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Editorial Note:
For the text of SACAR No. 89, see part 121 of this
chapter.
Special AFRO-CAA
Aviation Regulation No. 97
Editorial Note:
For the text of SACAR No. 97, see part 91 of this
chapter.
Special AFRO-CAA
Aviation Regulation No. 106
Editorial Note:
For the text of SACAR No. 106, see part 121 of
this chapter.
Subpart A—General
(a)
Except as provided in paragraphs (b), (c) and (d) of
this section, this part prescribes rules governing
the operations of AFRO-CAA member State-registered
civil airplanes which have a seating configuration
of 20 or more passengers or a maximum payload
capacity of 6,000 pounds or more when common
carriage is not involved.
(b)
The rules of this part do not apply to the
operations of airplanes specified in paragraph (a)
of this section, when—
(1)
They are required to be operated under part 121,
129, 135, or 137 of this chapter;
(2)
They have been issued restricted, limited, or
provisional airworthiness certificates, special
flight permits, or experimental certificates;
(3)
They are being operated by a part 125 certificate
holder without carrying passengers or cargo under
part 91 for training, ferrying, positioning, or
maintenance purposes;
(4)
They are being operated under part 91 by an operator
certificated to operate those airplanes under the
rules of parts 121, 135, or 137 of this chapter,
they are being operated under the applicable rules
of part 121 or part 135 of this chapter by an
applicant for a certificate under part 119 of this
chapter or they are being operated by a foreign air
carrier or a foreign person engaged in common
carriage solely outside the AFRO-CAA member States
under part 91 of this chapter;
(5)
They are being operated under a deviation authority
issued under 125.3;
(6)
They are being operated under part 91, subpart K by
a fractional owner as defined in 91.1001 of this
chapter; or
(7)
They are being operated by a fractional ownership
program manager as defined in 91.1001 of this
chapter, for training, ferrying, positioning,
maintenance, or demonstration purposes under part 91
of this chapter and without carrying passengers or
cargo for compensation or hire except as permitted
for demonstration flights under 91.501(b)(3) of this
chapter.
(c)
The rules of this part, except 125.247, do not apply
to the operation of airplanes specified in paragraph
(a) when they are operated outside the AFRO-CAA
member States by a person who is not a citizen of
the AFRO-CAA member States.
(d)
The provisions of this part apply to each person on
board an aircraft being operated under this part,
unless otherwise specified.
(e)
This part also establishes requirements for
operators to take actions to support the continued
airworthiness of each airplane.
(a)
The Administrator may, upon consideration of the
circumstances of a particular operation, issue
deviation authority providing relief from specified
sections of part 125. This deviation authority will
be issued as a Letter of Deviation Authority.
(b)
A Letter of Deviation Authority may be terminated or
amended at any time by the Administrator.
(c)
A request for deviation authority must be submitted
to the nearest Flight Standards District Office, not
less than 60 days prior to the date of intended
operations. A request for deviation authority must
contain a complete statement of the circumstances
and justification for the deviation requested.
(a)
No person may engage in operations governed by this
part unless that person holds a certificate and
operations specification or appropriate deviation
authority.
(b)
Applicants who file an application shall continue to
operate under the rules applicable to their
operations, until the application for an operating
certificate required by this part has been denied or
the operating certificate and operations
specifications required by this part have been
issued.
(c)
The rules of this part which apply to a certificate
holder also apply to any person who engages in any
operation governed by this part without an
appropriate certificate and operations
specifications required by this part or a Letter of
Deviation Authority issued under 125.3.
(a)
The certificate holder must display a true copy of
the certificate in each of its aircraft.
(b)
Each operator holding a Letter of Deviation
Authority issued under this part must carry a true
copy in each of its airplanes.
(a)
For the purposes of this part, maximum payload
capacity means:
(1)
For an airplane for which a maximum zero fuel weight
is prescribed in AFRO-CAA technical specifications,
the maximum zero fuel weight, less empty weight,
less all justifiable airplane equipment, and less
the operating load (consisting of minimum flight
crew, foods and beverages and supplies and equipment
related to foods and beverages, but not including
disposable fuel or oil):
(2)
For all other airplanes, the maximum certificated
take-off weight of an airplane, less the empty
weight, less all justifiable airplane equipment, and
less the operating load (consisting of minimum fuel
load, oil, and flight crew). The allowance for the
weight of the crew, oil, and fuel is as follows:
(i)
Crew—200 pounds for each crewmember required under
this chapter
(ii)
Oil—350 pounds.
(iii) Fuel—the minimum weight of fuel required under
this chapter for a flight between domestic points
174 nautical miles apart under VFR weather
conditions that does not involve extended over water
operations.
(b)
For the purposes of this part, empty weight
means the weight of the airframe, engines,
propellers, and fixed equipment. Empty weight
excludes the weight of the crew and payload, but
includes the weight of all fixed ballast, unusable
fuel supply, undrainable oil, total quantity of
engine coolant, and total quantity of hydraulic
fluid.
(c)
For the purposes of this part, maximum zero fuel
weight means the maximum permissible weight of
an airplane with no disposable fuel or oil. The zero
fuel weight figure may be found in either the
airplane type certificate data sheet or the approved
Airplane Flight Manual, or both.
(d)
For the purposes of this section, justifiable
airplane equipment means any equipment necessary
for the operation of the airplane. It does not
include equipment or ballast specifically installed,
permanently or otherwise, for the purpose of
altering the empty weight of an airplane to meet the
maximum payload capacity.
(a)
No person is eligible for a certificate or
operations specifications under this part if the
person holds the appropriate operating certificate
and/or operations specifications necessary to
conduct operations under part 121, 129 or 135 of
this chapter.
(b)
No certificate holder may conduct any operation
which results directly or indirectly from any
person's holding out to the public to furnish
transportation.
(c)
No person holding operations specifications under
this part may operate or list on its operations
specifications any aircraft listed on any operations
specifications or other required aircraft listing
under part 121, 129, or 135 of this chapter.
Subpart B—Certification Rules and Miscellaneous
Requirements
(a)
Each applicant for the issuance of an operating
certificate must submit an application in a form and
manner prescribed by the Administrator to the
AFRO-CAA Flight Standards district office in whose
area the applicant proposes to establish or has
established its principal operations base. The
application must be submitted at least 60 days
before the date of intended operations.
(b)
Each application submitted under paragraph (a) of
this section must contain a signed statement showing
the following:
(1)
The name and address of each AFRO-CAA and each
officer or person employed or who will be employed
in a management position described in 125.25.
(2)
A list of flight crewmembers with the type of airman
certificate held, including ratings and certificate
numbers.
Each
person operating an airplane in operations under
this part shall—
(a)
While operating inside the AFRO-CAA member States,
comply with the applicable rules in part 91 of this
chapter; and
(b)
While operating outside the AFRO-CAA member States,
comply with Annex 2, Rules of the Air, to the
Convention on International Civil Aviation or the
regulations of any foreign country, whichever
applies, and with any rules of parts 61 and 91 of
this chapter and this part that are more restrictive
than that Annex or those regulations and that can be
complied with without violating that Annex or those
regulations. Annex 2 is incorporated by reference in
91.703(b) of this chapter.
(a)
Each applicant for a certificate under this part
must show that it has enough management personnel,
including at least a AFRO-CAA of operations, to
assure that its operations are conducted in
accordance with the requirements of this part.
(b)
Each applicant shall—
(1)
Set forth the duties, responsibilities, and
authority of each of its management personnel in the
general policy section of its manual;
(2)
List in the manual the names and addresses of each
of its management personnel;
(3)
Designate a person as responsible for the scheduling
of inspections required by the manual and for the
updating of the approved weight and balance system
on all airplanes.
(c)
Each certificate holder shall notify the AFRO-CAA
Flight Standards district office charged with the
overall inspection of the certificate holder of any
change made in the assignment of persons to the
listed positions within 10 days, excluding
Saturdays, Sundays, and Federal holidays, of such
change.
(a)
An applicant for a certificate under this subpart is
entitled to a certificate if the Administrator finds
that the applicant is properly and adequately
equipped and able to conduct a safe operation in
accordance with the requirements of this part and
the operations specifications provided for in this
part.
(b)
The Administrator may deny an application for a
certificate under this subpart if the Administrator
finds—
(1)
That an operating certificate required under this
part or part 121, 123, or 135 of this chapter
previously issued to the applicant was revoked; or
(2)
That a person who was employed in a management
position under 125.25 of this part with (or has
exercised control with respect to) any certificate
holder under part 121, 123, 125, or 135 of this
chapter whose operating certificate has been
revoked, will be employed in any of those positions
or a similar position with the applicant and that
the person's employment or control contributed
materially to the reasons for revoking that
certificate.
(a)
A certificate issued under this part is effective
until surrendered, suspended, or revoked.
(b)
The Administrator may suspend or revoke a
certificate under section 609 of the Federal
Aviation Act of 1958 and the applicable procedures
of part 13 of this chapter for any cause that, at
the time of suspension or revocation, would have
been grounds for denying an application for a
certificate.
(c)
If the Administrator suspends or revokes a
certificate or it is otherwise terminated, the
holder of that certificate shall return it to the
Administrator.
(a)
Each certificate issued under this part contains the
following:
(1)
The holder's name.
(2)
A description of the operations authorized.
(3)
The date it is issued.
(b)
The operations specifications issued under this part
contain the following:
(1)
The kinds of operations authorized.
(2)
The types and registration numbers of airplanes
authorized for use.
(3)
Approval of the provisions of the operator's manual
relating to airplane inspections, together with
necessary conditions and limitations.
(4)
Registration numbers of airplanes that are to be
inspected under an approved airplane inspection
program under 125.247.
(5)
Procedures for control of weight and balance of
airplanes.
(6)
Any other item that the Administrator determines is
necessary to cover a particular situation.
Operations specifications are not a part of an
operating certificate.
(a)
The AFRO-CAA office charged with the overall
inspection of the certificate holder may amend any
operations specifications issued under this part if—
(1)
It determines that safety in air commerce requires
that amendment; or
(2)
Upon application by the holder, that district office
determines that safety in air commerce allows that
amendment.
(b)
The certificate holder must file an application to
amend operations specifications at least 15 days
before the date proposed by the applicant for the
amendment to become effective, unless a shorter
filing period is approved. The application must be
on a form and in a manner prescribed by the
Administrator and be submitted to the AFRO-CAA
office charged with the overall inspection of the
certificate holder.
