Updated: 2026.06.23

Part 135.02.9

FLIGHT TIME AND DUTY PERIOD SCHEME

Note – CAR 135.02.9 requires each operator to establish a scheme for the administration of flight time and duty periods. Operators are reminded that they bear sole responsibility for such schemes being in full compliance with any Acts, Laws and Regulations that are external to the South African Civil Aviation Regulations, notwithstanding any approvals given by the SACAA.

General

(1)

Time spent on flight watch or home reserve may also be deemed to be part of a rest period as provided in section 8(2)(e) of this technical standard.

(2)

Definitions –

“local night” means a period of eight (8) hours falling between 22h00 and 08h00 local time in terms of flight duty periods;

[Section 1 substituted by the Director of Civil Aviation through SA-CATS 2/2025 w.e.f. 20 June 2025.]

Maximum flight time

(1)

An operator may not allow nor may a flight crew member exceed the following maximum flight times –

(a)

10 hours during any duty period of which a maximum of eight hours may be consecutive, except that single-pilot night VFR or IFR operations in an aeroplane without a serviceable autopilot are restricted to 8 hours in a duty period;

(b)

during the preceding seven days –

(i)

for a single-pilot operation, 35 hours;

(ii)

for a multi-pilot operation, 40 hours; and

(iii)

for mixed single- and multi-pilot operations, 37.5 hours;

(c)

during the preceding thirty days –

(i)

for a single-pilot operation, 100 hours;

(ii)

for a multi-pilot operation, 120 hours; and

(iii)

for mixed single- and multi-pilot operations, 110 hours;

(d)

300 during the preceding 90 days; or

(e)

1000 hours during the preceding 365 days.

(2)

If a flight crew member expects his or her projected cumulative flight hours for a particular operation to exceed the appropriate limit, the flight crew member shall inform the operator accordingly.

Operators’ schemes and their approval

(1)

An operator shall submit a proposed scheme for the regulation of flight time and duty periods and minimum rest periods to the Director for approval.

(2)

Any deviation from the approved scheme shall be submitted to the Director for consideration.

General principles of control of flight, duty and rest time

(1)

The prime objective of any scheme of flight time and duty limitations is to ensure that flight crew members are adequately rested at the beginning of each flight duty period (FDP). Aeroplane operators will therefore need to take account of inter-related planning constraints on –

(a)

individual duty and rest periods;

(b)

the length of cycles of duty and the associated periods of rest; and

(c)

cumulative duty hours within specific periods.

(2)

Duties shall be scheduled within the limits of the operator’s scheme. To allow for unforeseeable delays the pilot-in-command (PIC) may, within prescribed conditions, use his or her discretion to exceed the limits on the day. Nevertheless, flight schedules shall be realistic and the planning of duties shall be designed to avoid as far as possible exceeding the flight time and duty limits.

(3)

Other general considerations in the sensible planning of duties are –

(a)

the need to construct consecutive work patterns which will avoid as far as possible such undesirable rostering practices as alternating day/night duties and the positioning of flight crews in a manner likely to result in a serious disruption of established sleep/work patterns;

(b)

the need, particularly where flights are carried out on a programmed basis, to allow a reasonable period for the pre-flight notification of duty to flight crews, other than those on standby duty; and

(c)

the need to plan time off and also to ensure that flight crews are notified of their allocation well in advance.

Responsibilities of flight crew members

It is the responsibility of all flight crew members to make optimum use of the opportunities and facilities for rest provided by the operator and to plan and use their rest periods properly so as to minimise the risk of fatigue.

Standard provisions required for an operator’s scheme

(1)

The standard provisions which the Director regards as the basis for an acceptable scheme of flight time and duty limitations and which, if included in an operator’s scheme, will facilitate approval by the Director are contained in sections 7 to 13 below.

(2)

Although operators are expected to plan their schemes in accordance with the requirements, it is however, recognised that the standard provisions will not necessarily be completely adaptable to every kind of operation. In exceptional circumstances therefore, operators may apply to have variations from the standard provisions included in their schemes. However, such variations should be kept to a minimum and approval will only be granted where an operator can show that these proposed provisions will ensure an equivalent level of protection against fatigue.

Limitations of single flight duty periods – flight deck crew

Note – The tables referred to in this section may be found in section 12 of this technical standard.

7.1

Maximum rostered flight duty periods

The maximum rostered FDP (in hours) shall be in accordance with Table 1, or Table 2 or 3, or Table 4 or 5. Rostering limits in the tables may be extended by in-flight relief or split duty under the terms of sections 7.2 and 7.3. On the day, the PIC may at his or her discretion further extend the FDP actually worked in accordance with section 7.6.

