ORO.FTL.110 Operator responsibilities
An operator shall:
(a) publish duty rosters sufficiently in advance to provide the opportunity for crew members to plan
adequate rest;
(b) ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently
free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;
(c) specify reporting times that allow sufficient time for ground duties;
(d) take into account the relationship between the frequency and pattern of flight duty periods and rest
periods and give consideration to the cumulative effects of undertaking long duty hours combined
with minimum rest periods;
(e) allocate duty patterns which avoid practices that cause a serious disruption of an established
sleep/work pattern, such as alternating day/night duties;
(f) comply with the provisions concerning disruptive schedules in accordance with ARO.OPS.230;
(g) provide rest periods of sufficient time to enable crew members to overcome the effects of the
previous duties and to be rested by the start of the following flight duty period.
(h) plan recurrent extended recovery rest periods and notify crew members sufficiently in advance;
(i) plan flight duties in order to be completed within the allowable flight duty period taking into account
the time necessary for pre-flight duties, the sector and turnaround times
(j) change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty
period on more than 33 % of the flight duties in that schedule during a scheduled seasonal period.
AMC1 ORO.FTL.110 Operator responsibilities
Scheduling
(a) Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level
of alertness. When developing a workable roster, the operator should strike a fair balance between
the commercial needs and the capacity of individual crew members to work effectively. Rosters should
be developed in such a way that they distribute the amount of work evenly among those that are
involved.
(b) Schedules should allow for flights to be completed within the maximum permitted flight duty period
and flight rosters should take into account the time needed for pre-flight duties, taxiing, the flight- and
turnaround times. Other factors to be considered when planning duty periods should include:
(1) the allocation of work patterns which avoid undesirable practices such as alternating day/night
duties, alternating eastward-westward or westward-eastward time zone transitions, positioning
of crew members so that a serious disruption of established sleep/work patterns occurs;
(2)scheduling sufficient rest periods especially after long flights crossing many time zones; and (3) preparation of duty rosters sufficiently in advance with planning of recurrent extended
recovery rest periods and notification of the crew members well in advance to plan adequate
pre-duty rest."
GM1 ORO.FTL.110(j) Operator responsibilities
Operational Robustness of Rosters
Performance indicators for operational robustness of rosters should support the operator in the
assessment of the stability of its rostering system. Performance indicators for operational robustness
of rosters should at least measure how often a rostered crew pairing for a duty period is achieved
within the planned duration of that duty period. Crew pairing means rostered positioning and flights
for crew members in one duty period.
AMC1 ORO.FTL.120(b)(4) Fatigue risk management (FRM)
Commercial Air Transport Operators Identification of Hazards
The operator should develop and maintain three documented processes for fatigue hazard identification:
(a) Predictive
The predictive process should identify fatigue hazards by examining crew scheduling and taking into
account factors known to affect sleep and fatigue and their effects on performance. Methods of
examination may include, but are not limited to:
(1) operator or industry operational experience and data collected on similar types of operations;
(2) evidence-based scheduling practices; and
(3) bio-mathematical models.
(b) Proactive
The proactive process should identify fatigue hazards within current flight operations. Methods of
examination may include, but are not limited to:
(1) self-reporting of fatigue risks;
(2) crew fatigue surveys;
(3) relevant flight and cabin crew performance data;
(4) available safety databases and scientific studies; and
(5) analysis of planned versus actual time worked.
(c) Reactive
The reactive process should identify the contribution of fatigue hazards to reports and events associated
with potential negative safety consequences in order to determine how the impact of fatigue could have
been minimized. At a minimum, the process may be triggered by any of the following:
(1) fatigue reports;
(2) confidential reports;
(3) audit reports;
(4) incidents; or
(5) flight data monitoring (FDM) events
AMC2 ORO.FTL.120(b)(4) Fatigue risk management (FRM)
Commercial Air Transport Operators Risk Assessment
An operator should develop and implement risk assessment procedures that determine the probability and
potential severity of fatigue-related events and identify when the associated risks require mitigation. The risk
assessment procedures should review identified hazards and link them to:
a. operational processes;
b. their probability;
c. possible consequences; and
d. the effectiveness of existing safety barriers and controls
AMC1 ORO.FTL.120(b)(8) Fatigue risk management (FRM)
Commercial Air Transport Operators FRM Safety Assurance Processes
The operator should develop and maintain FRM safety assurance processes to:
(a) provide for continuous FRM performance monitoring, analysis of trends, and measurement to validate
the effectiveness of the fatigue safety risk controls. The sources of data may include, but are not limited
to:
(1) hazard reporting and investigations;
(2) audits and surveys; and
(3) reviews and fatigue studies;
(b) provide a formal process for the management of change which should include, but is not limited to:
(1) identification of changes in the operational environment that may affect FRM;
(2) identification of changes within the organisation that may affect FRM; and
(3) consideration of available tools which could be used to maintain or improve FRM performance prior
to implementing changes; and
(c) provide for the continuous improvement of FRM. This should include, but is not limited to:
(1) the elimination and/or modification of risk controls have had unintended consequences or that are no
longer needed due to changes in the operational or organisational environment;
(2) routine evaluations of facilities, equipment, documentation and procedures; and
(3) the determination of the need to introduce new processes and procedures to mitigate emerging
fatigue-related risks.
Questa è solo una parte di molti punti importanti atti a garantire che le FTL sono "Limitation" è evidente che non si potrà operare al limite ed è garantito che se pur rimanendo sotto il limite l'impatto sulla fatica rimane elevato, occorreranno interventi per risolvere la questione.
Da un punto di vista normativo, le premesse ed i paletti sono stati tutti considerati.