CC7053 - Lack of crew rest area on long haul aircraft
Initial Report
During the flight, I experienced significant difficulty obtaining adequate rest during my allocated break due to the location and conditions of the designated rest area. Breaks are currently taken on the jump seats at the aircraft doors, which are not only ergonomically uncomfortable but also situated in high-traffic areas adjacent to the galley.
This area is frequently accessed by passengers, particularly when queues form for the lavatories. As a result, there is constant noise, disruption, and frequent movement of the privacy curtain, all of which severely hinder any meaningful rest or recovery. The issue is further exacerbated by the close proximity of the Attendant Panels, which are frequently accessed by crew members to reset IFE systems or manage other in-flight issues—causing additional interruptions during rest breaks.
Additionally, crew members who are not on break have no designated seating area, creating serious safety concerns during unexpected turbulence, as they are often left in standing unsecured positions.
These rest conditions, when combined with extended flight durations and significant time zone shifts, intensify fatigue and hinder proper recovery. Without a proper rest environment, the body’s ability to adjust to circadian disruptions is compromised. This increases the risk of cumulative fatigue, negatively impacting alertness, performance, and ultimately, operational safety.
I strongly recommend that crew rest be allocated to the last row of passenger seats, as is on the other aircraft. This would provide a quieter, more secure, and more comfortable environment for crew to rest, improving alertness and performance.
In consideration of the demanding nature of long-haul flights operated without a designated crew rest area, it is recommended that the minimum number of days off following such flights be increased to three (3) consecutive days, rather than the current allocation of only two (2) days. This adjustment is essential to ensure adequate rest and recovery, maintain operational safety, and support the overall well-being of the crew.
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Company Comment
When Class 1 rest is not required, cabin crew who report for duty are confirming they are sufficiently rested for the flight ahead. For duties longer than three hours, refreshment breaks are provided, with break times increasing by 20 minutes as duty length extends, full details can be found in the OMA manual. On aircraft without dedicated crew rest facilities, some cabin door areas are equipped with reclining seats and footrests for breaks. These spaces, separated from passengers with curtains, allow crew to eat, rest, read, use personal devices (with headphones), or simply close their eyes (long haul only). These breaks are intended to provide short rest periods but do not extend the FDP, as they are not classed as Class 1 rest.
On certain flights, Class 1 rest is required to extend the maximum flight duty period (FDP). This provides cabin crew with the opportunity to lie down and rest in a designated, curtained rest area away from the passenger cabin. The duration of Class 1 rest depends on several factors but is designed to ensure crew can safely complete extended duties, take a proper break from operational tasks, and return to duty rested and alert.
Turbulence procedures have been updated to reflect the practical challenges faced by cabin crew on longer flights, particularly when breaks are taking place, and only 50% of the crew are on duty. During these periods, the available crew are performing essential tasks such as cabin and toilet checks, attending to customer needs, and delivering service items. If unexpected turbulence occurs during this time, updated procedures, developed from both industry standards and internal operational experience, now provide guidance on how crew can secure themselves within the cabin. This includes using an available passenger seat, remaining low to the floor while holding on securely, or in the galley, using built-in handles and securing themselves to the floor area. Even when the full crew is on duty, there are not always enough designated crew seats in the galley area to accommodate everyone, particularly at the start of service when trolleys/carts are being prepared and collected. In the case of forecast or planned turbulence, if a crew member is on break at a curtained door area where two crew seats are located, it may be necessary to interrupt their break so that on-duty crew can use the spare seat for safety. In such cases, a cabin safety report should be completed to document that refreshment breaks were disturbed due to in-flight safety conditions. Once the turbulence has passed, the SCCM may be able to reorganise or reschedule breaks where possible.
While suggestions to manage fatigue are always helpful, it is essential that any concerns or fatigue-related occurrences are reported through the company’s safety management system. This enables the Fatigue Safety Action Group and safety teams to monitor trip patterns and identify trends. Thanks to crew reports, certain roster patterns are already being reviewed, with recommendations for improvement due to be discussed at an upcoming meeting.
CAA Comment
There are no cabin crew inflight rest facilities on this type of aircraft so FDP cannot be extended as cabin crew will be the limiting factor. This type can only be used for nonaugmented crew. The flight would be able to be operated using the maximum daily FDP table under ORO.FTL.205 (b). Regarding accommodation for crew nutrition breaks, the operator is only required to comply with UK Regulation ORO.FTL. 240 (a) & (b), AMC1 ORO.FTL.240 which states that during the FDP, there shall be the opportunity for a meal and drink to avoid any detriment to a crew members performance especially when the FDP exceeds 6 hours.
The operator is required to specify how a crew member’s nutrition during an FDP is ensured and to specify the minimum duration of the meal opportunity, but there is no requirement in the regulations for accommodation, comfy seats for these breaks (they are fitted on this type). These seats are an ‘extra’ and they are not used to increase FDP.
CHIRP Comment
While some duties can be lengthy and demanding, given the length of this flight (>9hrs), inflight rest is not a requirement for operating this sector. The minimum break required during this duty is a nutritional / meal break and it is essential that crew members take this opportunity to have a meal and drink to maintain their performance and avoid any negative impact on their fatigue levels. Confusion can arise when different aircraft types operate the same route or when flight times vary, leading to differing crew expectations particularly regarding inflight rest.
There are two main types of rest: a nutritional break and inflight rest.
- In accordance with UK Retained Regulation ORO.FTL.240 Nutrition, a meal opportunity is required (although the provision of food is not).
ORO.FTL.240 Nutrition
(a) During the FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours.
(b) An operator shall specify in its operations manual how the crew member’s nutrition during FDP is ensured.
For some operators, this meal opportunity may be a set period of time, whereas other operators state that crew must take regular breaks and take nutrition as required throughout the duty (no set time is specified).
- Inflight rest – If the maximum FDP needs to be extended, then ‘inflight rest’ is required. If the FDP does not need to be extended, then inflight rest is not required.
If the operator permits the cabin crew to take a longer rest period, then access to interphones, cabin attendant panels etc can still be gained and used discreetly as to minimise the impact on the crew member if they are taking the opportunity to use the curtained off areas at the aircraft doors. Of course, during any break or rest, safety must remain the priority and if an emergency or abnormal situation arises all crew may be required to assist.
Turbulence events are on the increase, so crew should remain aware that turbulence procedures need to be considered even whilst on a break. This may include occupying spare passenger seats or, if necessary, securing oneself on the floor to ensure immediate safety.
A similar report to this was published in CHIRP Cabin Crew FEEDBACK Edition 76.