any task

associated with the business of the company. 

5.6 'Early Start Duty'

A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local

time.

5.7 'Flight Crew'

Those members of the crew of an aircraft who act as a pilot. 

5.8 'Flying Duty Period (FDP)' 

Any time during which a person operates in an aircraft as a member of its crew. It

starts when the crew member is required by an operator to report for a flight, and

finishes at on-chocks or engines off, at the end of the final sector. 

5.9 'Late Finish Duty' 

A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local

time. 

5.10 'Local Night'

A period of 8 hours falling between 2200 and 0800 hours local time. 

5.11 'Night Duty' 

A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours

local time.

‡

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 4

5.12 'Positioning' 

The practice of transferring crew from place to place as passengers in surface or air

transport at the behest of the company. 

5.13 'Regular' 

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a

run of 4 or 5 consecutive duties, not broken by a period of 34 hours free from such

duties, contained in a single 7 consecutive day period.

5.14 'Reporting Time' 

The time at which a crew member is required by the company to report for any duty. 

5.15 'Rest Period'

A period of time before starting a flying duty period which is designed to give crew

members adequate opportunity to rest before a flight. 

5.16 'Rostered/Planned Duty' 

A duty period, or series of duty periods, with stipulated start and finish times, notified

to crew in advance, by the company. 

5.17 'Rostering Period'

(*) consecutive weeks. 

5.18 'Scheduled Duty'

The allocation of a specific flight or flights or other duties to a crew member within

the pre-notified rostered/planned series of duty periods. 

5.19 'Sector' 

The time between an aircraft first moving under its own power until it next comes to

rest after landing, on the designated parking position. 

5.20 'Split Duty'

A flying duty period which consists of two or more sectors, separated by less than a

minimum rest period.

5.21 'Standby Duty'

A period during which the company places restraints on a crew member who would

otherwise be off duty. However, it shall not include any time during which a crew

member is contactable for the purpose of giving notification of a duty which is due to

start 10 hours or more ahead. 

5.22 'Suitable Accommodation'

A well furnished bedroom which is subject to minimum noise, is well ventilated, and

has the facility to control the levels of light and temperature. 

5.23 'Travelling' 

All time spent by a crew member transitting between the place of rest, and the place

of reporting for duty. 

5.24 'Week'

A period of 7 consecutive days starting at (*) local on a (*). 

‡

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 5

6 Calculation of a Flying Duty Period 

6.1 The maximum rostered FDP, in hours and fractions of hours, shall be in accordance

with paragraph 13. Rostering limits in the tables may be extended by split duty under

the terms of paragraph 14. On the day, the aircraft commander may at his discretion,

and after taking note of the circumstances of other members of the operating crew,

if carried, about their fitness, further extend the FDP actually worked as outlined in

paragraph 16. 

7 Additional Limits on Flying 

7.1 Late Finishes/Early Starts 

Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is

required to report early for duty on a number of consecutive days. Therefore, not

more than 3 consecutive duties that occur in any part of the period 0100 to 0659 hours

local time will be undertaken, nor may there be more than 4 such duties in any 7

consecutive days. Any run of consecutive duties (Late Finishes or Nights or Early

Starts) can only be broken by a period of not less than 34 consecutive hours free from

such duties. This 34 consecutive hours may include a duty that is not an Early, Late or

Night duty. 

7.1.1 However, crew members who are employed on a regular early morning duty for a

maximum of 5 consecutive duties will work to the following: 

a) The minimum rest period before the start of such a series of duties will be 24

hours.

b) The duty will not exceed 9 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties, crew members will have a minimum of 63

hours free of all duties. 

7.2 Should any duties be scheduled to be carried out in any part of the period between

0200 and 0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive

nights, then crew members must be free from all duties by 2100 hours local time

before covering the block of consecutive night duties, such that crew members can

take a rest period during a local night. 

NOTE: Operators may replace the above paragraph with one of the following choices, either

Options A and B OR Options B and C. The operator may roster crew members for

either 2 or 3 consecutive nights, but must ensure that the duty preceding this series

of duties finishes by 2359 hours local time (2 nights) or 2100 hours local time (3

nights) as appropriate.

If it is preferred to retain the present contents then attention must be paid to the

notes attached to the Options listed (below). These notes list the actions to be

followed in the event that duty is inadvertently extended beyond the cut-off times

(i.e. 2100 or 2359 hours).

Option A

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night. If the duty immediately prior to the 3 consecutive night

duties extends beyond 2100 hours local time and the individual crew member is

willing to continue with the planned roster, (i.e. 3 consecutive night duties) then

‡

‡

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 6

provided that duty preceding this series of duties finishes no later than 2359 hours

local time, the schedule may continue.

NOTES: 1 Under this Option, if the crew member chooses not to continue the planned

roster (after finishing duty between 2100 and 2359 hours local time) then only the

planned first and second night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

2 Under this Option, if the duty finishes after 2359 hours local time, then only the

first of the 3 consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option B - 2 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 2 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2359 hours local time before commencing

the block of 2 consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTE: Under this Option in the event of 2359 hours being exceeded, then only the first of

the 2 planned consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option C - 3 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTES: 1 Under this Option in the event of 2100 hours being exceeded, then only the first

of the 3 planned consecutive night duties that impinge on any part of the period

0200 to 0459 hours local time may be undertaken.

2 In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e. maximum

of 3 consecutive nights and 4 in 7 consecutive days).

7.2.1 However, crew members who are employed on a regular night duty for a maximum

of 5 consecutive nights will work to the following: 

a) The minimum rest period before the start of such a series of duties will be 24

hours.

b) The duty will not exceed 8 hours, irrespective of the sectors flown. 

c) At the finish of such a series of duties crew members will have a minimum of 54

hours free of all duties. 

7.2.1.1 Options For Night Operations

If an operator elects to roster up to 5 consecutive night duties, then the criteria laid

down in paragraph 7.2.1 must be complied with and must form part of the approved

FTL scheme. Operators are reminded that the normal days off requirements must be

met (i.e. the 54 hours off between two blocks of 5 nights is only 1 proper day off).

However, if operators find that this part of the Scheme is too restrictive then one of

the following options may be employed but, if used, must be fully complied with:

a) When crew are employed on duty for a total of 20 hours or less during 5

consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours

free from all duties will meet the "Days Off" requirements for each 28 consecutive

day period. Any positioning flights must be completed within the 20 hours duty.

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 7

b) When crew are employed on duty for a total of more than 20 hours but not more

than 40 hours during 5 consecutive night duties, the first 54 hours (between week

1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day period

that starts on the first night of the first duty, crew must be given a minimum of a

further 5 "Days Off" (average of a further 6 days). Any positioning flights must be

completed within the 40 hours duty. 

c) When crew are employed on duty which requires full use of 40 hours duty during

5 consecutive night duties plus a maximum of 3 hours positioning (pre- and posttotal) then:

i) allowable flying hours (month and year) will be reduced to the following:

1) a maximum of 75 hours in any 28 consecutive days with a maximum of 60

hours in 28 consecutive days averaged over three 28 day periods, and;

2) 600 hours in any 12 consecutive months.

ii) a minimum of 9 "Days Off” in any 28 consecutive days will be granted;

iii) any increase in duty over 40 hours during the block of 5 consecutive night duties

is to be added to the subsequent 54 hours rest period which may not be

reduced.

NOTE: Where crew do less than a 7 consecutive day period of such duties, then normal

Table A limits and the limits in paragraphs 7.2 and 7.3 apply.

7.2.1.2 General Rules

To be applied when an operator utilises a), b) or c) of paragraph 7.2.1.1.

a) The exercise of "Commander's Discretion" is limited to 1 hour per night with a total

of 2 hours allowed during any 5 consecutive night cycle. Any duty worked in

excess of 40 hours by use of "Commander's Discretion" must also be added to the

subsequent 54 hours rest which may not be reduced.

b) The absolute maximum duty permitted during a block of 5 consecutive night duties

is 45 hours (40 hours, plus 3 hours positioning, plus 2 hours "Commander's

Discretion", as per paragraphs 7.2.1.1 c) and 7.2.1.2 a) above).

c) Crew cannot be rostered for more than 8 hours per night, except when working to

paragraph 7.2.1.1 c) above.

d) Split duties and extension of FDP by in-flight rest are not permitted.

e) "Commander's Discretion" to reduce rest is not permitted.

NOTE: For 5 consecutive earlies, the same rule as in 7.2.1.2 a) above applies (i.e. maximum

1 hour discretion per day and a total of 2 hours in the 5 day cycle).

7.3 Interrupted Rest

If, prior to the start of an FDP, a crew member's rest period is interrupted for

operational reasons between 2300 and 0700 hours local time, the following shall

apply:

If the disturbance happens earlier than 1 hour before the planned departure from the

crew member's place of rest, the time elapsed between that disturbance and the

departure time from the place of rest minus 1 hour, is to count as part of the

subsequent FDP. 

NOTE: The phrase `operational reasons' applies to such actions as contacting the customer,

checking weather, liaison with ATC or any action pertaining to the planned flight. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 8

8 Mixed Duties 

8.1 When a crew member is required to report for duty in advance of the stipulated report

time for a scheduled flight, to carry out a task at the behest of the company, then the

time spent on that task shall be part of the subsequent FDP. 

8.2 Fixed Wing and Rotary Wing Flying

When both fixed wing and rotary wing flying is carried out the more restrictive flight

and duty time limitations apply. 

8.3 Mixed Single Pilot/Two Pilot Operations

In one duty period a pilot may fly as single flight crew up to the point where the total

duty hours reach the single flight crew FDP limit. During this time the pilot may fly

either in command or as a co-pilot on a two pilot aircraft. The pilot may then continue

beyond the single flight crew FDP limit in a two pilot operation up to the two flight

crew FDP maxima, but may only fly as a co-pilot. 

9 Travelling Time 

9.1 Travelling time, other than that spent on positioning, shall not be counted as duty. 

9.2 Travelling time, from home to departure aerodrome, if long distances are involved, is

a factor influencing any subsequent onset of fatigue. If the journey time from home

to normal departure airfield is usually in excess of (*) hours, crew members should

make arrangements for temporary accommodation nearer to base. 

9.3 When crew members are required to travel from their home to an aerodrome other

than the one from which they normally operate, any travelling time over and above

the time taken for the journey from home to the usual operating aerodrome shall be

classed as positioning. Such additional travelling time will be agreed between the

crew member and the company. 

10 Delayed Reporting Time in a Single FDP 

10.1 When a crew member is informed of a delay to the reporting time before leaving the

place of rest, the FDP shall be calculated as follows. When the delay is less than 4

hours the maximum FDP allowed will be based on the original report time and the

FDP will start at the actual report time. When the delay is 4 hours or more then the

more limiting time band associated with the planned and actual reporting time will be

used and the FDP will start 4 hours after the original report time.