(c)
Within 30 days after a notice of refusal to approve
a holder's application for amendment is received,
the holder may petition the AFRO-CAA, to reconsider
the refusal to amend.
(d)
When the AFRO-CAA office charged with the overall
inspection of the certificate holder amends
operations specifications, that district office
gives notice in writing to the holder of a proposed
amendment to the operations specifications, fixing a
period of not less than 7 days within which the
holder may submit written information, views, and
arguments concerning the proposed amendment. After
consideration of all relevant matter presented, that
district office notifies the holder of any amendment
adopted, or a rescission of the notice. That
amendment becomes effective not less than 30 days
after the holder receives notice of the adoption of
the amendment, unless the holder petitions the
AFRO-CAA, AFRO-CAA for reconsideration of the
amendment. In that case, the effective date of the
amendment is stayed pending a decision by AFRO-CAA.
If the AFRO-CAA finds there is an emergency
requiring immediate action as to safety in air
commerce that makes the provisions of this paragraph
impracticable or contrary to the public interest,
the AFRO-CAA notifies the certificate holder that
the amendment is effective on the date of receipt,
without previous notice.
(a)
Each flight crewmember and flight attendant must be
relieved from all duty for at least 8 consecutive
hours during any 24-hour period.
(b)
The Administrator may specify rest, flight time, and
duty time limitations in the operations
specifications that are other than those specified
in paragraph (a) of this section.
If
the holder of a certificate issued under this part
permits any airplane owned or leased by that holder
to be engaged in any operation that the certificate
holder knows to be in violation of 91.19(a) of this
chapter, that operation is a basis for suspending or
revoking the certificate.
Each
certificate holder shall make its operating
certificate and operations specifications available
for inspection by the Administrator at its principal
operations base.
(a)
Each certificate holder shall keep each of its
employees informed of the provisions of its
operations specifications that apply to the
employee's duties and responsibilities.
(b)
Each certificate holder shall maintain a complete
and separate set of its operations specifications.
In addition, each certificate holder shall insert
pertinent excerpts of its operations specifications,
or reference thereto, in its manual in such a manner
that they retain their identity as operations
specifications.
Each
certificate holder shall allow the Administrator, at
any time or place, to make any inspections or tests
to determine its compliance with the Regulations,
its operating certificate and operations
specifications, its letter of deviation authority,
or its eligibililty to continue to hold its
certificate or its letter of deviation authority.
Each
certificate holder shall notify the AFRO-CAA office
charged with the overall inspection of its
operations, in writing, at least 30 days in advance,
of any change in the address of its principal
business office, its principal operations base, or
its principal maintenance base.
(a)
No certificate holder may use any airport unless it
is adequate for the proposed operation, considering
such items as size, surface, obstructions, and
lighting.
(b)
No pilot of an airplane carrying passengers at night
may take off from, or land on, an airport unless—
(1)
That pilot has determined the wind direction from an
illuminated wind direction indicator or local ground
communications, or, in the case of takeoff, that
pilot's personal observations; and
(2)
The limits of the area to be used for landing or
takeoff are clearly shown by boundary or runway
marker lights.
(c)
For the purposes of paragraph (b) of this section,
if the area to be used for takeoff or landing is
marked by flare pots or lanterns, their use must be
approved by the Administrator.
(a)
Except as provided in paragraph (b) of this section,
no certificate holder may conduct any operation over
a route (including to any destination, refueling or
alternate airports) unless suitable navigation aids
are available over the route to navigate the
airplane along the route within the degree of
accuracy required for ATC. Navigation aids required
for routes outside of controlled airspace are listed
in the certificate holder's operations
specifications except for those aids required for
routes to alternate airports.
(b)
Navigation aids are not required for any of the
following operations—
(1)
Day VFR operations that the certificate holder shows
can be conducted safely by pilotage because of the
characteristics of the terrain;
(2)
Night VFR operations on routes that the certificate
holder shows have reliably lighted landmarks
adequate for safe operations; and
(3)
Other operations approved by the certificate holding
district office.
(a)
Each certificate holder must have procedures
established for locating each flight for which an
AFRO-CAA flight plan is not filed that—
(1)
Provide the certificate holder with at least the
information required to be included in a VFR flight
plan;
(2)
Provide for timely notification of an AFRO-CAA
facility or search and rescue facility, if an
airplane is overdue or missing; and
(3)
Provide the certificate holder with the location,
date, and estimated time for reestablishing radio or
telephone communications, if the flight will operate
in an area where communications cannot be
maintained.
(b)
Flight locating information shall be retained at the
certificate holder's principal operations base, or
at other places designated by the certificate holder
in the flight locating procedures, until the
completion of the flight.
(c)
Each certificate holder shall furnish the
representative of the Administrator assigned to it
with a copy of its flight locating procedures and
any changes or additions, unless those procedures
are included in a manual required under this part.
(a)
Each certificate holder shall prepare and keep
current a manual setting forth the certificate
holder's procedures and policies acceptable to the
Administrator. This manual must be used by the
certificate holder's flight, ground, and maintenance
personnel in conducting its operations. However, the
Administrator may authorize a deviation from this
paragraph if the Administrator finds that, because
of the limited size of the operation, all or part of
the manual is not necessary for guidance of flight,
ground, or maintenance personnel.
(b)
Each certificate holder shall maintain at least one
copy of the manual at its principal operations base.
(c)
The manual must not be contrary to any applicable
regulations, foreign regulation applicable to the
certificate holder's operations in foreign
countries, or the certificate holder's operating
certificate or operations specifications.
(d)
A copy of the manual, or appropriate portions of the
manual (and changes and additions) shall be made
available to maintenance and ground operations
personnel by the certificate holder and furnished
to—
(1)
Its flight crewmembers; and
(2)
The AFRO-CAA office charged with the overall
inspection of its operations.
(e)
Each employee of the certificate holder to whom a
manual or appropriate portions of it are furnished
under paragraph (d)(1) of this section shall keep it
up to date with the changes and additions furnished
to them.
(f)
For the purpose of complying with paragraph (d) of
this section, a certificate holder may furnish the
persons listed therein with the maintenance part of
its manual in printed form or other form, acceptable
to the Administrator, that is retrievable in the
English, French or Arabic language. If the
certificate holder furnishes the maintenance part of
the manual in other than printed form, it must
ensure there is a compatible reading device
available to those persons that provides a legible
image of the maintenance information and
instructions or a system that is able to retrieve
the maintenance information and instructions in the
English language.
(g)
If a certificate holder conducts airplane
inspections or maintenance at specified stations
where it keeps the approved inspection program
manual, it is not required to carry the manual
aboard the airplane en route to those stations.
Each
manual shall have the date of the last revision and
revision number on each revised page. The manual
must include—
(a)
The name of each management person who is authorized
to act for the certificate holder, the person's
assigned area of responsibility, and the person's
duties, responsibilities, and authority;
(b)
Procedures for ensuring compliance with airplane
weight and balance limitations;
(c)
Copies of the certificate holder's operations
specifications or appropriate extracted information,
including area of operations authorized, category
and class of airplane authorized, crew complements,
and types of operations authorized;
(d)
Procedures for complying with accident notification
requirements;
(e)
Procedures for ensuring that the pilot in command
knows that required airworthiness inspections have
been made and that the airplane has been approved
for return to service in compliance with applicable
maintenance requirements;
(f)
Procedures for reporting and recording mechanical
irregularities that come to the attention of the
pilot in command before, during, and after
completion of a flight;
(g)
Procedures to be followed by the pilot in command
for determining that mechanical irregularities or
defects reported for previous flights have been
corrected or that correction has been deferred;
(h)
Procedures to be followed by the pilot in command to
obtain maintenance, preventive maintenance, and
servicing of the airplane at a place where previous
arrangements have not been made by the operator,
when the pilot is authorized to so act for the
operator;
(i)
Procedures for the release for, or continuation of,
flight if any item of equipment required for the
particular type of operation becomes inoperative or
unserviceable en route;
(j)
Procedures for refueling airplanes, eliminating fuel
contamination, protecting from fire (including
electrostatic protection), and supervising and
protecting passengers during refueling;
(k)
Procedures to be followed by the pilot in command in
the briefing under 125.327;
(l)
Flight locating procedures, when applicable;
(m)
Procedures for ensuring compliance with emergency
procedures, including a list of the functions
assigned each category of required crewmembers in
connection with an emergency and emergency
evacuation;
(n)
The approved airplane inspection program;
(o)
Procedures and instructions to enable personnel to
recognize hazardous materials, as defined in title
49 CFR, and if these materials are to be carried,
stored, or handled, procedures and instructions for—
(1)
Accepting shipment of hazardous material required by
title 49 CFR, to assure proper packaging, marking,
labeling, shipping documents, compatibility of
articles, and instructions on their loading,
storage, and handling;
(2)
Notification and reporting hazardous material
incidents as required by title 49 CFR; and
(3)
Notification of the pilot in command when there are
hazardous materials aboard, as required by title 49
CFR;
(p)
Procedures for the evacuation of persons who may
need the assistance of another person to move
expeditiously to an exit if an emergency occurs;
(q)
The identity of each person who will administer
tests required by this part, including the
designation of the tests authorized to be given by
the person; and
(r)
Other procedures and policy instructions regarding
the certificate holder's operations that are issued
by the certificate holder.
(a)
Each certificate holder shall keep a current
approved Airplane Flight Manual or approved
equivalent for each type airplane that it operates.
(b)
Each certificate holder shall carry the approved
Airplane Flight Manual or the approved equivalent
aboard each airplane it operates. A certificate
holder may elect to carry a combination of the
manuals required by this section and 125.71. If it
so elects, the certificate holder may revise the
operating procedures sections and modify the
presentation of performance from the applicable
Airplane Flight Manual if the revised operating
procedures and modified performance data
presentation are approved by the Administrator.
Subpart D—Airplane
Requirements
(a)
No certificate holder may operate an airplane
governed by this part unless it—
(1)
Carries an appropriate current airworthiness
certificate issued under this chapter; and
(2)
Is in an airworthy condition and meets the
applicable airworthiness requirements of this
chapter, including those relating to identification
and equipment.
(b)
No person may operate an airplane unless the current
empty weight and center of gravity are calculated
from the values established by actual weighing of
the airplane within the preceding 36 calendar
months.
(c)
Paragraph (b) of this section does not apply to
airplanes issued an original airworthiness
certificate within the preceding 36 calendar months.
No
certificate holder may operate a land airplane
(other than a DC–3, C–46, CV–240, CV–340, CV–440,
CV–580, CV–600, CV–640, or Martin 404) in an
extended overwater operation unless it is
certificated or approved as adequate for ditching
under the ditching provisions of part 25 of this
chapter.
