Know Your CWA 14 – A.L.P.L.

CWA 2020-2022

Know Your CWA

On this page you will find all articles of the “Know your CWA” series, covering the CWA, which will come into effect as of 01 January 2020.

We will focus on the individual chapters, addressing the most important issues in the relevant paragraphs and providing situational examples for a better understanding of “your” CWA. Beside written information short video clips should help you to become familiar with the rules in order to be able to enforce the application in daily operation of “your” CWA.

Off- Day Scheme

General

Below you find the article as published in the current CWA. Further below we provide some comments and explanations for this article.

Like always it is the obligation of the company to follow these rules and a pilot is entitled to a roster reflecting these rules. If a pilot notices a non-compliance with the CWA it is his/her right that the roster will be changed to be fully compliant with the CWA.

36.16. Off-Day Scheme
36.16.1. General

An Off-Day is defined as a period of 24 hours free of all Duties commencing at 00:01 local time.
All Off-Days will be fixed at Home Base.
Each Pilot is entitled to 12 Off-Days at Home Base per Roster Period. Consecutive Off Days will be allotted to each Pilot in 2 blocks and will be clearly identified on the Rosters as:
- 7 Off-Days (identified as ‘A’ Days), and
- 5 Off-Days (identified as ‘B’ Days) during 6 Roster Periods of a calendar year or
- 5 Flexible Off-Days (identified as ‘C’ Days) during the other 6 Roster Periods of a calendar year.
The number of ‘B’ Day blocks scheduled by the Company is limited to not more than 2 per Calendar Quarter, except if requested by or with the prior consent of the Pilot concerned.
The entitlement for ‘B’ Days per calendar year for a Pilot on a part time scheme providing full Roster Periods off is reduced according to Table 12 below:

Number of full Roster Periods off per calendar year Number of ‘B’ Day blocks per calendar year

1 6

2 5

3 4

4 3

5 or more 3

The entitlement for ‘B’ Days per calendar year for newly employed Pilots in the first year of service and Pilots when on long term sick leave (2 full Roster Periods or more) is reduced according to Table 13 below:

Number of full Roster Periods after completing initial ground training as defined in Article 43 or full Roster Periods after returning from long term sick leave	Number of ‘B’ Day blocks per calendar year
11 or more	6
9 or 10	5
7 or 8	4
5 or 6	3
3 or 4	2
2	1
1	0

Unless requested by or with the prior consent of the Pilot concerned, no Duties consisting solely of ground training will be scheduled between
- two Off-Day blocks,
- an Off-Day block and a Vacation Period.
No period in excess of 19 consecutive Duty days will be scheduled between 2 blocks of Off- Days or a block of Off-Days and a Vacation Period, except if requested by or with the prior consent of the Pilot.
Not more than twice per calendar year up to 2 days of a block of ‘A’ Days can be scheduled to overlap into the next Roster Period, unless requested by or with the prior consent of the Pilot concerned.
A Pilot can request via the PBS:
- To have the block of ‘A’ Days and the block of ‘B’ Days or ‘C’ Days planned either separately or together,
- to have a block of ‘B’ Days planned in a specific Roster Period,
- to have a block of Off-Days starting on a specific date,
- a block of Off-Days to encompass specific dates.

Below you will find some comments and explanations regarding Art. 36.16.1. However, most of this article should be self-explanatory.

This paragraph defines the term Off-Day as free off all duties commencing at 00.01 local time.
Off-Days can only be scheduled at Home Base, which is defined in CWA Part III as “For all Employees at the Company and for the Company itself: Luxembourg Airport.”
Stipulates that per monthly Roster 12 Off-Days have to be scheduled. The Off-Days will be allocated in 2 blocks:
- 7 off days identified as “A” Days and
- 5 off days identified as “B” Days during 6 Roster Periods of a calendar year or
- 5 off days identified as “C” Days during the other 6 Roster Periods of a calendar year.
The text of this paragraph does not prevent that both Off-Day blocks, “A” Days and “B” Days/“C” Days are scheduled back-to-back, meaning as one block of consecutive Off- Days. However even if scheduled as a block “C” Days remain “C” Days and “A” Days remain “A” Days, meaning that “C” Days could still be rescheduled without the consent of the pilot. We will expand on “A” Days, “B” Days and “C” Days in the next issue in more detail.
This paragraph defines how often the company can schedule “B” Day blocks per Calendar Quarter. We will focus on “B” Days in more detail in the next issue
This paragraph defines the entitlement for “B” Days per calendar year for pilots being on part time providing full roster periods off.
This paragraph defines the entitlement for “B” Days per calendar year for newly employed pilots in the first year of service and pilots when on long term sick leave.
This paragraph prevents, that ground training events, e.g. simulator or ground school, are scheduled between two Off-Day blocks or between a block of vacation days and an Off- Day block.
This limits the number of consecutive calendar days between Off- Day blocks or between an Off-Day block and a block of vacation days to a maximum of 19 days. It is the obligation of the company that this is observed and a pilot is entitled that his roster is changed accordingly, if more than 19 calendar days are scheduled.
Maximum twice per calendar year, up to 2 days of the “A” Days can be scheduled to overlap into the next roster period, unless requested by the pilot.
It is possible to request via the PBS:
- to have the off-day blocks planned either separately or together,
- to have a block of “B” Days planned in a specific roster period,
- to have a block of off-days starting on a specific date,
- a block of off-days to encompass specific date.

'A' and 'B' Days

Below you find the article as published in the current CWA. Further below we provide some comments and explanations for this article.

36.16.2.‘A’ Days and ‘B’ Days

Notwithstanding a Delayed Arrival at Home Base on the first ‘A’ Day or ‘B’ Day of an Off-Day block, once a block of ‘A’ Days or ‘B’ Days has been published, they cannot be altered without the consent of the Pilot concerned.
If a Pilot’s Ground Duty is not completed by 22:00 local time before the first ‘A’ Day or ‘B’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 to 3 listed below.

Move the ‘A’ Days or ‘B’ Day as a block to accommodate the late arrival at Home Base, or
the block of ‘A’ Days or ‘B’ Days may be shortened to accommodate the late arrival at Home Base by receiving compensation at the rate of 2 Off-Days for every ‘A’ Day or ‘B’ Day within the next unpublished Roster Period, attached to the ‘A’ Days block for that Roster Period, or
the block of ‘A’ Days or ‘B’ Days may be shortened to accommodate the late arrival at Home Base receiving compensation by the payment of Off-Day overtime according to the following formula: (basic salary divided by 173) plus 50% supplement with not less than 8 hours counted per missing Off-Day. In this case, Duty hours worked in ‘A’ Days or ‘B’ Days are not added to the total Roster Period credit hours.

Delayed Arrival at Home Base is defined in CWA Part III as:

“An arrival at Home Base is considered to be delayed if the change which creates a delay occurred after the ‘Schedule Information’ email as per Article 36.11 has been sent related to the Duty Period which ends at Home Base and the Pilot’s Duty Period ends between 00:01 and 05:59 local time on the first Off-Day of a block of Off-Days.”

Below you will find some comments and explanations regarding Art. 36.16.2.

Once “A” or “B” Days have been published these days cannot be altered without the consent of the Pilot. “Published” in this respect is referring to the initial roster publication by the crew scheduling departement at least 14 days before this roster period commences, as defined in CWA 36.18.
As per per the first paragraph of Article 36.16.2.b) an “A” or “B” Day may be planned to start on the day after a ground duty, such as simulator or ground school, if this ground duty is scheduled to finish not later than 22.00 local time. If this ground duty finishes after 22.00 local time, the pilot is entitled to select compensation as described below.
The second paragraph of Article 36.16.2.b) mentions the possibility of a late arrival at Home Base on the first “A” or “B” Day by stating “If the Pilot’s Duty Period ends – whether operating or Positioning – 00:01 local time or later on the first ‘A’ Day or ‘B’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 to 3 listed below:”
Important:
According to the third paragraph in CWA 36.16.2.b), the pilot is not entitled to any compensation in the event of a “Delayed Arrival at Home Base” with his/her duty period ending between 00:01 and 05:59 local time on the first Off-Day (as per definition in CWA Part III).

In other words:
Although a block of “A” Days consists of 7 days and a block of “B” Days of 5 days, the respective first day of these blocks represents a special case. In general, these days cannot be changed, except in case of a “Delayed Arrival at Home Base” as mentioned above or if it is impossible for the company to (re)schedule a pilot to be back at Home Base before the first “A” or “B” Day commences.

A roster change up to and including the “Schedule Information” email, related to the Duty Period that ends at Home Base, is considered to be a “reschedule”. Any late arrival at Home Base (duty period ends at 00:01 local time or later on the first “A” or “B” Day) resulting out of such a “reschedule” entitles the pilot to select compensation as per CWA 36.16.2.b).
Any change resulting in a late arrival time at Home Base after the “Schedule Information” email was sent and the duty period ends between 00:01 local time and 05:59 local time is considered to be a “Delayed Arrival at Home Base”, in which case the pilot is not entitled to receive compensation. However, if the duty period ends at 06:00 local time or later he/she is entitled to receive full compensation as per CWA 36.16.2.b)

A pilot does not have to accept any duty extended beyond the first “A” or “B” Day. A pilot may insist that his roster is changed and that he is free of all duties at Home Base latest at 23:59 local time on the first “A” or “B” Day. It is the obligation of the company to amend a pilot’s roster accordingly, which may include positioning the pilot home. If for some reason a return beyond the first “A” or “B” Day is unavoidable, the pilot concerned is entitled to select compensation as per Art. 36.16.2 b).

Please refer to CWA 36.5 Specification of Reporting Time and end of Duty Time for the correct calculation of duty times.