10.2 When the company informs a crew member before leaving the place of rest of a delay

in reporting time of 10 hours or more ahead, and that crew member is not further

disturbed by the company until a mutually agreed time, then that period is classed as

a rest. If, upon the resumption of duty, further delays occur then the appropriate

criteria in this paragraph and paragraph 10.1 above will be applied to the re-arranged

reporting time. 

11 Positioning

11.1 All the time spent on positioning at the behest of the company will count as duty, but

positioning does not count as a sector when calculating the FDP. In these

circumstances the FDP commences at the time the crew member reports for the

‡

‡

‡

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CAP 371 The Avoidance of Fatigue In Aircrews

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positioning journey, or positions in accordance with sub-paragraph 9.3. The

subsequent rest period must account for the FDP plus positioning journey. 

11.2 If, after a positioning journey, the crew member spends less than a minimum rest

period at suitable accommodation provided by the company and then carries out an

FDP, the positioning will be counted as a sector if a split duty is claimed when

calculating the allowable FDP. If it is not, then a split duty FDP will not be used. 

12 Standby Duty 

12.1 The time of start, end and nature of the standby duty will be defined and notified to

crew members. The time a standby duty starts determines the allowable FDP, except

that when the actual FDP starts in a more limiting time band, then that FDP limit will

apply. 

12.2 When a crew member is on standby duty on immediate readiness at an airport, then

the allowable FDP is calculated using the start time of the standby duty. 

12.3 If a crew member is called out from standby, the standby duty will cease when the

crew member reports at the designated reporting point. 

12.4 The following limits apply: 

Case A 

If a crew member is called out from standby to conduct an FDP before completing 6

hours standby duty then the total duty period is the sum of the time spent on standby

and the FDP allowable from paragraph 13.

Case B

If a crew member is called out from standby to conduct an FDP after completing 6 or

more hours standby duty, then the total duty period is the sum of all the time spent

on standby and the allowable FDP from paragraph 13, reduced by the amount of

standby worked in excess of 6 hours. 

NOTE: The reference to ‘total duty period’ applies only to the sum of the standby time

achieved + the allowable FDP obtained from paragraph 13. On the day, for

cumulative duty totals and for minimum rest purposes, the total duty achieved will

be standby time achieved + FDP achieved + post flight duties + any positioning.

13 Maximum FDP 

13.1 Standard reporting times prior to flight will be (*) minutes. Pre-flight duties are part of

the FDP. A minimum of (*) minutes duty will be allowed for post-flight activities. The

time spent between reporting for a flight and the completion of post-flight tasks

determines the length of the subsequent rest period. If this "period" for post FDP

duties is routinely exceeded then the post FDP duty period stated in the scheme must

be revised to better represent the actual time taken.

13.2 A non-standard reporting time designed to take advantage of an increased FDP from

a more favourable time band, will not be used. 

Duty Maximum Duration

Standby Duty (all cases) (*) hours

Standby followed by an FDP As in Case A and B below

‡

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13.3 When any period of standby finishes, during which a call-out has not occurred, at least

12 hours rest must follow prior to the next duty period. Similarly, following the end of

a contactable period or periods, at least 10 hours must elapse prior to the next duty

period. 

14 Extension of Flying Duty Period by Split Duty 

14.1 When an FDP consists of two or more sectors - one of which can be a positioning

journey counted as a sector - but separated by less than a minimum rest period, then

the FDP may be extended by the amounts indicated below. 

The rest period shall not include the time allowed for immediate post flight and preflight duties, a minimum total of 30 minutes. When the rest period is 6 hours or less

it will suffice if a quiet and comfortable place, not open to the public, is available. Rest

may be taken in the aircraft on the ground only when the crew has adequate control

of the temperature and ventilation within the aircraft, and the passengers are not on

board. If the rest period is more than 6 consecutive hours, then suitable

accommodation will be provided.

Table A Two Flight Crew

Local time 

of start

Sectors

1234567 8 or 

more

0600-0659 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

0700-1259 14 131⁄4 121⁄2 113⁄4 11 101⁄2 10 91⁄2

1300-1759 13 121⁄4 111⁄2 103⁄4 10 91⁄2 9 9

1800-2159 12 111⁄4 101⁄2 93⁄4 9 9 9 9

2200-0559 11 101⁄4 91⁄2 99999

Table B Single Flight Crew

Local time 

of start

Sectors

Up to 4 5 6 7 8 or more

0600-0659 10 91⁄4 81⁄2 8 8

0700-1259 11 101⁄4 91⁄2 83⁄4 8

1300-1759 10 91⁄4 81⁄2 8 8

1800-2159 9 81⁄4 8 8 8

2200-0559 8 8 8 8 8

Consecutive Hours Rest Maximum Extension of the FDP

Less than 3 NIL

3 - 10 A period equal to half the consecutive 

hours rest taken

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15 Rest Periods 

15.1 The company will notify all crew members in good time of a flying duty period so that

sufficient and uninterrupted pre-flight rest can be obtained. When away from base the

company will provide the crew with the opportunity and the facilities for adequate preflight rest. The company will provide suitable accommodation. When flights are

carried out at such short notice that it is impracticable for the company to arrange

suitable accommodation, then this responsibility devolves to the aircraft commander. 

15.2 The minimum rest period which will be provided before undertaking a flying duty

period shall be:

a) at least as long as the preceding duty period, or

b) 12 hours

whichever is the greater.

15.2.1 When away from base, in the case when the rest period earned by a crew member

is 12 hours, and suitable accommodation is provided by the company, then that rest

period will be reduced by one hour. In such circumstances, if the travelling time

between the aerodrome and the accommodation is more than 30 minutes each way

then the rest period will be increased by the amount the total time spent travelling

exceeds one hour. In both situations the accommodation allocated to the crew

member must be available for occupation for a minimum of 10 hours. This subparagraph does not apply to rest periods that exceed 12 hours.

15.3 If a duty period, which includes any time spent on positioning, exceeds (*) hours, then

the ensuing rest period will include a local night. 

15.4 After being called out from a standby duty the length of the minimum rest period will

be determined by the length of standby duty, plus any time spent on positioning, and

any FDP completed. 

15.5 Crew members who are having difficulty in achieving adequate pre-flight rest must

inform the company, who will arrange for the individual to be given the opportunity to

consult an aviation medical specialist. 

16 Aircraft Commander's Discretion to Extend a Flying Duty Period 

16.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, if carried, extend an FDP beyond that

permitted in paragraph 13, provided he is satisfied that the flight can be made safely.

The extension shall be calculated according to what actually happens, not on what

was planned to happen. An extension of (*) hours is the maximum permitted, except

in cases of emergency (see Note). 

16.2 A commander may exercise his discretion to extend an FDP involving 2 or more

sectors up to a maximum of (*) hours prior to the first and subsequent sectors, but

this may be up to (*) hours prior to the start of a single sector flight, or immediately

prior to the last sector on a multi-sector flight. 

16.3 A commander may exercise discretion to extend an FDP following a reduced rest

period, only exceptionally, and then only to the extent necessary to allow for

unforeseen circumstances that become apparent during the last sector. 

NOTE: In respect of an extension of a flying duty period, an emergency is a situation which

in the judgement of the commander presents a serious risk to the health or safety

of crew and passengers, or endangers the lives of others. 

January 2004
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17 Aircraft Commander's Discretion to Reduce a Rest Period 

17.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, if carried, reduce a rest period, but only

insofar as the accommodation allocated to the crew member must be available for

occupation for a minimum of 10 hours. The exercise of such discretion, must be

considered exceptional and must not be used to reduce successive rest periods. If

the preceding FDP was extended, the rest period may be reduced, provided that the

subsequent allowable FDP is also reduced by the same amount. In no circumstances

may a commander exercise discretion to reduce a rest period below 10 hours at

accommodation. 

17.1.1 When away from base and where an individual crew member separates from the

crew, or the crew as a whole splits up, then any use of discretion to reduce rest

becomes a decision for an individual crew member. The decision to continue with the

next flight and the submission of an associated discretion report is the responsibility

of the relevant commander after the crew member, and operator if in a position to do

so, has informed the commander that a reduced rest period has been taken.

18 Reporting Exercise of Discretion 

18.1 Whenever a commander extends an FDP it shall be reported to (*) on a Discretion

Report Form, in the format of (*). If the extension is greater than 2 hours or discretion

is exercised after any reduced rest period, then the company will submit the

commander's written report, together with the company's comments, to the CAA,

within 14 days of the aircraft's return to base.

18.2 Whenever a commander reduces a rest period, it shall be reported to (*) on a

Discretion Report Form, in the format of (*). If the reduction is more than 1 hour, then

the company will submit the commander's written report together with the

comments by the company, to the CAA, within 14 days of the aircraft's return to base. 

19 Days Off

19.1 Wherever possible, and if required by the crew member, days off will be taken in the

home environment. 

19.2 A single day off will include 2 local nights, and will last at least 34 hours. 

19.3 A planned rest period may be included as part of a day off. 

19.4 Crew members will: 

a) not be on duty more than (*) consecutive days between days off, and

b) have (*) consecutive days off in any consecutive 14 days following the previous 2

consecutive days off, and 

c) have a minimum of (*) days off in any consecutive 4 weeks, and 

d) have an average of at least (*) days off in each consecutive 4 week period,

averaged over 3 such periods. 

20 Absolute Limits on Flying Hours 

20.1 A person shall not act as a member of the flight crew of an aircraft if at the beginning

of the flight the aggregate of all previous flight times: 

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a) during the period of 28 consecutive days expiring at the end of the day on which

the flight begins exceeds 100 hours. (This means that on the 28th day a flight crew

member may depart on a single sector flight, and may complete that sector, even

though at the end of the flight the total flying hours completed in 28 days will

exceed 100 hours. Consequently, the flight crew member cannot then continue to

operate as a flight crew member on any subsequent sectors during that day); or 

b) during the period of 12 months, expiring at the end of the previous month exceeds

900 hours. 

21 Cumulative Duty Hours

21.1 The maximum duty hours for flight crew, shall not exceed:

55 hours in any 7 consecutive days

95 hours in any 14 consecutive days

and 190 hours in any 28 consecutive days.

When a crew member is not rostered for either standby or flying duties for 28 or more

consecutive days then any duty hours worked are not added to cumulative totals.

However, when a crew member is anticipated to return to either standby or flying

duties then the duty hours worked in the 28 days preceding that duty must be

recorded. Those hours worked will be used to ensure that the crew member complies

with the requirements of this scheme. 

