REMO INTERNATIONAL COLLEGE

BSC – AVIATION
LECTURE NOTES

FLIGHT OPERATIONS
UNIT 2
Dilip Fernandez
Crew & Flight Scheduling
Flight Duty Time Limitations
Flight Duty Time Limitations (FDTL) refer to regulations that govern the maximum
allowable time a flight crew member can be on duty within a specified period. These
regulations are implemented to ensure that flight crew members are sufficiently
rested and alert during their duties, thereby enhancing aviation safety.

Key components of flight duty time limitations typically include:

1. Maximum Duty Period: This is the maximum amount of time a flight crew
member can be on duty in a single period, often measured in hours.

2. Flight Duty Period (FDP): This refers to the time between reporting for duty until
the completion of the last flight or duty assignment, including pre-flight
preparation, the actual flight, and post-flight duties.

3. Flight Time Limitations: These specify the maximum duration of time a crew
member can spend in-flight during a single duty period or within a specified
time frame.

4. Rest Period Requirements: Regulations often stipulate the minimum rest period
required between duty periods to ensure adequate recuperation between flights.

5. Cumulative Limitations: In addition to daily limitations, there are often

restrictions on the cumulative flight hours or duty hours over longer periods,
such as weekly or monthly limits.

Flight Duty Time Limitations vary depending on the regulatory authority overseeing
aviation operations. Different countries or regions may have their own sets of
regulations, although many are based on guidelines established by organizations like
the International Civil Aviation Organization (ICAO) or the Federal Aviation
Administration (FAA) in the United States.
FLIGHT TIME, FLIGHT DUTY PERIOD AND DUTY PERIOD LIMITS: TWO
PILOT OPERATION
FDP:
A period which is intended to cover continuous period of duty that always includes a
flight or series of flight for a flight crew member. It commences when a flight crew
member is required to report for duty and finishes at engine(s) off at the end of the last
flight on which he/she is a flight crew member.

FT:
The total time from the moment an aeroplane first moves for the purpose of taking off
until the moment it finally comes to rest at the end of the flight.

Maximum Flight Time Maximum Flight Duty Maximum No. of Landings

(hours)
8 hours 11.00 6
11.30 5
12.00 4
12.30 3
9 Hours 13.00 2
10 Hours 13.00 1
For Operations Encroaching Night Duty
8 Hours 10.00 2

For Cabin crews:

Maximum Flight Time Maximum Flight Duty Max. No. oF landings
Period
Bunk Isolated Basic
Rest Rest
Seat seat
12 hours 16 hrs 15 hrs 14 hrs 2
14 hours 18 hrs 16 hrs NA 1
17 hours 21 hrs NA NA 1

For Crew in terms of time periods:

Maximum Cumulative FTL Maximum Flight Time Maximum Cumulative Duty
Limitation (hours) Period
In 7 consecutive days 35 60
In 14 consecutive days 65 100
 In 28 consecutive days 100 190
In 90 consecutive days 300 600
In 365 consecutive days 1000 1800

Split Duty:
Split Duty means a period of time within a flight duty period, shorter than a rest period,
counting as flight duty and during which a crew member is free of all tasks.

Consecutive hours of break Maximum extension of the Flight Duty

Period
< 3 hours Nil
3 – 10 hours A period equal to half the consecutive
hours break taken
> 10 hours No extension permitted

airlines are required to comply with the DGCA regulations regarding FDTL to ensure
the safety of flight operations and the well-being of flight crew members.

Additionally, airlines often have robust crew scheduling systems in place to manage
and monitor crew duty times to ensure compliance with FDTL regulations and to
mitigate the risk of fatigue-related issues among flight crew members.

Minimum Rest Periods:

Rest Period (Before the Flight) The minimum rest, which must be provided before
undertaking a flight duty period, shall be:

a) At least as long as the preceding duty period, OR

b) i) 12 hours

ii) 18 hours for crossing more than 3, up to 7 time zones

iii) 36 hours for crossing more than 7 time zones whichever is greater.

For all other duties, apart from Flight Duty/ Mixed Duty, a minimum rest period of 10
hours shall be given. Operators to define the same in their FDTL Scheme.

Rest Period After Standby:

When any period of standby finishes, 12 hrs rest shall be given.

