Source: http://fsims.faa.gov/WDocs/8900.1/V03%20Tech%20Admin/Chapter%2058/03_058_002_CHG_304A.htm
Timestamp: 2019-08-20 20:39:49
Document Index: 437236513

Matched Legal Cases: ['art 117', 'art 117', 'art 117', 'ART 117', 'art 117', 'art 91', 'art 117', 'art 91', 'art 91', 'art 121', 'art 121', 'art 117', 'art 91', 'art 91', 'art 121', 'art 121', 'art 1', '§ 1', 'art 110', '§ 110', 'art 117', 'art 117', '§ 117', '§ 117', 'art 121', 'art 117', 'art 117', '§ 117', 'art 121', 'art 117', '§ 117', '§ 117', '§ 212', 'art 117', '§ 117', '§ 117', 'art 117', 'art 117', 'art 117', '§ 117', 'art 117', 'art 117', 'art 117', 'art 117', 'art 117', 'art 117', 'art 117', '§ 117', 'art 117', '§ 117', 'art 117', 'art 117', '§ 117', '§ 117', '§ 117', 'art 117', '§ 117', '§ 117', '§ 117', '§ 117', '§ 117', '§ 117', '§ 117', '§ 117', '§ 117', 'art 121', 'art 135', 'art 119', '§ 119']

8900.1 Vol. 3 Ch. 58 Sec. 2, Understanding and Applying Part 117
8900.1 CHG 304
3-4690 GENERAL. This section provides guidance on applying the requirements prescribed in Title 14 of the Code of Federal Regulations (14 CFR) part 117 for managing and mitigating fatigue.
3-4691 UNDERSTANING FATIGUE. Fatigue is characterized by a general lack of alertness and degradation in mental and physical performance. Fatigue manifests in the aviation context not only when pilots fall asleep in the cockpit in flight, but perhaps more importantly, when they are insufficiently alert during take-off and landing. Reported fatigue-related events have included procedural errors, unstable approaches, lining up with the wrong runway, and landing without clearances.
3) Circadian fatigue refers to the reduced performance during nighttime hours, particularly during an individual’s Window of Circadian Low (WOCL) (typically between 0200 and 0600.)
· Clarification of the Flight, Duty, and Rest Requirements of Part 117 (Docket No. FAA-2012-0358.)
3-4692 PART 117 APPLICABILITY.
D. Part 117 Limitations as Applied to Part 91 Operations. Part 117 requirements and limitations apply to all 14 CFR part 91 operations (other than part 91 subpart K (91K)) that are directed by a part 121 certificate holder if any segment is conducted as a part 121 passenger flight. Part 117 also applies to all flightcrew members who are participating in a part 91 operation (other than part 91K) on behalf of a part 121 certificate holder if any flight segment is conducted as a part 121 passenger flight.
3-4693 Definitions. In addition to the definitions in 14 CFR part 1, § 1.1 and 14 CFR part 110, § 110.2, the following definitions apply to part 117. In the event there is a conflict in definitions, the definitions in part 117 control.
· Class 1 rest facility means a bunk or other surface that allows for a flat sleeping position and is located separate from both the flight deck and passenger cabin in an area that is temperature-controlled, allows the flightcrew member to control light, and provides isolation from noise and disturbance.
3-4694 FITNESS FOR DUTY (§ 117.5).
3-4695 Fatigue Risk Management Systems (FRMS) (§ 117.7). Each part 121 certificate holder conducting operations under part 117 must comply with the applicable requirements and limitations of part 117, unless otherwise approved under an FRMS. The FRMS is an alternative method of compliance (AMOC) developed by the certificate holder and approved by the Federal Aviation Administration (FAA) with specific conditions and limitations applicable to the authorization that require certificate holder compliance when operating under that FRMS authorization.
F. Additional References. More information on FRMS may be found in the current edition of AC 120-103, Fatigue Risk Management Systems for Aviation Safety
3-4696 FATIGUE EDUCATION AND AWARENESS TRAINING PROGRAMS (§ 117.9). Each part 121 certificate holder operating under part 117 must develop, implement, update, and maintain an FAA-approved Fatigue Education and Awareness Training Program, as prescribed in § 117.9. Fatigue training is an essential element to mitigating potential fatigue risks. The Fatigue Education and Awareness Training Program required under § 117.9 is an expansion of the FRMP training requirements outlined in Public Law (PL) 111-216, § 212(b)(2)(B). These training requirements are designed to provide annual education and awareness training to all employees of the certificate holder responsible for administering the provisions of part 117, including flightcrew members, dispatchers, individuals directly involved in the scheduling of flightcrew members, individuals directly involved in operational control, and any employee providing direct management oversight of those areas. The objective of the training program is to educate and improve the awareness of these employee groups in an effort to increase their understanding of the effects of fatigue relative to the safety of flight.
