What Is Changing in India’s FDTL Rules?
The Directorate General of Civil Aviation (DGCA) in India is introducing new flight duty time limitations (FDTL) in two phases. The first phase will begin on July 1, 2025. The second will start on November 1, 2025.
The changes respond to concerns about pilot fatigue and aim to follow global standards. They affect how long pilots can fly, how much rest they need, and how many night landings they can make. Below are the key points:
- Weekly rest increases from 36 to 48 hours if the pilot performs more than three night duties in seven days.
- The definition of night duty now includes 00:00 to 06:00, instead of 00:00 to 05:00.
- Flight time during night duty is capped at 8 hours.
- Total duty time during night operations is limited to 10 hours.
- A pilot can perform a maximum of two night landings per duty.
- Pilots operating ultra-long-haul flights across two nights will now receive 144 hours of rest, up from 120 hours.
These updates aim to protect pilots from chronic fatigue and reduce the risk of error caused by lack of rest or body clock disruption.
Why Were These Changes Introduced?
Several pilot unions in India raised concerns about long working hours and insufficient rest. There were reports of pilots falling asleep mid-flight and feeling too tired to fly safely. Some domestic carriers scheduled pilots for repeated night duties without proper recovery periods. This led to increased stress, reduced focus, and poor decision-making in the cockpit.
India’s aviation sector is expanding rapidly, but safety needs to grow with it. The DGCA decided that better fatigue rules were overdue. By relying on data from international regulators like the FAA and EASA, the DGCA built a rule set with science-based fatigue thresholds.
Resistance From Airlines
Major airlines such as IndiGo and Air India pushed back against the new timelines. They said the changes would create staffing issues and lead to cancelled or delayed flights. These carriers asked for more time to adjust their crew schedules and to hire more pilots.
In response, the DGCA postponed full implementation until mid and late 2025. The rules will now roll out in two stages. A phased rollout gives airlines time to upgrade scheduling systems and explore fatigue risk management systems (FRMS).
Comparison With EU FTL Rules
The European Union uses a different system, known as EASA Flight Time Limitations (FTL), under Regulation (EU) No 965/2012. The EU approach provides a clear structure for limits but also allows airline-specific agreements under approved FRMS models. Below is a comparison of key elements:
| Aspect | India (FDTL 2025) | European Union (EASA FTL) |
|---|---|---|
| Weekly Rest | 48 hours (after 3 night duties) | Minimum 36 hours, often extended by FRMS or national rules |
| Night Duty Definition | 00:00–06:00 | Varies, with limits during Window of Circadian Low (WOCL) |
| Flight Time at Night | 8 hours max | Typically 10–11 hours, reduced during WOCL |
| Number of Night Landings | Max two per duty | No strict limit, but fatigue is considered |
| Long-Haul Rest | 144 hours across two-night sectors | Determined by sector length and recovery needs under FRMS |
How the EU Handles Fatigue
EU airlines must follow EASA rules, which define flight duty maximums, rest periods, and allowable variations. The system encourages the use of Fatigue Risk Management Systems. These systems monitor pilot fatigue data and allow more flexibility if safety is proven.
For example, a European carrier may schedule a slightly longer duty period if it can prove that alertness is not affected. EASA has been criticized, though, for not fully updating rules to match the latest fatigue research. Studies have shown that long duties during the night can still impair pilot alertness, even if they fall within official limits.
Is India Ahead or Behind?
India’s updated rules take a stronger stance on night flying. The capped night flight time and tighter rest rules go beyond what EASA currently enforces in many areas. The Indian rules place a clearer limit on the number of night landings and include more detailed recovery periods for back-to-back night sectors.
However, India’s rules may lack flexibility. While EU carriers can use a FRMS to adapt limits using real data, India’s rules follow a fixed model. This rigid structure may create challenges for low-cost carriers with tight rosters.
What Does This Mean for Safety?
Fatigue is a real safety risk. It lowers concentration, reaction time, and decision-making ability. In aviation, where every second counts, this can be dangerous. By reducing the number of night duties and increasing rest time, India is reducing that risk.
These rules also reflect a growing global push for fatigue-aware scheduling. Pilots need proper rest to do their jobs safely. Airlines need to accept that tired crews are a bigger liability than delayed flights. Regulators in both India and the EU now face the challenge of enforcing standards that protect both public safety and airline viability.
Frequently Asked Questions
What is the maximum flight time allowed under India’s new FDTL rules?
The maximum flight time during night operations will be limited to 8 hours under the 2025 rules.
How do India’s new rules compare to EASA standards?
India has stricter caps on night duty and rest periods, while EASA allows more flexibility through FRMS.
How the EU Handles Fatigue
India’s rules may not offer the same flexibility as EASA’s, but they draw a clearer line when it comes to night flying. Whether this approach will result in fewer fatigue-related incidents remains to be seen, but the direction is promising for safety-focused operations.
