This regulation applies to organisations operating with approvals granted under DASR.ARO.100 or DASR.ANSP, or DASR ABM.
Where organisations are subject to AVFM.10.A, the regulation must apply to: GM GM
Purpose. (Context) Under the WHS Act Accountable Managers are accountable for the fatigue management of all staff at all levels of the command chain within their scope of control, including unit-level commands. (Hazard) Personnel who are identified as safety critical positions, are required to perform under higher levels of stress and work periods without the ability to rest are subject to fatigue induced human factor errors that may compromise Aviation Safety. (Defence) Regulating fatigue management practices for specific employment groups can provide independent assurance of controls that are designed to minimise fatigue related human factor errors in Defence aviation.
A Commander may choose to apply this regulation to a non-regulated service such as ground based Air Battle Management or UAS operators supporting UAS other than prescribed at AVFM.10.B(3).
There may be scenarios where a mission essential passenger will be conducting aircraft essential duties, such as maintenance activities, upon arrival at an intended location. While maintenance staff are not presently regulated under DASR.AVFM, commanders should consider fatigue impacts from travel conditions with the anticipated duties post flight.
personnel who meet the definition of DASR Glossary – Aircrew
personnel who provide an Air Traffic Control (ATC) service as defined in DASR Glossary – Air Traffic Control
personnel who provide an Air Battle Management (ABM) operation as defined in DASR Glossary – Air Battle Management
personnel who meet the definition of DASR Glossary – Crew and operate UAS IAW DASR.UAS 20.A Certified Category UAS or DASR.UAS.30.A(1) Specific Type A Category UAS where the Authority has identified a need to comply with DASR.AVFM.
The Accountable Manager (AM) must utilise defined management controls that eliminate or otherwise minimise organisational aviation fatigue risks SFARP IAW DASR.SMS. GMGM
Purpose. (Context) The safe and successful delivery of aviation system capabilities are supported by effective fatigue management policy. (Hazard) If not properly managed, fatigue can introduce human factor errors that may compromise Aviation Safety. (Defence) The barriers and controls that form effective fatigue management policy can ensure that risks to operations due fatigue aspects are minimised SFARP.
This regulation requires defined organisations to implement aviation fatigue management for aviation system and tasks within the scope of Accountable Manager responsibility, such that:
potential fatigue-related conditions or effects that could affect health and safety, are identified and controlled before aviation system are operated or related tasks are commenced
such conditions are actively monitored and corrected during aviation system operation or task conduct, to ensure fatigue management requirements are maintained.
The most effective aviation fatigue management solutions involve multiple hazard context considerations and the application of industry standards and risk controls, leading to defensible duty limits and rostering practices managed as part of an active SMS and its continuous improvement practices. Guidance on applicable industry standards is available in the DAVFMG.
The AM’s management of aviation fatigue must:
define duty limitations in accordance with AVFM.30
be integrated with the organisation’s DASR.SMS solution GMGM AMCAMC
Approved organisations should integrate to their SMS to assist with the development of their unique contextualised fatigue management solution and documentation, including:
Fatigue Safety Policy and Objectives
Fatigue Safety Risk Management
Fatigue Safety Oversight and Improvement
Fatigue Safety Promotion.
Purpose. (Context) How personnel are employed should always be weighed against their ability to perform without error over the required time periods. (Hazard) If employment tasks and time periods are not effectively assessed, there is potential for fatigue to create human errors that may compromise Aviation Safety. (Defence) Two globally-accepted, significant aviation fatigue management controls are the imposition of duty limitations and rostering practices. However, these two controls alone may not eliminate or minimise SFARP aviation fatigue risk. The integration of fatigue management and SMS ensures the further identification and continuous improvement of all controls to minimise aviation fatigue risk.
be contextualised to the scope of organisational activities performed and aviation systems operated by employment groups identified in AVFM.10.B GMGM
Purpose. (Context) Fatigue effects on aviation safety are contextual, based on task, people, processes applicable and aviation system in use. (Hazard) Without addressing unique workplace context factors, aviation fatigue management may be inadequate. (Defence) Consideration of the unique context of each workplace during development of duty limitations, rostering practices and SMS integration solutions can ensure effective fatigue controls.
For example, one aircraft type could be operated by multiple MAOs, but still necessitate differing fatigue management solutions due to different CRE. Therefore, common fatigue management solutions are unlikely to minimise all risks SFARP.
be defined using benchmark information acceptable to the Authority GMGM AMCAMC
The DAVFMG is not considered AMC. However, the DAVFMG is structured to assist ADF aviation Commanders and managers to develop compliance solutions for this regulation.
Purpose. (Context) A broad range of national and international fatigue management research, regulations and guidance exist, both for civil and military aviation, with some better than others. (Hazard) Not considering this benchmark information may result in deficient aviation fatigue policy that could compromise Aviation Safety. (Defence) Fatigue management solution suitability is partially based on access to defensible benchmark information that can assist with development of local, contextualised solutions. While benchmark information from any DASA-recognised MAAs and CAAs can be used to assist with the development of a DASR-compliant AVFM solution, the Defence Aviation Fatigue Management Guidebook (DAVFMG) has been developed for ADF aviation Commanders and managers, summarising relevant global benchmark information. The DAVFMG also aligns with ICAO’s fatigue-management Standards and Recommended Practices (SARPS) and reflects Defence’s unique aviation fatigue context.
be integrated with the organisation’s DASR.ARO.100 or DASR.ANSP.50 quality management solutions, as applicable GMGM
Purpose. (Context) Fatigue management is expected to be exercised by a broad range of staff in multiple, differing contexts using documented, approved processes. (Hazard) Invalid or outdated processes can result in the inadequate management of fatigue, leading to unsafe conditions. (Defence) Quality Management provides a globally-accepted defensible systemic control that ensures the right processes continue to be available to the right staff at the right time, to produce repeatable and effective outcomes for aviation safety. Assigning these processes to domain-skilled sponsors to be kept valid through continuous feedback and improvement ensures defensible and repeatable outcomes.
record aviation fatigue management training competency and currency. AMCAMC
Aviation Fatigue Management competency and currency should be implemented for aircrew IAW DASR AIRCREW.10.A(6) and for ATC IAW DASR ANSP.80.A.