(a)
Except as provided in paragraph (b) of this section,
no certificate holder may use an airplane powered by
airplane engines rated at more than 600 horsepower
each for maximum continuous operation unless that
airplane meets the requirements of 125.113 through
125.181.
(b)
If the Administrator determines that, for a
particular model of airplane used in cargo service,
literal compliance with any requirement under
paragraph (a) of this section would be extremely
difficult and that compliance would not contribute
materially to the objective sought, the
Administrator may require compliance with only those
requirements that are necessary to accomplish the
basic objectives of this part.
(c)
This section does not apply to any airplane
certificated under—
(1)
Part 25 of this chapter; or
(2)
Special Civil Air Regulation 422, 422A, or 422B.
(a)
Upon the first major overhaul of an airplane cabin
or refurbishing of the cabin interior, all materials
in each compartment used by the crew or passengers
that do not meet the following requirements must be
replaced with materials that meet these
requirements:
(1)
For an airplane for which the application for the
type certificate was filed.
(2)
For an airplane for which the application for the
type certificate was filed on or after May 1, 1972,
the materials requirement under which the airplane
was type certificated.
(b)
Except as provided in paragraph (a) of this section,
each compartment used by the crew or passengers must
meet the following requirements:
(1)
Materials must be at least flash resistant.
(2)
The wall and ceiling linings and the covering of
upholstering, floors, and furnishings must be flame
resistant.
(3)
Each compartment where smoking is to be allowed must
be equipped with self-contained ash trays that are
completely removable and other compartments must be
placarded against smoking.
(4)
Each receptacle for used towels, papers, and wastes
must be of fire-resistant material and must have a
cover or other means of containing possible fires
started in the receptacles.
(c)
Thermal/acoustic insulation materials. For transport
category airplanes type certificated after January
1, 1958:
(1)
For airplanes manufactured, the insulation must meet
the flame propagation requirements of 25.856 of this
chapter if it is:
(i)
of a blanket construction or
(ii)
Installed around air ducting.
In
any case where internal doors are equipped with
louvres or other ventilating means, there must be a
means convenient to the crew for closing the flow of
air through the door when necessary.
Each
passenger or crew compartment must be suitably
ventilated. Carbon monoxide concentration may not be
more than one part in 20,000 parts of air, and fuel
fumes may not be present. In any case where
partitions between compartments have louvres or
other means allowing air to flow between
compartments, there must be a means convenient to
the crew for closing the flow of air through the
partitions when necessary.
(a)
Each compartment must be designed so that, when used
for storing cargo or baggage, it meets the following
requirements:
(1)
No compartment may include controls, wiring, lines,
equipment, or accessories that would upon damage or
failure, affect the safe operation of the airplane
unless the item is adequately shielded, isolated, or
otherwise protected so that it cannot be damaged by
movement of cargo in the compartment and so that
damage to or failure of the item would not create a
fire hazard in the compartment.
(2)
Cargo or baggage may not interfere with the
functioning of the fire-protective features of the
compartment.
(3)
Materials used in the construction of the
compartments, including tie-down equipment, must be
at least flame resistant.
(4)
Each compartment must include provisions for
safeguarding against fires according to the
classifications set forth in paragraphs (b) through
(f) of this section.
(b)
Class A. Cargo and baggage compartments are
classified in the “A” category if a fire therein
would be readily discernible to a member of the crew
while at that crewmember's station, and all parts of
the compartment are easily accessible in flight.
There must be a hand fire extinguisher available for
each Class A compartment.
(c)
Class B. Cargo and baggage compartments are
classified in the “B” category if enough access is
provided while in flight to enable a member of the
crew to effectively reach all of the compartment and
its contents with a hand fire extinguisher and the
compartment is so designed that, when the access
provisions are being used, no hazardous amount of
smoke, flames, or extinguishing agent enters any
compartment occupied by the crew or passengers. Each
Class B compartment must comply with the following:
(1)
It must have a separate approved smoke or fire
detector system to give warning at the pilot or
flight engineer station.
(2)
There must be a hand-held fire extinguisher
available for the compartment.
(3)
It must be lined with fire-resistant material,
except that additional service lining of
flame-resistant material may be used.
(d)
Class C. Cargo and baggage compartments are
classified in the “C” category if they do not
conform with the requirements for the “A”, “B”, “D”,
or “E” categories. Each Class C compartment must
comply with the following:
(1)
It must have a separate approved smoke or fire
detector system to give warning at the pilot or
flight engineer station.
(2)
It must have an approved built-in fire-extinguishing
system controlled from the pilot or flight engineer
station.
(3)
It must be designed to exclude hazardous quantities
of smoke, flames, or extinguishing agents from
entering into any compartment occupied by the crew
or passengers.
(4)
It must have ventilation and draft control so that
the extinguishing agent provided can control any
fire that may start in the compartment.
(5)
It must be lined with fire-resistant material,
except that additional service lining of
flame-resistant material may be used.
(e)
Class D. Cargo and baggage compartments are
classified in the “D” category if they are so
designed and constructed that a fire occurring
therein will be completely confined without
endangering the safety of the airplane or the
occupants. Each Class D compartment must comply with
the following:
(1)
It must have a means to exclude hazardous quantities
of smoke, flames, or noxious gases from entering any
compartment occupied by the crew or passengers.
(2)
Ventilation and drafts must be controlled within
each compartment so that any fire likely to occur in
the compartment will not progress beyond safe
limits.
(3)
It must be completely lined with fire-resistant
material.
(4)
Consideration must be given to the effect of heat
within the compartment on adjacent critical parts of
the airplane.
(f)
Class E. On airplanes used for the carriage
of cargo only, the cabin area may be classified as a
Class “E” compartment. Each Class E compartment must
comply with the following:
(1)
It must be completely lined with fire-resistant
material.
(2)
It must have a separate system of an approved type
smoke or fire detector to give warning at the pilot
or flight engineer station.
(3)
It must have a means to shut off the ventilating air
flow to or within the compartment and the controls
for that means must be accessible to the flight crew
in the crew compartment.
(4)
It must have a means to exclude hazardous quantities
of smoke, flames, or noxious gases from entering the
flight crew compartment.
(5)
Required crew emergency exits must be accessible
under all cargo loading conditions.
Compliance with those provisions of 125.119 that
refer to compartment accessibility, the entry of
hazardous quantities of smoke or extinguishing agent
into compartment occupied by the crew or passengers,
and the dissipation of the extinguishing agent in
Class “C” compartments must be shown by tests in
flight. During these tests it must be shown that no
inadvertent operation of smoke or fire detectors in
other compartments within the airplane would occur
as a result of fire contained in any one
compartment, either during the time it is being
extinguished, or thereafter, unless the
extinguishing system floods those compartments
simultaneously.
If
combustible fluid is used for propeller deicing, the
certificate holder must comply with 125.153.
(a)
Pressure cross-feed lines may not pass through parts
of the airplane used for carrying persons or cargo
unless there is a means to allow crewmembers to shut
off the supply of fuel to these lines or the lines
are enclosed in a fuel and fume-proof enclosure that
is ventilated and drained to the exterior of the
airplane. However, such an enclosure need not be
used if those lines incorporate no fittings on or
within the personnel or cargo areas and are suitably
routed or protected to prevent accidental damage.
(b)
Lines that can be isolated from the rest of the fuel
system by valves at each end must incorporate
provisions for relieving excessive pressures that
may result from exposure of the isolated line to
high temperatures.
(a)
Fuel tanks must be located in accordance with
125.153.
(b)
No part of the engine nacelle skin that lies
immediately behind a major air outlet from the
engine compartment may be used as the wall of an
integral tank.
(c)
Fuel tanks must be isolated from personnel
compartments by means of fume- and fuel-proof
enclosures.
(a)
Fuel lines must be installed and supported so as to
prevent excessive vibration and so as to be adequate
to withstand loads due to fuel pressure and
accelerated flight conditions.
(b)
Lines connected to components of the airplane
between which there may be relative motion must
incorporate provisions for flexibility.
(c)
Flexible connections in lines that may be under
pressure and subject to axial loading must use
flexible hose assemblies rather than hose clamp
connections.
(d)
Flexible hoses must be of an acceptable type or
proven suitable for the particular application.
Fuel
lines and fittings in each designated fire zone must
comply with 125.157.
Each
fuel valve must—
(a)
Comply with 125.155;
(b)
Have positive stops or suitable index provisions in
the “on” and “off” positions; and
(c)
Be supported so that loads resulting from its
operation or from accelerated flight conditions are
not transmitted to the lines connected to the valve.
Oil
lines and fittings in each designated fire zone must
comply with 125.157.
(a)
Each oil valve must—
(1)
Comply with 125.155;
(2)
Have positive stops or suitable index provisions in
the “on” and “off” positions; and
(3)
Be supported so that loads resulting from its
operation or from accelerated flight conditions are
not transmitted to the lines attached to the valve.
(b)
The closing of an oil shutoff means must not prevent
feathering the propeller, unless equivalent safety
provisions are incorporated.
Accessible drains incorporating either a manual or
automatic means for positive locking in the closed
position must be provided to allow safe drainage of
the entire oil system.
125.141 Engine
breather lines.
(a)
Engine breather lines must be so arranged that
condensed water vapor that may freeze and obstruct
the line cannot accumulate at any point.
(b)
Engine breathers must discharge in a location that
does not constitute a fire hazard in case foaming
occurs and so that oil emitted from the line does
not impinge upon the pilots' windshield.
(c)
Engine breathers may not discharge into the engine
air induction system.
Each
engine, auxiliary power unit, fuel-burning heater,
or other item of combusting equipment that is
intended for operation in flight must be isolated
from the rest of the airplane by means of firewalls
or shrouds, or by other equivalent means.
Each
firewall and shroud must—
(a)
Be so made that no hazardous quantity of air,
fluids, or flame can pass from the engine
compartment to other parts of the airplane;
(b)
Have all openings in the firewall or shroud sealed
with close-fitting fireproof grommets, bushings, or
firewall fittings;
(c)
Be made of fireproof material; and
(d)
Be protected against corrosion.
(a)
Cowling must be made and supported so as to resist
the vibration, inertia, and air loads to which it
may be normally subjected.
(b)
Provisions must be made to allow rapid and complete
drainage of the cowling in normal ground and flight
attitudes. Drains must not discharge in locations
constituting a fire hazard. Parts of the cowling
that are subjected to high temperatures because they
are near exhaust system parts or because of exhaust
gas impingement must be made of fireproof material.