A. Training Program Elements. The fatigue-training requirements outlined in the certificate holder's FAA‑accepted FRMP must be incorporated into its operator-specific FAA-approved ground training curriculum. The frequency of this training must be every 12 calendar-months, unless otherwise required by the certificate holder's operations specifications. At a minimum, the Fatigue Education and Awareness Training program must include the following:
· Incorporate lessons learned regarding the effects of fatigue and mitigation initiatives relative to the certificate holder's operations.
3-4697 FLIGHT TIME LIMITATIONS (§ 117.11).
1) Unaugmented Flightcrew Member Operations. Unaugmented FTLs are prescribed in § 117.11(a)(1). The flightcrew member’s applicable FTLs are predicated upon the “Time of Report,” which is limited to eight or nine hours. If the flightcrew member’s time of report occurs between 2000 hours and 0459 hours, the limit is eight hours during that FDP. If, however, the flightcrew member’s time of report occurs between 0500 and 1959, then the FTL is nine hours for that FDP. (See Figure 3-161, Table A to Part 117-Maximum Flight Time Limits for Unaugmented Operations).
Figure 3-161. Table A to Part 117 - Maximum Flight Time Limits for Unaugmented Operations
Table A to Part 117 – Maximum Flight Time Limits for Unaugmented Operations
G. Cumulative Flight Time Limits. As prescribed in § 117.23(b)(1)(2), cumulative FTLs function using the following rolling windows: 672 consecutive hours (rolling 28-day period) and 365 consecutive calendar-day (a rolling 365-day period). A flightcrew member’s cumulative FTLs shall not exceed:
1) 100 hours in any 672 consecutive hours, and
3-4698 FLIGHT DUTY PERIOD. An FDP is defined as a period that begins when a flightcrew member is required to report for duty with the intention of conducting a flight, a series of flights, or positioning or ferrying flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flightcrew member. Additionally, an FDP includes the duties performed by the flightcrew member on behalf of the certificate holder that occur before a flight segment, or between flight segments, without a required intervening rest period. Examples of tasks that are part of the flight duty period include deadhead transportation, training conducted in an aircraft or flight simulator, and airport/standby reserve, if the above tasks occur before a flight segment or between flight segments without an intervening required rest period.
3) The number of flight segments in a duty period needed to be taken into account because flying more segments requires more takeoffs and landings, which are both the most task-intensive and the most safety-critical stages of flight.
E. Determining FDP Limits. A flightcrew member’s maximum FDP limit is determined by the use of either Table B of part 117 for unaugmented operations (See Figure 3-162, Table B to Part 117 – Flight Duty Period: Unaugmented Operations) or Table C of part 117 for augmented operations (See Figure 3-163, Table C to Part 117 – Flight Duty Period: Augmented Operations):
1) Unaugmented Operations. Determine if the flightcrew member is acclimated or unacclimated. If the flightcrew member is acclimated, the time entered will be based on the local time where the series of FDPs (or single FDP) started, or the flightcrew member’s base time. Base time may only be used if the flightcrew member’s base is in the theater to which he/she is acclimated. If the flightcrew member is unacclimated, then the flightcrew member will use the time at the point where he/she was last acclimated (the use of base time is not applicable). Enter Table B (Figure 3‑162) under the header titled “Schedule Time of Start.” Identify the time started using the local or base time (as applicable) if acclimated, or the time at the point last acclimated for a flightcrew member that is unacclimated. Under the header titled “Number of Flight Segments,” identify the number of segments to be flown (or actually flown). Extend vertically from that point until intersecting with the row that contains the time started. The point at which these data points intersect identifies the flightcrew member’s maximum FDP limit. Increasing or decreasing the number of flight segments flown may result in a change to the flightcrew member’s maximum FDP limit. However, for the purpose of determining the flightcrew member’s maximum applicable FDP limit, a flight segment that results in a diversion is not counted to the limit. Additionally, a change in the “Scheduled Time of Start” range will impact the maximum FDP limit.