21.2 Calculation of Cumulative Duty Hours 

a) To count in full: 

i) Duty periods and flying duty periods, plus subsequent post-flight duties 

ii) All standby duty, except that specified in b) i) and ii) below 

iii) The time spent on positioning. 

b) To count as half the time on duty: 

i) The standby duty, when the period of notice given to the crew member before

reporting for duty is (*) hours. 

ii) The standby duty when undertaken at home, or in suitable accommodation

provided by the company, takes place during the period 2200 to 0800 hours

local time, and the crew member can take undisturbed rest and is not called out

for duty. 

22 Rules Relating To Cabin Crew 

22.1 These requirements are applicable to all cabin crew employed as crew members. 

22.2 The limitations which shall be applied to cabin crew are those applicable to flight crew

members contained in paragraphs 6 to 21, but with the following differences:

a) A flying duty period will be 1 hour longer than that permitted for flight crew. The

FDP for cabin crew will be based on the time at which the flight crew report for

their flying duty period, but that FDP will start at the report time of the cabin crew. 

b) For cabin crew the minimum rest period which will be provided before undertaking

a flying duty period shall be:

i) at least as long as the preceding duty period less 1 hour; or

ii) 11 hours;

whichever is the greater. 

‡

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CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 14

c) The sum of the time spent on any standby, and any time on positioning plus

subsequent FDP will be 1 hour longer than that permitted to flight crew. 

d) The maximum duty hours for cabin crew will not exceed: 

60 hours in any 7 consecutive days 

105 hours in any 14 consecutive days 

210 hours in any 28 consecutive days 

e) The annual and 28 day absolute limits on flying hours appertaining to flight crew do

not apply. 

23 Records to be Maintained 

23.1 Records for the duty and rest periods of all flying staff must be kept. These records

will include: 

For each crew member: 

The beginning, end and duration of each duty or flying duty period, and function

performed during that period. Duration of each rest period prior to a flying duty or

standby duty period. Dates of days off. 7 consecutive day totals of duty. 

For each flight crew member:

Daily and 7 consecutive day flying hours 

Records shall be preserved for at least 12 calendar months from the date of the last

relevant entry. 

23.2 Additionally, aircraft commander's discretion reports of extended flying duty periods

and reduced rest periods will be retained for a period of at least six months after the

event. 

24 Pleasure Flying/Air Ambulance Work 

24.1 As the company's business includes pleasure flying and air ambulance work in

addition to air taxi/sole use charter work two supplements to the main body of the

scheme are contained in the pages following. The conditions applying to each addition

are stated and must be followed by crew in the employ of the company. 

24.2 On those occasions when a crew member is employed in the same duty period on

flights to which the limits in the main body of this scheme and the pleasure flying

addition apply, then the hours flown and the duty period worked will be the more

restrictive of the two. 

24.3 Commercial Pleasure Flying

When an aircraft takes-off from and lands at the same aerodrome without making an

intermediate landing, but does not account for any positioning flight to or from that

aerodrome.

24.4 Air Ambulance

When the sole reason for the flight is to carry an ill or injured person to a recognised

medical facility, or the carriage of a human organ necessary for a transplant operation.

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 15

Pleasure Flying Supplement

1 The following will apply whenever the pilot is solely engaged in Commercial Pleasure

flying duties in a single FDP. 

1.1 Flying Duty Period 

A single FDP will not exceed (*) hours, except that this may be extended to (*) hours

for the sole purpose of positioning the aircraft from/to the operator's base. 

1.2 Flying Hours

A pilot will not spend more than (*) hours at the controls in any one flying duty period.

When positioning the pilot may spend an additional 2 hours at the controls for the sole

purpose of positioning the aircraft. 

The maximum period which a pilot may spend continuously at the controls without a

break is (*) hours. 

During the FDP the pilot shall have breaks of (*) minutes duration according to the

following table: 

1.3 Rest Period 

At the completion of an FDP solely concerned with commercial pleasure flying, and if

applicable the return of the aircraft to the operator's base, the flight crew will have

a rest period of at least 12 hours.

FDP up to 3 hours Breaks totalling at least 30 minutes

FDP up to 6 hours Breaks totalling at least 1 hour

FDP between 6 and 8 hours Breaks totalling at least 11⁄2 hours

FDP over 8 hours Breaks totalling at least 2 hours

‡

January 2004
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Section C Annex B Page 16

Air Ambulance Supplement - Fixed Wing

1 Dedicated Air Ambulance

When carrying out an Air Ambulance flight, the allowable FDP extracted from

paragraph (* insert as appropriate) in the company's approved FTL scheme may be

increased by up to a maximum of 4 hours, subject to all the following conditions being

met: 

a) Where an FDP is extended under the terms of this provision, a qualified medical

attendant must accompany the flight. 

b) The only passengers that may be carried in addition to the patient and medical

attendants are the immediate family or next of kin. One close friend only may be

carried in lieu of any immediate family or next of kin. 

c) The crew must have had the full entitlement of rest relating to the preceding duty

prior to starting an air ambulance flying duty. 

d) Single Pilot Crew

If, exceptionally, the FDP is scheduled to be extended beyond the maximum of the

4 hours permitted by this supplement then an additional qualified commander

must be carried as a relief pilot at least until the aircraft reaches the site where the

patient or organ is disembarked. Commander's discretion cannot be used to

extend the FDP after the patient or organ has been disembarked. A discretion

report must be submitted to the CAA.

e) Two Pilot Crew

The use of Commander's discretion to further extend the FDP, beyond the extra 4

hours permitted, may be exercised only to offload/deliver the patient or organ to

the destination. Such discretion cannot be used after the patient or organ has been

offloaded. A discretion report must be submitted to the CAA.

f) Following an Air Ambulance FDP the appropriate full rest period must be taken.

g) At least 48 hours must elapse between the end of one extended Air Ambulance

FDP and the start of another Air Ambulance FDP. In one Air Ambulance operation

involving two or more extended FDP duties (the first of which is positioning to uplift

a patient or organ) the necessity for the 48 hours rest may be deferred until return

to base. In this case the Commander may reduce the rest following the first FDP

by up to 3 hours or to 10 hours in suitable accommodation, whichever is the

greater.

h) A pilot can only fly 3 air ambulance extended FDPs in any 28 consecutive days.

(This ruling shall only apply where extensions exceed 11⁄2 hours). 

i) The relevant duty records must show where an FDP was conducted in accordance

with this supplement. 

j) The use of split duty to extend the FDP is not permitted.

2 Combined Public Transport/Air Ambulance

On the day, if an operator wishes to use an aircraft and crew for a combination of

Public Transport and Air Ambulance work then the FDP specified must be that

obtained from paragraph (* insert as appropriate). Extension of the allowable FDP by

the use of split duty and Commander's discretion, as stated in paragraphs 14 and 16

of the main scheme, is allowed. The extension permitted for dedicated air ambulance

(in paragraph 1 above), does not apply in this case.

‡

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Section C Annex B Page 17

3 Air Ambulance - Heavy Crew

3.1 Heavy Crew Additional Requirements

A further 2 hours may be added to the 4 already allowable subject to the following

additional conditions being met:

a) A third Captain qualified crew member must be on board.

b) A stretcher or comfortable reclining seat must be available for the resting crew

member.

c) Maximum duty will be 18 hours or as per Table A plus 6 hours whichever is the

lesser.

d) The air ambulance operation will terminate when the patient or organ has been offloaded and full rest entitlement must be taken at that point.

e) An additional 'day off' (minimum 34 hours which includes 2 local nights) must be

taken on completion of the full rest entitlement.

f) All 'heavy crew' duty days carried out must be notified to the CAA.

3.2 Revised Cumulative Duty Hours Limitations

a) Only 2 'heavy crew' duty days will be permitted in any 28 consecutive days.

b) In any 28 day period containing a 'heavy crew' duty day:

i) A minimum of 10 days off will be achieved.

ii) Maximum duty hours must not exceed 160 hours.

iii) Maximum flying hours shall be limited to 75 hours.

iv) A maximum of 60 hours flying averaged over 3 such 28 consecutive day

periods.

v) If one or more such periods contain 'heavy crew' duty days then the allowable

flying hours for the 12 month period must be reduced to 700 hours.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 18

Appendix *

Commander's Discretion Report

NOTE: If discretion exercised for part crew or individuals state name and operating

capacity below. 

Commander*/First Officer*/Cabin Attendant* (Delete as necessary) 

Part A - Extension of Flying Duty Period/Flying Hours 

Operator Aircraft Type

Flight Number Commander

Date

Voyage Details

Schedule (Planned) Actual

Place UTC Local UTC Local

Duty to start Duty started

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

FDP to end FDP ended

Scheduled FDP Actual FDP Hrs Mins

Split duty: Actual Time Off .......... On .......... Credit FDP Hrs Mins

Max. Allowable FDP Hrs Mins

Amount of Commander's Discretion Exercised FDP Hrs Mins

Maximum Flying Hours Permitted ........ in 28 days/1 year period. Hours Flown .........

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Part B - Reduction of Rest

NOTE: All times to be recorded as date/time six-figure groups, expressed in both UTC

and Local Time. 

Part C - Commander's Report

Operator's Remarks/Action Taken

Last duty started UTC/Local ............................................

Last duty ended UTC/Local ............................................

Rest earned (Hours)

Calculated earliest next available UTC/Local ............................................

Actual start of next FDP UTC/Local ............................................

Rest period reduced by .............................................................

Commander’s Signature ................................ Date .....................................................

Signed. .................................................

Date .....................................................

Signed. .................................................

Date ......................................................

Forwarded to CAA

Filed

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex B Page 20

Appendix *

Flying and Duty Record Form 

Month ....................................................... Name ........................................................

Date Time 

On

Time 

Off

Duty 

Hours

Flying 

Hours

Sectors

/Duty

Split 

Duty Rest

7 Day 

Totals

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Section C Annex C Page 1

Annex C Pleasure Flying and Aerial Photography

Introduction

This Annex presents a simple Flight Time Limitation scheme, designed for use by a company

holding an AOC which only permits the use of single engined aircraft for the purpose of public

transport. In practice, this involves pleasure flying and aerial photography. When an operator

carries out both air taxi/sole use charter flight and pleasure flights this Annex is inapplicable,

and the pleasure flying supplement attached to the air taxi/sole use charter scheme should be

used. 

For the purposes of this document pleasure flying and aerial photography is being conducted

when the aircraft takes-off from and lands at the same aerodrome, but does not take into

account any positioning flight to or from that aerodrome. 

An operator has the flexibility to include figures in the spaces marked (*), for the type of

operation being conducted, but the maxima and minima acceptable to the CAA are set out in

the Key following. 