Unless otherwise specified in these regulations, all
other parts of the cowling must be made of material
that is at least fire resistant.
Unless equivalent protection can be shown by other
means, a diaphragm that complies with 125.145 must
be provided on air-cooled engines to isolate the
engine power section and all parts of the exhaust
system from the engine accessory compartment.
(a)
Designated fire zones must be protected from fire by
compliance with 125.153 through 125.159.
(b)
Designated fire zones are—
(1)
Engine accessory sections;
(2)
Installations where no isolation is provided between
the engine and accessory compartment; and
(3)
Areas that contain auxiliary power units,
fuel-burning heaters, and other combustion
equipment.
(a)
No tanks or reservoirs that are a part of a system
containing flammable fluids or gases may be located
in designated fire zones, except where the fluid
contained, the design of the system, the materials
used in the tank, the shutoff means, and the
connections, lines, and controls provide equivalent
safety.
(b)
At least one-half inch of clear airspace must be
provided between any tank or reservior and a
firewall or shroud isolating a designated fire zone.
(a)
Each engine must have a means for shutting off or
otherwise preventing hazardous amounts of fuel, oil,
deicer, and other flammable fluids from flowing
into, within, or through any designated fire zone.
However, means need not be provided to shut off flow
in lines that are an integral part of an engine.
(b)
The shutoff means must allow an emergency operating
sequence that is compatible with the emergency
operation of other equipment, such as feathering the
propeller, to facilitate rapid and effective control
of fires.
(c)
Shutoff means must be located outside of designated
fire zones, unless equivalent safety is provided,
and it must be shown that no hazardous amount of
flammable fluid will drain into any designated fire
zone after a shutoff.
(d)
Adequate provisions must be made to guard against
inadvertent operation of the shutoff means and to
make it possible for the crew to reopen the shutoff
means after it has been closed.
(a)
Each line, and its fittings, that is located in a
designated fire zone, if it carries flammable fluids
or gases under pressure, or is attached directly to
the engine, or is subject to relative motion between
components (except lines and fittings forming an
integral part of the engine), must be flexible and
fire-resistant with fire-resistant, factory-fixed,
detachable, or other approved fire-resistant ends.
(b)
Lines and fittings that are not subject to pressure
or to relative motion between components must be of
fire-resistant materials.
All
vent and drain lines, and their fittings, that are
located in a designated fire zone must, if they
carry flammable fluids or gases, comply with
125.157, if the Administrator finds that the rupture
or breakage of any vent or drain line may result in
a fire hazard.
(a)
Unless the certificate holder shows that equivalent
protection against destruction of the airplane in
case of fire is provided by the use of fireproof
materials in the nacelle and other components that
would be subjected to flame, fire-extinguishing
systems must be provided to serve all designated
fire zones.
(b)
Materials in the fire-extinguishing system must not
react chemically with the extinguishing agent so as
to be a hazard.
125.163 Fire-extinguishing agents.
Only
methyl bromide, carbon dioxide, or another agent
that has been shown to provide equivalent
extinguishing action may be used as a
fire-extinguishing agent. If methyl bromide or any
other toxic extinguishing agent is used, provisions
must be made to prevent harmful concentrations of
fluid or fluid vapors from entering any personnel
compartment either because of leakage during normal
operation of the airplane or because of discharging
the fire extinguisher on the ground or in flight
when there is a defect in the extinguishing system.
If a methyl bromide system is used, the containers
must be charged with dry agent and sealed by the
fire-extinguisher manufacturer or some other person
using satisfactory recharging equipment. If carbon
dioxide is used, it must not be possible to
discharge enough gas into the personnel compartments
to create a danger of suffocating the occupants.
Extinguishing agent containers must be provided with
a pressure relief to prevent bursting of the
container because of excessive internal pressures.
The discharge line from the relief connection must
terminate outside the airplane in a place convenient
for inspection on the ground. An indicator must be
provided at the discharge end of the line to provide
a visual indication when the container has
discharged.
Precautions must be taken to ensure that the
extinguishing agent containers are installed in
places where reasonable temperatures can be
maintained for effective use of the extinguishing
system.
(a)
Except as provided in paragraph (b) of this section,
each component of a fire-extinguishing system that
is in a designated fire zone must be made of
fireproof materials.
(b)
Connections that are subject to relative motion
between components of the airplane must be made of
flexible materials that are at least fire-resistant
and be located so as to minimize the probability of
failure.
Enough quick-acting fire detectors must be provided
in each designated fire zone to assure the detection
of any fire that may occur in that zone.
Fire
detectors must be made and installed in a manner
that assures their ability to resist, without
failure, all vibration, inertia, and other loads to
which they may be normally subjected. Fire detectors
must be unaffected by exposure to fumes, oil, water,
or other fluids that may be present.
(a)
Except as provided in paragraph (b) of this section,
all airplane surfaces aft of the nacelles in the
area of one nacelle diameter on both sides of the
nacelle centerline must be made of material that is
at least fire resistant.
(b)
Paragraph (a) of this section does not apply to tail
surfaces lying behind nacelles unless the
dimensional configuration of the airplane is such
that the tail surfaces could be affected readily by
heat, flames, or sparks emanating from a designated
fire zone or from the engine from a designated fire
zone or from the engine compartment of any nacelle.
125.177 Control of
engine rotation.
(a)
Except as provided in paragraph (b) of this section,
each airplane must have a means of individually
stopping and restarting the rotation of any engine
in flight.
(b)
In the case of turbine engine installations, a means
of stopping rotation need be provided only if the
Administrator finds that rotation could jeopardize
the safety of the airplane.
(a)
Each airplane fuel system must be arranged so that
the failure of any one component does not result in
the irrecoverable loss of power of more than one
engine.
(b)
A separate fuel tank need not be provided for each
engine if the certificate holder shows that the fuel
system incorporates features that provide equivalent
safety.
A
means for preventing the malfunctioning of each
engine due to ice accumulation in the engine air
induction system must be provided for each airplane.
(a)
Except as provided in paragraph (b) or (c) of this
section, no certificate holder may carry cargo in
the passenger compartment of an airplane.
(b)
Cargo may be carried aft of the foremost seated
passengers if it is carried in an approved cargo bin
that meets the following requirements:
(1)
The bin must withstand the load factors and
emergency landing conditions applicable to the
passenger seats of the airplane in which the bin is
installed, multiplied by a factor of 1.15, using the
combined weight of the bin and the maximum weight of
cargo that may be carried in the bin.
(2)
The maximum weight of cargo that the bin is approved
to carry and any instructions necessary to ensure
proper weight distribution within the bin must be
conspicuously marked on the bin.
(3)
The bin may not impose any load on the floor or
other structure of the airplane that exceeds the
load limitations of that structure.
(4)
The bin must be attached to the seat tracks or to
the floor structure of the airplane, and its
attachment must withstand the load factors and
emergency landing conditions applicable to the
passenger seats of the airplane in which the bin is
installed, multiplied by either the factor 1.15 or
the seat attachment factor specified for the
airplane, whichever is greater, using the combined
weight of the bin and the maximum weight of cargo
that may be carried in the bin.
(5)
The bin may not be installed in a position that
restricts access to or use of any required emergency
exit, or of the aisle in the passenger compartment.
(6)
The bin must be fully enclosed and made of material
that is at least flame-resistant.
(7)
Suitable safeguards must be provided within the bin
to prevent the cargo from shifting under emergency
landing conditions.
(8)
The bin may not be installed in a position that
obscures any passenger's view of the “seat belt”
sign, “no smoking” sign, or any required exit sign,
unless an auxiliary sign or other approved means for
proper notification of the passenger is provided.
(c)
All cargo may be carried forward of the foremost
seated passengers and carry-on baggage may be
carried alongside the foremost seated passengers if
the cargo (including carry-on baggage) is carried
either in approved bins as specified in paragraph
(b) of this section or in accordance with the
following:
(1)
It is properly secured by a safety belt or other tie
down having enough strength to eliminate the
possibility of shifting under all normally
anticipated flight and ground conditions.
(2)
It is packaged or covered in a manner to avoid
possible injury to passengers.
(3)
It does not impose any load on seats or the floor
structure that exceeds the load limitation for those
components.
(4)
Its location does not restrict access to or use of
any required emergency or regular exit, or of the
aisle in the passenger compartment.
(5)
Its location does not obscure any passenger's view
of the “seat belt” sign, “no smoking” sign, or
required exit sign, unless an auxiliary sign or
other approved means for proper notification of the
passenger is provided.
When
cargo is carried in cargo compartments that are
designed to require the physical entry of a
crewmember to extinguish any fire that may occur
during flight, the cargo must be loaded so as to
allow a crewmember to effectively reach all parts of
the compartment with the contents of a hand-held
fire extinguisher.
(a)
Except for airplanes that comply with the
requirements of 25.729 of this chapter on or after
January 6, 1992, each airplane must have a landing
gear aural warning device that functions
continuously under the following conditions:
(1)
For airplanes with an established approach wing-flap
position, whenever the wing flaps are extended
beyond the maximum certificated approach climb
configuration position in the Airplane Flight Manual
and the landing gear is not fully extended and
locked.
(2)
For airplanes without an established approach climb
wing-flap position, whenever the wing flaps are
extended beyond the position at which landing gear
extension is normally performed and the landing gear
is not fully extended and locked.
(b)
The warning system required by paragraph (a) of this
section—
(1)
May not have a manual shutoff;
(2)
Must be in addition to the throttle-actuated device
installed under the type certification airworthiness
requirements; and
(3)
May utilize any part of the throttle-actuated system
including the aural warning device.
(c)
The flap position sensing unit may be installed at
any suitable place in the airplane.
(a)
Each certificate holder must show, by actual
demonstration conducted in accordance with paragraph
(a) of appendix B of this part, that the emergency
evacuation procedures for each type and model of
airplane with a seating of more than 44 passengers,
that is used in its passenger-carrying operations,
allow the evacuation of the full seating capacity,
including crewmembers, in 90 seconds or less, in
each of the following circumstances:
(1)
A demonstration must be conducted by the certificate
holder upon the initial introduction of a type and
model of airplane into passenger-carrying
operations. However, the demonstration need not be
repeated for any airplane type or model that has the
same number and type of exits, the same cabin
configuration, and the same emergency equipment as
any other airplane used by the certificate holder in
successfully demonstrating emergency evacuation in
compliance with this paragraph.
