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00:00 :00 utc
. If both departure and destination airport codes are selected and the route is in the OM-C table (See 'B' below), inferred ETA and Flight Time is automatically prefilled. This can be overwritten with current details.
ยท STARTโžฉ New feature: all 5 duty selector buttons now have their information overlays placed at blue dots above them.

Usual workflow:
1: Select Destination here. (Departure
    usually automatically selected).
2: Enter ETD.
    Device keyboard also works.
    Most fields are now filled with basic
  info, including uncorrected MAX FDP.
3: Customise and update other fields as
    needed.
4: App saves history each time COPY
    DATA is pressed.
Press REFRESH button for a new
calculation.

This website has been developed with care and in accordance with applicable EASA flight and duty time regulations. However, no guarantee is made regarding the accuracy or completeness of its calculations or information.
The developer is not liable for any incorrect planning outcomes or related operational or financial effects. Users remain solely responsible for verifying compliance with all relevant regulations and company policies.
Website update 2026-02-01

FDP FMS

. Earliest of ANY of your crew* on duty time as assigned by OCC.
MAX FDP is derived from the LOCAL time of the UTC value here.

In case of a DELAY AFTER DUTY STARTS, still use this time as your ON DUTY 'FDP reference time'.
Add the DURATION of a DELAY, then enter as ACTUAL REPORTING below.

*Ensure standby callout duties are factored in. See 'S' to the right here for reference.
. Pressing 2 or 3 automatically enters a table value for this crew configuration.

Ensure correct DEPT timezone set.

๐Œญ The user remains responsible for all FDP calculations.

C is CAO ALLOWED PLANNING MAX FDP
S is CAO PLANNING LIMIT AFTER 3 HOURS STANDBY.
For more, see tables at ๐Ÿ…‚ button.

FDP FMS is primarily designed to protect EASA limits. CAO limits do not apply AFTER crew is on active flight duty; these are for the planning phase only.
. Equals ASSIGNED ON DUTY time or
manually set to ASSIGNED ON DUTY time +
DELAY BEFORE REPORTING # hrs.

This field is prefilled.
๐Ÿ’ก If no changes are needed, pressing โ‡ฅ TAB jumps the cursor to the next field.
This leaves current input unchanged.
Use โ‡ฅ in any field that does not need modification.
. OM A 7.1.7(a)(1) 75 mins. standard reporting time

See included documentation at the OM-A 7 button below here, thumbnail 6.
. THIS IS THE MOST IMPORTANT
DATAPOINT NEEDED TO DETERMINE IF
THE FLIGHT CAN BE DONE WITHIN
EASA FDP LIMITS.
It is determined by the ASSIGNED
ON DUTY time plus the MAX FDP.

NB: The 30 minute post-flight duty is not used here.
It is used for minimum rest for the next duty.

NB: The CAO text is found behind the OM-A 7 reference here.
. Equals: MAX FDP โˆ’ ( ๐šซ HRS ASSIGNED ON DUTY and ACTUAL REPORTING) โˆ’ PREFLIGHT DURATION.

CALCULATE USING ROSTER OR AIRCRAFT SCHEDULE

. After selecting the (departure and) destination airport, enter ETD.

๐Ÿ’ก Alternatively start with entering ASSIGNED ON DUTY:
ETD will then be prefilled with ACTUAL REPORTING + PREFLIGHT DURATION.

๐Ÿ’ก For 2 sector duties: before the 1st sector enter the ETD of the 1st and the ETA of the 2nd SCHEDULE.

WHEN IN TRANSIT BEFORE THE SECOND SECTOR
DEPARTURE:
Either enter the ETD and ETA of the second segment here,
and/or use the OFP Segment below
to determine if departure can be done
within EASA limits.
Ensure your ASSIGNED ON DUTY remains your 1st DEPT airport with the correct LCL time your crew started work today.

๐Ÿ’กSchedule Times can also be found on AVIOCONNECT, handy for quick and early reference but these are not always updated and are not official.
. For 2 sector duties, always enter the ETA of the LAST sector.