It is only the pilot who decides how he wants to be compensated. The pilot may select one of the following options: 

Move “A” and “B” Days as a block.
Receive 2 Off-Days for every “A” or “B” Day to be scheduled within the next unpublished roster period, attached to the “A” Day block for that roster period keeping the same value, meaning that they cannot be moved without the consent of the pilot.
Payment of Off-Day overtime as defined in Art. 36.16.2 b) 3)

Example A:
Below is the roster of a pilot, showing that he was planned to return for his “A” Days on 17 March:

The flight back from ORD was then rescheduled and he now arrives back on 18 March, which is the first “A” Day. His duty ends at 00.35h local time.

The pilot can now choose the compensation:

If he decides that the entire Off Day block would be moved as per Art. 36.16.2. b) 1), his roster would look like this in AIMS eCrew:

If he elects to receive compensation of the missing “A” Day on 18 March by receiving 2 Off- Days as defined in Art. 36.16.2. b) 2); or payment as defined in Art. 36.16.2. b) 3), his roster would look like this in AIMS eCrew:

Example B:
Below is the roster of a pilot, showing that he was planned to return for his “A” Days on 17 March:

The return flight to LUX is scheduled to land at 22.45h local time. The “Schedule Information” email that is sent as per Art. 36.11. informs the pilot of the scheduled reporting time and confirms an “on time” arrival in LUX.

As per Art. 36.11, the pilot receives a “1^st Delayed Reporting Message” email, indicating a delay of 1 ½ hours and a new arrival time in LUX of 00.15h local time. This qualifies as “Delayed Arrival at Home Base” as per the definition in CWA Part III.

The duty ends 30 minutes after Block On at 00.45h local time, but the pilot is not entitled to compensation as per Art. 37.16.2. b), because of the “Delayed Arrival at Home Base”.

'C' Days

Below you find the article as published in the current CWA. Further below we provide some comments and explanations for this article.

36.16.3.‘C’ Days

Once a block of ‘C’ Days has been published, it can only be changed as follows:
It can be moved as a block by not more than 5 consecutive days from the scheduled dates when the Initial Roster was published provided that the Pilot receives a minimum 24 hours’ notice of the planned change before the first ‘C’ Day of an Off-Day block commences.
If a Pilot’s Ground Duty is not completed by 22:00 local time before the first ‘C’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 or 2 listed below.

Move the ‘C’ Days as a block to accommodate the late arrival at Home Base, or
the block of ‘C’ Days may be shortened to accommodate the late arrival at Home Base by receiving compensation at the rate of 1 Off-Day for every ‘C’ Day within the next unpublished Roster Period, attached to the ‘A’ Days block for that Roster Period, carrying the same value as a ‘A’ Day. In case the entire block of ‘C’ Days will be moved into the next unpublished Roster Period the Pilot is credited in addition with 8 Duty Hours, not counting to the maximum Duty Hours’ limitation.

Initial Roster is defined in CWA Part III as:

“The Roster as initially published by Crew Planning at least 14 days prior to the first day of a Roster Period in accordance with Article 36.2 of this CWA.”

Delayed Arrival at Home Base is defined in CWA Part III as:

Below you will find some comments and explanations regarding Art. 36.16.3

Art. 36.16.3. a) permits the company to change „C“ Days any time after they have been published. Changes are permitted observing the following limitations:
- „C“ Days can be only moved as a block and by not more than 5 consecutive days from the scheduled dates of the Initial Roster as per definition above.
- It is not possible to move individual „C“ Days away from this block.
- A 24 hours notice must be given before the first „C“ Days commences.
As per Article 36.16.3.b) a “C-Day” may be planned to start on the day after a ground duty, such as simulator or ground school, if this ground duty is scheduled to finish no later than 22.00 local time. If this ground duty finishes after 22.00 local time, the pilot is entitled to select compensation as described below. 
Article 36.16.3.b) also mentions the possibility of a late arrival at Home Base on the first “C-Day”. Paragraph b) of this article states “If the Pilot’s Duty Period ends – whether operating or Positioning – 00:01 local time or later on the first ‘C’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 to 2 listed below:”

Important:
According to CWA 36.16.3., the pilot is not entitled to receive any compensation in the event of a “Delayed Arrival at Home Base” as per definition above.

In other words:

A roster change up to and including the “Schedule Information” email, related to the Duty Period that ends at Home Base, is considered to be a “reschedule”. Any late arrival at Home Base (duty period ends at 00:01 local time or later on the first “C” Day) resulting out of such a “reschedule” entitles the pilot to select compensation as per CWA 36.16.3.b).
Any change resulting in a late arrival time at Home Base after the “Schedule Information” email was sent and the duty period ends between 00:01 local time and 05:59 local time is considered to be a “Delayed Arrival at Home Base”, in which case the pilot is not entitled to receive compensation. However, if the duty period ends at 06:00 local time or later he/she is entitled to receive full compensation as per CWA 36.16.3.b).

In case of a return into one or more “C” Days, the pilot concerned is entitled to select compensation as per Art. 36.16.3 b).

Please refer to CWA 36.5 Specification of Reporting Time and end of Duty Time for the correct calculation of duty times.

It is only the pilot who decides how he wants to be compensated. The pilot may select one of the following options: 

Move „C“ Days as a block.
Receive 1 Off-Day for every “C-Day” to be scheduled within the next unpublished roster period, attached to the “A-Day” block for that roster period. These “owed „C“ Days will then have the same value as “A” Days, meaning that all rules stipulated in CWA Art. 36.16.2. for “A-Days” are applicable.If the entire block of „C“ Days is moved into the next unpublished roster period, the pilot shall receive additionally 8 Duty Hours in the roster period the „C“ Days were moved from.

Off- Days after Ground Duties

According to Articles 36.16.2.b) and 36.16.3 b) an “A”, “B” or “C-Day” may be planned to start on the day after a ground duty, such as simulator or ground school, if this ground duty is scheduled to finish no later than 22.00 local time.

36.16. 2. ‘A’ Days and ‘B’ Days

If a Pilot’s Ground Duty is not completed by 22:00 local time before the first ‘A’ Day or ‘B’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 to 3 listed below.

36.16.3 ‘C’ Days

If a Pilot’s Ground Duty is not completed by 22:00 local time before the first ‘C’ Day of an Off-Day block, the Pilot is entitled to select compensation from the alternatives 1 or 2 listed below.

If this ground duty finishes after 22.00 local time, the pilot is entitled to select compensation as described in the respective articles for the ‘A’ and ‘B’ Days or the ‘C’ Days above.

Crew Positioning Travel

Below you find the article as published in the current CWA. Further below we provide some comments and explanations for this article.

37.3 Crew Positioning Travel
37.3.1 All Crew Positioning flights will be booked ’Business Class’ or better unless agreed differently between the Company and the Pilot Representatives for specific routes, or unless ‘Business Class’ is not provided on a specific route. ‘Economy Class’ will be used on Luxair intra-European point-to-point flights. Other than USA ‘First Class’ domestic flights all other ‘First Class’ bookings will require approval by the Chief Pilot’s Office.

All positioning flights on other airlines, except those operated by Luxair, shall be booked in “Business Class or better”. This means that it is the obligation of the company to provide “Business Class“ tickets if you are required to travel on behest of the company.

The article allows only for the following two exceptions:

“Unless agreed differently between the Company and the Pilot Representatives for specific routes.”

Presently the Pilot Representatives accept that only on routes operated by Luxair under LG flight numbers between Luxembourg (LUX) and any airport served by Luxair directly and vice versa that crew positioning travel may be booked in Economy Class. On all other routes it is the obligation of the company to book all positioning travel in “Business Class“.

Art. 5.3 of the CWA defines the Pilot Representatives. These comprise your ALPL Cargolux Divisional Board, whose members mostly also are Delegates in the Cargolux Delegation.

“…or unless ‘Business Class’ is not provided on a specific route.”

As long as one airline provides “Business Class“ on a route a pilot should position on, the pilot is entitled to position in “Business Class or better“. The pilot can refuse to fly in economy class if all business class seats are sold out on that specific day.

Tip: In this regard it is always a good idea to also check the flights on the internet and where applicable take a screen shot and advise Crew Control of the “Business Class” seats available.

Example: A pilot is scheduled to position from A to B. This route is served by several airlines, of which at least one offers “Business Class“. Crew Control informs the pilot that all business class seats are sold out that day, in which case the pilot can refuse to fly in Economy and Crew Control will have to find a different solution.

Let’s have a look at the definitions first:

Standby is defined in Part III of the CWA as “Means a pre-notified and defined period of time during which a Pilot is required by the Company to be available to receive an assignment for a Duty without an intervening Rest Period, as follows:

“Airport Standby” means a Standby performed at the airport or any other location defined by the Company with the exception of Standby away from Home Base

“Other Standby” means a Standby either at home or in a Suitable Accommodation.

Reserve is defined as “Means a period of time during which a Pilot is required by the Company to be available to receive an assignment for an FDP, Positioning or other Duty notified at least 18 hours in advance.

Accommodation is defined as “Means, for the purpose of standby and split duty, a quiet and comfortable place not open to the public with the ability to control light and temperature, equipped with adequate furniture that provides a Pilot with the possibility to sleep, with enough capacity to accommodate all Pilots present at the same time and with access to food and drink.”

Suitable Accommodation is defined as “Means, for the purpose of Standby, split duty, and rest, a separate hotel room for each Pilot located in a quiet environment and equipped with a bed, which is sufficiently ventilated, has a device for regulating temperature and light intensity, and access to food and drink.“

Rest at Home Base

“Rest with suitable accommodation provided by the company (B2B)” will be covered in a separate section.

General

36.10.1 Minimum rest period and reduced rest
The required Rest Period before undertaking a Flight Duty Period shall be in accordance with the Table 9 below.

Time zone differences are compensated by additional rest in the following cases:

At Home Base, if a Rotation involves a 4 hour time difference or more.
Away from Home Base, if a Flight Duty Period involves a 4-hour time difference or more.