2) Augmented Operations. Determine if the flightcrew member is acclimated or unacclimated. If the flightcrew member is acclimated, the time entered will be based on the local time where the series of FDPs (or single FDP) started, or the flightcrew member’s base time. Base time may only be used if the flightcrew member’s base is in the theater to which he/she is acclimated. If the flightcrew member is unacclimated, then the flightcrew member will use the time at the point where he/she was last acclimated (the use of base time is not applicable.) Enter Table C (Figure 3‑163) under the header titled “Schedule Time of Start.” Identify the time started using the local or base time (as applicable) if acclimated, or the time at the point last acclimated for a flightcrew member that is unacclimated. Under the header titled, “Maximum flight duty period based on rest facility and number of pilots,” identify the class of rest facility being used, and then the number of pilots assigned to that FDP. Extend vertically from that point until intersecting the row containing the time scheduled to start. The point at which these data points intersect identifies the flightcrew member’s maximum FDP limit. A change in the flightcrew member’s maximum FDP limit will result if the number of pilots assigned, the class of rest facility used is changed, or the “Scheduled Time of Start” is outside the range for that timeframe.
Figure 3-162. Table B to Part 117 – Flight Duty Period: Unaugmented Operations
Table B to Part 117 – Flight Duty Period: Unaugmented Operations
Figure 3-163. Table C to Part 117 – Flight Duty Period: Augmented Operations
3-4699 Flight Duty Period Extensions (§ 117.19). Part 117 allows for the extension of a flightcrew member’s maximum FDP limit under specific conditions and limitations. Section 117.19 provides for two conditions under which a flightcrew member’s FDP may be extended:
2) An extension of a flightcrew member’s maximum FDP limit by more than 30 minutes may occur only once prior to receiving a 30 consecutive hour rest period described in § 117.25(b).
3-4700 REST FACILITIES. Rest is the best form of fatigue mitigation based upon the quality of rest received. Onboard flightcrew member rest facilities are designed to provide one of three qualities of rest: good, fair, or poor. Part 117 defines and classifies onboard flightcrew member rest facility criteria. As defined in part 117, a rest facility means bunk or seat accommodation installed in an aircraft that provides a flightcrew member with a sleep opportunity.
3-4701 AUGMENTATION.
A. Use of Augmentation. Augmentation enables the certificate holder to use longer FDP limits by: (1) using rest facilities; and (2) increasing the number of flightcrew members assigned to a flight, above the minimum required flightcrew member complement. As a result, each flightcrew member is able to receive in-flight rest and the workload is shared among 3 or 4 flightcrew members, as opposed to 2 flightcrew members, thereby, reducing the effects of fatigue. Augmented flightcrew member operations also enable higher flight time limits based upon either a 3- or 4-pilot operation. When augmented flightcrew member operations are used, the aircraft assigned to that flight must have an installed rest facility that meets the criteria of a Class 1, 2, or 3 rest facility, and that aircraft information must be reflected in OpSpec A117.
C. Cumulative Flight Duty Period Limits. Cumulative flight duty period hours are limited to any 168 consecutive-hours (seven consecutive-day-period) and any 672 consecutive-hours (four consecutive-week-period). No certificate holder may schedule and no flightcrew member may accept an assignment if the flightcrew member’s total FDP hours will exceed:
3-4702 Flight Duty Period: Split-Duty (§ 117.15). The FAA defines the term ‘‘split-duty’’ as a FDP having a scheduled break in duty that is less than a required rest period. However, the scheduled break in duty does not provide the flightcrew member with a minimum of 10 consecutive-hours of rest required prior to beginning an FDP or reserve period. Split-duty is an effective fatigue mitigation that is based on the premise that there are times during an unaugmented nighttime FDP when a certificate holder could reasonably provide a flightcrew member with an opportunity for rest. This rest opportunity (opportunity to sleep) would allow a flightcrew member to get some sleep during the night. The nighttime sleep could be used to mitigate the performance degradation created by working through the WOCL.
NOTE: If the combined split-duty rest opportunity and FDP time of a flightcrew member exceeds 14 hours, then the amount of split-duty rest that caused the exceedance would not count as split-duty. Instead, this time would simply count as part of the flightcrew member’s FDP, and it would be subject to the FDP extensions specified in § 117.19.
3-4703 Reserve Status (§ 117.21).
I. FDP and RAP Limitations for Unaugmented Operations. The total number of hours a flightcrew member may spend in an FDP and a RAP may not exceed the lesser of the maximum applicable FDP limit in Table B of part 117 plus 4 hours, or 16 hours, as measured from the beginning of the RAP. Essentially, the combined number of hours spent in a RAP and FDP may not exceed the lesser of: pertinent FDP limit in Table B plus four hours or	16 hours.