๐Ÿ’ก You can also plan early by adding the OM-C 2.1.5.2 Block times to your UTC ETD.
See the table at the B button here.
If the route is in the table, Block time is automatically added to ETD, showing an 'OM-C' derived ETA.
. Equals: Last sector ETA โˆ’ ETD.

๐Ÿ’ก For two sector duties this will be the sum of:
1st flight + transit + 2nd flight.

Margin: MAX POSSIBLE BLOCKTIME โˆ’
PLANNED TOTAL BLOCKTIME

CAO MARGIN= C โˆ’ PREFLIGHT โˆ’ PLANNED TOTAL BLOCKTIME
S is not shown here.
Mind CAO limits do not apply if on active flight duty.

On two sector duties Margin is only correct if data entered as ETD 1st and ETA 2nd leg.
MARGIN
. EASA LATEST OFF DUTY โˆ’ PLANNED (TOTAL/LAST SECTOR) BLOCKTIME

๐Ÿ’ก Using ETD either from your original departure or 2nd airport.

CALCULATE USING FLIGHT APP BRIEFING OFP OVERVIEW

. ETOT โˆ’ ETD.
Mind STD should not be used instead of ETD here.

Alternatively: estimate your ground delay, such as caused by DE-ICING
. FLIGHT TIME shown below OFP RLS #

๐Ÿ’ก
If the route is in the Block times table, FLIGHT TIME is inferred here, considering TAXI times.
. ETA โˆ’ ELDT. Do not use STA here*.
Find these times on your AVIOBOOK FLIGHT APP > BRIEFING > OVERVIEW.

๐Ÿ’ก With this 'FMS' segment, either use your first sector OFP, or second OFP while in transit.
IE: this app segment is most suitable to use on single (remaining) sector duties to see if the OFP needs modification.

*STD and STA (also displayed in the header of the FLIGHT APP), are not updated by dispatch in case of delays.
. Sum of TAXI IN +
FLIGHT TIME +
TAXI OUT durations.

Margin:
MAX POSSIBLE
BLOCKTIME โˆ’
OFP BLOCKTIME

This means Margin of OFP is not suitable for two sector duties.
MARGIN
. This output it derived from EASA LATEST OFF DUTY, subtracting* all times entered in this segment and also subtracting PREFLIGHT DURATION.

If ASSIGNED ON DUTY (or REPORTING
TIME) above occurs LATER than LATEST
REPORTING calculated here, current total OFP
times exceed EASA FDP limits.
Either TAXI times or FLIGHT TIME
(CI) needs to be adjusted or this
duty is not legally possible.

* IE: This calculation is done in reverse to see if the planned OFP duty is too long, making it impossible to start this duty at the FDP reference time entered above as ASSIGNED ON DUTY
2 Pilot EASA Regulations
3 Pilot EASA Regulations

Standby Regulations

Standby ends when the crew member reports for duty. This moment is your FDP reference time.

If standby ends within the first 6 hours (8 hours if inflight rest applies), the maximum FDP counts from reporting. There is no reduction of FDP.

If standby ends after the first 6 hours (8 hours if inflight rest applies), the maximum FDP is reduced by the amount of standby time exceeding 6 or 8 hours.

If standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count toward the reduction of the FDP until the crew member is contacted by OCC. In other words, standby while sleeping does not reduce FDP.

The combination of standby and FDP may not result in more than 18 hours awake. However, when inflight rest is planned during the flight duty period, the 18-hour awake limit does not apply. If standby and FDP together exceed 18 hours, and no inflight rest is planned, OCC will verify with the crew member if he or she has been asleep during the standby period and will act accordingly.

Refer to OM-A 7.1.10 for the official policy.

Example: Standby 06:00-12:00.
Called at 11:30 for a two-crew flight. Duty starts at 13:00.
Standby time exceeding 6 hours: 13:00-12:00 = 1:00.
The maximum FDP is reduced by this exceedance.