Table 9: Rest

Location	Minimum Rest	Reduced Rest (with FRM approval)
Home Base with no time zone difference compensation required	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base with time zone difference compensation	See Article 36.10.2	Not allowed
Home Base with no time zone difference compensation required and Company provided Suitable Accommodation (Note 1)	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base with time zone difference compensation and Company provided Suitable Accommodation (Note 1)	Only once between 2 Recurrent Extended Recovery Rest Periods: Equal to the duration of the previous Duty Period or 14 hours, whichever is greater.	Not allowed
Away from Home Base…	…	…
Away from Home Base…	…	…

Note 1:
For Rotations which include …
…
…
…

Conditions for the use of reduced rest:

The Rest Period following the reduced rest is extended by the difference between the minimum rest and the reduced rest.
The maximum Flight Duty Period following the reduced rest is reduced by the difference between the minimum Rest Period and the reduced rest.
There is a maximum of 2 reduced Rest Periods between 2 Recurrent Extended Recovery Rest Periods.

Rest Period is defined in Part III of the CWA as “Means a continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a Pilot is free of all duties, standby and reserve.”

Duty is defined as “Means any task that a Pilot performs for the Company, including flight duty, administrative work (as indicated on the Pilot’s roster), giving or receiving training and checking, Positioning, Reserve and Standby.”

Rest with no time zone difference compensation

The Minimum Rest Period at Home Base after and before any Duty Period is

As long as the previous Duty Period or 12 hours, whichever is longer

The following graph nicely illustrates the correlation between Duty Period and Minimum Rest Period at Home Base without time zone difference compensation.

Example (no time zone compensation):
A pilot is scheduled to operate the flight LUX-ZAZ-LUX. Total Duty Time is 6 hours. Since there is no time zone difference between LUX and ZAZ, no time zone difference compensation is required and the Minimum Rest Periodaccording to Table 9 in article 36.10.1 is 12 hours.

But what if the Rest Time at Home Base is scheduled to be shorter than stated in the CWA?
In this case it is the obligation of the company to change the roster accordingly to comply with the CWA.

Please note, the intention of the rest at Home Base is to have a pilot acclimatised at Home Base in order that he/she is rested for the next duty or series of duties.

If pilots feel that they are not acclimatised at the Home Base before the next duties then they should extend their rest time and complete a proactive fatigue report.

Rest with time zone difference compensation

36.10.2 Rest at Home Base with time zone difference compensation
At Home Base, if a Rotation involves a 4 hour time difference or more, the Minimum Rest Period is as specified in the table below.

Table 10: Minimum Local Nights of rest at Home Base to compensate for time zone differences when Suitable Accommodation is not provided by Company.

Maximum time difference between Home Base Time and local time where a Pilot rests during a Rotation(hours)	Time elapsed since reporting for the first FDP in a Rotation involving at least 4 – hour time difference to the Reference Time(hours:minutes)
	< 48:00	48:00 – 71:59	72:00 – 95:59	≥ 96:00
≤ 6	2	2	3	3
>6 and ≤9	2	3	3	4
>9 and ≤12	2	3	4	5

As soon as a rotation involves a 4 hour time difference or more and no suitable accommodation is provided by Cargolux when returning to Home Base, the Minimum Rest Period with time zone compensation according to 36.10.2 must be applied.

The table considers the following:

the maximum time difference between the Home Base Time and the local time where a crew member rests during the rotation and
the time elapsed since reporting for the first FDP involving at least 4 hours time difference to the reference time.

Home Base Time is defined in Part III of the CWA as “Is the local time at Home Base when a Pilot returns from a Rotation.”

Reference Time is defined in Part III of the CWA as “Means the local time at the reporting point situated in a 2-hour wide time zone band (+/- 02:00 hours) around the local time where a Pilot is acclimatised.”

The Reference Time can be determined using Table 1 in CWA 36.6.2.1.

Example (with time zone compensation):
A pilot operates LUX (UTC+2) – GYD (UTC+4) on day 1. On the next day he operates GYD (UTC+4) – PVG (UTC+8), crossing for the first time 4 time zones. Reporting Time is 04:00 UTC. On day 3 he operates PVG – OVB (UTC+7), takes a Rest Period and continues back to LUX, where he arrives at 06:00 UTC on day 5. According to Table 10 in article 36.10.2 the biggest time difference between Home Base Time and the local time where the pilot rests during the rotation is 6 hours – the difference between PVG (UTC+8) and LUX (UTC+2). Time elapsed since reporting for the first FDP involving 4 hours time difference is 74:30 hours (GYD 04:00 UTC on day 2 until LUX 06:30 UTC on day 5). Thus, according to Table 10 in 36.10.2 the Minimum Rest Period for time zone difference compensation is 3 local nights.

But what if the Rest Time at Home Base is scheduled to be shorter than stated in the CWA?
In this case it is the obligation of the company to change the roster accordingly to comply with the CWA.

Rest at Home Base on EWWET

36.10.3 Rest at home base on Eastward-Westward or Westward-Eastward transitions (EWWET)

In case of an Eastward-Westward or Westward-Eastward transition at Home Base, at least 3 Local Nights of rest at Home Base are provided between alternating Rotations.

This article states that when a pilot is transiting through Home Base from East to West or West to East, a minimum of 3 local nights of rest must be provided.

EWWET is defined in Part III of the CWA as “Eastward-Westward and Westward-Eastward transition means the transition at Home Base between a Rotation crossing 4 or more time zones in one direction and a Rotation crossing 4 or more time zones in the opposite direction”

Example (EWWET):
A pilot operates a rotation all the way to HKG and back to LUX. In this rotation, he crosses 6 time zones to the East [LUX (UTC+2)/HKG (UTC+8)]. Due to the nature of his trip he would only need a Minimum Rest Period for time zone compensation according to 36.10.2 of 2 local nights. However, his next Duty is a flight from LUX (UTC+2) to JFK (UTC-4). Because he already crossed more than 4 time zones on his last rotation and is scheduled to cross again 6 time zones to the West, the Minimum Rest Period is 3 local nights according to 36.10.3.

But what if the Rest Time at Home Base is scheduled to be shorter than stated in the CWA?
In this case it is the obligation of the company to change the roster accordingly to comply with the CWA.

Back-to-Back Operation

36.10.1 Minimum rest period and reduced rest
The required Rest Period before undertaking a Flight Duty Period shall be in accordance with the Table 9 below.

Time zone differences are compensated by additional rest in the following cases:

At Home Base, if a Rotation involves a 4 hour time difference or more.
Away from Home Base, if a Flight Duty Period involves a 4-hour time difference or more.

Table 9: Rest

Location	Minimum Rest	Reduced Rest (with FRM approval)
Home Base with no time zone difference compensation required	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base with time zone difference compensation	See Article 36.10.2	Not allowed
Home Base with no time zone difference compensation required and Company provided Suitable Accommodation (Note 1)	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base with time zone difference compensation and Company provided Suitable Accommodation (Note 1)	Only once between 2 Recurrent Extended Recovery Rest Periods: Equal to the duration of the previous Duty Period or 14 hours, whichever is greater.	Not allowed
Away from Home Base…	…	…
Away from Home Base…	…	…

Note 1:

For Rotations which include a Rest Period at Home Base with or without time zone difference compensation and Company provided Suitable Accommodation, hereinafter referred to as ‘Back to Back Operation’, the following conditions apply:

After Roster publication, the Company will do its utmost to avoid ‘Back to Back Operations’.
Pilots can bid for Rotations including ‘Back to Back Operations’.
‘Back to Back Operations’ shall not be planned together with a Ground Duty, except with the consent of the Pilot.
‘Back to Back Operations’ shall not affect Off-Days except with the consent of the Pilot.
In case a Rotation is changed into a ‘Back to Back Operation’ the Pilot must be notified of such a change latest 12 hours before the (re)scheduled departure time of the first sector of the Duty Period immediately before the Pilot returns to Home Base. Such a notification will be sent latest with the ‘Schedule Information’ email referred to in Article 36.11. If the notification time is less, a ‘Back to Back Operation’ can only be planned with the consent of the Pilot.
The minimum Rest Period for Eastward-Westward or Westward-Eastward transitions (EWWET) is 3 Local Nights.
A ‘Back to Back Operation’ shall not be used, if such a Rotation includes a Duty Period crossing the international date line.
A Rest Period at Home Base with or without time zone difference compensation and Company provided Suitable Accommodation shall not be utilized as a Recurrent Extended Recovery Rest Period.

Conditions for the use of reduced rest:

The Rest Period following the reduced rest is extended by the difference between the minimum rest and the reduced rest.
The maximum Flight Duty Period following the reduced rest is reduced by the difference between the minimum Rest Period and the reduced rest.
There is a maximum of 2 reduced Rest Periods between 2 Recurrent Extended Recovery Rest Periods.

Rest Period is defined in Part III of the CWA as “Means a continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a Pilot is free of all duties, standby and reserve.”

Suitable Accommodation is defined in Part III of the CWA as “Means, for the purpose of Standby, split duty, and rest, a separate hotel room for each Pilot located in a quiet environment and equipped with a bed, which is sufficiently ventilated, has a device for regulating temperature and light intensity, and access to food and drink.

In addition, the hotel standard criteria as per Table 14 in CWA 37.2.2.1 must be fulfilled.

Rest at Home Base with accommodation provided by Cargolux

The Minimum Rest Period at Home Base after and before any Duty Period, if Cargolux provides a suitable accommodation is:
- As long as the previous Duty Period or 12 hours, whichever is longer

After a FDP crossing 4 time zones or more, the Minimum Rest Period is increased to:
- As long as the Previous Duty Period or 14 hours, whichever is longer

The following graph nicely illustrates the correlation between Duty Period and Minimum Rest Period at Home Base with suitable accommodation provided by Cargolux.

According to Note 1 below Table 9 in CWA 36.10.1 also the following must be respected when being scheduled for a “Back to Back Operations”:

Pilots should be scheduled for “Back to Back Operations” before they have left Home Base. Pilots can also bid for such rotations.

“Back to Back Operations” must not be scheduled together with Ground Duties.

“Back to Back Operations” must not affect off-days, which means that C-Days must not be changed or moved from the scheduled dates in case a rotation is changed into a B2B.