M. Example for Applying FDP and RAP Limits (Unaugmented Operations). An acclimated flightcrew member begins a RAP at 0600. That flightcrew member is then assigned to an unaugmented FDP that begins at 1200 and consists of two flight segments. According to Table B, the FDP limit for a two-segment FDP that begins at 1200 is 13 hours. The applicable 13-hour FDP limit plus 4 hours equals 17 hours. Because this is greater than 16 hours, under § 117.21(c)(3), the pertinent RAP + FDP limit for this unaugmented operation is 16 hours. Given that the flightcrew member in this example began his RAP at 0600, he will have 6 hours of RAP time by the time his FDP will start at 1200. As a result, to stay within the 16-hour RAP + FDP limit, this flightcrew member’s FDP cannot exceed 10 hours without an extension, as his RAP will use up 6 hours of the 16-hour RAP + FDP limit. For the second example, an acclimated flightcrew member begins a RAP at 1100. That flightcrew member is then assigned to an unaugmented FDP consisting of five flight segments that begin at 1500. According to Table B, the FDP limit for a five-segment FDP that begins at 1500 is 11.5 hours. The applicable 11.5-hour FDP limit plus 4 hours equals 15.5 hours. Because this is smaller than 16 hours, under § 117.21(c)(3), the pertinent FDP + RAP limit for this unaugmented operation is	15.5 hours. Since the flightcrew member in this example began his RAP at 1100, he will have 4 hours of RAP time by the time his FDP will start at 1500. Consequently, this flightcrew member can take the full 11.5-hour FDP as the 11.5-hour FDP plus the 4 hours of RAP will not exceed the 15.5-hour RAP + FDP limit.
O. Reserve and Cumulative Limitations. Short-call reserve consists of a RAP and an FDP, if the FDP is assigned during the reserve. The RAP is not part of an FDP, and as such, the time spent on an FDP is the only aspect of short-call reserve that is counted toward the cumulative FDP limits. However, this situation would change if the pilot was to be assigned to airport/standby reserve instead of short-call reserve. Under § 117.25(b), the entire time that is spent in airport/standby reserve is considered to be FDP.
3-4704 Rest Periods (§ 117.25). A certificate holder may not assign, nor may a flightcrew member accept, an assignment to any reserve or duty with that certificate holder during any required rest period. A rest period must be prospective in nature, which means that a flightcrew member must be told in advance that he or she will be on a rest period for a specified duration. This is so that a flightcrew member has an opportunity to plan out his or her rest period in order to maximize the sleep opportunities available during that rest period.
3-4705 Consecutive Nighttime Operations (§ 117.27). The provisions prescribed in § 117.27 for consecutive nighttime operations apply whenever a flightcrew member’s FDP infringes on any part of that flightcrew member’s WOCL. If, however, a flightcrew member’s FDP remains entirely free of their WOCL, the provisions of § 117.27 would not be applicable. When a flightcrew member conducts operations during their WOCL, the risk of cumulative fatigue significantly increases. For this reason § 117.27 prescribes specific limitations and conditions when consecutive nighttime operations apply, regardless of whether the FDP is unaugmented or augmented.
3-4706 EMERGENCY AND GOVERNMENT-SPONSORED OPERATIONS (§ 117.29). Flights operated by a certificate holder under contract with a U.S. Government agency must comply with the flight and duty regulations in part 121 and 14 CFR part 135, as appropriate, unless the Administrator has granted a deviation under 14 CFR part 119, §§ 119.55 or 119.57. This section addresses various supplemental operations that require flying into or out of hostile areas, and politically sensitive, remote areas that do not have rest facilities. This authority is issued on a case‑by‑case basis during an emergency situation as determined by the Administrator. These operations range from moving armed troops for the U.S. military, conducting humanitarian relief, repatriation, Air Mobility Command (AMC), and State Department missions.
A. Application of Emergency and Government-Sponsored Operations. The purpose of this section is to address true emergency situations and operations that are being conducted under contract with the U.S. Government that pose exceptional circumstances that would otherwise prevent a flightcrew member from being relieved from duty or safely provided with rest at the end of the FDP. This section is not meant to address self-induced emergencies that arise from inadequate planning. Certificate holders must be responsible for having appropriate onboard rest facilities or the proper number of flightcrew members available for the length of the duty day, if necessary.
RESERVED. Paragraphs 3-4707 through 3-4721.