(1)

Maximum FDP – Two pilot crews

Table 2 applies when the FDP starts at a place where the flight crew member is acclimatised to local time and Table 3 applies to other times. To be considered acclimatised for the purpose of this technical standard, a flight crew member shall be allowed three consecutive local nights free of duty within a local time zone band which is two hours wide. He or she will thereafter be considered to remain acclimatised to that same time zone band until he or she ends a duty period at a place where local time falls outside this time zone band.

(2)

Maximum FDP – Two pilots plus additional flight crew member

Table 4 applies when the FDP starts at a place where the flight crew member is acclimatised to local time, and Table 5 applies at other times. To be considered acclimatised for the purposes of this technical standard, a flight crew member shall be allowed three consecutive local nights free of duty within a local time zone band which is two hours wide. He or she will thereafter be considered to remain acclimatised to that same time zone band until he or she ends a duty period at a place where local time falls outside this time zone band.

(3)

Limits on two flight crew long range operations

(a)

When an aeroplane flight deck crew comprises only two pilots, the allowable FDP is calculated as follows. A sector scheduled for more than 7 hours is considered as a multi-sector flight, as below –

Scheduled sector times	Acclimatised to local time (sectors)	Not acclimatised to local time (sectors)
Sector length over 7 hrs but not more than 9 hrs	2	4
Sector length over 9 hrs but not more than 11 hrs	3	4
Sector length over 11 hrs	4	Not applicable

(b)

Table 2 is then entered with the start time of the flight duty period and the “modified” number of sectors, to determine the allowable FDP.

(c)

When an additional, current, type rated pilot is a flight crew member, then these limits do not apply and the permissible FDP is determined by entering Table 2 or 3 with time of start and the actual sectors planned.

7.2

Extension of flight duty period by in-flight relief

(1)

When any additional flight crew member is carried to provide in-flight relief for the purpose of extending a FDP, he or she shall hold qualifications which will meet the requirements of the operational duty for which he or she is required as a relief.

(2)

When in-flight relief is provided, there shall be available, for the flight crew member who is resting, a comfortable reclining seat or bunk separated and screened from the flight deck and passengers.

(3)

A total of in-flight rest of less than three hours will not count towards extension of an FDP, but where the total of in-flight rest (which need not be consecutive) is three hours or more, the rostered FDP may be extended beyond that permitted in Tables 2 and 3 or 4 and 5 by –

(a)

if rest is taken in a bunk, a period equal to one half of the total of rest taken, provided that the maximum FDP permissible is 18 hours; and

(b)

if rest is taken in a seat, a period equal to one third of the total of rest taken, provided that the maximum FDP permissible is 15 hours.

(4)

The maximum extension allowable is equivalent to that applying to the basic flight crew member with the least rest.

(5)

Where a flight crew member undertakes a period of in-flight relief and after its completion is wholly free of duty for the remainder of the flight, that part of the flight following completion of duty may be classed as positioning and be subject to the controls on positioning detailed in section 7.4.

7.3

Extension of flight duty period by split duty

When a FDP consists of two or more flight duties separated by less than a minimum rest period, then the FDP may be extended beyond that permitted in the tables by the amounts indicated below –

Consecutive hours rest	Maximum extension of the FDP
Less than 3	Nil
3 – 10	Period equal to half of the consecutive hours rest taken

The rest period shall not include the time required for immediate post-flight and pre-flight duties. When the rest period is not more than six hours it will be sufficient if a quiet and comfortable place is available, not open to the public, but if the rest period is more than six consecutive hours, then a bed shall be provided.

7.4

Positioning

All time spent on positioning as required by the operator is classed as duty, but positioning as a passenger does not count as a sector when assessing the maximum permissible FDP. Positioning, as required by the operator, which immediately precedes a FDP, is included as part of the FDP for the purpose of section 7.1.

7.5

Travelling time

(1)

Travelling time other than that time spent on positioning may not be classed as duty time and may not be included in cumulative totals of duty hours.

Note – Travelling time from home to departure aerodrome can become an important factor if long distances are involved. If the journey time from home to the normal departure aerodrome is lengthy, flight crew members should make arrangements for accommodation nearer to their bases to ensure adequate pre-flight rest.

(2)

Where travelling time between the aerodrome and sleeping accommodation provided by the operator exceeds thirty minutes each way, the rest period shall be increased by the amount of the excess, or such lesser time as is consistent with a minimum of ten hours at the sleeping accommodation.

(3)

When flight crew members are required to travel from their home to an aerodrome other than the one from which they normally operate, the assumed travelling time from the normal aerodrome to the other aerodrome is classed as positioning and is subject to the controls of positioning detailed in section 7.4.