The latest time a pilot must be informed of a B2B rotation is with the ‘Schedule Information’ email referred to in Article 36.11., which is sent 12 hours before the (re)scheduled departure time of the first sector of the Duty Period immediately before the pilot returns to Home Base.

The EWWET rest requirement of 3 local nights must be respected when transitioning through Home Base.

A “Back to Back Operation” must not include a duty period crossing the international date line at any time during the rotation.

The rest at Home Base in a B2B rotation must not be planned as a Recurrent Extended Rest Recovery Period.

Example A:
A pilot is scheduled for a B2B rotation. He returns to LUX from JFK and is supposed to stay in the hotel at Home Base. The total Duty Time is 10:30 hours and the crew crosses more than 4 time zones. Thus, the Minimum Rest Period with suitable accommodation provided by Cargolux is 14 hours.

Example B:
A pilot receives notification that his rotation is changed into a “Back to Back Operation” and that his C-Days are moved by 3 days to accompany for the trip extension. According to CWA 36.10.1, Note 1, d) this is not allowed.

Example C:
While on a rotation, the trip is shortened, and the pilot is supposed to come back to Home Base a few days earlier than originally scheduled. In this case, provided that the pilot receives the notification in due time, a “Back to Back Operation” can be scheduled only to fill the gap between the earlier return and the originally planned off days.

But what if the Rest Time at Home Base is scheduled to be shorter than stated in the CWA or the provisions in Note 1 are not fulfilled?
In this case it is the obligation of the company to change the roster accordingly to comply with the CWA.

Please note, the intention of any rest period is to enable a pilot to be rested for the next duty or series of duties and to stay sufficiently free from any fatigue!

If pilots feel that they are not sufficiently rested before the next duties then they should extend their rest and complete a proactive fatigue report.

Rest away from Home Base

36.10.1 Minimum rest period and reduced rest
The required Rest Period before undertaking a Flight Duty Period shall be in accordance with the Table 9 below.

Time zone differences are compensated by additional rest in the following cases:

At Home Base, if a Rotation involves a 4 hour time difference or more.
Away from Home Base, if a Flight Duty Period involves a 4-hour time difference or more.

Table 9: Rest

Location	Minimum Rest	Reduced Rest (with FRM approval)
Home Base	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base	See Article 36.10.2	Not allowed
Home Base	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Home Base	Only once between 2 Recurrent Extended Recovery Rest Periods: Equal to the duration of the previous Duty Period or 14 hours, whichever is greater.	Not allowed
Away from Home Base with no time difference compensation required	Equal to the duration of the previous Duty Period or 12 hours, whichever is greater	12 hours
Away from Home Base after an FDP crossing 4 time zones or more	Equal to the duration of the previous Duty Period or 14 hours, whichever is greater	Not allowed

Note 1:
For Rotations which include …
…
…
…

Conditions for the use of reduced rest:

The Rest Period following the reduced rest is extended by the difference between the minimum rest and the reduced rest.
The maximum Flight Duty Period following the reduced rest is reduced by the difference between the minimum Rest Period and the reduced rest.
There is a maximum of 2 reduced Rest Periods between 2 Recurrent Extended Recovery Rest Periods.

In addition, the hotel standard criteria as per Table 14 in CWA 37.2.2.1 must be fulfilled.

It can be summarized that away from Home Base, the

Minimum Rest Period after and before any Duty Period is:
- As long as the previous Duty Period or 12 hours, whichever is longer

After a FDP crossing 4 time zones or more, the Minimum Rest Period is:
- As long as the Previous Duty Period or 14 hours, whichever is longer

The following graph nicely illustrates the correlation between Duty Period and Minimum Rest Period away from Home Base.

Example A:
A pilot operates a flight as part of a Standard Flight Crew. The total Duty Time is 9:40 hours and ends at 07.45 UTC. The crew only crosses 3 time zones. As per CWA 36.10.1 the pilot is entitled to a Rest Period of 12 hours, meaning that the earliest Reporting Time for the next Duty Period, whether operating as active crewmember or positioning, would be at 19.45 UTC.

Please note that according to OM-A Chapter 7, Section 9, a minimum of 10 hours rest at the hotel must be achieved in order to have an 8 hour sleep opportunity!

Example B:
A pilot operates a flight as part of an Augmented Flight Crew. The total Duty Time is 12:45 hours and ends at 07:00 UTC. The crew crosses 4 time zones. As per CWA 36.10.1. the pilot is entitled to a Rest Period of 14 hours or as long as the previous Duty Period, if longer. The earliest possible Reporting Time for the next Duty would be at 21:00 UTC.

Example C:
A pilot positions from LUX to HKG resulting in a Duty Period of 18:45 hours ending at 04:45 UTC. The pilot is entitled to a Rest Period of 18:45 hours. The earliest Reporting Time for the next Duty would be at 23:30 UTC.

But what if your Rest Time is less than what you are entitled to?
Then it is the obligation of the company to change your roster accordingly.

Please note, the intention of any rest period is to enable a pilot to be rested for the next duty or series of duties and to stay sufficiently free from any fatigue!

If pilots feel that they are not sufficiently rested before the next duties then they should extend their rest and complete a proactive fatigue report.

Recurrent Extended Recovery Rest Period

Recurrent Extended Recovery Rest Periods

36.10.4 Recurrent Extended Recovery Rest Periods
The minimum Recurrent Extended Recovery Rest Period shall be 36 hours, including 2 Local Nights, and in any case the time between the end of one Recurrent Extended Recovery Rest Period and the start of the next Extended Recovery Rest Period shall not be more than 168 hours.

The Recurrent Extended Recovery Rest Period shall be increased to 2 Local Days twice every month.

Recurrent Extended Recovery Rest Periods may be scheduled concurrently with rest requirements for time zone difference compensation.

Recurrent Extended Recovery Rest Periods shall be planned and crew members notified sufficiently in advance.

This article states that the minimum recurrent recovery rest period must be a minimum of 36 hours, including 2 local nights. Furthermore, not more than 168 hours shall be between the end of one recurrent extended recovery rest period and the start of the next one.

Additionally, the recurrent extended recovery rest period must be increased to 2 local days twice every month and may be scheduled concurrently with rest requirements for time zone compensation.

Note: Recurrent Extended Recovery Rest Periods are also a limitation in the OM-A and limits must not be exceeded in any case!

Example:
A pilot is scheduled for a trip, which departs LUX on day 1 at 11:00 UTC and is supposed to come back on day 7 at 04:00 UTC. Time between reporting for duty at 10:00 UTC on day 1 and going off duty on day 7 at 04:30 UTC is 162:30 hours. During this rotation, the longest scheduled rest period is 32 hours. Due to delays and changes, the pilot departs late from CGO to OVB and is planned to continue to LUX on the same flight. ETA in LUX would be 12:00 UTC on day 7, resulting in more than 168 hours since the end of his last extended recovery rest period. As per CWA and the OM-A, the pilot must take a rest period in OVB and is not allowed to continue to LUX. Because he had a disruptive schedule with 4 night duties, early starts and late finishes, based on the reference time the pilot was acclimatized to, the rest period in OVB must be increased from the minimum of 36 hours and 2 local nights to 60 hours minimum.

But what if your Rest Time is less than what you are entitled to?
Then it is the obligation of the company to change your roster accordingly.

Increased rest requirements due to disruptive schedules

36.10.5 Increased rest requirements due to Disruptive Schedules
For a Pilot performing 4 or more Night Duties, Early Starts or Late Finishes between 2 Extended Recovery Rest Periods, the second Extended Recovery Rest Period is extended to 60 hours. Such a Recurrent Extended Recovery Rest Period may be scheduled concurrently to other rest requirements including but not limited to rest required for time zone difference compensation.

When a transition at Home Base is planned from a late Finish/Night Duty to an Early Start, the Rest Period between the 2 Flight Duty Periods includes 1 Local Night.

Disruptive Schedule is defined in OM-A Chapter 7, Section 2 as “Means a crew member´s roster which disrupts the sleep opportunity during the optimal sleep time window by comprising an FDP or a combination of FDPs which encroach, start or finish during any portion of the day or night where a crew member is acclimatised. A schedule may be disruptive due to early starts, late finishes or night duties.”

Additional increased rest is required if a pilot performs 4 or more Night Duties, Early Starts or Late Finishes based on his status of acclimatization between 2 extended recovery rest periods. In such a case the second extended recovery rest period must be a minimum of 60 hours.

In this context the OM-A defines

Early Start as “a duty period starting in the period between 05:00 and 05:59 in the time zone to which a crew member is acclimatised;”

Late Finish as “a duty period finishing in the period between 23:00 and 01:59 in the time zone to which a crew member is acclimatised;”

Night Duty as “duty period encroaching any portion of the period between 02:00 and 04:59 in the time zone to which a crew member is acclimatised.”

Important to know: The reference for determining an Early Start, Late Finish or Night Duty is the reference time a pilot is acclimatized to according to CWA 36.6.2.1.

But what if your Rest Time is less than what you are entitled to?
Then it is the obligation of the company to change your roster accordingly.

Standby and Reserve

36.8. Standby
36.8.1. Home Base Airport Standby
The following applies to Pilots on Airport Standby:

Airport Standby shall be clearly indicated in the Roster and the start and end time of Airport Standby shall be defined and notified in advance to the Pilot concerned to provide the Pilot with the opportunity to plan adequate rest.
The maximum duration of Airport Standby is 8 hours.
A Pilot is considered on Airport Standby from reporting at the reporting point until the end of the notified Airport Standby period.
Airport Standby shall count in full as Duty Period.
Accommodation during Airport Standby is provided by the Company.
The Response Time between call and Flight Duty Period start is 30 minutes to account for physiological needs.
If not leading to the assignment of a Flight Duty Period, Airport Standby is followed by a Rest Period.
If an assigned Flight Duty Period starts during Airport Standby, the following applies:
- The Flight Duty Period counts from the start of the Flight Duty Period. The maximum Flight Duty Period is reduced by any time spent on Airport Standby in excess of 4 hours.
- The maximum combined duration of Airport Standby and assigned Flight Duty Period is 16 hours unless the Flight Duty Period has been extended due to in-flight rest or split duty.
The Pilot has to be reachable by phone during Standby.
During Airport Standby, a minimum of 8 hours per day is counted towards the Pilot’s credit time limit.