Weekly Rest:
An operator shall ensure that the minimum weekly rest of continuous 48 hours
including two local nights is provided such that there shall never be more than 168
hours between the end of one weekly rest period and the start of the next.

Rest After Return to Home Base:

Operator shall ensure that effects on flight crew members of time zone differences
will be compensated by additional rest. Minimum rest including local nights shall be
given to any flight crew member after return to home base, if the flight crew who has
crossed more than the specified time zones wherein the crew has operated flight(s)
away from home base according to the Table given below:

Time Zone Difference Rest (hours) Local Nights

>3 < 7 36 2
>7 72 3

CONSECUTIVE NIGHT OPERATION:

1. Flight crew shall neither be detailed nor undertake any flight duty between
periods embracing 0000 to 0600 hrs local time for more than two consecutive
nights except once within a period of 168 hours.
2. For a flight crew member remaining less than 48 hours away from home-base/
domicile time, two consecutive nights is estimated to be referred to local time at
the point of first departure of flight schedule.
3. Flight crew shall also not be detailed or undertake any duty between the hours
of 0000 to 0600 hrs prior to utilizing the provisions mentioned above.
4. When a crew has undertaken duties in consecutive nights, then for transition to
flights beyond period 0000 to 0600 hrs, he/ she should not be scheduled for a
flight which is commencing prior to, at least 24 hrs including one local night
from arrival of the flight and prior to company local night plus 2 hrs.

Dead Heading also known as Positioning:

The transferring of a non-operating flight crew member from place to place in any
mode of transport at the behest of the operator.

1. All the time spent on positioning on the behest of the operator shall be counted
as duty.
 2. Positioning time should be a part of a flight duty period when it immediately
precedes (i.e. without an intervening rest period) a flight duty period in which
that person participates as a flight crew member.
3. Positioning after operating a flight duty period without an intervening rest period
shall be counted as duty period for determining the rest period.
4. Positioning should not count as an operating sector when planning or
calculating a flight duty period. Positioning shall be counted as a landing, if after
a positioning journey, the crew spends less than the minimum rest period at
suitable accommodation provided by the operator, and then extends FDP using
Split Duty.

• Flight Duty Period (FDP): The maximum FDP for cabin crew in India is 10 hours
for scheduled operations and 12 hours for non-scheduled operations. This
means that cabin crew cannot work for more than 10 or 12 hours in a single day,
respectively.

• Rest Period: Cabin crew must have a minimum rest period of 8 hours between
FDPs. This means that they must have at least 8 hours off between each work
shift.

• Split Duty: Split duty is when cabin crew work two or more FDPs in a 24-hour
period. The maximum split duty extension is 4 hours. This means that cabin
crew can work for an additional 4 hours after their FDP ends, but no more than
that.

• Night Operations: Cabin crew cannot work for two consecutive nights between
the hours of 00:00 and 05:00 local time. This means that they must have at least
one night off between each work shift.

• Cumulative Duty Time Limits: Cabin crew cannot work more than 65 hours in any
7 consecutive days. This means that they must have at least two days off in a
week.

These are just the basic timelines for cabin crew duty in India. There are also a number
of other rules and regulations that cabin crew must follow, such as those related to
training, medical fitness, and security.
Hotel and ground transportation:
Hotels and ground transportation for crew members, including pilots and flight
attendants, are typically arranged and provided by the airline they work for. Here's how
it generally works:

1. Hotel Accommodation: Airlines often have agreements with various hotels in

cities where they operate flights. These hotels are selected based on factors
such as proximity to the airport, quality of service, and negotiated rates. Crew
scheduling departments or crew coordinators within the airline are responsible
for booking hotel accommodations for crew members during layovers or
overnight stays away from their home base. The airline usually covers the cost
of the hotel stay.

2. Ground Transportation: Airlines may also arrange ground transportation for

crew members between the airport, hotel, and any other required destinations
during their layovers. This can include shuttle services, taxis, or car rentals
depending on the location and the airline's policies. Ground transportation is
provided to ensure that crew members can reach their accommodations safely
and efficiently.

3. Per Diem Allowance: In addition to arranging hotels and ground transportation,

airlines may provide crew members with a per diem allowance to cover
expenses such as meals and incidentals during layovers. This allowance is
intended to help offset the costs of living away from home while on duty.