The below tables are integrated in the app as blue text behind 'MAX FDP', the first column as 'c' and the second as 's'.
Mind these are CAO PLANNING limits.

Assigned On Duty
starts during
_ local time.		 CAO Allowed Planning
Max FDP (2 Crew)		 CAO
Planning
limit
after 3
hours
standby
0600-0615 11:00 10:00
0616-0629 11:25 10:50
0630-0645 11:25 10:50
0646-0659 11:45 11:35
0700-0715 11:45 11:35
0716-0745 12:15 12:10
0746-0800 12:50 12:45
0801-1315 13:00 13:00
1316-1329 12:40 12:35
1330-1345 12:40 12:35
1346-1359 12:20 12:15
1400-1415 12:20 12:15
1416-1429 12:05 11:50
1430-1445 12:05 11:50
1446-1459 11:50 11:30
1500-1515 11:50 11:30
1516-1529 11:40 11:10
1530-1545 11:40 11:10
1546-1559 11:20 10:40
1600-1615 11:20 10:40
1616-1629 11:10 10:20
1630-1645 11:10 10:20
1646-1659 11:00 10:00
1700-1729
1730-1759
1800-1829
1830-1859
1900-0459
0500-0514
0515-0529
0530-0544
0545-0559
Assigned On Duty
starts during
_ local time.		 CAO Allowed Planning
Max FDP (3 Crew)		 CAO
Planning
limit
after 3
hours
standby
0616-0645 14:25 13:25
0646-0715 14:45 13:45
0716-0745 15:05 14:05
0746-0800 15:25 14:25
0801-1315 15:30 15:00
1316-1345 15:20 14:50
1346-1415 15:05 14:30
1416-1445 14:55 14:00
1446-1515 14:45 13:45
1516-1545 14:35 13:35
1546-1615 14:20 13:20
1616-1645 14:10 13:00
1646-0615 14:00 12:30

'Acclimatized' [ACL] means that a crew member's circadian biological clock is synchronized to the time zone where the crew member is. A crew member is considered to be acclimatized to a 2-hour wide time zone 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 crew member's acclimatization status for calculating the maximum daily flight duty period is determined by the following table.

Time difference (h) between reference time and local time where the crew member starts the next duty Time elapsed since reporting at reference time
<48 48 โ€“ 71:59 72 โ€“ 95:59 96 โ€“ 119:59 โ‰ฅ120
<4 B D D D D
โ‰ค6 B X D D D
โ‰ค9 B X X D D
โ‰ค12 B X X X D

B means acclimatized to the local time of the departure time zone;

D means acclimatized to the local time where the crew member starts his next duty; and

X means that a crew member is in an unknown state of acclimatization.

'Reference time' means the local time at the reporting point situated in a 2-hour wide time zone band around the local time where a crew member is acclimatized.

Maximum Daily FDP โ€“ [E1] Extensions Without Inโ€‘Flight Rest

Maximum daily FDP for acclimatized crew members with the use of extensions without in-flight rest.

  1. The maximum daily FDP may be extended by up to 1 hour, not more than twice in any 7 consecutive days. In that case:
    1. The minimum pre-flight and post-flight rest periods will be increased by 2 hours; or
    2. The post-flight rest period will be increased by 4 hours.
  2. When extensions are used for consecutive FDPs, the additional pre- and post-flight rest between the two extended FDPs required here will be provided consecutively.
  3. The use of the extension is planned in advance, and will be limited to a maximum of:
    1. 3 sectors when the WOCL is not encroached; or
    2. 3 sectors when the WOCL is encroached by 2 hours or less; or
    3. 2 sectors when the WOCL is encroached by more than 2 hours.
  4. Extension of the maximum basic daily FDP without in-flight rest will not be combined with extensions due to in-flight rest in the same duty period. (In the table for 2 crew you see a column titled "EASA with extension, acclimatized", but not in the table for 3 crew.)
  5. The operator extends the maximum basic daily FDP according to the limits in the below table, taking into account:
    1. The number of sectors flown; and
    2. WOCL encroachment.