36.8.2. Standby other than Airport Standby
The following applies to Pilots on Standby other than Airport Standby:

General
- The maximum duration of Standby other than Airport Standby is 8 hours.
- The combination of Standby other than Airport Standby and Flight Duty Period does not lead to more than 18 hours awake time. Full time on Standby will be considered in the evaluation of the Pilot’s alertness level under FRM.
- 25% of time spent on Standby other than Airport Standby counts as Duty Time for the purpose of Flight Times and Duty Periods limitations.
- Standby is followed by a Rest Period.
- Standby ceases when the Pilot reports at the designated reporting point.
- If Standby ceases within the first 6 hours, the maximum Flight Duty Period counts from the Reporting Time.
- If Standby ceases after the first 6 hours, the maximum Flight Duty Period is reduced by the amount of time on Standby exceeding 6 hours.
- If the Flight Duty Period is extended due to in-flight rest or to split duty, the 6 hours above are extended to 8 hours.
- Notifications of assigned Duties should avoid interference with sleeping patterns if possible.
- Pilots are expected to manage rest and nap opportunities while on Standby. Therefore, the beginning of the awake time correlates with the call out time.
- The exact hours that the Pilot is required to be on Standby will appear on the Pilot’s Roster.
- During Standby, a minimum of 8 hours per day is counted towards the Pilot’s credit time limit.
Standby other than Airport Standby at Home Base:
- The Pilot has to be reachable by phone during Standby.
- The Response Time between call and Reporting Time is minimum 120 minutes.
Standby other than Airport Standby away from Home Base:
- Suitable Accommodation shall be provided.
- The Pilot has to be reachable by phone during Standby. The Pilot will notify the Company of the phone number he can be reached on during Standby.
- The Response Time between call and the transport leaving the Suitable Accommodation is minimum 90 minutes.

Let’s have a look at the definitions first:

“Airport Standby” means a Standby performed at the airport or any other location defined by the Company with the exception of Standby away from Home Base

“Other Standby” means a Standby either at home or in a Suitable Accommodation.

It can be summarized, that in case of Home Base Airport Standby:

Airport standby must be clearly indicated in the roster
The maximum duration is 8 hours and shall entirely be counted as Duty Period
A minimum of 8 hours per day is counted towards the pilot credit time limit (Art. 38.5)
The pilot must be reachable during standby times by phone
Accommodation must be provided
If no FDP is assigned, airport standby is followed by a Rest Period
Notification time (from the phone call until reporting time) is minimum 30 minutes
If an FDP starts during airport standby, the maximum FDP is reduced by any time spent on airport standby in excess of 4 hours
The maximum combined duration of airport standby and a FDP is 16 hours, except if the flight crew is augmented or in case of split duty.

Standby other than Airport Standby can be summarized as follows:

Standby duty must be clearly indicated in the roster
Maximum duration is 8 hours and 25% of the time will be counted for the purpose of Flight Times and Duty Periods limitations (Art. 36.4.1)
A minimum of 8 hours per day is counted towards the pilot credit time limit (Art. 38.5)
Standby is followed by a Rest Period
The pilot must be reachable during Standby times by phone
Notification time (from the phone call until reporting time) is minimum 2 hours at Home Base
If standby away from Home Base
- Suitable accommodation must be provided
- The pilot can choose between either the hotel phone or a private phone number he can be reached on during Standby.
- The response time (from the phone call until the transport leaves the suitable accommodation) is minimum 1 ½ hours
The maximum combined duration of standby and an FDP is 18 hours
Standby ceases when reporting at the designated reporting point
If standby ceases within the first 6 hours, the maximum FDP counts from reporting
If standby ceases after the first 6 hours, the maximum FDP is reduced by the amount of standby time exceeding 6 hours
If the flight crew is augmented or in case of split duty, the 6 hours above are extended to 8 hours.

36.9. Reserve
36.9.1. The following provisions apply to Pilots assigned to reserve duties:

Reserve is the period of time during which the Pilot is required to be contactable and available to receive an assignment for Duty.
Reserve periods are indicated on the Roster.
The maximum number of consecutive Reserve days is 7.
The maximum duration of any single Reserve period is 8 hours per day.
Before each period of Reserve a minimum of an 8-hours uninterrupted rest is scheduled.
An assigned Flight Duty Period counts from the Reporting Time.
Reserve times do not count as Duty Period for the purpose of rest requirements or flight times and duty periods limitations.

Pilots may be scheduled for Reserve on days which are unschedulable or in lieu of a Duty from which the Pilot is de-assigned.

Reserve 1 is scheduled from 06:00 to 14:00 local time.
Reserve 2 is scheduled from 12:00 to 20:00 local time.
Reserve 3 is scheduled from 16:00 to 24:00 local time.

Reserve in a Roster implies that a Reserve period, which does not result in a Duty Period, may not be retrospectively considered as part of a Recurrent Extended Recovery Rest Period.

During Reserve, a minimum of 8 hours per day is counted towards the Pilot’s credit time limit.

The minimum time between notification during a Reserve Duty and start of the Duty notified is 18 hours.

In case of Reserve, the following is applicable:

Maximum number of consecutive RES days is 7
Maximum 8 hours per day
RES must be clearly indicated in the roster
The pilot must be reachable during Reserve times
Notification time (from the phone call until reporting time) is minimum 18 hours
An assigned FDP counts from reporting time
RES does not count for the purpose of Flight Times and Duty Periods limitations (Art. 36.4.1)
8 hours per day are counted towards the pilot credit time limit (Art. 38.5)
Any RES that does not result in a Duty Period may not be considered as part of Recurrent Extended Recovery Rest Period.

Scheduling rules of Standby and Contactability

In general, a pilot must only be reachable during Standby (SBY) and Reserve (RES) as defined in CWA Art. 36.8 and 36.9 respectively.

In addition, CWA Art. 36.19 Changes to Rosters, which requires the pilot to check his/her roster for changes during certain times and OM-A, Chapter 1, Section 4 and 5, which specifically mentions that a crew member shall inform him/herself of his/her next duty assignment with Crew Control when returning to home base, must be respected.

During all other times a pilot is not required to be reachable. It is solely up to the pilot to decide whether he/she answers a phone call, checks his/her company provided email account or AIMS, eCrew, any voice mailbox for messages or if SMS text messages have been received.

Let´s start with scheduling rules for Standby;

36.8.3. Scheduling of Standby
If not otherwise requested or agreed by the Pilot, the following rules apply for rostering Standby.

36.8.3.1. Scheduling of Standby at Home Base

A block of Standby at Home Base will not exceed 4 consecutive days.
A block of Standby at Home Base will not be allocated more than once within 3 consecutive Roster Periods
A Pilot cannot be rostered for more than 1 block of Standby at Home Base within a Roster Period.
If a Pilot’s Roster is amended after the Initial Roster has been published, a block of consecutive assigned Duties may be replaced by Standby as follows:
- If a Duty Period is cancelled after the Reporting Time for the Rotation that this Duty Period is a part of, the remaining days of this Rotation may be replaced by Standby as follows:
  - The number of Standby at Home Base will not exceed 4 consecutive days.
  - These Standby days will not be subject to the restrictions mentioned in b)and c)above.
- If a Pilot returns from sick leave, Standby may be rostered as follows:
  - Only on the days immediately following the Pilot’s return from sick leave Standby may be rostered.
  - The number of Standby at Home Base will not exceed 4 consecutive days.
  - These Standby days will not be subject to the restrictions mentioned in b)and c)above.

36.8.3.2. Scheduling of Standby away from Home Base

A block of Standby away from Home Base must be planned as part of a Rotation.
After a Pilot has left Home Base, a Rotation cannot be amended to include a block of Standby.
A Block of Standby away from Home Base will not be allocated more than once within 3 consecutive Roster Periods.

Let’s have a look at the definitions first:

“Airport Standby” means a Standby performed at the airport or any other location defined by the Company with the exception of Standby away from Home Base

“Other Standby” means a Standby either at home or in a Suitable Accommodation.

Initial Roster is defined in CWA Part III as “The Roster as initially published by Crew Planning at least 14 days prior to the first day of a Roster Period in accordance with Article 36.2 of this CWA.”

A Rotation is defined in CWA Part III as “Is a Duty or a series of Duties, normally including at least one flight duty, and Rest Periods out of Home Base, starting at Home Base and ending when returning to Home Base for a Rest Period where the Company is no longer responsible for the accommodation of the Pilot.”

In general, the rules for scheduling Standby are very strict, but the CWA also contains two exemptions concerning the scheduling of Standby in cases when a duty period is cancelled after the Initial Roster has been published.

The limitations for scheduling Standby at Home Base can be summarized as follows:

At Home Base, the maximum number of Standby days in one block is 4
At Home Base, the pilot can only be rostered for 1 block of Standby within 3 consecutive Roster Periods
At Home Base, the pilot can only be rostered for 1 block of Standby within 1 Roster Period
At Home Base, if a Duty Period is cancelled after the pilot has reported for that Duty Period which is part of a Rotation, the remaining days of that Rotation can be rescheduled with Standby as follows:
- Maximum 4 consecutive days of Standby
- These Standby days are not subject to the limitations as mentioned above under letter b) and c)
At Home Base, if a pilot returns from sick leave, he/she can be scheduled for Standby as follows:
- Maximum 4 consecutive days of Standby
- Only the days immediately following the return from sick leave may be scheduled as Standby
- These Standby days are not subject to the limitations as mentioned above under letter b) and c)

Note: After the Initial Roster has been published, Standby can only be scheduled according to the two provisions mentioned under d) and e) above. In all other cases, a Duty cannot be replaced by Standby.