4. Crew Hotels: Some larger airlines may have dedicated crew hotels in certain
locations, especially in hub cities where crews frequently layover. These hotels
are specifically designated for airline crew members and may offer special
amenities or services tailored to their needs, such as early check-in/check-out
times and crew lounges.

Crew Salary Structure:

The salary structure for pilots and crew in India can vary depending on several factors
including the type of airline (full-service carrier, low-cost carrier, regional airline), the
experience level of the pilot or crew member, their position within the airline, and any
additional qualifications or endorsements they may hold. It can be classified into:

1. Basic Salary: Pilots and crew members typically receive a base salary that
forms the foundation of their compensation package. This basic salary can vary
 significantly based on factors such as seniority, rank, and the airline's pay scale
structure.

2. Flying Allowance: Pilots and crew members often receive a flying allowance or
flight pay, which is calculated based on the number of hours flown. This
component of the salary can vary with the number of flight hours logged during
a specified period, and it's a significant portion of their overall compensation,
especially for pilots.

3. Per Diem: Crew members, especially those involved in international operations,

may receive a per diem allowance to cover expenses such as meals and
accommodation during layovers or overnight stays away from their home base.

4. Incentives and Bonuses: Airlines may offer various incentives and bonuses
based on performance, productivity, or meeting certain operational targets.
These can include safety bonuses, on-time performance bonuses, or
productivity incentives.

5. Seniority and Experience: Pilots and crew members typically receive increases
in salary and benefits as they gain seniority and experience within the airline.
This can include higher pay scales, better rostering options, and increased
vacation or leave entitlements.

6. Training and Type Rating: Airlines may cover the costs associated with initial
training, recurrent training, and obtaining or renewing type ratings for specific
aircraft types. Some airlines may require pilots to bear a portion of these costs,
especially for type ratings on larger or more complex aircraft.

7. Other Benefits: Pilots and crew members may receive additional benefits such
as health insurance, life insurance, retirement plans, travel benefits (including
discounted or free flights for themselves and their families), and employee
assistance programs.
Pilot Salary in India 2024
Mid-Range Senior Position
Starting Annual Annual Salary Annual Salary
Profile Salary (INR) (INR) (INR)

Armed-Services
2.7 L 6L–8L 10 L – 25 L
Pilot

Private Pilot 7L 10 L – 22 L N/A

Commercial Pilot 8.75 L 24 L 1.5 Cr.

Captain, Air India 25 L 50 L – 75 L 1 Cr. – 2 Cr.

Captain, Indigo 30 L 60 L – 90 L 1.5 Cr. – 2.5 Cr.

Captain, Emirates 60 L 1 Cr. – 1.5 Cr. 2 Cr. – 5 Cr.

Pilot Salary in India per Month:
Fresher

• Commercial airline pilot with less than a year of experience earns ₹15.26 lakhs.
It includes tips, overtime pay and an incentive.

• fresh commercial airline pilot in India earns approximately ₹1.27 lakhs per
month

• A commercial airline pilot with 1 to 4 years of experience may earn ₹18.09 lakhs
in yearly.

Pilot Salary in India per Month:

Intermediate

• A commercial airline pilot with 5 to 10 years of experience may expect to receive

₹25.89 lakhs as yearly income in India.

• A commercial airline pilot with 5 to 10 years of experience in India earns

approximately ₹2.16 lakhs per month.

Pilot Salary in India per Month:

Experienced

• Expert commercial airline pilot with 10 to 17 years of experience: ₹15.26 lakhs

per month

• Professional pilot with over 20 years of experience: ₹70 lakhs per month
Salary Structure for Cabin crew:
Cabin crew salary in India vary depending on experience, with more experienced crew
members typically earning higher salaries. Here’s a breakdown of average cabin crew
salaries based on experience levels:

Experience Level Average Monthly Salary

Freshers ₹25,000 – ₹40,000

1-3 years of experience ₹40,000 – ₹60,000

3-5 years of experience ₹60,000 – ₹80,000

5+ years of experience ₹80,000 – ₹1,00,000

 Experienced Salary
Airline Starting Salary (Monthly) (Monthly)

Air India ₹25,000 – ₹35,000 ₹40,000 – ₹60,000

IndiGo ₹30,000 – ₹40,000 ₹50,000 – ₹70,000

SpiceJet ₹25,000 – ₹30,000 ₹35,000 – ₹50,000

Go First ₹20,000 – ₹30,000 ₹30,000 – ₹40,000

AirAsia India ₹25,000 – ₹30,000 ₹35,000 – ₹50,000

Layover:
Layovers are periods of time during which flight crew members, such as pilots and
flight attendants, are scheduled to stay in a destination city between their flights.
Layovers typically occur when crew members have completed one leg of their journey
but have some time before their next flight assignment.