7.6

Pilot-in-command’s discretion to extend a flight duty period

Note – It is important to note that the PIC discretion shall take into consideration whether or not a “. . . crew member is suffering from or, having regard to the circumstances of the flight to be undertaken, is likely to suffer from fatigue which may endanger the safety of the aeroplane or its flight crew members and passengers . . .” as specified in CAR 135.02.9(2)(b).

(1)

A PIC may, at his or her discretion, extend a FDP beyond the maximum normally permitted, provided he or she is satisfied that the flight can safely be made. In these circumstances the maximum normally permitted is calculated according to what actually happens, not on what was planned to happen. The operator’s scheme shall include guidance to PICs on the limits within which discretion to extend a FDP may be exercised. An extension of three hours beyond the maximum normally permitted should be regarded as the maximum, except in cases of emergency.

(2)

Whenever a PIC so exercises his or her discretion, he or she shall report it to the operator and, should the maximum normally permitted be exceeded by more than two hours, both the PIC and the operator shall submit a written PIC’s discretion report – extension of flight duty period, to the Director within thirty days.

Notes –

Discretion reports either concerning extension of a FDP in excess of two hours or reduction of a rest period shall be submitted to the Director. Those reports will be used by the Director when assessing the realism of particular schedules. The information required to be submitted and an example of the form may be obtained from the SACAA.

An emergency in respect of an extension of a FDP is a situation which in the judgment of the PIC presents serious risk to health or safety.

7.7

Delayed reporting time

When flight crew members are informed of a delay before leaving their place of rest the FDP starts at the new reporting time or four hours after the original reporting time, whichever is the earlier. The maximum FDP is based on the original reporting time. This subsection does not apply if flight crew members are given ten hours or more notice of a new reporting time.

Rest periods

(1)

It is the responsibility of the operator to notify flight crew members of a FDP and not to schedule them for duty other than flight watch or home reserve, so that adequate and, within reason, uninterrupted pre-flight rest can be obtained by the flight crew before the commencement of the next flight duty period. Away from base the operator shall provide the opportunity and facilities for the flight crew to obtain adequate pre-flight rest. It is the operator’s responsibility to ensure that rest accommodation is satisfactory. When operations are carried out at such short notice that it is impracticable for an operator to ensure that rest accommodation is satisfactory, it will be the PIC’s responsibility to obtain satisfactory accommodation.

(2)

The following rest period requirements shall be followed –

(a)

each flight duty period, as well as flight watch and home reserve, shall be preceded by a rest period of at least –

(i)

nine consecutive hours including a local night;

(ii)

ten consecutive hours; or

(iii)

if the preceding FDP, adjusted for split duty, exceeds eleven hours, an additional rest period shall be provided for in the operator’s scheme to the satisfaction of the Director;

(b)

where a flight crew member has completed two consecutive flight duty periods, the aggregate of which exceeds eight hours flight time or eleven hours flight duty time (extensions by in-flight relief or split-duty disregarded), and the intervening rest period has been less than twelve consecutive hours embracing the hours between 22h00 and 06h00 local time, he or she shall have a rest period of at least twelve consecutive hours embracing the hours between 22h00 and 06h00 local time or so much longer as to embrace these hours prior to commencing any further duties, but not necessarily longer than twenty-four consecutive hours; provided that this requirement does not apply in respect of consecutive flight watch and home reserve duties;

(c)

following fifty hours of duty of any nature associated with his or her employment, except flight watch and home reserve duty, a flight crew member shall have a rest period of not less than twenty-four consecutive hours before commencing further duties;

(d)

when a flight crew member has completed a FDP in excess of eighteen hours, he or she shall receive a rest period of at least eighteen hours including a local night before he or she commences any further duties; and

(e)

time spent on flight watch and home reserve duty prior to a FDP shall not be counted when determining the limitations associated with the flight duty period.

(3)

Pilot-in-command’s discretion to reduce a rest period

A PIC may, at his or her discretion, reduce a rest period to below the minimum required by section 8(2) and 12(2)(b). The exercise of such discretion shall be considered exceptional and should not be used to reduce successive rest periods. A rest period shall be long enough to allow flight crew members at least eight hours rest at the accommodation where the rest is taken. If a rest period is reduced, the PIC shall submit a report to his or her employer and if the reduction exceeds two hours, a written report shall be submitted to the Director within thirty days. (See note 1 to section 7.6(2)).

(4)

For the purpose of calculating the minimum rest period before commencement of flight duty, the required post-flight duties on completion of the previous FDP is added to such FDP.