The limitations for scheduling Standby away from Home Base can be summarized as follows:

Standby away from Home Base must be scheduled as part of a Rotation before the pilot leaves Home Base
Once a pilot is on a Rotation, this Rotation cannot be changed to include Standby away from Home Base
The pilot can only be rostered for 1 block of Standby away from Home Base within 3 consecutive Roster Periods

Please refer to the previously distributed issue of this series “Standby and Reserve” for more details and restrictions in regard to Standby (SBY) and Reserve (RES) duties. This issue, like all other issues, is also available at www.alpl.lu.

36.19 Changes to Rosters Pilots shall inform themselves of their Duty assignments between 18 and 12 hours prior to the ending of unassigned time, Off-Days, sickness or Vacation Period and acknowledge the assignment to Crew Control.

According to this article each pilot is obliged to check the roster once between 06.00h and 12.00h local time in Luxembourg for any changes to his roster during following times:

On the last Blank Day (unassigned time), or
On the last Off-Day, or
On the last Vacation Day, or
On the last Sick Day.

During all other times, e.g. Rest (which is assigned as indicated on the roster), the pilot has no obligation to check the roster for any changes.

Vacation

Below you find the article as published in the current CWA. Further below we provide some comments and explanations for this article.

As always it is the company’s obligation to follow these rules and a pilot is entitled to a roster reflecting these rules. If a pilot notices a none compliance with the CWA it is his/her right that his roster will be changed to be fully compliant with the CWA.

36.17. Vacation

The annual vacation for a Pilot will be 42 calendar days per year as from the first year of service. Vacation for an incomplete year of service equals to number of months employed by the Company times 3.5 days.

36.17.1. Vacation – General Rules

A Vacation Period begins and ends at the Pilot’s Home Base.

Once a Vacation Period has been allocated on a Pilot’s Roster it cannot be changed without the consent of the Pilot.

The Pilot will be scheduled to be off Duty for at least 12 hours before the start of a Vacation Period.

In case of Ground Duty at Home Base, the Pilot will be scheduled to be off Duty for at least 6 hours before his Vacation Period begins. A Pilot is entitled to stop a Ground Duty at Home Base in case the Ground Duty is not completed 6 hours before his Vacation Period begins.

If a Pilot’s Duty other than Ground Duty is not completed between 6 and 12 hours before the first Vacation Day, the Pilot is entitled to overtime payment for hours worked between 12 hours before the first Vacation Day and end of Duty.

If a Pilot’s Duty other than Ground Duty is not completed 6 hours before the first Vacation Day, then the Pilot is entitled to:

overtime payment for hours worked between 12 hours before the first Vacation Day and end of Duty and;
one additional Vacation Day will be added to the Pilot’s vacation entitlement and;
select compensation from the following alternatives:

move the Vacation Days as a block to accommodate the late arrival at Home Base or;
reduce the Vacation Days of the Vacation Period concerned to accommodate for the late arrival at Home Base. The reduced Vacation Day(s) will be added back to the Pilot’s vacation entitlement.

The Company will use all reasonable efforts to ensure that a Pilot will be off Duty at Home Base latest at 00:00 local time of the first Vacation Day of a Vacation Period. Only in case of reasons outside the control of the Company (Force Majeure), a Pilot’s Rotation may be extended without the expressed consent of the Pilot, so that the Pilot would be off Duty after 00:00 local time. In this case the Pilot will be reimbursed any proven financial damage resulting from not being off Duty at Home Base latest at 00.00 local time of the first Vacation Day of the Vacation Period concerned.

Vacation during the initial training period is addressed in the individual employment contract.

During the calendar month in which the Pilot is on vacation, his crew duty will be regulated as follows for the purpose of calculating overtime:

Each day of vacation time is credited as 8 hours towards the 173 hours limit per Roster Period. For the calculation of paid vacation hours, 8 hours per day and 56 hours per week will however be taken into account.

Requesting and allocation of vacation time for Pilots is regulated in a vacation agreement concluded between the Company and the Pilot Representatives.

36.17.2. Sickness during vacation

If a Pilot falls ill during his vacation, the days during which he is ill will not be counted as vacation if he notifies Crew Control by means of a doctors’ certificate.

8 hours per day are counted towards credit hours, but not more than 40 hours per week for sickness of more than 5 consecutive days. This rule applies for sickness during the year.

The CWA contains only the general rules outlining vacation entitlements for pilots. The rules on how vacation days are allocated are not stipulated in the CWA, but outlined in the “Two Step Vacation-Bidding-System”document, which is distributed every year at the beginning of the vacation bidding period.

Below you will find some comments and explanations.

A vacation day (VAC) is defined as a day, which begins and ends at midnight local time. All vacation days will be given at the pilot’s Home Base, which per CWA Part III is “For all Employees at the Company and for the Company itself: Luxembourg Airport.“
Once a vacation period has been allocated, it must not be changed without the consent of the pilot.A pilot is entitled to 42 vacation days per calendar year. If a pilot is not employed for the full 12 months of a calendar year, the vacation entitlement will be reduced. In this case the pilot is entitled to 3,5 vacation days per calendar month he is employed by the company.
Before any vacation period, which could be also a single vacation day, the pilot must be planned to be free of all duties for a minimum of 12 hours. Only if, the day before the first vacation day consists of a ground duty, such as simulator or ground school, the time free of all duties before the first vacation day is reduced to minimum 6 hours, which means that the pilot must be off duty latest by 18.00h local time. He/she even has the right to stop the ground duty.
If a pilot´s duty other than ground duty isn’t finished latest at 12.00h local time on the day before the first vacation day, the pilot is entitled to receive the following compensation:
- If the pilot´s duty other than ground duty ends between 12.00h and 18.00h local time, an overtime payment for the hours worked after 12.00h local time will be paid.
- If the pilot´s duty other than ground duty ends after 18.00h local time, he is entitled to receive:
  - Overtime payment for the hours worked after 12.00h local time, and
  - One additional vacation day will be added to the vacation entitlement, and
  - Choose from the following alternatives:
    - Move the entire block of vacation to accommodate for the late arrival at Home Base, or
    - Reduce the concerned vacation period by one day. This day will be added to the vacation entitlement.
- In any case, the pilot must be scheduled to be off duty latest at 00.00h local time on the first vacation day of a vacation period. This includes the possibility to insist on a commercial flight, in order to comply with this.
- Only in case of reasons outside the control of the company (Force Majeure), a pilot’s rotation may be extended without the expressed consent of the Pilot, so that the pilot would be off duty after 00.00h local time on his first vacation day. Should this result in any proven financial damage, the pilot will be reimbursed on top of the compensation mentioned above.

Example A:
A pilot is scheduled to arrive back at Home Base the day before his first vacation day. The flight is scheduled to arrive at 08.15h UTC (10.15h local time). As the pilot operates this flight his duty ends 30 minutes after arriving back at Home Base, at 10.45h local time. This is in line with Art. 36.17.1. as the pilot “…will be scheduled to be off Duty for at least 12 hours before the start of a Vacation Period.”

Example B:
A Pilot has a vacation period scheduled. Due to changes the flight is now planned to arrive (Block On) at 14.00h UTC (16.00h local time). The pilot´s duty ends 30 minutes after Block On at 16.30h local time. As the pilot is not “… scheduled to be off Duty for at least 12 hours before the start of a Vacation Period.”, he is entitled to receive overtime payment for 4,5 hours.

Example C:
For various reasons a pilot arrives only at 18.30h local time on the day before his first vacation day. His duty ends at 19.00h local time. He is now entitled to receive the following compensation:

7 hours of overtime payment, and
1 additional vacation day added to his vacation entitlement, and
Either move the entire vacation block by one day or reduce the vacation block by one day. This day will be added to the vacation entitlement.

Example D:
Because of an AOG, the pilot can only be scheduled by the company to arrive at home base in the evening of his first vacation day. As a result, he misses the booked flight to go on family vacation. He manages to book another flight and is able to catch up with his family on the next day. The proven additional cost (financial damage) due to this AOG will be reimbursed by the company. Also he is entitled to receive the compensation as mentioned in the article.

For each vacation day 8 hours are credited and are taken into consideration when calculating roster period overtime, as per Art. 38.5.1.
If a pilot falls sick during a vacation period, he is by law entitled to compensation for vacation days he was on sick leave. To receive vacation days back a pilot who is sick during vacation needs to provide the company with a sick leave certificate.

Positioning

Duty consisting solely of Positioning

In this part of our series “Know your CWA” we will expand on “Duty consisting solely of Positioning”.

36.7. Positioning

When a Pilot is required to Position immediately following an operating Sector, the total time spent on Duty shall count toward the Duty Time, with a maximum total Duty Time of
a) Standard Flight Crew:

16:00 hours if the Pilot continues on a commercial positioning flight
18:00 hours if the Pilot continues to position on the same Company aircraft.

b) Augmented Flight Crew: 18:00 hours.

When a Pilot performs a Duty consisting solely of Positioning, the time from Block Off of the first positioning sector to Block On of the last Positioning sector shall not exceed 20 hours.

Positioning applies to all modes of transportation.

Transportation to and from hotel accommodation at the behest of the Company is not considered Positioning. If arrival and departure airports are not the same, a Positioning segment shall be scheduled, which counts as Duty Time unless the airports are listed in OM Part A as a group. The group list specifies two or more airports that use a common hotel that serve both/all airports for that area.

Positioning is defined in Part III of the CWA as:

“Means the transferring of a non-operating Pilot from one place to another, at the behest of the operator, excluding the time of travel from a private place of rest to the designated reporting place at home base and vice versa, and the time for local transfer from a place of rest to the commencement of duty and vice versa.”

This article is hence only valid for the above-mentioned purpose and is also referring to a list of city airports in the OM-A Chapter 7, Section 4. In this list, you can find airports that are considered as equal for transportation between the crew hotel and an airport due to their relative proximity. If you for instance arrive at Dubai International Airport (OMDB) and depart again from Dubai World Central (OMDW), the transportation from the hotel in DXB to the other airport is not considered as positioning.