(2)
A demonstration must be conducted—
(i)
Upon increasing by more than 5 percent the passenger
seating capacity for which successful demonstration
has been conducted; or
(ii)
Upon a major change in the passenger cabin interior
configuration that will affect the emergency
evacuation of passengers.
(b)
If a certificate holder has conducted a successful
demonstration required by 121.291(a) in the same
type airplane as a part 121 or part 123 certificate
holder, it need not conduct a demonstration under
this paragraph in that type airplane to achieve
certification under part 125.
(c)
Each certificate holder operating or proposing to
operate one or more landplanes in extended overwater
operations, or otherwise required to have certain
equipment under 125.209, must show, by a simulated
ditching conducted in accordance with paragraph (b)
of appendix B of this part, that it has the ability
to efficiently carry out its ditching procedures.
(d)
If a certificate holder has conducted a successful
demonstration required by 121.291(b) in the same
type airplane as a part 121 or part 123 certificate
holder, it need not conduct a demonstration under
this paragraph in that type airplane to achieve
certification under part 125.
(a)
No person may take off an airplane with inoperable
instruments or equipment installed unless the
following conditions are met:
(1)
An approved Minimum Equipment List exists for that
airplane.
(2)
The Flight Standards District Office having
certification responsibility has issued the
certificate holder operations specifications
authorizing operations in accordance with an
approved Minimum Equipment List. The flight crew
shall have direct access at all times prior to
flight to all of the information contained in the
approved Minimum Equipment List through printed or
other means approved by the Administrator in the
certificate holders operations specifications. An
approved Minimum Equipment List, as authorized by
the operations specifications, constitutes an
approved change to the type design without requiring
recertification.
(3)
The approved Minimum Equipment List must:
(i)
Be prepared in accordance with the limitations
specified in paragraph (b) of this section.
(ii)
Provide for the operation of the airplane with
certain instruments and equipment in an inoperable
condition.
(4)
Records identifying the inoperable instruments and
equipment and the information required by paragraph
(a)(3)(ii) of this section must be available to the
pilot.
(5)
The airplane is operated under all applicable
conditions and limitations contained in the Minimum
Equipment List and the operations specifications
authorizing use of the Minimum Equipment List.
(b)
The following instruments and equipment may not be
included in the Minimum Equipment List:
(1)
Instruments and equipment that are either
specifically or otherwise required by the
airworthiness requirements under which the airplane
is type certificated and which are essential for
safe operations under all operating conditions.
(2)
Instruments and equipment required by an
airworthiness directive to be in operable condition
unless the airworthiness directive provides
otherwise.
(3)
Instruments and equipment required for specific
operations by this part.
(c)
Notwithstanding paragraphs (b)(1) and (b)(3) of this
section, an airplane with inoperable instruments or
equipment may be operated under a special flight
permit under 21.197 and 21.199 of this chapter.
(a)
Communication equipment—general. No person
may operate an airplane unless it has two-way radio
communication equipment able, at least in flight, to
transmit to, and receive from, appropriate
facilities 22 nautical miles away.
(b)
Navigation equipment for operations over the top
. No person may operate an airplane over the top
unless it has navigation equipment suitable for the
route to be flown.
(c)
Communication and navigation equipment for IFR or
extended over-water operations—General . Except
as provided in paragraph (f) of this section, no
person may operate an airplane carrying passengers
under IFR or in extended over-water operations
unless—
(1)
The en route navigation aids necessary for
navigating the airplane along the route (e.g., ATS
routes, arrival and departure routes, and instrument
approach procedures, including missed approach
procedures if a missed approach routing is specified
in the procedure) are available and suitable for use
by the aircraft navigation systems required by this
section;
(2)
The airplane used in those operations is equipped
with at least the following equipment—
(i)
Except as provided in paragraph (d) of this section,
two approved independent navigation systems suitable
for navigating the airplane along the route within
the degree of accuracy required for ATC;
(ii)
One marker beacon receiver providing visual and
aural signals;
(iii) One ILS receiver;
(iv)
Two transmitters;
(v)
Two microphones;
(vi)
Two headsets or one headset and one speaker; and
(vii) Two independent communication systems, one of
which must have two-way voice communication
capability, capable of transmitting to, and
receiving from, at least one appropriate facility
from any place on the route to be flown; and
(3)
Any RNAV system used to meet the navigation
equipment requirements of this section is authorized
in the certificate holder's operations
specifications.
(d)
Use of a single independent navigation system for
operations under IFR—not for extended overwater
operations . Notwithstanding the requirements of
paragraph (c)(2)(i) of this section, the airplane
may be equipped with a single independent navigation
system suitable for navigating the airplane along
the route to be flown within the degree of accuracy
required for ATC if—
(1)
It can be shown that the airplane is equipped with
at least one other independent navigation system
suitable, in the event of loss of the navigation
capability of the single independent navigation
system permitted by this paragraph at any point
along the route, for proceeding safely to a suitable
airport and completing an instrument approach; and
(2)
The airplane has sufficient fuel so that the flight
may proceed safely to a suitable airport by use of
the remaining navigation system, and complete an
instrument approach and land.
(e)
Use of VOR navigation equipment. If VOR
navigation equipment is required by paragraph (c) or
(d) of this section, no person may operate an
airplane unless it is equipped with at least one
approved DME or a suitable RNAV system.
(f)
Extended over-water operations.
Notwithstanding the requirements of paragraph (c) of
this section, installation and use of a single
long-range navigation system and a single long-range
communication system for extended over-water
operations in certain geographic areas may be
authorized by the Administrator and approved in the
certificate holder's operations specifications. The
following are among the operational factors the
Administrator may consider in granting an
authorization:
(1)
The ability of the flight crew to navigate the
airplane along the route to be flown within the
degree of accuracy required for ATC;
(2)
The length of the route being flown; and
(3)
The duration of the very high frequency
communications gap.
(a)
Except as provided in paragraph (b) of this section,
no person may operate, nor may any operator or pilot
in command of an aircraft allow the operation of,
any portable electronic device on any
U.S.-registered civil aircraft operating under this
part.
(b)
Paragraph (a) of this section does not apply to—
(1)
Portable voice recorders;
(2)
Hearing aids;
(3)
Heart pacemakers;
(4)
Electric shavers; or
(5)
Any other portable electronic device that the Part
125 certificate holder has determined will not cause
interference with the navigation or communication
system of the aircraft on which it is to be used.
(c)
The determination required by paragraph (b)(5) of
this section shall be made by that Part 125
certificate holder operating the particular device
to be used.
No
person may operate an airplane under IFR unless it
has—
(a)
A vertical speed indicator;
(b)
A free-air temperature indicator;
(c)
A heated pilot tube for each airspeed indicator;
(d)
A power failure warning device or vacuum indicator
to show the power available for gyroscopic
instruments from each power source;
(e)
An alternate source of static pressure for the
altimeter and the airspeed and vertical speed
indicators;
(f)
At least two generators each of which is on a
separate engine, or which any combination of
one-half of the total number are rated sufficiently
to supply the electrical loads of all required
instruments and equipment necessary for safe
emergency operation of the airplane; and
(g)
Two independent sources of energy (with means of
selecting either), of which at least one is an
engine-driven pump or generator, each of which is
able to drive all gyroscopic instruments and
installed so that failure of one instrument or
source does not interfere with the energy supply to
the remaining instruments or the other energy
source. For the purposes of this paragraph, each
engine-driven source of energy must be on a
different engine.
(h)
For the purposes of paragraph (f) of this section, a
continuous in-flight electrical load includes one
that draws current continuously during flight, such
as radio equipment, electrically driven instruments,
and lights, but does not include occasional
intermittent loads.
(i)
An airspeed indicating system with heated pilot tube
or equivalent means for preventing malfunctioning
due to icing.
(j)
A sensitive altimeter.
(k)
Instrument lights providing enough light to make
each required instrument, switch, or similar
instrument easily readable and installed so that the
direct rays are shielded from the flight
crewmembers' eyes and that no objectionable
reflections are visible to them. There must be a
means of controlling the intensity of illumination
unless it is shown that non-dimming instrument
lights are satisfactory.
(a)
Except as provided in paragraph (b) of this section,
after April 12, 1981, no person may operate a
transport category airplane equipped with a flight
instrument pilot heating system unless the airplane
is equipped with an operable pilot heat indication
system that complies with 25.1326 of this chapter in
effect on April 12, 1978.
(b)
A certificate holder may obtain an extension of the
April 12, 1981, compliance date specified in
paragraph (a) of this section, but not beyond April
12, 1983, from the AFRO-CAA, Flight Standards
Service if the certificate holder—
(1)
Shows that due to circumstances beyond its control
it cannot comply by the specified compliance date;
and
(2)
Submits by the specified compliance date a schedule
for compliance acceptable to the AFRO-CAA,
indicating that compliance will be achieved at the
earliest practicable date.
(a)
No person may operate an airplane having a seating
capacity of 20 or more passengers unless it is
equipped with the following emergency equipment:
(1)
One approved first aid kit for treatment of injuries
likely to occur in flight or in a minor accident,
which meets the following specifications and
requirements:
(i)
Each first aid kit must be dust and moisture proof
and contain only materials that either meet Federal
Specifications GGK–391a, as revised, or as approved
by the Administrator.
(ii)
Required first aid kits must be readily accessible
to the cabin flight attendants.
(iii) Except as provided in paragraph (a)(1)(iv) of
this section, at time of takeoff, each first aid kit
must contain at least the following or other
contents approved by the Administrator:
|
Contents |
Quantity |
|
Adhesive bandage compressors, 1 in |
16 |
|
Antiseptic swabs |
20 |
|
Ammonia inhalants |
10 |
|
Bandage compressors, 4 in |
8 |
|
Triangular bandage compressors, 40 in |
5 |
|
Arm splint, non-inflatable |
1 |
|
Leg splint, non-inflatable |
1 |
|
Roller bandage, 4 in |
4 |
|
Adhesive tape, 1-in standard roll |
2 |
|
Bandage scissors |
1 |
|
Protective latex gloves or equivalent
non-permeable gloves |
11 |
1Pair.
(iv)
Protective latex gloves or equivalent non-permeable
gloves may be placed in the first aid kit or in a
location that is readily accessible to crewmembers.
(2)
A crash axe carried so as to be accessible to the
crew but inaccessible to passengers during normal
operations.
(3)
Signs that are visible to all occupants to notify
them when smoking is prohibited and when safety
belts should be fastened. The signs must be so
constructed that they can be turned on and off by a
crewmember. They must be turned on for each takeoff
and each landing and when otherwise considered to be
necessary by the pilot in command.