Key

Definition 5.6 Insert four figure group and day of week

Paragraph 6.1 line 1 Not more than 10

line 2 Only 2 more than above

Paragraph 6.2 line 1 Not more than 7

Paragraph 6.3 Not more than 3

Paragraph 6.6 line 7 Not less than 7

line 10 Not less than 8

Paragraph 7.1 line 1 Not more than 190

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Flight and Duty Time Limitations Scheme

1 Purpose

The purpose of this scheme is to interpret the requirements of the relevant articles of

the Air Navigation Order and CAP 371, Fourth Edition, as they apply to the regulation

of flight times and the avoidance of fatigue in crew members. 

2 Aim 

The aim of this document is to express the intent behind the published relevant

documents, thereby taking all reasonable precautions to ensure that crew members

are adequately rested at the beginning of each flying duty period. To meet this aim,

due note will be taken of length of duty cycles, periods of time off and cumulative duty

hours. 

3 Applicability 

The scheme shall apply in relation to any duty carried out by a pilot at the behest of

the company. 

4 Responsibilities 

4.1 The Company 

The company will apply the content of this scheme in the scheduling of flights, and

the allocation of rest periods. Due to the nature of the company's business the

publication of a weekly or monthly roster is not a practical proposition, but the

company will endeavour to provide a specific day/days off on request. The company

will be satisfied that crew members employed on an irregular basis are not in breach

of this FTL scheme before offering a flying duty. 

4.2 Crew Members 

Responsibility for the proper control of flight and duty time cannot rest wholly with

the company. Crew members have a responsibility to make optimum use of the

opportunities and facilities for rest provided. They are also responsible for planning

and using their rest periods properly in order to minimise incurring fatigue. Crew

members should not act as operating crew if they know, or suspect, that their

physical or mental condition renders them unfit to operate, or if they know they will

infringe the company's FTL scheme. Crew members not in the regular employ of the

company must provide details of their previous 28 day totals of flying hours/duty

periods to the company before undertaking a flying duty. 

5 Definitions 

5.1 'Days Off' 

Periods available for leisure and relaxation free from all duties. A single day off shall

include two local nights. Consecutive days off shall include a further local night for

each additional consecutive day off. A rest period may be included as part of a day off. 

January 2004
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5.2 'Duty' 

Any continuous period during which a crew member is required to carry out any task

associated with the business of the company. 

5.3 'Flying Duty Period (FDP)' 

Any time during which a person operates in an aircraft as a member of its crew. It

starts when the crew member is required by the company to report for a flight,

normally 30 minutes prior to planned take-off time, and finishes at on-chocks on the

last flight of the day. 

5.4 'Local Night' 

A period of 8 hours falling between 2200 and 0800 hours local time. 

5.5 'Rest Period' 

A period of time before starting a flying duty period which is designed to give crew

members adequate opportunity to rest before a flight. 

5.6 'Week' 

A period of 7 consecutive days starting at (*) local on a (*). 

6 Limitations 

6.1 A single FDP shall not exceed (*) hours, except that this may be extended to a

maximum of (*) hours for the sole purpose of positioning the aircraft from/to the

operator's base. 

6.2 A pilot shall not spend more than (*) hours at the controls in any one flying duty period.

When positioning the aircraft, the pilot may spend up to an additional 2 hours at the

controls for the sole purpose of completing this task. 

6.3 A pilot shall not be at the controls continuously for more than (*) hours. 

6.4 During an FDP a pilot shall have breaks of not less than 30 minutes duration,

according to the following scale: 

6.5 Rest Periods 

The minimum rest period before undertaking a flying duty shall be at least 12 hours. 

6.6 Days Off 

The company will, wherever possible, give 7 days notice of a day off. When this is not

possible a pilot will be given the opportunity to request a particular day/days off. The

company will comply with this request, wherever possible. Having been allocated a

day off a subsequent duty required by the company for that day will only be worked

with the agreement of the individual concerned. 

Usually, a pilot will not be rostered to fly more than 7 consecutive days, between days

off, and will have a minimum of (*) days off in any 4 consecutive weeks. If, for any

FDP up to 3 hours Breaks totalling at least 30 minutes

FDP up to 6 hours Breaks totalling at least 1 hour 

FDP between 6 and 8 hours Breaks totalling at least 11⁄2 hours

FDP over 8 hours Breaks totalling at least 2 hours

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

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reason, a pilot is requested to work for 8 or 9 consecutive days then 4 consecutive

days off will follow. 

A pilot shall have an average of at least (*) days off in each consecutive 4 week period,

averaged over 3 such periods. 

7 Cumulative Duty and Flying Hours

7.1 Maximum Cumulative Duty Hours 

A pilot may be on duty for a maximum of (*) hours in any 28 consecutive days. All

types of duty shall be counted in full. 

7.2 Maximum Monthly Flying Hours 

A pilot will not fly more than 100 hours in any 28 consecutive days. 

7.3 Maximum Annual Flying Hours 

A person shall not act as a flight crew member if the aggregate of flight times, in the

period of 12 months expiring at the end of the previous month, exceeds 900 hours. 

8 Records to be Maintained 

8.1 The company will maintain records showing the duty and rest periods of all flying

staff, both permanent and temporary, on the form overleaf. These records shall

include: 

For each pilot - 

Start, finish and duration of each duty and flying duty period, and function

performed during the duty, and

Duration of each rest period prior to a flying duty 

Dates of days off 

Weekly totals of duty 

Daily and 7 consecutive day flying hours. 

Records shall be preserved for at least 12 calendar months from the date of the last

relevant entry. 

January 2004
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Appendix *

Flying and Duty Record Form 

Month ....................................................... Name ........................................................

Date Time 

On

Time 

Off

Duty 

Hours

Flying 

Hours

Sectors/

Duty

Split Duty 

Rest

7 Day 

Totals

January 2004
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Annex D Helicopters

Introduction 

The content of this Annex is designed for use by those companies holding an AOC which

operate helicopters only. Those organisations that have a fleet of fixed and rotary wing aircraft

and are using this Section to assist in the compilation of an FTL scheme should refer to

Annex B. 

The scheme has been compiled on the assumption that: 

a) Operations are confined within an area where local time varies by not more than one

hour. 

b) Use of in-flight relief to obtain an extension to the allowable FDP is not exercised. 

The main body of the scheme is complemented by additions that allow for commercial

pleasure flying and air ambulance work. In the context of this Annex the following applies: 

• Commercial Pleasure Flying 

When the helicopter takes-off from and lands at the same aerodrome or approved

pleasure flying site, without making an intermediate landing, but does not take into

account any positioning flight to or from that aerodrome or pleasure flying site. 

• Air Ambulance 

When the sole reason for the flight is to carry an ill or injured person to a recognised

medical facility, or the carriage of a human organ necessary for the conduct of a

transplant operation. 

It is accepted that a few operators have helicopters based on oil rigs and provide

emergency cover. The application of limits placed on allowable FDPs in such

circumstances is detailed and complex, and not of interest to the wider audience.

Therefore, although what is understood by these terms is detailed below, the

construction of such schemes will be arranged between the operator and the CAA. 

• Offshore Based and Remote Site Operations 

Those operations in support of the oil/gas industry, where the helicopter and crew are

based on a rig or at a remote operating site. 

• Emergency Flight 

A flight undertaken for the sole purpose of assisting in the resolution of an emergency,

which is, or under slightly different circumstances could be, a threat to human life. 

It is recognised that all the paragraphs contained within the scheme are not applicable to the

operations of all companies: such paragraphs annotated with a `‡' symbol can be omitted,

where appropriate. However if omitted, it is implicit that the operator will not use the

provisions of that particular paragraph. Furthermore, operators are given the opportunity to

insert their own values where the symbol (*) appears. The figures added must not exceed

those quoted in the following key. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

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Key

Definition 5.2 Times inserted, which must not cover more than 21⁄2 hours

Definition 5.17 As required by the operator

Definition 5.24 Insert four figure UTC or local time and day

Paragraph 9.2 line 4 Not more than 11⁄2

Paragraph 13.1 line 1 Not less than 30 or 45 minutes as appropriate

Not less than 15

Paragraph 14.2 line 2 Not less than 30

Paragraph 15.2 line 1 Not less than 30

Paragraph 19.1/2 Add nominated person, add relevant letter, as appropriate

Paragraph 22.3 b) i) line 2 Not less than 3 times the value given in Paragraph 13.1 line 1 

12 May 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 3

Flight and Duty Time Limitations Scheme 

1 Purpose 

The purpose of this scheme is to interpret the requirements of the relevant articles of

the Air Navigation Order and CAP 371, Fourth Edition, as they apply to the regulation

of flight times and the avoidance of fatigue in crew members. 

2 Aim 

The aim of this document is to express the intent behind the published, relevant

documents, thereby taking all reasonable precautions to ensure that crew members

are adequately rested at the beginning of each flying duty period. To meet this aim,

due note will be taken of length of duty cycles, periods of time off and cumulative duty

hours. 

3 Applicability 

The scheme shall apply in relation to any duty carried out at the behest of the

company by both flight crew and cabin crew. The scheme shall apply to all cabin crew

carried as crew members. 

4 Responsibilities 

4.1 The Company 

The company will publish rosters in advance so that operating crew can plan adequate

pre-flight rest. Crew members will normally be given at least 7 days notice of days off. 

Before the start of the new roster year, the start and finish dates of each roster period,

plus the expected publication date, will be issued to crew members. 

The company will be satisfied that crew members employed on an irregular basis are

not in breach of this FTL scheme before offering a flying duty to the individual. 

4.2 Crew Members 

Responsibility for the proper control of flight and duty time does not rest wholly with

the company. Crew members have the responsibility to make optimum use of the

opportunities and facilities for rest provided. They are also responsible for planning

and using their rest periods properly. The ANO places a further responsibility on crew

members. Simply put, crew members shall not act as operating crew if they know, or

suspect, that their physical or mental condition renders them unfit to operate.

Furthermore, they must not fly if they know that they are or are likely to be in breach

of this scheme. 

Crew members not in the regular employ of the company must provide details of their

previous 28 day totals of duty periods/flying hours before undertaking a flying duty on

behalf of the company. 

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

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5 Definitions 

Unless otherwise defined below all words, phrases, definitions and abbreviations,

have identical meanings to those described in Article 129 of the Air Navigation Order

2000, as amended. 

5.1 'Cabin Crew' 

A person employed to facilitate the safety of passengers, whose duties are detailed

by the company or the aircraft commander. Such persons will not act as a member of

the flight crew. 

5.2 'Contactable' 

A short period of time other than on a day off, unless mutually agreed, during which

the company requires a crew member to be contactable for the purpose of giving

notification of a duty period which will commence not less than ten hours ahead. The

contactable period will be between (*) and (*) local time. 

5.3 'Crew' 

A member of the flight crew or cabin crew. 

5.4 'Days Off' 

Periods available for leisure and relaxation free from all duties. A single day off shall

include 2 local nights. Consecutive days off shall include a further local night for each

additional consecutive day off. A rest period may be included as part of a day off. 