The beginning and end of “Positioning duty only” times are specified in CWA Art. 36.5.5 and distinguished by the means of traveling.

36.5.5 Positioning duty only

a) First positioning sector is on board of an aircraft

* The time can be increased for operational reasons by the Company only.

**If an aircraft is not used on the last sector of a positioning duty, Block On shall be replaced by the actual arrival time of the vehicle used for transportation.

b) First positioning sector is by any other means than by air

*If an aircraft is not used on the last sector of a positioning duty, Block On shall be replaced by the actual arrival time of the vehicle used for transportation.

Important to know is also the following additional restriction: If a pilot performs a duty solely of positioning the maximum allowable positioning time of 20 hours starts at the scheduled block off time of the first positioning sector and ends at the actual block on time of the last sector. If it is expected that this limit would be exceeded, the pilot may insist that the positioning duty and his roster is changed to observe this limitation.

All times spent positioning count as Duty Time and CWA Art. 36.5.5 above must be consulted in order to:

calculate the actual Duty Time, which is added up towards the Duty Period Limitations as defined in CWA Art. 36.4.1
determine the required Rest Period after positioning a pilot is entitled to
calculate the overtime payment according to CWA 38.5.1 if more than 173 Duty hours in one consecutive Roster Period are worked.

Example A:
A pilot is scheduled to position on a commercial flight EK xyz from HKG to DXB with a STD of 08.15 UTC and a STA of 16.45 UTC. Because of delayed boarding flight EK xyz departs at 09.00 UTC and arrives in DXB at 17.50 UTC. The total duty time is 10:35 h, from 07.15 UTC (Reporting Time) until 17.50 UTC (ATA).

Example B:
A pilot is scheduled to position on a CLX flight from LUX via DXB to HKG. STD is 20.00 UTC. The flight departs LUX at 20.25 UTC and arrives in DXB at 02.30 UTC. In DXB the aircraft stays on the ground for a few hours and departs again at 07.10 UTC. ATA in HKG is 15.45 UTC. The positioning time is 19:45 h (STD until ATA) and the total duty time 20:55 h, from 18.50 UTC (Reporting Time) until 15.45 UTC (ATA).

But what if the maximum positioning time of 20 hours would be exceeded?
In that case it is the obligation of the company to change the roster accordingly.

Positioning Before or After an Operating Sector

This is the next part of our series “Know your CWA” in regard to “Positioning”, which covers “Positioning immediately before or following an operating sector”. This provision of the respective article in the CWA will be applicable as of 1 July 2020.

36.7. Positioning

16:00 hours if the Pilot continues on a commercial positioning flight
18:00 hours if the Pilot continues to position on the same Company aircraft.

b) Augmented Flight Crew: 18:00 hours.

When a Pilot performs a Duty consisting solely of Positioning, the time from Block Off of the first positioning sector to Block On of the last Positioning sector shall not exceed 20 hours.

Positioning applies to all modes of transportation.

The beginning and end of “Positioning before or after operating sector” times are specified in CWA Art. 36.5. and distinguished by the means of traveling.

Also in this case all times spent positioning count as Duty Time and CWA Art. 36.5.2-4 must be consulted in order to:

calculate the actual Duty Time, which is added up towards the Duty Period Limitations as defined in CWA Art. 36.4.1.

determine the required Rest Period after positioning a pilot is entitled to

calculate the overtime payment according to CWA 38.5.1 if more than 173 Duty hours in one monthly Roster Period are worked.

In addition, it is important to know that a positioning before an operating sector must be considered when determining the maximum allowable FDP!

36.5.2 Positioning on board of an aircraft before operating sector(s)

Positioning sectors shall not count as sectors when determining the maximum FDP.

* The time can be increased for operational reasons by the Company only.

36.5.3 Positioning by other means than aircraft before operating sector(s)

Positioning sectors shall not count as sectors when determining the maximum FDP.

36.5.4 Positioning after operating sector(s)

Positioning sectors shall not count as sectors when determining the maximum FDP.

* The time can be increased for operational reasons by the Company only.
**If an aircraft is not used for positioning, Block On shall be replaced by the actual arrival time of the vehicle used for transportation.

Example A (Positioning immediately before an operating sector):
A pilot is scheduled to position from MEX to JFK and then to operate a flight to ORD. STD of the commercial flight in MEX is at 14:00 UTC. Arrival time in JFK is 19:05 UTC and the STD of flight CLX xyz from JFK to ORD is 21:25 UTC. CLX xyz is scheduled to arrive in ORD at 23:05 UTC.

In this case the FDP already starts in MEX 1h (Reporting Time) before STD of the commercial flight and ends at actual block on in ORD at 23:05 UTC. Total FDP is 10:05h. The total Duty Time is 10:35h.

Example B (Positioning immediately following an operating sector on the same aircraft):
A pilot is scheduled to operate flight CLX xyz from BQN to AMS as a Standard Crew, stays on board of the same aircraft and positions from AMS to LUX. The allowed maximum total Duty Time is 18 hours. Reporting Time in BQN is 22.45 UTC and the flight arrives in AMS at 09.35 UTC. There another crew takes over and the pilot positions now from AMS to LUX on the same aircraft. Block On in LUX is at 11.35 UTC. Total FDP is 10:50h. The total Duty Time is 12:50h.

But what if the maximum total Duty Time of 16 or 18 hours would be exceeded?
In this case it is the obligation of the company to change the roster accordingly and to e.g. plan a rest period immediately after the Flight Duty Period.

Maximum Flight Duty Periods

Standard Flight Crew

This part expands on “Maximum Flight Duty Periods (FDP) for a Standard Flight Crew” of 2 Pilots as defined in CWA Art. 36.6.2. focussing on the maximum basic daily FDP of an acclimatized pilot and for a pilot in an unknown state of acclimatization without FRM. We will expand on FDP with an augmented flight crew in a later edition of this series.

Important:

The new limitations for a Standard and Augmented Flight Crew are applicable as of 1 July 2020!

For designing a FDP, the company must use statistically collected flight times and realistic turnaround times. Also, as soon as the great circle distance between 2 airports exceeds 4900 nautical miles, the flight must be operated by an augmented crew.

36.6.1. Maximum Flight Duty Periods

The Company will use statistically collected Flight Times and realistic times for ground movements (taxi in and out) of the aircraft for the purpose of designing Flight Duty Periods.
Irrespective of the Reporting Time, all non-stop flights exceeding a Great Circle Distance of 4900 nautical miles between the departure and destination airport reference points shall be operated by an Augmented Flight Crew.

To calculate the maximum basic FDP for a Standard Flight Crew, a pilot first needs to determine his state of acclimatization

36.6.2. Standard Crew
36.6.2.1. Acclimatisation
Table 1 shall be used to determine:

which time zone a Pilot is Acclimatised to and
the Pilot’s maximum daily Flight Duty Period.

‘Acclimatised’: means a state in which a Pilot’s circadian biological clock is synchronized to the time zone where the Pilot is. A Pilot is considered to be acclimatized to a 2-hour wide time zone (+/- 02:00) surrounding the local time at the point of departure. When the local time at the place where a Duty commences differs by more than 2 hours from the local time at the place where the next Duty starts, the Pilot, for the calculation of the maximum daily Flight Duty Period, is considered to be acclimatized in accordance with the values in Table 1 below.

Table 1:

In Table 1:

‘B’ Means that the Pilot is acclimatised to the local time of the departure time zone. The local time of the departure time zone must be used as Reference Time to determine the maximum Flight Duty Period.

‘D’ Means that the Pilot is acclimatised to the local time where the Pilot starts his next Duty. The local time of the time zone where the Pilot starts his next Duty must be used as Reference Time to determine the maximum Flight Duty Period.

‘X’ Means that a Pilot is in an unknown state of acclimatisation.

The maximum Flight Duty Period for a Standard Flight Crew shall be limited to the maximum Flight Duty Period of the Pilot whose maximum Flight Duty Period is the most limiting.

Based on the state of acclimatization the maximum basic daily FDP can be calculated according to the tables below.

CWA 36.6.2.2 and 36.6.2.3 are applicable to all Flight Duty Periods conducted by a Standard Flight Crew, which in Part III of the CWA is defined as “1 Captain and 1 suitably qualified Pilot.”

36.6.2.2. Maximum Basic Daily Flight Duty Period for an Acclimatised Pilot
The maximum Flight Duty Period, starting at the Reporting Time and ending at the Block On time of the last Operating Sector is indicated in Table 2 below.

The values in the columns ‘Planning Limit’ in Table 2 are applicable until the Reporting Time for the Flight Duty Period. After the Reporting Time for a Flight Duty Period, the values in the columns ‘Operational Limit’ in Table 2 are applicable.

Table 2:

For consecutive Night Duties, the number of Sectors is limited to 4 per Duty Period.

The left column depicts the Reporting Time, which is defined in CWA Part III as “the moment in time at which a Pilot is required by the Company to report for any Duty.” This time is expressed as Reference Time in accordance with Table 1 in CWA 36.6.2.1 above.

As defined in CWA 36.5 “Specification of Reporting Time and end of Duty Time” the Reporting Time is 1 hour before Scheduled Time of Departure. Only in LUX the Reporting Time is 1:10 hours before STD.

The right columns contain the maximum Flight Duty Periods for the respective Reporting Times considering the number of scheduled sectors.

Important: The “Planning Limit” is the limit for Crew Planning and Crew Control when producing and/or changing the rosters, whereas the “Operational Limit” constitutes the legal limit according to OM-A Chapter 7, Section 5. The Planning Limit is applicable until Reporting Time and all flights must be scheduled accordingly! In case the planned FDP exceeds the Planning Limit at or before the Reporting Time, the flight must be operated with an Augmented Crew.