Depends on:

1. Duration
2. Purpose
3. Location
4. Accommodation
5. Ground Transportation
6. Allowance
Flight Scheduling:
OverFlight Permission:
Overflight permission refers to the authorization granted by a country for an aircraft to
fly through its airspace without landing. This permission is necessary for flights that
pass over the territory of another country en route to their destination. It works based
on:

1. International Airspace: International airspace refers to the airspace above the

territorial boundaries of countries, where no single country has jurisdiction.
However, aircraft flying through international airspace must obtain permission
from the countries whose territories they will overfly.

2. Applying for Permission: Airlines or operators typically apply for overflight

permission through the appropriate aviation authorities or agencies of the
countries whose airspace they plan to traverse. This process often involves
submitting flight plans detailing the route, altitude, and other relevant
information about the flight.

3. Reasons for Permission: Countries require overflight permission for various

reasons, including national security, air traffic control management, and
regulatory compliance. By granting permission, countries can ensure the safe
and orderly passage of aircraft through their airspace.

4. Diplomatic Relations: Overflight permission can sometimes be influenced by

diplomatic relations between countries. In certain situations, political tensions
or disputes may affect the granting of overflight rights.

5. Fees and Charges: Some countries may impose fees or charges for granting
overflight permission. These fees can vary depending on factors such as the
aircraft's weight, route length, and the policies of the country granting
permission.

6. International Agreements: Bilateral or multilateral agreements between

countries may facilitate the process of obtaining overflight permission. These
agreements can establish standardized procedures and requirements, making it
easier for airlines to obtain the necessary authorizations.

7. Emergency Situations: In emergency situations, such as medical diversions or

fuel emergencies, aircraft may be allowed to overfly a country's airspace
without prior permission. However, airlines are still required to coordinate with
air traffic control and relevant authorities as soon as possible.
Overfly Permission in India:
• Complete Flight Schedule

• Lead Passenger Details Or Passenger Manifest( Only for Passenger Flight )

• Total Onboard Crew with Name and Nationality Or Crew Gendec

• Entry/Exit & ATS Routing

• Consignee and Consigner details (Only For Cargo Flights)

• List Of Required Aircraft Documents :

1 - Air Operating Certificate ( Private Aircraft AOC Not Required )
2 - Certificate of Airworthiness
3 - Insurance Certificate
4 - Noise Certificate
5 - Registration Certificate

• DGCA issues OFP.

• Last for 48 hours.

• CAA gives air navigation bill to airline through IATA.

• NO CAA PROCESSING FEE FOR IOP.

List of PRC countries:

China, Iran , Iraq, Nigeria, North Korea , Pakistan , Somalia , Sudan

Flight Origin or Destination to any of the PRC countries above specific
Overflight/Landing Permit Lead Time will be applied, rest other then PRC countries
Normal Lead Time will be applied.

Processing Time Description

03 to 04 Working Overfly Permit Lead Time For PRC Countries ( Monday till
Day Friday )

07 to 10 Working Landing Permit Lead Time For PRC Countries ( Monday till
Day Friday )
Landing Permission:
The rules and regulations for landing aircraft in India are governed by the Directorate
General of Civil Aviation (DGCA), which is the regulatory body for civil aviation in the
country.

Flight Plan:

Aircraft operators must file a flight plan with the appropriate authorities, including the
DGCA and air traffic control (ATC), prior to the intended landing.

Permission:

Landing permissions must be obtained from the DGCA for each flight into Indian
airports. These permissions are usually granted based on factors such as aircraft type,
operator credentials, and compliance with safety regulations.

Airspace Management:

Aircraft must adhere to designated airspace routes and procedures established by the
Indian authorities. Compliance with air traffic control instructions is essential for safe
and efficient operations.