5.5 'Duty' 

Any continuous period during which a crew member is required to carry out any task

associated with the business of the company. 

5.6 'Early Start Duty' 

A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local

time.

5.7 'Flight Crew' 

Those members of the crew of an aircraft who act as a pilot. 

5.8 'Flying Duty Period (FDP)' 

Any time during which a person operates in a helicopter as a member of its crew. It

starts when the crew member is required by the company to report for a flight, and

finishes at rotors stopped on the final sector. 

5.9 'Late Finish Duty' 

A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local

time. 

5.10 'Local Night' 

A period of 8 hours falling between 2200 hours and 0800 hours local time. 

5.11 'Night Duty'

A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours

local time.

5.12 'Positioning' 

The practice of transferring crew from place to place as passengers in surface or air

transport at the behest of the company. 

January 2004
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5.13 'Regular' 

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a

run of 4 or 5 consecutive duties, not broken by a period of 34 hours free from such

duties, contained in a single 7 consecutive day period.

5.14 'Reporting Time' 

The time at which a crew member is required by the company to report for any duty. 

5.15 'Rest Period' 

A period of time before starting a flying duty period which is designed to give crew

members adequate opportunity to rest before a flight. 

5.16 'Rostered/Planned Duty' 

A duty period, or series of duty periods, with stipulated start and finish times, notified

by the company to crew in advance. 

5.17 'Rostering Period' 

(*) consecutive weeks. 

5.18 'Scheduled Duty' 

The allocation of a specific flight or flights or other duties to a crew member within

the pre-notified rostered/planned series of duty periods. 

5.19 'Sector' 

The time between a helicopter first moving under its own power until it next comes

to rest after landing, on the designated parking position. 

5.20 'Split Duty' 

A flying duty period which consists of two or more sectors, separated by less than a

minimum rest period. 

5.21 'Standby Duty' 

A period during which the company places restraints on a crew member who would

otherwise be off duty. However, it shall not include any time during which the crew

member is contactable for the purpose of giving notification of a duty which is due to

start 10 hours or more ahead. 

5.22 'Suitable Accommodation' 

A well furnished bedroom which is subject to minimum noise, is well ventilated, and

has the facility to control the levels of light and temperature. 

5.23 'Travelling' 

All time spent by a crew member transitting between the place of rest, and the place

of reporting for duty. 

5.24 'Week' 

A period of 7 consecutive days starting at (*) on (*). 

6 Calculation of a Flying Duty Period 

6.1 The maximum FDP shall be in accordance with paragraph 13. The times extracted

from the table may be extended by use of split duty and commander's discretion,

under the terms of paragraphs 15 and 17. 

January 2004
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7 Additional Limits on Flying 

7.1 Late Finishes/Early Starts 

Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is

required to report early for duty, or finishes a duty late, on a number of consecutive

days. Therefore, not more than 3 consecutive duties that occur in any part of the

period 0100 to 0659 hours local time can be undertaken, nor may there be more than

4 such duties in any 7 consecutive days. Any run of consecutive duties (Late Finishes

or Nights or Early Starts) can only be broken by a period of not less than 34

consecutive hours free from such duties. This 34 consecutive hours may include a

duty that is not an Early, Late or Night duty.

7.2 Should any duties be scheduled to be carried out in any part of the period 0200 and

0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights,

then crew members will be free from all duties by 2100 hours local time before

covering the block of consecutive night duties, such that the crew members can take

a rest period during a local night. 

NOTE: Operators may replace the above paragraph with one of the following choices, either

Options A and B OR Options B and C. The operator may roster crew members for

either 2 or 3 consecutive nights, but must ensure that the duty preceding this series

of duties finishes by 2359 hours local time (2 nights) or 2100 hours local time (3

nights) as appropriate.

If it is preferred to retain the present contents then attention must be paid to the

notes attached to the Options listed (below). These notes list the actions to be

followed in the event that duty is inadvertently extended beyond the cut-off times

(i.e. 2100 or 2359 hours).

Option A

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night. If the duty immediately prior to the 3 consecutive night

duties extends beyond 2100 hours local time and the individual crew member is

willing to continue with the planned roster, (i.e. 3 consecutive night duties) then

provided that duty preceding this series of duties finishes no later than 2359 hours

local time, the schedule may continue.

NOTES: 1 Under this Option, if the crew member chooses not to continue the planned

roster (after finishing duty between 2100 and 2359 hours local time) then only the

planned first and second night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

2 Under this Option, if the duty finishes after 2359 hours local time, then only the

first of the 3 consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

Option B - 2 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 2 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2359 hours local time before commencing

the block of 2 consecutive night duties, such that the crew members can take a rest

period during a local night.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

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NOTE: Under this Option in the event of 2359 hours local time being exceeded, then only

the first of the 2 planned consecutive night duties that impinge on any part of the

period 0200 to 0459 hours local time may be undertaken.

Option C - 3 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200

and 0459 hours local time, for 3 consecutive nights, then crew members will finish

the duty preceding this series of duties by 2100 hours local time before commencing

the block of consecutive night duties, such that the crew members can take a rest

period during a local night.

NOTES: 1 Under this Option in the event of 2100 hours local time being exceeded, then only

the first of the 3 planned consecutive night duties that impinge on any part of the

period 0200 to 0459 hours local time may be undertaken.

2 In all cases the limits in paragraph 7.2 or 7.3 must not be exceeded (i.e. maximum

of 3 consecutive nights and 4 in 7 consecutive days).

7.3 Interrupted Rest 

If, prior to the start of an FDP, a crew member's rest period is interrupted for

operational reasons between 2300 and 0700 hours local time, the following shall

apply: 

If the disturbance happens earlier than 1 hour before the planned departure from

the crew member's place of rest, the time elapsed between that disturbance and

the departure time from the place of rest minus 1 hour, is to count as part of the

subsequent FDP. 

NOTE: The phrase `operational reasons' applies to such actions as contacting/being

contacted by the customer, checking weather, liaison with ATC or any action

pertaining to the planned flight. 

8 Mixed Duties 

8.1 When a crew member is required to report for duty in advance of the stipulated report

time for a scheduled flight, to carry out a task at the behest of the company, then the

time spent on that task shall be part of the subsequent FDP. 

8.2 Mixed Simulator and Aircraft Flying 

When a flight crew member flies in the simulator, either on a check or training flight,

or as a Training Captain or Instructor, and then within the same duty period flies as a

flight crew member on a public transport flight, all the time spent in the simulator is

counted in full towards the subsequent FDP and daily flying hour maxima. The FDP

allowable is calculated from the report time of the simulator detail. 

8.3 Mixed Single Pilot/Two Pilot Operations 

In one duty period a pilot may fly as single flight crew up to the point where the total

flying and duty hours reach the single flight crew FDP limit. During this time the pilot

may fly either in command, or as a co-pilot on a two flight crew helicopter. The pilot

may then continue beyond the single flight crew FDP limit in a two flight crew

operation up to the two flight crew FDP and flying hour maxima, but may only fly as

a co-pilot. 

9 Travelling Time 

9.1 Travelling time, other than that time spent on positioning, does not count as duty. 

‡

‡

January 2004
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9.2 Travelling time, from home to departure aerodrome, if long distances are involved, is

a factor influencing any subsequent onset of fatigue. If the journey time from home

to normal departure airfield is usually in excess of (*) hours, crew members should

make arrangements for temporary accommodation nearer to base. 

9.3 When crew members are required to travel from their home to an aerodrome other

than the one from which they normally operate, any travelling time over and above

the journey time from home to the usual operating aerodrome shall be classed as

positioning. For the purposes of this sub-paragraph the additional travelling times to

the following airfields are: 

10 Delayed Reporting Time in a Single FDP

10.1 When a crew member is informed of a delay to the reporting time due to a changed

schedule, before leaving the place of rest, the FDP shall be calculated as follows.

When the delay is less than 4 hours, the maximum FDP allowed will be based on the

original report time and the FDP will start at the actual report time. When the delay is

4 hours or more, the maximum FDP allowed will be based on the more limiting time

band of the planned report time and the actual report time and the FDP will start 4

hours after the original report time. 

10.2 When the company informs a crew member before leaving the place of rest of a delay

in reporting time of 10 hours or more ahead, and that crew member is not further

disturbed by the company until a mutually agreed time, then that period is classed as

a rest. If, upon the resumption of duty, further delays occur then the appropriate

criteria in this paragraph and paragraph 10.1 above will be applied to the re-arranged

reporting time. 

11 Positioning 

11.1 Time spent on positioning, at the behest of the company, before carrying out an FDP,

will count as duty. The FDP commences not later than the time at which the crew

member reports for the positioning journey, or positions in accordance with subparagraph 9.3.

11.2 Positioning after completion of an FDP is counted as duty, and the subsequent rest

period must account for the FDP plus the positioning journey. 

11.3 If, after a positioning journey, the crew member spends less than a minimum rest

period at suitable accommodation provided by the company, and then carries out an

FDP, the positioning will be counted as a sector if the allowable FDP is being

extended by use of a split duty. 

12 Standby Duty 

12.1 The time of start, end and nature of the standby duty will be defined and notified to

crew members. The time a standby duty starts determines the allowable FDP, except

that when the actual FDP starts in a more limiting time band, then that FDP limit will

apply. However, when standby is undertaken at home, or in suitable accommodation

provided by the company, during the period 2200 to 0800 hours local time and a crew

Peterhead mins

Aberdeen mins

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

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member is given 2 hours or less notice of a report time, the allowable FDP starts at

the report time for the designated reporting place. 

12.2 When a crew member is on standby duty on immediate readiness at the airport or

helicopter operating site, then the allowable FDP is calculated using the start time of

the standby duty. 

12.3 If a crew member is called out from standby, the standby duty will cease at the

notified start time of the FDP, that is to say when the crew member reports at the

designated reporting point. 

12.3.1 The following limits apply:

Case A 

If a crew member is called out from standby to conduct an FDP before completing 6

hours standby duty then the total duty period allowed is the sum of the time spent on

standby and the FDP from paragraph 13. 

Case B 

If a crew member is called out from standby to conduct an FDP after completing 6 or

more hours standby duty, then the total duty period allowed is the sum of all the time

spent on standby and the FDP, reduced by the amount of standby worked in excess

of 6 hours. 

NOTES: 1 The method of adding time spent on standby to cumulative totals is defined in

paragraph 22.3. 

2 The reference to ‘total duty period’ applies only to the sum of the standby time

achieved + the allowable FDP obtained from paragraph 13. On the day, for

cumulative duty totals and for minimum rest purposes, the total duty achieved will

be standby time achieved + FDP achieved + post flight duties + any positioning.

12.4 When any period of standby finishes, during which a call-out has not occurred, at least

12 hours rest must follow prior to the next duty period. Similarly, following the end of

a contactable period or periods, at least 10 hours must elapse prior to the next duty

period.