Exemption: Pending development of formal AVFM training, units need not track training competency and currency of informal training if units identify a person in the AM’s AVFM policy document who is responsible for the management and oversight of AVFM policy.
The AM must use fatigue-related principles, operational knowledge and experience to: GMGM
Purpose. (Context) Global benchmarks show that aviation fatigue can be effectively managed with the inclusion of supported, contextualised duty limitations and rostering practices. (Hazard) Duty limitations and rostering practices not supported by best practices are unlikely to eliminate or minimise aviation fatigue SFARP, which could compromise Aviation Safety. (Defence) To gain and maintain context, the application of best practice fatigue management principles ensures continuous consideration of new local operational knowledge and experience.
Four globally accepted fatigue management principles are:
The human body’s need for sleep
Sleep loss and recovery requirements
Circadian effects on sleep and performance
The direct and cumulative influence of workload on fatigue.
Guidance on acceptable resources is available on request from DFSB (in relation to Fatigue Management Systems) and IAM (in relation to physiology). Please note, this guidance is limited to providing advice on resources known to DFSB or IAM. DFSB and IAM are not resourced to validate studies presented to them. DASA recommend the use of existing industry standards and guidance, along with the DAVFMG. Should an AM choose to initiate a field study or similar using Defence personnel, they should be aware of the need to meet Defence ethics requirements and to consult with IAM.
define normal and extended duty time limitations GM1GM1 GM2GM2
Where practicable, MAOs should define rostering practices. Rostering practices will vary based upon CRE. However, each organisation should strive to identify those common areas that will improve rostering applications through standardisation where possible.
Normal duty limitations are a set of conservative work/rest margins that under normal circumstances can support enduring and sustainable operations at a level of risk minimised SFARP. Operation within normal duty limitations should require only limited review of other fatigue factors that may invalidate the basis of the normal duty limitations.
Extended duty limitations are an expansion of the normal duty limitations that will involve additional risk management (additional risk controls and a specific ‘approval to proceed’). Operations to extended duty limits should only be for defined periods, and with commensurate additional oversight of operations.
The AM should use industry standards, operational knowledge and experience to define a contextualised set of fatigue management limitations that address:
Providing adequate sleep opportunities prior to duty periods and accounting for the likelihood that individuals will attain adequate sleep.
Limiting the duration of work periods and identifying minima for non‐work periods to allow for adequate recovery.
Limiting consecutive and total work periods over defined periods of time, in order to prevent cumulative fatigue.
Considering the impact of commencing duty at different times of the day.
Considering the number and direction of time zone changes experienced.
Considering the impact of undertaking duties within a window of the circadian low (WOCL).
Considering whether the duty is being undertaken by a single person or a team.
Considering the additional impact of workload during the work period.
The AM must establish methods to:
define how:
fatigue hazard identification and controls will be applied prior to task commencement
to re-assess the task environment on the day
to assess the suitability of normal and extended duty limitations to provide aviation fatigue risk control SFARP. GMGM
Purpose. (Context) Duty limitations and rostering practices are established through best practice, knowledge and experience. (Hazard) As generic controls duty limitations and rostering practices may not be sufficient in all task circumstances to eliminate or minimise fatigue risk SFARP. (Defence) The assessment of task context and task environment prior to executing the task will support the identification of additional controls required to minimise fatigue risk SFARP.
provide aviation fatigue risk control SFARP that define how fatigue hazard identification and controls will be applied:
after task commencement
when circumstances arise that could place staff beyond defined duty time limitations before task completion. GMGM
Purpose. (Context) Operations within defined normal and extended duty limitation requirements ensures that aviation fatigue risk is eliminated or minimised SFARP. (Hazard) Once on task, exceeding defined duty limitations in unforeseen circumstances may result in an increase in risk. However, this may be required on occasion. (Defence) In such an event, relying upon self-assessment of suitability for continued operations has been shown to be unreliable. Context and controls permitted for eliminating or minimising aviation fatigue risk SFARP should be defined for circumstances where it becomes clear that limitations will be exceeded whilst on task.
periodically validate duty limitations against the requirements of DASR.AVFM. GMGM AMCAMC
DASR.SMS and the DAVFMG should be used to inform the development of a continuous improvement processes for duty limitations and rostering practices (where a MAO has defined rostering practices IAW GM2 AVFM.30.A(1)).
Purpose. (Context) Duty limitations and rostering practices are defined based on the industry standards, operational knowledge and experience of the day. (Hazard) Over time, operational contexts may change, or additional evidence is collected that confirms previous duty limitations and rostering practices may not eliminate or minimise aviation fatigue risk SFARP. (Defence) Verification and validation provides a continuous improvement basis to improve and monitor duty limitations and rostering practices.