Just recieved this. Makes interesting read!
Dear Axxx/Pxxxx,
I would like to draw your attention to the fact that Air Mauritius is not CAP 371 compliant. We use the CAP 371 as guidelines to produce our Flight and Duty Scheme as required by the Civil Aviation Regulations 1986, Chapter 7 section 58. I wish to mention as well that we do not operate under the authority of the UK CAA and that our regulatory body is the Department of Civil Aviation of Mauritius.
As far as the Cape Town flight is concerned the annexes you mentioned do not apply as the flight is planned within normal FPD. We requested a one hour extension from our DCA as buffer. If we need to reschedule these flights with extension on normal FDP please rest assured that we will give due considerations to the annexes.
Rdgs,
Captain P Bxxxxxxx
Director Flight Operations
Email:
[email protected]
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Subject: Fw: Fatigue Avoidance MRU-CPT-MRU
25 October 2005
The Director Flight Operations
Air Mauritius
SSR International Airport
Plaisance
Captain P. Bxxxx
Dear P,
Please refer to the letter from the Mauritian DCA regarding Flight and Duty limits for Cape Town Flights , dated 07 October 2005 ref: CAV/FOI/12/10 and subsequent Briefing Notice No 44 dated 21 October 2005.
As Air Mauritius is CAP 317 compliant , the AEA wishes to bring to your attention the Limitations as laid down in the Annex F to the CAP 371, attached below. Please refer to Para 1.3 Level 2 FDP plus 60 minutes as well as Para 1.1.3 which requires that the Operator must nominate an appropriate level and that all crew must be notified in advance.
We trust that Flight Operations and the DCA has given careful consideration regarding this Extension and that the limitations as per Annex F will be fully implemented and managed accordingly.
Thanking you for your usual understanding.
Yours Truly
For and on behalf of the AEA
XXXXXXXXXXX
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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 7½ 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.
1.3 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 7½ 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