13 Maximum FDP - Helicopters 

13.1 The standard reporting time prior to flight is (*). Pre-flight duties are part of the FDP;

(*) minutes duty must be allowed for post-flight activities. The time spent between

reporting for a flight and the completion of post-flight tasks determines the length of

the subsequent rest period. If this "period" for post FDP duties is routinely exceeded

then the post FDP duty period stated in the scheme must be revised to better

represent the actual time taken.

13.2 A non-standard reporting time designed to take advantage of an increased FDP from

a more favourable time band, must not be used.

Duty Maximum Duration

Standby Duty (all cases) 12 hours

Standby followed by an FDP As in Case A and B below

January 2004
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13.4 Report times must not be reduced in order for crew members to achieve their

required rest prior to an FDP.

14 Additional Limits on Helicopter Flying

14.1 Repetitive Short Sectors

Crew flying repetitive short sectors, for example pleasure flying, offshore short sector

shuttles, at an average rate of 10 or more landings per hour, will have a break of at

least 30 minutes away from the helicopter within any continuous period of 3 hours. 

14.2 When carrying out the more demanding roles of helicopter flying, for example,

winching and external load carrying, crew will have a break of (*) minutes away from

the helicopter within any continuous period of 3 hours. 

14.3 After 3 hours shuttle operations between offshore installations in conditions other

than day VMC, a rest of 30 minutes free of all duty will be allowed. 

14.4 Survival Suits

The wearing of survival suits can prove an irritant and be uncomfortable. Therefore:

a) a flight crew member should not participate in moving freight or baggage, or any

other activity requiring excessive physical effort. His role should be supervisory;

b) schedules which involve continuous flying in excess of 41⁄2 hours will include

provisions for a break free of all duty of at least 30 minutes, not including a total of

30 minutes for immediate post and pre-flight duties. The break will be scheduled

prior to exceeding a total of 6 hours flying. 

15 Extension of Flying Duty Period by Split Duty

15.1 The calculation of a permitted FDP does not rely on the number of sectors flown, but

to increase an FDP as allowed for in this paragraph then at least one sector must be

flown before any extension is permitted. The extensions allowed are set out below:

13.3 Maximum FDP - Helicopters

Local time of 

Start

SINGLE PILOT TWO PILOTS

Max. Length 

of Flying Duty 

Period (Hours)

Maximum 

Flying Time 

(Hours)

Max. Length 

of Flying Duty 

Period (Hours)

Maximum 

Flying Time 

(Hours)

0600-0659 9 6 10 7

0700-0759 10 7 11 8

0800-1359 10 7 12 8

1400-2159 9 6 10 7

2200-0559 8 5 9 6

‡

‡

January 2004
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NOTE: Consecutive hours of rest between 2 and 3 hours will only be used once in any single

FDP. 

15.2 The rest period shall not include the minimum total of (*) minutes allowed for

immediate post flight and pre-flight duties. When the rest period is 6 hours or less it

will suffice if a quiet and comfortable place, not open to the public, is available. Rest

cannot be taken in the helicopter. If the rest period is more than 6 consecutive hours,

then suitable accommodation will be provided. 

16 Rest Periods

16.1 Crew members will be notified in good time of a flying duty period so that sufficient

and uninterrupted pre-flight rest can be obtained. When away from base

opportunities and facilities for adequate pre-flight rest will be provided by the

company in suitable accommodation. When flights are carried out at such short notice

that it is impracticable for the company to arrange suitable accommodation, then this

responsibility devolves to the aircraft commander. 

16.2 The minimum rest period which must be taken before undertaking a flying duty period

shall be: 

a) at least as long as the preceding duty period, or 

b) 12 hours, whichever is the greater. 

16.2.1 When away from base, in the case when the rest period earned by a crew member

is 12 hours, and suitable accommodation is provided by the company, then that rest

period may be reduced by one hour. In such circumstances, if the travelling time

between the aerodrome and the accommodation is more than 30 minutes each way

then the rest period will be increased by the amount the total time spent travelling

exceeds one hour. The room allocated to the crew member will be available for

occupation for a minimum of 10 hours. This sub-paragraph does not apply to rest

periods that exceed 12 hours. 

16.2.2 Exceptionally, at home base, individual crew members may be asked to exercise their

discretion to reduce rest by up to a maximum of one hour but only to a minimum of

12 hours for flight crew and 11 hours for cabin crew. If discretion is used, it is the

responsibility of the operator and the crew member to inform the commander of the

flight immediately following the rest period, that a reduced rest period has been

taken.

16.3 If the preceding duty period, which includes any time spent on positioning, exceeded

18 hours, then the ensuing rest period must include a local night. 

16.4 After being called out from a standby duty the length of the minimum rest period shall

be determined by the length of standby duty, plus any time spent on positioning, and

any FDP completed. 

Consecutive Hours Rest Maximum Extension of the FDP

Less than 2 NIL

2 - 3 (see Note) 1 hour

3 - 10 A period equal to half the consecutive 

hours rest taken.

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16.5 Crew members who inform the company that they are having difficulty in achieving

adequate pre-flight rest will be given the opportunity to consult an aviation medical

specialist. 

17 Aircraft Commander's Discretion to Extend a Flying Duty Period 

17.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, if carried, extend an FDP beyond that

permitted in paragraph 13, provided he is satisfied that the flight can be made safely.

The extension shall be calculated according to what actually happens, not on what

was planned to happen. An extension of 3 hours is the maximum permitted, except

in cases of emergency (see Note). 

17.2 A commander is authorised to exercise his discretion in the following circumstances

and to the limits set. In a Flying Duty Period involving 2 or more sectors, up to a

maximum of 2 hours discretion may be exercised prior to the first and subsequent

sectors. On a single sector flight and immediately prior to the last sector on a multisector flight, a commander may use the maximum amount of discretion permitted. 

17.3 A commander may exercise discretion to extend an FDP following a reduced rest

period, only exceptionally, and then only to the extent necessary to allow for

unforeseen circumstances that become apparent during the last sector. 

NOTE: In respect of an extension to a flying duty period, an emergency is a situation which

in the judgement of the commander presents a serious risk to the health or safety

of crew and passengers, or endangers the lives of others. 

18 Aircraft Commander's Discretion to Reduce a Rest Period 

18.1 An aircraft commander may, at his discretion, and after taking note of the

circumstances of other members of the crew, if carried, reduce a rest period, but only

insofar as the room allocated to the crew member must be available for occupation

for a minimum of 10 hours. The exercise of such discretion must be considered

exceptional and must not be used to reduce successive rest periods. If the preceding

FDP was extended, the rest period may be reduced, provided that the subsequent

allowable FDP is also reduced by the same amount. In no circumstances may a

commander exercise discretion to reduce a rest period below 10 hours at

accommodation.

18.1.1 When away from base and where an individual crew member separates from the

crew, or the crew as a whole splits up, then any use of discretion to reduce rest

becomes a decision for an individual crew member. The decision to continue with the

next flight and the submission of an associated discretion report is the responsibility

of the relevant commander after the crew member, and operator if in a position to do

so, has informed the commander that a reduced rest period has been taken.

19 Reporting Exercise of Discretion 

19.1 Whenever a commander extends an FDP it shall be reported to (*) on a Discretion

Report Form, in the format of (*). If the extension is greater than 2 hours, or discretion

is exercised after any reduced rest period, then the company will submit the

commander's written report, together with company comments, to the CAA, within

14 days of the event. 

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19.2 Whenever a commander reduces a rest period, it shall be reported to (*) on a

Discretion Report Form, in the format of (*). If the reduction is more than 1 hour, then

the company will submit the commander's written report together with comments by

the company to the CAA, within 14 days of the event. 

20 Days Off

20.1 Wherever possible, and if required by the crew member, days off will be taken in the

home environment. A single day off for helicopter crew shall include two local nights,

and shall be of at least 36 hours duration. A planned rest period may be included as

part of a day off.

20.2 Crew members will: 

a) not work more than 7 consecutive days, and 

b) have 2 consecutive days off following a period of 7 consecutive days duty, and 

c) have 2 consecutive days off in any consecutive 14 days, and have at least 3 days

off in any consecutive 14 days, and

d) have a minimum of 7 days off in any consecutive 4 weeks, and 

e) have an average of at least 8 days off in each consecutive 4 week period, averaged

over 3 such periods. 

NOTE: A single day off may only follow up to a maximum of 6 consecutive days duty.

21 Absolute Limits on Flying Hours 

21.1 The maximum flying hours for flight crew will be 90 hours in 28 consecutive days, and

800 hours in any period of 12 months. 

22 Cumulative Duty and Flying Hours 

22.1 Maximum duty hours for flight crew shall not exceed:

60 hours in any 7 consecutive days and

200 hours in any 28 consecutive days 

22.2 The maximum number of flying hours which a pilot may be permitted to undertake

are:

22.3 Calculation of Cumulative Duty Hours 

Duty hours shall be added to cumulative totals in accordance with the following: 

a) to count in full: 

i) Duty periods and flying duty periods, plus subsequent post-flight duties 

Single Day Table in paragraph 13

Any 3 consecutive days 18 hours 

Any 7 consecutive days 30 hours

Any 3 consecutive 28 day periods 240 hours

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 14

ii) All standby duty, except that specified in b) i) and ii) below 

iii) The time spent on positioning 

b) To count as half the time on duty: 

i) The standby duty, when the period of notice given to the crew member by the

company before reporting for duty is (*). 

ii) The standby duty when undertaken at home, or in suitable accommodation

provided by the company, takes place during the period 2200 to 0800 hours

local time, and the crew member can take undisturbed rest and is not called out

for duty. 

23 Rules Relating to Cabin Crew 

23.1 The requirements detailed in this paragraph will apply to all cabin crew employed as

crew members and are not intended to apply only to those cabin crew carried to meet

the provisions of the Air Navigation Order. 

23.2 The limitations applying to cabin crew are those applicable to flight crew members but

with the following differences: 

a) A flying duty period can be 1 hour longer than that permitted for flight crew. The

FDP and limits set on early starts for cabin crew will be based on the time at which

the flight crew report for their flying duty period, but that FDP will start at the report

time of the cabin crew. 

b) For cabin crew the minimum rest period which will be provided before undertaking

a flying duty period shall be:

i) at least as long as the preceding duty period less than one hour; or

ii) 11 hours; 

whichever is the greater.

c) The combined sum of standby time and subsequent FDP can be 1 hour longer than

that permitted to flight crew. 

d) The maximum duty hours for cabin crew will not exceed: 

 60 hours in any 7 consecutive days

105 hours in any 14 consecutive days 

210 hours in any 28 consecutive days. 

e) The annual and 28 day limits on flying hours appertaining to flight crew do not

apply. 

