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circumstances, like weather.
The initial description of this is in
CARs, Part VII, Subpart 0, so start
looking at paragraph 700.14. It’s
further amplified in CASS
(Commercial Air Service Standards), in
paragraph 720, etc. These are the
only two places you will find it.
Further differences will be in your
Air Law 25
Ops Manual, as the Company can
get exemptions for special situations.
Your Responsibilities
Firstly, you must inform the
Company when you become aware
that either flight or duty times will be
exceeded. This means all flights done
by you, including instruction, private
and military.
You should make the best use of any
opportunities and facilities for rest
provided, and plan and use your rest
periods properly. In short, you
should not act as a crewmember
(and should not be expected to) if
you believe you are (or likely to be)
suffering from fatigue which may
endanger the safety of an aircraft or
its occupants.
Maximum Flight Times - 700.15/720.15
In general, unless your Ops Manual
says otherwise, your total flight time
(not duty hours) must not exceed:
· 1200 hours a year
· 300 hours every 90 days
· 120 hours every 30 days, or 100
on call (below for helicopters)
· for (aeroplane) commuters and
airlines, 40 hours a week
· for aerial work or air taxi, 60
hours a week
· single-pilot IFR, 8 hours a day
However, for aerial work, air taxi, or
non-scheduled stuff with a Twin
Otter or helicopter (except helilogging),
for any 6 separate periods of
30 days in a year, the above totals
can be increased, but may not exceed:
· 1200 hours a year
· 900 hours every 180 days
· 450 hours every 90 days (reset
to zero with 5 days off)
· 210 hours every 42 days (reset
to zero with 5 days off)
· 150 hours every 30 days (reset
to zero with 5 days off)
· 60 hours a week
· single-pilot IFR, 8 hours a day
In other words, you can reset your
hours to zero 6 times a year. You
must get 5 days off before and after
any assignment over 27 days, with
the maximum being 42 days.
Heli-Logging
· 1200 hours a year
· 120 hours every 30 days when
single-pilot (150 for two)
If you reach any limits, you may not
continue or be scheduled for duty
until you’ve had the rest period,
unless “unforeseen operational
circumstances” apply. However, the
original times must have been
planned realistically.
Maximum Duty and Rest Periods
After your duty day (to include 15
minutes for after-flight duties in
commuter or airline operations with
aeroplanes), you must have a
minimum rest period, defined in only
one place in CARs, right at the front,
under Interpretation, where it says you
should be free from all duties, not be
interrupted and be able to get at least
8 hours’ sleep in suitable
accommodation, travel there (and
back) and take care of personal
hygiene. Realistically, therefore, the
26 Canadian Professional Pilot Studies
rest period should be about nine
hours long. It’s an hour extra anyway
for spraying, with 5 hours of sleep
taking place between 2000 and 0600
hours. Time spent on essential duties
required by the Company after duty
are not part of any rest period.
If you get time off during the day,
that is, your duty time includes a rest
period (a split duty), you can go
beyond 14 hours by half the rest
period up to 3 hours, if you have
been given advance notice and you
get 4 hours uninterrupted in suitable
accommodation. This covers
situations where you deliver people
to a place and wait for them to come
back. In other words, you can claim
some of the period spent hanging
around in the middle as "rest" and
tack it on to the end of the basic
working day. What's more, you can
plan to do this from the start,
extending the Duty Time by half of
the "rest" taken. This means that the
maximum time you can possibly be
on duty is 17 hours, if you have 6
hours off during the day. Your next
rest period must be increased by at
least the extended time.
For spraying, the system is similar,
except that you don't count the
hours from the start of the first duty,
but are allowed to consolidate the
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