After Reporting Time, the “Operational Limit” is applicable. This is to create enough buffer for unforeseen delays that could happen after Reporting Time and to prevent a Standard Flight Crew from exceeding the legal limit and being “forced” to apply Commander´s Discretion.

Should the scheduled departure time change, it is the responsibility of the company to apply the Delayed Reporting Procedure according to CWA 36.11. and OM-A Chapter 7, Section 6!

In case the state of acclimatization according to CWA 36.6.2.1. Table 1 is unknown, the maximum FDP for a pilot shown in Table 3 under CWA 36.6.2.3. is applicable.

36.6.2.3. Maximum Flight Duty Period for a Pilot in unknown state of Acclimatisation
Irrespective of the Reporting Time the maximum Flight Duty Period, starting at the Reporting Time and ending at the Block On time of the last operating Sector for a Pilot in unknown state of Acclimatisation is as follows:

a) Maximum Flight Duty Period for a Pilot in unknown state of acclimatisation without FRM

Table 3: Flight Duty Period without FRM.

Northern Hemisphere Summer is defined in CWA Part III as “The time period between 01 April and 30 September of a calendar year.”

Northern Hemisphere Winter is defined in CWA Part III as “The time period between 01 October and 31 March of a calendar year.”

When calculating the maximum allowable FDP it is important to know that the definition of FDP according to the CWA and the OM-A is the same:

The graph below depicts the FDP as defined in CWA and OM-A:

Example A (Acclimatized to new time zone [D]):
A pilot operates from LUX (UTC+2) to GYD (UTC+4). Reporting time (Reference Time) is 20:00h LT in LUX and the Planning Limit according to CWA 36.6.2.2. Table 2 for an acclimatized Standard Crew is an FDP of 10 hours. Since the time difference between LUX and GYD is not more than 2 hours, he is acclimatized right away to the local time in GYD, which becomes the new Reference Time for calculating the maximum FDP for the next sector.

Example B (Acclimatized to departure time zone [B]):
A pilot operates from LUX (UTC+2) to JFK (UTC-4). Reporting time (Reference Time) is 15:00h LT in LUX and the Planning Limit for an acclimatized Standard Crew is 10:45 hours. The time difference between LUX and JFK is 6 hours and he would only be acclimatized to the local time in JFK after 72 hours since reporting at Reference Time in LUX. Only then the local time in JFK would become the new Reference Time (D). However, after 30 hours since reporting at Reference Time in LUX he is scheduled to operate JFK-MEX-IAH. According to CWA 36.6.2.1. Table 1 he still is acclimatised to the local time of the departure time zone (LUX) which is the Reference Time for determining the maximum FDP in this case. Reporting time is at 19:00 UTC. Local times in JFK and LUX are 15:00 LT and 21:00 LT respectively. For calculating the maximum FDP the local time in LUX is the Reference Time. The Planning Limit in this case is an FDP of 10 hours.

Example C (Unknown state of acclimatization [X]):
The pilot in example B continues his journey. On day 3 of his trip he arrives in IAH (UTC-5). He is scheduled to operate IAH-PIK-LUX already on day 4. Reporting time is 11:30 UTC. Time elapsed since reporting at Reference Time where the crew member was acclimatized (LUX+2) is 94:30 hours (13:00 UTC/day 1 until 11:30 UTC/day4). Hence, he is in an unknown state of acclimatization, which limits the maximum daily FDP according to CWA 36.6.2.3 Table 3 to 10:15 hours.

But what if the planned FDP exceeds the “Planning Limit” for a specific reporting/reference time?
In this case it is the obligation of the company to schedule the flight with an augmented crew.

Augmented Flight Crew

This part expands on “Flight Duty Period (FDP) for flights with an Augmented Flight Crew”.

Important:

The new limitations for a Standard and Augmented Flight Crew are applicable as of 1 July 2020!

For designing a FDP, the company must use statistically collected flight times and realistic turnaround times.

Also, as soon as the great circle distance between 2 airports exceeds 4900 nautical miles, the flight must be operated by an augmented crew.

36.6.4. Augmented Flight Crew

The Maximum Flight Duty Periods for a Standard Crew may be extended with in-flight rest by the use of an Augmented Flight Crew, irrespective of the Reporting Time under the conditions and limitations as prescribed below.

Deviations from these conditions and limitations require the prior agreement of the Pilot Representatives.

36.6.4.1 Conditions

The aircraft is equipped with Class 1 Rest Facilities and
the Pilots at the controls (pilot flying and pilot monitoring) for the landing(s) have at least a consecutive 120-minutes period in-flight rest opportunity and
the other Pilot(s) have at least a consecutive 90-minute period in-flight rest opportunity and
in-flight rest should be taken during the cruise phase of the flight. For the purpose of inflight-rest the cruise phase of the flight should be considered from above flight level 200 until 10 minutes before top of descent. In-flight rest periods should be allocated in order to optimise the alertness of those Pilots at the controls during landing. The inflight- rest period for an individual Pilot should not include the time necessary to change seats and
all time spent in the rest facility is counted as Flight Duty Period and
a Pilot may not start a Positioning sector to become part of the operating crew on the same sector.

36.6.4.2. Maximum Flight Duty Period for Augmented Crew

For Flight Duty Periods with a maximum number of 1 Sector, Table 6 applies.

For Flight Duty Periods with a maximum number of 2 Sectors, Table 7 applies:

For Flight Duty Periods with 2 or more Sectors, Table 8 applies:

In CWA Part III, Augmented Flight Crew is defined as “Means a Flight Crew which comprises more than the minimum number of Pilots required to operate that aircraft, allowing each flight Pilot to leave his assigned post, for the purpose of in-flight rest, and to be replaced by another appropriately qualified Pilot.”

Standard Flight Crew is defined as “1 Captain, 1 suitably qualified Pilot”

Flight Time is defined in the CWA Part III as “Means the time as an operating Pilot between first moving of an aircraft from its parking place (Block Off) for the purpose of taking off until it comes to rest on the designated parking position and all engines are shut down (Block On).” (Therefore: Flight Time = “Block-Time”).

In summary, the maximum Flight Duty Periods for a Standard Crew may be extended with in-flight rest by the use of an Augmented Flight Crew according to Table 6 (1 Sector), Table 7(maximum 2 Sectors) and Table 8 (2 Sectors or more) as follows:

The aircraft must be equipped with Class 1 rest facilities
The pilots at the controls must have at least a consecutive 120-minute period in flight rest; other pilots a 90-minute period inflight rest. This rest period must be applied within the FDP and in cruise from FL200 until 10 minutes before top of descent
All time spent in the rest facility is counted as FDP
In addition, it must be clear to all pilots when reporting for an FDP that they are part of an Augmented Flight Crew. If a pilot is planned to position on the same sector, he/she cannot be “activated” to become part of an Augmented Crew.

Therefore, irrespective of the Reporting Time and State of Acclimatization the maximum FDP

for a Standard Flight Crew + 1 Pilot with a maximum of 1 sector and a continuous flight time of less than 9 hours is 16 hours.
for a Standard Flight Crew + 1 Pilot with a maximum of 1 sector and a continuous flight time of more than 9 hours is 17 hours.
for a Standard Flight Crew + 1 Pilot with a maximum of 2 sectors depends on the continuous flight time of the shorter sector and ranges from 12 to 17 hours, as per table 7.
for a Standard Flight Crew + 1 Captain and 1 First Officer with 2 or more sectors and a continuous flight time of less than 9 hours is 17 hours.
for a Standard Flight Crew + 1 Captain and 1 First Officer with 2 or more sectors and a continuous flight time of more than 9 hours is 18 hours.

Important: According to OM-A, Chapter 7, Section 7, the Minimum Rest at destination following an FDP for which crew augmentation was required is at least as long as the preceding duty period, or 14 hours, whichever is greater.

Example A:
A pilot is scheduled to operate LUX-GYD-SIN. The crew is augmented and comprises a Standard Flight Crew + 1 Pilot. The flight time (block off to block on) from LUX to GYD is 4:50 hours and the one from GYD to SIN 8:30 hours. The total FDP is scheduled to be 15:30 hours. BUT, as per CWA 36.6.4.2 Table 7, the maximum FDP for a Standard Flight Crew + 1 Pilot with a maximum of 2 sectors and the sector length of the shorter sector of more than 4:30h is limited to 12 hours. Hence, the flight LUX-GYD-SIN can only be done with a Double Crew (Standard Flight Crew + 1 Captain and 1 First Officer) and, since none of the 2 sectors is longer than 9 hours continuous flight time, the maximum FDP as per Table 8 is 17 hours from Reporting Time in LUX until block on in SIN.

Example B:
A pilot is scheduled to operate LUX-BEY-CAI-LUX. Since this FDP involves 3 sectors, as per Table 8, 2 Captains and 2 First Officers are required. The maximum FDP in this case is 17 hours. Due to the relatively short sector lengths, it is important to make sure that inflight rest is adequately distributed.

If any crew in the above situation does not manage to obtain 120 minutes/90 minutes inflight rest, they are not compliant to be able to operate as PF or PM.

Example C:
The crew is augmented and comprises a Standard Flight Crew + 1 Pilot. The FDP required is 17 hours with two sectors. The first sector is scheduled for a continuous flight time of just over 9 hours. After landing you notice that the actual flight time (block off to block on) is 8:55 hours. In this case, the total FDP according to CWA 36.6.4.2. Table 7 cannot exceed 16 hours.

But what if the “Maximum Flight Duty Period” for an Augmented Flight Crew as per CWA 36.6.4.2 Tables 6-8 would be exceeded?

In this case it is the obligation of the company to change the Flight Duty accordingly to be within limits or to add additional crew members.

Please note that if the Company wishes to operate a certain scheduled or Non-scheduled flight beyond the conditions and limitations as described above, the prior agreement of the Pilot Representatives is required and a defined procedure involving the Pilot Representatives must be followed by the Company, as according to CWA 36.6.4.3 Deviations.

CWA 2020-2022

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Increased rest requirements due to disruptive schedules

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Maximum Flight Duty Periods

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