24 Records to be Maintained 

24.1 Records for the duty and rest periods of all flying staff shall include: 

For each crew member: 

The beginning, end and duration of each duty and flying duty period, and function

performed during the period. Duration of each rest period prior to a flying duty or

standby duty period. Dates of days off. 7 consecutive day totals of duty.

For each flight crew member: 

Daily and 7 consecutive day flying hours.

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 15

Records shall be preserved for at least 12 calendar months from the date of the last

relevant entry. 

24.2 Additionally, copies of all aircraft commanders' discretion reports of extended flying

duty periods and reduced rest periods will be retained for a period of at least six

months after the event.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 16

Pleasure Flying Supplement - Helicopters 

1 The following will apply whenever the pilot is solely engaged in Commercial Pleasure

flying duties in a single FDP. 

1.1 Flying Duty Period 

A single FDP will not exceed 10 hours, except that this may be extended to 11 hours

for the sole purpose of positioning the aircraft from/to the operator's base. 

1.2 Flying Hours 

A pilot will not spend more than 6 hours at the controls in any one flying duty period.

When positioning the pilot may spend an additional 1 hour at the controls for the sole

purpose of positioning the aircraft. 

The maximum period which a pilot may spend continuously at the controls without a

break is 3 hours. 

During the FDP the pilot shall have breaks of 30 minutes duration according to the

following table:

1.3 Rest Period 

At the completion of an FDP solely concerned with commercial pleasure flying, and if

applicable the return of the aircraft to the operator's base, the flight crew will have a

rest period of at least 12 hours.

FDP up to 3 hours Breaks totalling at least 30 minutes

FDP up to 6 hours Breaks totalling at least 1 hour 

FDP between 6 and 8 hours Breaks totalling at least 11⁄2 hours

FDP over 8 hours Breaks totalling at least 2 hours

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 17

Air Ambulance Supplement - Helicopter

1 Dedicated Air Ambulance

When carrying out an Air Ambulance flight, the allowable FDP extracted from

paragraph (* insert as appropriate) in the company's approved FTL scheme may be

increased by up to a maximum of 4 hours, subject to all the following conditions being

met: 

a) Where an FDP is extended under the terms of this provision, a qualified medical

attendant must accompany the flight. 

b) The only passengers that may be carried in addition to the patient and medical

attendants are the immediate family or next of kin. One close friend only may be

carried in lieu of any immediate family or next of kin. 

c) The crew must have had the full entitlement of rest relating to the preceding duty

prior to starting an Air Ambulance flying duty. 

d) Single Pilot Crew

If, exceptionally, the FDP is scheduled to be extended beyond the 4 hours

permitted by this supplement then an additional qualified commander must be part

of the crew, at least until the helicopter reaches the site where the patient or organ

is disembarked. Commander's discretion cannot be used to extend the FDP after

the patient or organ has been disembarked. A discretion report must be submitted

to the CAA.

e) Two Pilot Crew

The use of Commander's discretion to further extend the FDP, beyond the extra 4

hours permitted, may be exercised only to offload/deliver the patient or organ to

the destination. Such discretion cannot be used after the patient or organ has been

offloaded. A discretion report must be submitted to the CAA.

f) Following an Air Ambulance FDP the appropriate full rest period must be taken.

g) At least 48 hours must elapse between the end of one extended Air Ambulance

FDP and the start of another Air Ambulance FDP. 

h) A pilot can only fly 3 Air Ambulance extended FDPs in any 28 consecutive days. 

i) The relevant duty records must show where an FDP was conducted in accordance

with this supplement.

j) The use of split duty to extend the FDP is not permitted.

2 Combined Public Transport/Air Ambulance 

On the day, if an operator wishes to use a helicopter and crew for a combination of

Public Transport and Air Ambulance work then the FDP specified must be that

obtained from paragraph (* insert as appropriate). Extension of the allowable FDP by

the use of split duty and Commander's discretion, as stated in paragraphs (*insert as

appropriate) of the main scheme, is allowed. The extension permitted for dedicated

Air Ambulance (in paragraph 1 above), does not apply in this case.

‡

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 18

Appendix *

Commander's Discretion Report

NOTE: If discretion exercised for part crew or individuals state name and operating

capacity below. 

Commander*/First Officer*/Cabin Attendant* (Delete as necessary) 

Part A - Extension of Flying Duty Period/Flying Hours 

Operator Aircraft Type

Flight Number Commander

Date

Voyage Details

Schedule (Planned) Actual

Place UTC Local UTC Local

Duty to start Duty started

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

Depart Departed

Arrive Arrived

FDP to end FDP ended

Scheduled FDP Actual FDP Hrs Mins

Split duty: Actual Time Off .......... On .......... Credit FDP Hrs Mins

Max. Allowable FDP Hrs Mins

Amount of Commander's Discretion Exercised FDP Hrs Mins

Maximum Flying Hours Permitted ........ in 28 days/1 year period. Hours Flown .........

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex D Page 19

Part B - Reduction of Rest

NOTE: All times to be recorded as date/time six-figure groups, expressed in both UTC

and Local Time. 

Part C - Commander's Report

Operator's Remarks/Action Taken

Last duty started UTC/Local ............................................

Last duty ended UTC/Local ............................................

Rest earned (Hours)

Calculated earliest next available UTC/Local ............................................

Actual start of next FDP UTC/Local ............................................

Rest period reduced by .............................................................

Commander’s Signature ................................ Date .....................................................

Signed. .................................................

Date .....................................................

Signed. .................................................

Date ......................................................

Forwarded to CAA

Filed

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex E Page 1

Annex E The Preparation of a Roster 

Introduction 

The production of any roster is dependent upon the nature of the operator’s business. At best,

the example given for rostering staff in this Annex can only illustrate a broad approach to the

instructions an operator may wish to issue to the appropriate staff. 

The content of this Annex draws the attention of those employed in the preparation and dayto-day management of rosters to some basic principles, which when followed can lead to the

even distribution of the workload within a company. The table in paragraph 11 is not designed

to be a definitive statement of the time off that crew must have on return to base, but is

presented as an example of what can be done to remove uncertainty in the minds of rostering

officers and crew.

Guidance for Rostering Staff

Introduction 

1 This section is designed to give guidance on the preparation of a roster and the day

to day management of the published roster to staff employed in the Rostering

Section. 

2 The construction of a workable roster is a complex task. The Rostering Officer needs

to consider many variables, before allocating crew to specific duties. The

consideration of factors affecting human behaviour cannot be ignored. The finished

product must strike a balance between the commercial needs of the company and

the capacity of individual crew members to work effectively. It is of the utmost

importance that rosters are seen by each crew member as distributing the amount of

work to be done evenly amongst those involved. The watchword is `fairness'. 

3 On some occasions it will be impossible to produce a well balanced roster, and some

will work harder than others. When this situation cannot be avoided, any unbalanced

distribution of work should be redressed where possible in the next roster. In general

terms, staff should endeavour to allocate duties evenly over each 3 month period. 

Reference Documents 

4 The construction of a roster is governed by many rules and regulations that are

contained within several publications. 

It is the responsibility of rostering staff to be familiar with the relevant content of the

following documents: 

a) The Air Navigation Order 2000, Section 1 Part IV, V and VI, as amended 

b) The Air Navigation Order 2000, Section 5 Part II , as amended 

c) CAP 371 - current edition 

d) CAP 360, Part One - current edition 

e) Company Flight Time Limitation Scheme as approved 

f) Agreements on scheduling reached between the company and crew 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex E Page 2

g) Company Training Manual 

Background information on the effects of long range operations and heavy short

range schedules on individuals is given in the document AGARD-AG-270E, 2nd

Edition, Chapter 6.

Roster Planning 

5 As stated in the Introduction, the production of a workable and balanced roster

requires consideration of much background knowledge and the constant application

of the principle of fairness. The end result should satisfy the requirements of the

company and individual crew members, but it is accepted that some personal

inconvenience will be experienced by individuals from time-to-time. This must be

borne if the company is to flourish and continue to provide employment. 

6 The rostering officer must utilise the following principles when constructing a roster: 

a) Work within the requirements of the company scheme. 

b) Be fair in the allocation of duties; give an equitable distribution of workload and

time off, paying particular attention to weekends. 

c) Be consistent. 

d) Provide individual crew members with a stable roster as far as practicable. 

Day-to-Day Management

7 The best planned roster will be subject to disruption, brought about by circumstance

that is impossible to predict. The unserviceability of an aircraft or the sudden

imposition of flow control cannot be foreseen, but these factors and others can have

a profound effect on a roster. 

8 To control such disruptions requires that those involved are fully aware of the current

state of the affected roster. This situation can only be achieved by a constant and

accurate updating of rosters as the changes occur, and the certainty that all relevant

factors are taken into account before adjustments are made to what was planned. 

9 In this situation certain aspects of the FTL scheme assume a more important position

than others. Rostering Officers will need to consider the following: 

a) Delayed reporting. 

b) Availability of Commander's discretion (which must not be assumed). 

c) Use of standby crew, taking into account length of standby duty and required FDP. 

d) Cumulative duty hours. 

10 Wherever possible, the decision reached should cause minimum disruption to the

planned roster, and still maintain a balanced workload amongst crew members - a

difficult, demanding, yet rewarding task. 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex E Page 3

A Suggested Guide for Rostering Officers - Days Off 

11 The table below provides an easy reference for days off at base, allocated to crew

members on return from a flying duty or series of flying duties. If an individual crew

member requests less days off than allowed for in the table this may be granted,

provided the actual time off does not contravene the provisions of the FTL scheme. 

 

Summary

12 Without wishing to labour the point, when it is apparent that trips and time off,

particularly weekends, are fairly distributed then individuals will have no cause for

complaint, and the difficulties associated with the duties of a rostering officer will be

minimised.

Days Off Calculation Table

Return Sector 

Length

Duration of 

Trip

Time Zones 

Crossed

Minimum base turn around 

(MBTR)

Flight Crew Cabin Crew

Up to 7 hours Up to 48 hrs Up to 3 min.rest min.rest

Up to 7 hours 48 - 96 hrs 4 to 7 2 days 1 day

7 to 10 hours 48 - 96 hrs 4 to 7 2 days 2 days

7 to 10 hours 96 - 216 hrs 4 to 7 3 days 2 days

10 to 14 hours 48 - 96 hrs 7 plus 3 days 3 days

10 to 14 hours 96 - 216 hrs 7 plus 4 days 3 days

14 hours plus 48 - 96 hrs 7 plus 4 days 4 days

14 hours plus 96 - 216 hrs 7 plus 5 days 4 days

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex F Page 1

Annex F Aeroplane Variations 

Introduction

With the increasing range of modern aircraft, for example the B777/A330, the CAA has

concluded that within very carefully controlled circumstances and with a number of built-in

compensating factors, it is possible to extend the FDP presently allowed for two-pilot crew.