(4)
The additional emergency equipment specified in
appendix A of this part.
(b)
Megaphones. Each passenger-carrying airplane
must have a portable battery-powered megaphone or
megaphones readily accessible to the crewmembers
assigned to direct emergency evacuation, installed
as follows:
(1)
One megaphone on each airplane with a seating
capacity of more than 60 and less than 100
passengers, at the most rearward location in the
passenger cabin where it would be readily accessible
to a normal flight attendant seat. However, the
Administrator may grant a deviation from the
requirements of this paragraph if the Administrator
finds that a different location would be more useful
for evacuation of persons during an emergency.
(2)
Two megaphones in the passenger cabin on each
airplane with a seating capacity of more than 99 and
less than 200 passengers, one installed at the
forward end and the other at the most rearward
location where it would be readily accessible to a
normal flight attendant seat.
(3)
Three megaphones in the passenger cabin on each
airplane with a seating capacity of more than 199
passengers, one installed at the forward end, one
installed at the most rearward location where it
would be readily accessible to a normal flight
attendant seat, and one installed in a readily
accessible location in the mid-section of the
airplane.
(a)
No person may operate an airplane in extended
overwater operations unless it carries, installed in
conspicuously marked locations easily accessible to
the occupants if a ditching occurs, the following
equipment:
(1)
An approved life preserver equipped with an approved
survivor locator light, or an approved flotation
means, for each occupant of the aircraft. The life
preserver or other flotation means must be easily
accessible to each seated occupant. If a flotation
means other than a life preserver is used, it must
be readily removable from the airplane.
(2)
Enough approved life rafts (with proper buoyancy) to
carry all occupants of the airplane, and at least
the following equipment for each raft clearly marked
for easy identification—
(i)
One canopy (for sail, sunshade, or rain catcher);
(ii)
One radar reflector (or similar device);
(iii) One life raft repair kit;
(iv)
One bailing bucket;
(v)
One signaling mirror;
(vi)
One police whistle;
(vii) One raft knife;
(viii) One CO2bottle for emergency
inflation;
(ix)
One inflation pump;
(x)
Two oars;
(xi)
One 75-foot retaining line;
(xii) One magnetic compass;
(xiii) One dye marker;
(xiv) One flashlight having at least two size “D”
cells or equivalent;
(xv)
At least one approved pyrotechnic signaling device;
(xvi) A 2-day supply of emergency food rations
supplying at least 1,000 calories a day for each
person;
(xvii) One sea water desalting kit for each two
persons that raft is rated to carry, or two pints of
water for each person the raft is rated to carry;
(xviii) One fishing kit; and
(xix) One book on survival appropriate for the area
in which the airplane is operated.
(b)
No person may operate an airplane in extended
overwater operations unless there is attached to one
of the life rafts required by paragraph (a) of this
section, an approved survival type emergency locator
transmitter. Batteries used in this transmitter must
be replaced (or recharged, if the batteries are
rechargeable) when the transmitter has been in use
for more than one cumulative hour, or, when 50
percent of their useful life (or for rechargeable
batteries, 50 percent of their useful life of
charge) has expired, as established by the
transmitter manufacturer under its approval. The new
expiration date for replacing (or recharging) the
battery must be legibly marked on the outside of the
transmitter. The battery useful life (or useful life
of charge) requirements of this paragraph do not
apply to batteries (such as water-activated
batteries) that are essentially unaffected during
probable storage intervals.
(a)
No person may operate an airplane unless there are
available during the takeoff, en route flight, and
landing—
(1)
An approved seat or berth for each person on board
the airplane who is at least 2 years old; and
(2)
An approved safety belt for separate use by each
person on board the airplane who is at least 2 years
old, except that two persons occupying a berth may
share one approved safety belt and two persons
occupying a multiple lounge or divan seat may share
one approved safety belt during en route flight
only.
(b)
Except as provided in paragraphs (b)(1) and (b)(2)
of this section, each person on board an airplane
operated under this part shall occupy an approved
seat or berth with a separate safety belt properly
secured about him or her during movement on the
surface, takeoff, and landing. A safety belt
provided for the occupant of a seat may not be used
for more than one person who has reached his or her
second birthday. Notwithstanding the preceding
requirements, a child may:
(1)
Be held by an adult who is occupying an approved
seat or berth, provided the child has not reached
his or her second birthday and the child does not
occupy or use any restraining device; or
(2)
Notwithstanding any other requirement of this
chapter, occupy an approved child restraint system
furnished by the certificate holder or one of the
persons described in paragraph (b)(2)(i) of this
section, provided:
(i)
The child is accompanied by a parent, guardian, or
attendant designated by the child's parent or
guardian to attend to the safety of the child during
the flight;
(ii)
Except as provided in paragraph (b)(2)(ii)(D) of
this section, the approved child restraint system
bears one or more labels as follows:
(A)
Seats manufactured to U.S. standards between January
1, 1981, and February 25, 1985, must bear the label:
“This child restraint system conforms to all
applicable Federal motor vehicle safety standards”;
(B)
Seats manufactured to U.S. standards on or after
February 26, 1985, must bear two labels:
(
1 ) “This child restraint system conforms to all
applicable Federal motor vehicle safety standards”;
and
(
2 ) “THIS RESTRAINT IS CERTIFIED FOR USE IN
MOTOR VEHICLES AND AIRCRAFT” in red lettering;
(C)
Seats that do not qualify under paragraphs (b)(2)(ii)(A)
and (b)(2)(ii)(B) of this section must bear a label
or markings showing:
(
1 ) That the seat was approved by a foreign
government;
(
2 ) That the seat was manufactured under the
standards of the United Nations; or
(
3 ) That the seat or child restraint device
furnished by the certificate holder was approved by
the AFRO-CAA through Type Certificate or
Supplemental Type Certificate.
(
4 ) That the seat or child restraint device
furnished by the certificate holder, or one of the
persons described in paragraph (b)(2)(i) of this
section, was approved by the AFRO-CAA in accordance
with 21.305(d) or Technical Standard Order C–100b,
or a later version.
(D)
Except as provided in 125.211(b)(2)(ii)(C)( 3
) and 125.211(b)(2)(ii)(C)( 4 ), booster-type
child restraint systems (as defined in Federal Motor
Vehicle Safety Standard No. 213 (49 CFR 571.213)),
vest- and harness-type child restraint systems, and
lap held child restraints are not approved for use
in aircraft; and
(iii) The certificate holder complies with the
following requirements:
(A)
The restraint system must be properly secured to an
approved forward-facing seat or berth;
(B)
The child must be properly secured in the restraint
system and must not exceed the specified weight
limit for the restraint system; and
(C)
The restraint system must bear the appropriate
label(s).
(c)
Except as provided in paragraph (c)(3) of this
section, the following prohibitions apply to
certificate holders:
(1)
Except as provided in 125.211(b)(2)(ii)(C)( 3
) and 125.211(b)(2)(ii)(C)( 4 ), no
certificate holder may permit a child, in an
aircraft, to occupy a booster-type child restraint
system, a vest-type child restraint system, a
harness-type child restraint system, or a lap held
child restraint system during take off, landing, and
movement on the surface.
(2)
Except as required in paragraph (c)(1) of this
section, no certificate holder may prohibit a child,
if requested by the child's parent, guardian, or
designated attendant, from occupying a child
restraint system furnished by the child's parent,
guardian, or designated attendant provided:
(i)
The child holds a ticket for an approved seat or
berth or such seat or berth is otherwise made
available by the certificate holder for the child's
use;
(ii)
The requirements of paragraph (b)(2)(i) of this
section are met;
(iii) The requirements of paragraph (b)(2)(iii) of
this section are met; and
(iv)
The child restraint system has one or more of the
labels described in paragraphs (b)(2)(ii)(A) through
(b)(2)(ii)(C) of this section.
(3)
This section does not prohibit the certificate
holder from providing child restraint systems
authorized by this section or, consistent with safe
operating practices, determining the most
appropriate passenger seat location for the child
restraint system.
(d)
Each sideward facing seat must comply with the
applicable requirements of 25.785(c) of this
chapter.
(e)
No certificate holder may take off or land an
airplane unless each passenger seat back is in the
upright position. Each passenger shall comply with
instructions given by a crewmember in compliance
with this paragraph. This paragraph does not apply
to seats on which cargo or persons who are unable to
sit erect for a medical reason are carried in
accordance with procedures in the certificate
holder's manual if the seat back does not obstruct
any passenger's access to the aisle or to any
emergency exit.
(f)
Each occupant of a seat equipped with a shoulder
harness must fasten the shoulder harness during
takeoff and landing, except that, in the case of
crewmembers, the shoulder harness need not be
fastened if the crewmember cannot perform his
required duties with the shoulder harness fastened.
No
person may conduct any operation unless the
following equipment is installed in the airplane:
(a)
If protective fuses are installed on an airplane,
the number of spare fuses approved for the airplane
and appropriately described in the certificate
holder's manual.
(b)
A windshield wiper or equivalent for each pilot
station.
(c)
A power supply and distribution system that meets
the requirements of 25.1309, 25.1331, 25.1351 (a)
and (b) (1) through (4), 25.1353, 25.1355, and
25.1431(b) or that is able to produce and distribute
the load for the required instruments and equipment,
with use of an external power supply if any one
power source or component of the power distribution
system fails. The use of common elements in the
system may be approved if the Administrator finds
that they are designed to be reasonably protected
against malfunctioning. Engine-driven sources of
energy, when used, must be on separate engines.
(d)
A means for indicating the adequacy of the power
being supplied to required flight instruments.
(e)
Two independent static pressure systems, vented to
the outside atmospheric pressure so that they will
be least affected by air flow variation or moisture
or other foreign matter, and installed so as to be
airtight except for the vent. When a means is
provided for transferring an instrument from its
primary operating system to an alternative system,
the means must include a positive positioning
control and must be marked to indicate clearly which
system is being used.
(f)
A placard on each door that is the means of access
to a required passenger emergency exit to indicate
that it must be open during takeoff and landing.
(g)
A means for the crew, in an emergency, to unlock
each door that leads to a compartment that is
normally accessible to passengers and that can be
locked by passengers.
(a)
The operator of an airplane must provide the
following materials, in current and appropriate
form, accessible to the pilot at the pilot station,
and the pilot shall use them:
(1)
A cockpit checklist.
(2)
An emergency cockpit checklist containing the
procedures required by paragraph (c) of this
section, as appropriate.