Safety Standards:

Aircraft must meet safety standards set by the DGCA and international aviation
organizations such as the International Civil Aviation Organization (ICAO). This includes
compliance with maintenance requirements, operational procedures, and crew training
standards.

Customs and Immigration:

Aircraft arriving in India must comply with customs and immigration procedures,
including the declaration of goods and passengers, as required by Indian law.

Environmental Regulations:
Aircraft operators are expected to comply with environmental regulations related to
noise, emissions, and other environmental impacts during landing and operation in
Indian airspace.

Airport Specific Regulations:

Each Indian airport may have its own specific regulations and procedures for aircraft
landing, which must be followed by operators.

Landing Slot Arrangement:

In India, the Directorate General of Civil Aviation (DGCA) oversees the allocation and
management of landing slots for airports. Landing slots are time slots allocated to
airlines for landing and takeoff at congested airports. The landing slot arrangement
permission process overseen by the DGCA involves:

Slot Allocation:

The DGCA, in coordination with airport authorities, allocates landing slots to airlines at
congested airports. These slots are typically assigned based on factors such as
historic slot usage, airline schedules, and capacity constraints at the airport.

Slot Coordination:

The DGCA may work with slot coordination committees or organizations to manage the
allocation and scheduling of landing slots. These committees ensure fair and efficient
distribution of slots among airlines operating at the airport.

Slot Requests:

Airlines submit slot requests to the DGCA or designated slot coordination authorities.
These requests specify the desired landing and departure times at the airport.

Slot Monitoring:
The DGCA monitors slot usage and compliance with allocated slots by airlines. Airlines
are expected to adhere to their assigned slots and notify authorities of any changes or
cancellations.

Slot Transfer and Trading:

Airlines may transfer or trade their allocated slots with other airlines, subject to
approval from the DGCA and compliance with slot regulations.

Slot Enforcement:

The DGCA enforces slot regulations and may impose penalties or sanctions on airlines
for non-compliance or misuse of slots.

Slot Review:

Periodic reviews of slot allocation and usage may be conducted by the DGCA to
optimize slot distribution and address changing demand patterns at airports.
Revenue and Yield Management:
Revenue and yield management for both crew and flights are essential aspects of
airline operations, aimed at maximizing profitability while optimizing resource
allocation.

They are focused on.

1. Flight Revenue Management

2. Crew Revenue Management

1. FRM:
Seat Inventory Control:

Airlines employ sophisticated algorithms to determine the optimal number of seats to

sell at different price points for each flight. This involves forecasting demand,
understanding customer behaviour, and adjusting pricing dynamically to maximize
revenue.

Overbooking Management:

Airlines may intentionally oversell seats on flights based on historical booking patterns
and no-show rates, while also minimizing the risk of denied boarding by offering
compensation or alternative arrangements to affected passengers.

Ancillary Revenue Optimization:

Airlines generate additional revenue by offering ancillary services such as seat

upgrades, baggage fees, onboard sales, and loyalty program memberships. Revenue
management strategies extend to pricing and promoting these ancillary offerings to
enhance overall profitability.

Dynamic Pricing:

Airlines adjust ticket prices in real-time based on factors such as demand,

competition, time to departure, and market conditions. This dynamic pricing strategy
allows airlines to capture the maximum possible revenue from each flight.
Crew Revenue Management:

Crew Scheduling Optimization:

Airlines optimize crew schedules to ensure efficient utilization of resources while

complying with regulatory requirements, union agreements, and crew preferences.
This involves balancing factors such as duty time limitations, crew rest requirements,
qualifications, and operational needs.

Crew Pay and Incentives:

Crew compensation structures may be designed to incentivize productivity, flexibility,

and performance. Pay may be based on factors such as flying hours, duty assignments,
seniority, and special qualifications.

Crew Training and Development:

Airlines invest in crew training programs to enhance skills, proficiency, and career
advancement opportunities. Training investments contribute to operational efficiency,
customer satisfaction, and revenue generation through improved service quality.

Crew Rostering Efficiency:

Efficient crew rostering practices minimize costs associated with idle time,
deadheading, and overtime while ensuring adequate coverage for scheduled flights.
Automated rostering systems help optimize crew assignments based on operational
requirements and crew preferences.