Extension of FDP is found in the table of 2 crew.

[In an UNKNOWN state E1 is not allowed, contrary to 7.1.7 (f).]

https://is.gd/E1_EASA

Commander's Discretion (SCD)

7.2.2.1 Shared responsibility in case of SCD

(a) The operator takes into consideration the shared responsibility of management and flight crew in the case of unforeseen circumstances. The exercise of commander's discretion is considered exceptional and should be avoided at home base where standby or reserve crew members should be available. The operator assesses on a regular basis the series of pairings where commander's discretion has been exercised in order to be aware of possible inconsistencies in the rostering, ref. OM-A 7.1.4 (j).

(b) The operator as well as the commander will take due consideration of flight safety, especially in the case of an extended FDP and will take due consideration of additional factors that might decrease a crew member's alertness levels, such as:

  1. WOCL encroachment;
  2. Weather conditions;
  3. Complexity of the operation and/or airport environment;
  4. Aeroplane malfunctions or specifications;
  5. Flight with training or supervisory duties;
  6. Increased number of sectors;
  7. Circadian disruption; and
  8. Individual conditions of affected crew members (time since awake, sleep-related factor, workload, etc.).

(c) The use of commander's discretion is a decision made solely by the commander based on the fitness of his crew to perform a duty safely. Commander's discretion is not assumed in the planning phase of a flight. Any review of a commander's decision to use or not to use commander's discretion will be "nonpunitive".

7.2.2.2 The application of commander's discretion

(a) In case of unforeseen circumstances in flight operations, which start at or after the reporting time, the commander may modify the limits on flight duty and/or duty and rest periods of the crew. The conditions to modify the limits on flight duty, duty and rest periods shall comply with the following:

  1. The maximum daily FDP which results after applying OM-A 7.1.7 (c) [Basic maximum daily FDP], may not be increased by more than 2 hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours;
  2. The maximum basic daily FDP that results [ .. ] will be used to calculate the limits of commander's discretion, if commander's discretion is applied to an FDP which has been extended [ .. ]
  3. If on the final sector within an FDP the allowed increase is exceeded because of unforeseen circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and
  4. The rest period following the FDP can never be less than 10 hours.

(b) Where the increase of an FDP exceeds 1 hour, the operator will send the applicable Operational Report, including comments, to the CAA not later than 28 days after the event.

7.2.2.3 Commander's responsibilities in case of SCD

(a) In case of unforeseen circumstances which could lead to severe fatigue, and after consultation with the crew members concerned, the commander shall reduce the actual flight duty period and/or increase the rest period to eliminate any detrimental effect on flight safety.

(b) The commander shall consult all crew members on their alertness levels before deciding the modifications as in OM-A 7.2.2.2 (a) and 7.2.2.3 (a).

(c) The commander shall inform the Duty Manager Operations Control when applying SCD.

(d) The commander shall submit an Operational Report (OR) to the operator when an FDP is increased at his discretion.

https://is.gd/E1_EASA

OM-A 7 Manual

Due to screen size limitations, the documents only open in the iPad version of FDP FMS, not on iPhone.

OM-A 7 Manual & CAO Blg 7
Scroll with arrow keys or click left or right of page
2.1.5.2 Block times
Citypair W25/26
ALA AMS 8:10
AMS CAI 4:25
AMS DWC 6:50
AMS HHN 1:10
AMS HKG 12:00
AMS ICN 11:45
AMS JNB 10:50
AMS MIA 10:00
BOG MIA 3:40
CAI NBO 4:45
DWC AMS 7:20
DWC HKG 7:05
HHN AMS 1:15
HKG ALA 6:20
HKG DWC 8:45
ICN ALA 6:45
ICN HKG 3:40
JNB NBO 3:55
MIA AMS 8:25
MIA BOG 3:25
NBO AMS 9:00
Wakeup call EST: 00:00 L
Pick-up EST: 00:00 L
AMS sms EST: 00:00 L