(3)
Pertinent aeronautical charts.
(4)
For IFR operations, each pertinent navigational en
route, terminal area, and approach and letdown
chart;
(5)
One-engine-inoperative climb performance data and,
if the airplane is approved for use in IFR or
over-the-top operations, that data must be
sufficient to enable the pilot to determine that the
airplane is capable of carrying passengers
over-the-top or in IFR conditions at a weight that
will allow it to climb, with the critical engine
inoperative, at least 50 feet a minute when
operating at the MEA's of the route to be flown or
5,000 feet MSL, whichever is higher.
(b)
Each cockpit checklist required by paragraph (a)(1)
of this section must contain the following
procedures:
(1)
Before starting engines;
(2)
Before take-off;
(3)
Cruise;
(4)
Before landing;
(5)
After landing;
(6)
Stopping engines.
(c)
Each emergency cockpit checklist required by
paragraph (a)(2) of this section must contain the
following procedures, as appropriate:
(1)
Emergency operation of fuel, hydraulic, electrical,
and mechanical systems.
(2)
Emergency operation of instruments and controls.
(3)
Engine inoperative procedures.
(4)
Any other emergency procedures necessary for safety.
(a)
Except as provided in paragraph (b) of this section,
no person may operate an airplane carrying
passengers unless it is equipped with signs that
meet the requirements of 25.791 of this chapter and
that are visible to passengers and flight attendants
to notify them when smoking is prohibited and when
safety belts must be fastened. The signs must be so
constructed that the crew can turn them on and off.
They must be turned on during airplane movement on
the surface, for each takeoff, for each landing, and
when otherwise considered to be necessary by the
pilot in command.
(b)
No passenger or crew member may smoke while any “No
Smoking” sign is lighted nor may any passenger or
crewmember smoke in any lavatory.
(c)
Each passenger required by 125.211(b) to occupy a
seat or berth shall fasten his or her safety belt
about him or her and keep it fastened while any
“Fasten Seat Belt” sign is lighted.
(d)
Each passenger shall comply with instructions given
him or her by crewmembers regarding compliance with
paragraphs (b) and (c) of this section.
(a)
Except as provided in paragraphs (d) and (e) of this
section, no certificate holder may allow the
carriage or operation of equipment for the storage,
generation or dispensing of medical oxygen unless
the unit to be carried is constructed so that all
valves, fittings, and gauges are protected from
damage during that carriage or operation and unless
the following conditions are met:
(1)
The equipment must be—
(i)
Of an approved type or in conformity with the
manufacturing, packaging, marking, labeling, and
maintenance requirements of title 49 CFR parts 171,
172, and 173, except 173.24(a)(1);
(ii)
When owned by the certificate holder, maintained
under the certificate holder's approved maintenance
program;
(iii) Free of flammable contaminants on all exterior
surfaces; and
(iv)
Appropriately secured.
(2)
When the oxygen is stored in the form of a liquid,
the equipment must have been under the certificate
holder's approved maintenance program since its
purchase new or since the storage container was last
purged.
(3)
When the oxygen is stored in the form of a
compressed gas as defined in title 49 CFR
173.300(a)—
(i)
When owned by the certificate holder, it must be
maintained under its approved maintenance program;
and
(ii)
The pressure in any oxygen cylinder must not exceed
the rated cylinder pressure.
(4)
The pilot in command must be advised when the
equipment is on board and when it is intended to be
used.
(5)
The equipment must be stowed, and each person using
the equipment must be seated so as not to restrict
access to or use of any required emergency or
regular exit or of the aisle in the passenger
compartment.
(b)
When oxygen is being used, no person may smoke and
no certificate holder may allow any person to smoke
within 10 feet of oxygen storage and dispensing
equipment carried under paragraph (a) of this
section.
(c)
No certificate holder may allow any person other
than a person trained in the use of medical oxygen
equipment to connect or disconnect oxygen bottles or
any other ancillary component while any passenger is
aboard the airplane.
(d)
Paragraph (a)(1)(i) of this section does not apply
when that equipment is furnished by a professional
or medical emergency service for use on board an
airplane in a medical emergency when no other
practical means of transportation (including any
other properly equipped certificate holder) is
reasonably available and the person carried under
the medical emergency is accompanied by a person
trained in the use of medical oxygen.
(e)
Each certificate holder who, under the authority of
paragraph (d) of this section, deviates from
paragraph (a)(1)(i) of this section under a medical
emergency shall, within 10 days, excluding
Saturdays, Sundays, and Federal holidays, after the
deviation, send to the AFRO-CAA Flight Standards
district office charged with the overall inspection
of the certificate holder a complete report of the
operation involved, including a description of the
deviation and the reasons for it.
(a)
No pilot may take off an airplane that has frost,
ice, or snow adhering to any propeller, windshield,
wing, stabilizing or control surface, to a power
plant installation, or to an airspeed, altimeter,
rate of climb, or flight attitude instrument system,
except under the follow conditions:
(1)
Takeoffs may be made with frost adhering to the
wings, or stabilizing or control surfaces, if the
frost has been polished to make it smooth.
(2)
Takeoffs may be made with frost under the wing in
the area of the fuel tanks if authorized by the
Administrator.
(b)
No certificate holder may authorize an airplane to
take off and no pilot may take off an airplane any
time conditions are such that frost, ice, or snow
may reasonably be expected to adhere to the airplane
unless the pilot has completed the testing required
under 125.287(a)(9) and unless one of the following
requirements is met:
(1)
A pre take-off contamination check, that has been
established by the certificate holder and approved
by the Administrator for the specific airplane type,
has been completed within 5 minutes prior to
beginning takeoff. A pre take-off contamination
check is a check to make sure the wings and control
surfaces are free of frost, ice, or snow.
(2)
The certificate holder has an approved alternative
procedure and under that procedure the airplane is
determined to be free of frost, ice, or snow.
(3)
The certificate holder has an approved
deicing/anti-icing program that complies with
121.629(c) of this chapter and the takeoff complies
with that program.
(c)
Except for an airplane that has ice protection
provisions that meet appendix C of this part or
those for transport category airplane type
certification, no pilot may fly—
(1)
Under IFR into known or forecast light or moderate
icing conditions; or
(2)
Under VFR into known light or moderate icing
conditions, unless the airplane has functioning
deicing or anti-icing equipment protecting each
propeller, windshield, wing, stabilizing or control
surface, and each airspeed, altimeter, rate of
climb, or flight attitude instrument system.
(d)
Except for an airplane that has ice protection
provisions that meet appendix C of this part or
those for transport category airplane type
certification, no pilot may fly an airplane into
known or forecast severe icing conditions.
(e)
If current weather reports and briefing information
relied upon by the pilot in command indicate that
the forecast icing condition that would otherwise
prohibit the flight will not be encountered during
the flight because of changed weather conditions
since the forecast, the restrictions in paragraphs
(b) and (c) of this section based on forecast
conditions do not apply.
(a)
No person may operate an airplane governed by this
part in passenger-carrying operations unless
approved airborne weather radar equipment is
installed in the airplane.
(b)
No person may begin a flight under IFR or night VFR
conditions when current weather reports indicate
that thunderstorms, or other potentially hazardous
weather conditions that can be detected with
airborne weather radar equipment, may reasonably be
expected along the route to be flown, unless the
airborne weather radar equipment required by
paragraph (a) of this section is in satisfactory
operating condition.
(c)
If the airborne weather radar equipment becomes
inoperative en route, the airplane must be operated
under the instructions and procedures specified for
that event in the manual required by 125.71.
(d)
This section does not apply to airplanes used solely
within the State of Hawaii, within the State of
Alaska, within that part of Canada west of longitude
130 degrees W, between latitude 70 degrees N, and
latitude 53 degrees N, or during any training, test,
or ferry flight.
(e)
Without regard to any other provision of this part,
an alternate electrical power supply is not required
for airborne weather radar equipment.
Effective January 1, 2005, any airplane you operate
under this part 125 must be equipped and operated
according to the following table:
Collision Avoidance Systems
|
If you operate any . . . |
Then you must operate that airplane with: |
|
(a) Turbine-powered airplane of more than 33,000
pounds maximum certificated takeoff weight |
(1) An appropriate class of Mode S transponder
that meets Technical Standard Order (TSO) C–112,
or a later version, and one of the following
approved units:
(i) TCAS II that meets TSO C–119b (version 7.0),
or a later version. |
|
|
(ii) TCAS II that meets TSO C–119a (version
6.04A Enhanced) that was installed in that
airplane before May 1, 2003. If that TCAS II
version 6.04A Enhanced no longer can be repaired
to TSO C–119a standards, it must be replaced
with a TCAS II that meets TSO C–119b (version
7.0), or a later version.
(iii) A collision avoidance system equivalent to
TSO C–119b (version 7.0), or a later version,
capable of coordinating with units that meet TSO
C–119a (version 6.04A Enhanced), or a later
version. |
|
(b) Piston-powered airplane of more than 33,000
pounds maximum certificated takeoff weight |
(1) TCAS I that meets TSO C–118, or a later
version, or
(2) A collision avoidance system equivalent to
TSO C–118, or a later version, or
(1)(3) A collision avoidance system and Mode S
transponder that meet paragraph (a)(1) of this
section. |
(a)
Except as provided in paragraph (d) of this section,
after October 11, 1991, no person may operate a
large airplane type certificated before October 1,
1969, for operations above 25,000 feet altitude, nor
a multiengine, turbine powered airplane type
certificated before October 1, 1969, unless it is
equipped with one or more approved flight recorders
that utilize a digital method of recording and
storing data and a method of readily retrieving that
data from the storage medium. The following
information must be able to be determined within the
ranges, accuracies, resolution, and recording
intervals specified in appendix D of this part:
(1)
Time;
(2)
Altitude;
(3)
Airspeed;
(4)
Vertical acceleration;
(5)
Heading;
(6)
Time of each radio transmission to or from air
traffic control;
(7)
Pitch attitude;
(8)
Roll attitude;
(9)
Longitudinal acceleration;
(10)
Control column or pitch control surface position;
and
(11)
Thrust of each engine.