The compensating factors are designed to prevent the onset of fatigue by requiring

progressively an increase in days off, reduction of overall duty hours and a limit on the number

of extended FDPs permitted.

Where operators' FTL schemes contain a number of different standard Variations each of

which contain suitable compensating factors, there must be no overlap when using the

Variations concurrently. For example where a Florida One Variation requires 3 days off

afterwards and then a Level 2 Variation is to be used which requires a single day off

beforehand, a total of 4 days off must be achieved between the two Variations.

Companies are invited to apply to incorporate any of the following variations:

Standard Variations Levels 1 and 2 

Florida 1 and 2

1 Standard Variations, Extended Single Flight Duty Period

1.1 Introduction

1.1.1 The Variations are identified as Level 1 and 2, allowing for an increase in the planned

FDP of 30 and 60 minutes respectively. They are intended to allow flights from the

UK and return, or a two-sector flight from or to the UK, within a single extended FDP.

Sector lengths over 71⁄2 hours will continue to be factorised or will require an

additional pilot as a flight crew member.

1.1.2 An operator wishing to utilise one of the Variations in this package can only employ

one of the three that are available at any one time for each fleet of aircraft. In this

context, where a mix of Boeing 757 and 767 aircraft is used and pilots are qualified

on both, these two types are considered to comprise one fleet.

1.1.3 The selection of the level appropriate to a schedule must be nominated in advance by

the operator and notified to all crew members. Where more than one schedule is

affected, the more limiting will lead to the level chosen. For example, where one

schedule requires an extension of 20 minutes and another 1 hour then Level 2 will be

applicable to both schedules and all crew members involved.

1.2 LEVEL 1 - FDP Plus 30 minutes

Flight crew

a) The allowable FDP obtained from Table A may be extended by 30 minutes and a

sector need not be considered as a multi-sector flight until the sector is scheduled

for more than 71⁄2 hours subject to the following conditions:

b) Flight crew members must be off duty by 2200 hours local on the day prior to the

extended FDP so that either a rest period equivalent to the preceding duty period

or a minimum of 12 hours rest is achieved, and discretion to reduce rest prior to or

following such a flight may not be exercised.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex F Page 2

c) Flight crew members must be acclimatised.

d) Commander's normal discretion to extend an FDP is reduced to a maximum of 21⁄2

hours with no more than 11⁄2 hours being exercised prior to leaving the initial point

of departure.

e) Where a commander exercises discretion which uses any portion of the time

allowed after leaving the initial point of departure, then a report will be submitted

to the CAA.

f) A maximum of 4 extended FDP flights may be undertaken in any consecutive 28

day period.

g) Maximum duty hours will be 185 hours in any 28 consecutive day period in which

the use of this extension takes place.

h) Minimum number of days off for flight crew operating one or more of these flights

will be 8 days in any period of 4 consecutive weeks in which the use of this

extension takes place.

i) Despatch crew will not be used.

j) Extension of FDP by split duty is not permitted.

Cabin crew

a) Cabin crew will work to normal rules except that they must be acclimatised.

1.3 LEVEL 2 - FDP Plus 60 minutes

Flight crew

a) The allowable FDP obtained from Table A may be extended by 60 minutes and a

sector need not be considered as a multi-sector flight until the sector is scheduled

for more than 71⁄2 hours subject to the following conditions:

b) 2 local nights (minimum 34 hours) free from all duties must be achieved prior to an

extended flight duty period.

c) Flight crew members must be acclimatised.

d) Commander's normal discretion to extend an FDP is reduced to a maximum of 2

hours with no more than 1 hour being exercised prior to leaving the initial point of

departure.

e) Where a commander exercises discretion which uses any portion of the time

allowed after leaving the initial point of departure, then a report will be submitted

to the CAA.

f) One day off must be achieved following the extended FDP.

g) A maximum of 3 extended FDP flights may be undertaken in any consecutive 28

day period.

h) Maximum duty hours will be 180 hours in any 28 consecutive day period in which

the use of this extension takes place.

i) Minimum number of days off for flight crew operating one or more of these flights

will be 9 days in any period of 4 consecutive weeks in which the use of this

extension takes place.

j) Despatch crew must not be used.

k) Extension of FDP by split duty is not permitted.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex F Page 3

Cabin crew

a) Cabin crew may be planned for an extra 30 minutes on their normal allowable FDP. 

b) Cabin crew members must be off duty by 2200 hours local on the day prior to the

extended FDP so that either a rest period equivalent to the preceding duty period

or a minimum of 11 hours rest is achieved, and discretion to reduce rest prior to or

following such a flight may not be exercised.

c) Cabin crew members must be acclimatised.

d) A maximum of 4 extended FDP flights may be undertaken in any consecutive 28

day period.

e) One day off must be achieved following the extended FDP.

f) Maximum duty hours will be 205 hours in any 28 consecutive day period in which

the use of this extension takes place.

g) Minimum number of days off for cabin crew operating one or more of these flights

will be 8 days in any period of 4 consecutive weeks in which the use of this

extension takes place.

2 Florida Variations

2.1 Florida 1

This Variation may be applied to two-pilot crew operations in order to fly from the UK

to Florida or similar destinations either on a single or two sector flight, take normal

rest and then return to the UK (again on a single or two sector flight). It involves a 6

consecutive day package as follows:

a) Duty must end by 2000 hours the day before the flight so that a local night's rest

can be taken.

b) The flight outbound, normal rest and flight inbound are completed during the

morning of the third day. The remainder of the third day is rest.

c) There then must follow 3 consecutive days off free from all duties.

d) Maximum number of Florida (6-day package) flights permitted shall be 4 in any 28

consecutive days.

e) For crew operating one or more of these flights the maximum duty hours will be

180 in any 28 consecutive day period in which the use of this Variation takes place.

f) Minimum number of days off for crew operating one or more of these flights will

be 9 days in any consecutive 28 day period in which the use of this extension takes

place.

g) For the purpose of this Variation only, flights may be planned up to 71⁄2 hours sector

length before factoring (in accordance with Section B paragraph 14).

h) Despatch crew will not be used.

i) Cabin crew will work to their normal rules but will be given at least two days off

immediately following one of these operations.

j) Extension of FDP by split duty is not permitted.

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex F Page 4

2.2 Florida 2

This Variation may be applied to a two-pilot crew operation in order to fly from the UK

to Florida/Caribbean either on a single or two sector flight, take normal rest and then

return to the UK with the crew on departure being unacclimatised (again on a single

or two sector flight). The FDP upon return must end upon first landing in the UK. It

involves a 6 or 7 consecutive day package. For return flights from Florida/Caribbean

the maximum FDP will be that contained in Table B. Both outbound/inbound flights

will be factored in accordance with the table below. The conditions that must be met

to enable the increases are:

a) Duty must end by 2000 hours the day before the flight so that a local night's rest

can be taken.

b) The flight outbound is followed by normal rest and flight inbound and positioning

to base is completed on the 3rd or 4th day, the remainder of which is rest. No duty

will be undertaken during the local night when unacclimatised and away from UK

base (8 hours defined between 2200 to 0800 hours local).

c) There must follow two consecutive days off free from all duties. The earliest

report after two days off will be 0800 hours local.

d) The maximum number of Florida (6 or 7 day package) shall be 2 in any 28

consecutive days and a maximum of 9 such operations per pilot in any 6

consecutive calendar months.

e) For crew operating one or more of these flights the maximum duty hours will be

180 in any 28 consecutive day period in which the use of this Variation takes place.

f) Minimum number of days off for crew operating one or more of these flights will

be 8 in any 28 consecutive day period which includes any day that forms part of

this package.

g) For the purposes of this Variation only, flights may be planned up to 71⁄2 hours

sector length before factoring (in accordance with Section B paragraph 14).

h) Despatch crews will not be used.

i) Cabin crew will work to their normal rules but will be given at least two days off

immediately following one of these operations.

Acclimatised UK - Florida/Caribbean Not Acclimatised 

UK Return Florida/Caribbean

Sectors

Sector Length over 71⁄2 hours but no more 

than 9 hours

2 2

Sector Length over 9 hours but no more than 

11 hours

3 3

Sector Length over 11 hours 4 N/A

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex G Page 1

Annex G Helicopter Variations 

Companies are invited to apply to incorporate any of the following variations:

Extended FDP Variation known as the Silverstone Variation and Four Early Starts

1 Silverstone Variation

The wording to be included in the company’s scheme should be as follows:

"Extended FDP Variation

The Company has a Standard Variation to the Approved FTL Scheme which permits

an extended FDP on the day for special events such as Silverstone. The Company

will notify the Civil Aviation Authority by telex or fax, at least 24 hours ahead, of their

intention to make use of this Variation. Duty records are to be annotated whenever

use is made of this Variation.

The Variation is as follows: (Enter relevant wording from the examples) ...."

1.1 Example of 12 Hour Variation

This Variation permits the Scheduled flying duty period for any pilot of any helicopter

operated by the said company to be extended to 12 hours provided that:

a) such FDP lies wholly within the period 0600 to 2200 hours local times;

b) a rest break free from all duties of at least three consecutive hours shall be

provided for the pilots within the said FDP; and

c) the normal rest period shall be given to the pilots before and after the extended

FDP in accordance with the Approved FTL Scheme and it shall not be reduced by

discretion.

This Variation is valid only on............in connection with flying tasks associated with

(enter details).

1.2 Example of 13 Hour Variation

This Variation permits the Scheduled flying duty period for any pilot of any helicopter

operated by the said company to be extended to 13 hours provided that:

a) such FDP lies wholly within the period 0700 to 2200 hours local times;

b) a rest break free from all duties of at least four consecutive hours shall be provided

for the pilots within the said FDP;

c) pilots shall be free of all duties from 1700 hours on the day prior to this Variation;

d) the normal rest period shall be given to the pilots before and after the extended

FDP in accordance with the Approved FTL Scheme and it shall not be reduced by

discretion.

This Variation is valid only on ...................in connection with flying tasks associated

with ............... (enter details).

2 Four Early Starts

2.1 A crew member may undertake four consecutive early starts subject to the following

conditions: 

January 2004
CAP 371 The Avoidance of Fatigue In Aircrews

Section C Annex G Page 2

a) The duty carried out immediately prior to four early starts may not commence

before 0800 hours local.

b) The earliest commencement of any of these duties shall not be before 0500 hours

local.

c) When reporting for duty at any time within the period 0500 to 0659 hours local, the

maximum FDP shall not exceed 9 hours. The maximum flying time shall not

exceed 6 hours.

d) A minimum of two days off shall follow any achieved period of four consecutive

early starts.

January 2004