Duty periods

(1)

The following limits apply –

Duty	Maximum duration
Flight watch	No limit*
Home reserve	No limit*
Positioning	No maximum**
Standby	Maximum 12 hours (not necessarily consecutive) in any 24 hour period
Standby + FDP	20 hours

* However, the provisions of paragraph (2) apply.

** However, the provisions of section 7.4 apply.

(2)

For the purpose of calculating duty time, the following applies –

(a)

for the calculation of accumulated duty time in terms of section 11, flight watch and home reserve is credited on the basis of eight hours for every period of twenty-four or fewer consecutive hours or on a one-for-one basis, whichever is the lesser;

(b)

standby duty time shall count fully as duty time for the calculation of accumulated duty time in terms of sections 8(2)(c) and (d) and 11; and

(c)

see section 7.4 in respect of positioning time.

Days off

Flight crew members shall –

(1)

not work more than seven consecutive days between days off; and

(2)

have two consecutive days off in any consecutive fourteen days; and

(3)

have a minimum of six days off in any consecutive four weeks at the aerodrome from which they normally operate; and

(4)

have an average of at least eight days off in each consecutive four week period, averaged over three such periods.

Cumulative duty hours

The average weekly total of duty hours may not exceed sixty hours over seven days or fifty hours averaged over any four consecutive weeks. All types of duty, flight duty, split duty, stand-by and positioning is counted in full for this purpose. Any period of seven or more consecutive days within which the flight crew member is employed on duty other than flight duty, flight watch or home reserve, standby or positioning is not included in calculating the above average weekly total of duty hours.

Tables

Table 1: Maximum flight duty period: Single-pilot crews – aeroplanes certified for single-pilot operations

Local time of start	Up to 4 sectors	5 sectors	6 sectors	7 sectors	8+ sectors
0500 – 0659	10	9¼	8½	8	8
0700 – 1359	11	10¼	9½	8¾	8
1400 – 2059	10	9¼	8½	8	8
2100 – 0459	9	8¼	8	8	8

Note – Pilots engaged in repetitive short flights, with an average eight or more take-offs and landings per hour, shall have a break of at least thirty minutes within any continuous period of three hours away from the aircraft; however for the purpose of this technical standard each such series of repetitive flights shall be counted as a single sector.

Table 2: Maximum flight duty period: Two pilot crews – aeroplanes: Acclimatised to local time

Local time of start	1 sector	2 sectors	3 sectors	4 sectors	5 sectors	6 sectors	7 sectors	8+ sectors
0500 – 0659	13	12¼	11½	10¾	10	9¼	9	9
0700 – 1359	14	13¼	12½	11¾	11	10¼	9½	9
1400 – 2059	13	12¼	11½	10¾	10	9¼	9	9
2100 – 2159	12	11¼	10½	9¾	9	9	9	9
2200 – 0459	11	10¼	9½	9	9	9	9	9

Table 3: Maximum flight duty period: Two pilot crews – aeroplanes: Not acclimatised to local time

Length of preceding rest (hours)	1 sector	2 sectors	3 sectors	4 sectors	5 sectors	6 sectors	7+ sectors
Up to 18 or over 30	13	12¼	11½	10¾	10	9¼	9
Between 18 and 30	12	11¼	10½	9¾	9	9	9

Note – The reason that available duty times are less following rest periods inside 18–30 hours is the aeromedical advice that the quality of rest is less due to the disturbance of the body’s natural rhythm.

Table 4: Maximum flight duty period: Basic crew consisting of three flight crew members – aeroplanes certified for three crew members: Acclimatised to local time

Local time of start	1 sector	2 sectors	3 sectors	4 sectors	5 sectors	6 sectors	7 sectors	8+ sectors
0500 – 0659	13	12¼	11½	10¾	10	9¼	9	9
0700 – 1359	14	13¼	12½	11¾	11	10¼	9½	9
1400 – 2059	13	12¼	11½	10¾	10	9¼	9	9
2100 – 2159	12	11¼	10½	9¾	9	9	9	9
2200 – 0459	11	10¼	9½	9	9	9	9	9

Table 5: Maximum flight duty period: Basic crew consisting of three flight crew members aeroplanes certified for three flight crew members: Not acclimatised to local time

Length of preceding rest (hours)	1 sector	2 sectors	3 sectors	4 sectors	5 sectors	6 sectors	7+ sectors
Up to 18 or over 30	13	12¼	11½	10¾	10	9¼	9
Between 18 and 30	12	11¼	10½	9¾	9	9	9

Records to be maintained

(1)

An operator shall retain flight crew member flight time and duty period records as provided in CAR 135.04.6.

(2)

An operator shall retain all PIC discretion reports of extended flight duty periods and reduced rest periods for a period of at least six months.