4. If the flight crew member resides some distance from his or her home base, travel to and from the home base is outside the scope of these rules. It is assumed that the flight crew member has become accustomed to his or her home base when he or she begins a matching, scheduling or positioning relationship. Example: A flight crew member residing in Vancouver based in Calgary is presumed to have become accustomed to Calgary local time when reporting for work. 3. In the case of a flight service consisting of two or three flights, the flight crew member who will land the aircraft on final landing (flight control manipulation) shall be given two consecutive hours of rest in the rest facility. Other flight crew members are provided with 90 consecutive minutes of rest during the flight in the rest area. It is recognized that fatigue has a significant and detrimental impact on health and behavior. Fatigue has a negative impact on memory, concentration, reaction time, decision-making, risk perception and emotions (see Box 1).
For flight crews, fatigue can impair performance and lead to pilot errors that can have serious consequences, including damage or loss to the aircraft, as well as injury or death. There is evidence that human performance deteriorates exponentially after 12 hours of work (previous CARs regulations allowed a maximum flight duty time [RPD] of up to 14 consecutive hours in any 24-hour period). After an extended flight overnight, the impairments of a pilot landing at 5 a.m. correspond to a blood alcohol level of 0.08% Footnote 6 of the legal limit for drivers in Canada. 2. Where a flight or series of flights crosses more than four one-hour time zones from the point of departure, that series of flights shall be limited to a maximum of 3 flights; (a) shorten the flight duty time of a flight crew member; (2) There is no limit to the length of a flight duty period extended by Split Duty in accordance with section 700.50. However, the maximum duration of an air service of 18 hours set out in section 700.62 means that this applies to the whole of Division III of paragraph 700. (1) Subsection (4) – Air carriers shall provide all flight crew members with fatigue management training that includes, (6) Amendment SOR 2018-269 contains an editorial error in section 700.119. Duty-free options should be exclusive and non-inclusive, and a rule amendment should be published in fall 2021. 25. In March 2017, a Letter of Intent was published in footnote 44 of the Canada Gazette, Part I, to communicate Transport Canada`s strategic direction to stakeholders on these changes.
Transport Canada has decided to publish a Memorandum of Understanding prior to engaging stakeholders in the formal Canada Gazette, Part I, consultation process to allow Canadians and stakeholders to better understand and comment on Transport Canada`s strategic direction for managing flight crew fatigue. 4. An air carrier shall not change the take-off time of a reserve standby period so that it is within the window of a flight crew member with a circadian minimum, unless it informs the member of the change at least 24 hours before the take-off time is changed. 4. The average duration of flights shall be determined in the timetable of the relevant duty period. (a) the length of service just completed; (1) In the event of unforeseen operational circumstances occurring after the commencement of service, an air carrier may change the flight crew member`s flight duty time to commence a shared flight service (in accordance with section 700.50) with the consent of the pilot-in-command. The change may only be made if it takes place on the ground before the start of the scheduled break and if the scheduled break begins after the decision on the allocation of air services. The waiting time for a decision to introduce a shared flight service will not count towards the scheduled break.
(14) If an aircraft does not «travel under its own power for the purpose of take-off», it cannot be considered a flight, so the transfer of an aircraft from the «terminal» to the «parking» after the end of service is an obligation, but not a continuation of the flight duty period. 1. This subsection provides that reinforced flight crews and extended duty periods are not used when more than three flights are conducted. One airline disputed the assumption that the average pilot career is about 20 years. Specifically, the stakeholder stated that the average number of years of service of its flight crew members is less than the 20 years used in the cost-benefit analysis. «Aviation industry experts have recognized that Canadian flight and duty time regulations are insufficient to ensure pilots are well rested during flight,» said F/O Tim Perry, President of ALPA Canada. «The implementation of these long-overdue changes is a direct result of more than a decade of efforts by ALPA, which has worked diligently to obtain up-to-date, science-based regulations on flight and duty time – one of the most important flight safety issues for flight crews in Canada. (2) Regularly exceeding the limit by more than 10% of the time is no longer considered reasonable planning and the schedule or match must be adjusted. The airline has 28 days from the day the decision is made to postpone the flight duty period, flight schedule or match.
6. The remainder takes place between the time the aircraft reaches 3,048 m (10,000 feet) above aerodrome altitude and 15 minutes before the scheduled start of the descent. 2. The air carrier shall notify the crew member of the extension of the in-flight duty period before the start of the period. 3. Air carriers may evaluate all flight duty times for their operations to ensure that an overrun does not occur for more than 10% of the flight crew member`s maximum flight duty times. 5. In the case of an individual pilot operation, the 8 hours of 24 consecutive hours shall cover the total flight time flown by the flight crew member during that period and shall apply if the flight crew member is acting as the sole pilot. 1. An air carrier shall inform a flight crew member before being deployed as a flight crew member on standby. The notification shall include the place where it will take place and the beginning and end of the period of availability of reserves. The notice must be given to the flight crew member no later than: 15.
The flight crew member shall not be assigned to duty during a period of rest or rest. If the flight crew member is assigned a task between the end of a flight duty period and the beginning of a rest period or leave or off duty, this shall be recorded in the flight crew member`s time record. Between 2006 and 2015, there were 249 fatalities and 182 serious injuries due to incidents involving Canadian-registered aircraft, including 155 fatalities (62.2% of all fatalities) and 105 serious injuries (57.7%) due to incidents involving paragraph 703 operators.