(b)
Except as provided in paragraph (d) of this section,
after October 11, 1991, no person may operate a
large airplane type certificated after September 30,
1969, for operations above 25,000 feet altitude, nor
a multiengine, turbine powered airplane type
certificated after September 30, 1969, unless it is
equipped with one or more approved flight recorders
that utilize a digital method of recording and
storing data and a method of readily retrieving that
data from the storage medium. The following
information must be able to be determined within the
ranges, accuracies, resolutions, and recording
intervals specified in appendix D of this part:
(1)
Time;
(2)
Altitude;
(3)
Airspeed;
(4)
Vertical acceleration;
(5)
Heading;
(6)
Time of each radio transmission either to or from
air traffic control;
(7)
Pitch attitude;
(8)
Roll attitude;
(9)
Longitudinal acceleration;
(10)
Pitch trim position;
(11)
Control column or pitch control surface position;
(12)
Control wheel or lateral control surface position;
(13)
Rudder pedal or yaw control surface position;
(14)
Thrust of each engine;
(15)
Position of each trust reverser;
(16)
Trailing edge flap or cockpit flap control position;
and
(17)
Leading edge flap or cockpit flap control position.
(c)
No person may operate a large airplane equipped with
a digital data bus and ARINC 717 digital flight data
acquisition unit (DFDAU) or equivalent unless it is
equipped with one or more approved flight recorders
that utilize a digital method of recording and
storing data and a method of readily retrieving that
data from the storage medium. Any parameters
specified in appendix D of this part that are
available on the digital data bus must be recorded
within the ranges, accuracies, resolutions, and
sampling intervals specified.
(d)
No person may operate under this part an airplane,
unless it is equipped with one or more approved
flight recorders that utilize a digital method of
recording and storing data and a method of readily
retrieving that data from the storage medium. The
parameters specified in appendix D of this part must
be recorded within the ranges, accuracies,
resolutions and sampling intervals specified. For
the purpose of this section, “manufactured” means
the point in time at which the airplane inspection
acceptance records reflect that the airplane is
complete and meets the AFRO-CAA-approved type design
data.
(e)
Whenever a flight recorder required by this section
is installed, it must be operated continuously from
the instant the airplane begins the takeoff roll
until it has completed the landing roll at an
airport.
(f)
Except as provided in paragraph (g) of this section,
and except for recorded data erased as authorized in
this paragraph, each certificate holder shall keep
the recorded data prescribed in paragraph (a), (b),
(c), or (d) of this section, as applicable, until
the airplane has been operated for at least 25 hours
of the operating time specified in 125.227(a) of
this chapter. A total of 1 hour of recorded data may
be erased for the purpose of testing the flight
recorder or the flight recorder system. Any erasure
made in accordance with this paragraph must be of
the oldest recorded data accumulated at the time of
testing. Except as provided in paragraph (g) of this
section, no record need be kept more than 60 days.
(g)
In the event of an accident or occurrence that
requires immediate notification of the Aircraft
Accident Investigation Authorities under 49 CFR part
830 and that results in termination of the flight,
the certificate holder shall remove the recording
media from the airplane and keep the recorded data
required by paragraph (a), (b), (c), or (d) of this
section, as applicable, for at least 60 days or for
a longer period upon the request of the Board or the
Administrator.
(h)
Each flight recorder required by this section must
be installed in accordance with the requirements of
25.1459 of this chapter. The correlation required by
25.1459(c) of this chapter need be established only
on one airplane of any group of airplanes.
(1)
That are of the same type;
(2)
On which the flight recorder models and their
installations are the same; and
(3)
On which there are no differences in the type design
with respect to the installation of the first
pilot's instruments associated with the flight
recorder. The most recent instrument calibration,
including the recording medium from which this
calibration is derived, and the recorder correlation
must be retained by the certificate holder.
(i)
Each flight recorder required by this section that
records the data specified in paragraphs (a), (b),
(c), or (d) of this section must have an approved
device to assist in locating that recorder under
water.
(a)
Except as provided in paragraph (l) of this section,
no person may operate under this part a
turbine-engine-powered transport category airplane
unless it is equipped with one or more approved
flight recorders that use a digital method of
recording and storing data and a method of readily
retrieving that data from the storage medium. The
operational parameters required to be recorded by
digital flight data recorders required by this
section are as follows: the phrase “when an
information source is installed” following a
parameter indicates that recording of that parameter
is not intended to require a change in installed
equipment:
(1)
Time;
(2)
Pressure altitude;
(3)
Indicated airspeed;
(4)
Heading—primary flight crew reference (if
selectable, record discrete, true or magnetic);
(5)
Normal acceleration (Vertical);
(6)
Pitch attitude;
(7)
Roll attitude;
(8)
Manual radio transmitter keying, or CVR/DFDR
synchronization reference;
(9)
Thrust/power of each engine—primary flight crew
reference;
(10)
Autopilot engagement status;
(11)
Longitudinal acceleration;
(12)
Pitch control input;
(13)
Lateral control input;
(14)
Rudder pedal input;
(15)
Primary pitch control surface position;
(16)
Primary lateral control surface position;
(17)
Primary yaw control surface position;
(18)
Lateral acceleration;
(19)
Pitch trim surface position or parameters of
paragraph (a)(82) of this section if currently
recorded;
(20)
Trailing edge flap or cockpit flap control selection
(except when parameters of paragraph (a)(85) of this
section apply);
(21)
Leading edge flap or cockpit flap control selection
(except when parameters of paragraph (a)(86) of this
section apply);
(22)
Each Thrust reverser position (or equivalent for
propeller airplane);
(23)
Ground spoiler position or speed brake selection
(except when parameters of paragraph (a)(87) of this
section apply);
(24)
Outside or total air temperature;
(25)
Automatic Flight Control System (AFCS) modes and
engagement status, including auto-throttle;
(26)
Radio altitude (when an information source is
installed);
(27)
Localizer deviation, MLS Azimuth;
(28)
Glideslope deviation, MLS Elevation;
(29)
Marker beacon passage;
(30)
Master warning;
(31)
Air/ground sensor (primary airplane system reference
nose or main gear);
(32)
Angle of attack (when information source is
installed);
(33)
Hydraulic pressure low (each system);
(34)
Ground speed (when an information source is
installed);
(35)
Ground proximity warning system;
(36)
Landing gear position or landing gear cockpit
control selection;
(37)
Drift angle (when an information source is
installed);
(38)
Wind speed and direction (when an information source
is installed);
(39)
Latitude and longitude (when an information source
is installed);
(40)
Stick shaker/pusher (when an information source is
installed);
(41)
Windshear (when an information source is installed);
(42)
Throttle/power lever position;
(43)
Additional engine parameters (as designed in
appendix E of this part);
(44)
Traffic alert and collision avoidance system;
(45)
DME 1 and 2 distances;
(46)
Nav 1 and 2 selected frequency;
(47)
Selected barometric setting (when an information
source is installed);
(48)
Selected altitude (when an information source is
installed);
(49)
Selected speed (when an information source is
installed);
(50)
Selected mach (when an information source is
installed);
(51)
Selected vertical speed (when an information source
is installed);
(52)
Selected heading (when an information source is
installed);
(53)
Selected flight path (when an information source is
installed);
(54)
Selected decision height (when an information source
is installed);
(55)
EFIS display format;
(56)
Multi-function/engine/alerts display format;
(57)
Thrust command (when an information source is
installed);
(58)
Thrust target (when an information source is
installed);
(59)
Fuel quantity in CG trim tank (when an information
source is installed);
(60)
Primary Navigation System Reference;
(61)
Icing (when an information source is installed);
(62)
Engine warning each engine vibration (when an
information source is installed);
(63)
Engine warning each engine over temp. (when an
information source is installed);
(64)
Engine warning each engine oil pressure low (when an
information source is installed);
(65)
Engine warning each engine over speed (when an
information source is installed);
(66)
Yaw trim surface position;
(67)
Roll trim surface position;
(68)
Brake pressure (selected system);
(69)
Brake pedal application (left and right);
(70)
Yaw of sideslip angle (when an information source is
installed);
(71)
Engine bleed valve position (when an information
source is installed);
(72)
De-icing or anti-icing system selection (when an
information source is installed);
(73)
Computed center of gravity (when an information
source is installed);
(74)
AC electrical bus status;
(75)
DC electrical bus status;
(76)
APU bleed valve position (when an information source
is installed);
(77)
Hydraulic pressure (each system);
(78)
Loss of cabin pressure;
(79)
Computer failure;
(80)
Heads-up display (when an information source is
installed);
(81)
Para-visual display (when an information source is
installed);
(82)
Cockpit trim control input position-pitch;
(83)
Cockpit trim control input position—roll;
(84)
Cockpit trim control input position—yaw;
(85)
Trailing edge flap and cockpit flap control
position;
(86)
Leading edge flap and cockpit flap control position;
(87)
Ground spoiler position and speed brake selection;
and
(88)
All cockpit flight control input forces (control
wheel, control column, rudder pedal).
(b)
For all turbine-engine powered transport category
airplanes
(1)
For airplanes not equipped, with a flight data
acquisition unit (FDAU), the parameters listed in
paragraphs (a)(1) through (a)(18) of this section
must be recorded within the ranges and accuracies
specified in Appendix D of this part, and—
(i)
For airplanes with more than two engines, the
parameter described in paragraph (a)(18) is not
required unless sufficient capacity is available on
the existing recorder to record that parameter.
(ii)
Parameters listed in paragraphs (a)(12) through
(a)(17) each may be recorded from a single source.
(2)
For airplanes that were equipped as of July 16,
1996, with a flight data acquisition unit (FDAU),
the parameters listed in paragraphs (a)(1) through
(a)(22) of this section must be recorded within the
ranges, accuracies, and recording intervals
specified in Appendix E of this part. Parameters
listed in paragraphs (a)(12) through (a)(17) each
may be recorded from a single source.
(3)
The approved flight recorder required by this
section must be installed at the earliest time
practicable, but no later than the next heavy
maintenance check after August 18, 1999 and no later
than August 20, 2001. A heavy maintenance check is
considered to be any time an airplane is scheduled
to be out of service for 4 or more days and is
scheduled to include access to major structural
components.
(c)
For all turbine-engine-powered transport category
airplanes
(1)
That were equipped, with one or more digital data
bus(es) and an ARINC 717 digital flight data
acquisition unit (DFDAU) or equivalent, the
parameters specified in paragraphs (a)(1) through
(a)(22) of this section must be recorded within the
ranges, accuracies, resolutions, and sampling
intervals specified in Appendix E of this part.
Parameters listed in paragraphs (a)(12) through
(a)(14) each may be recorded from a single source.
(2)
Commensurate with the capacity of the recording
system (DFDAU or equivalent and the DFDR), all
additional parameters for which information sources
are installed and which are connected to the
recording system must be recorded within the ranges,
accuracies, resolutions, and sampling intervals
specified in Appendix E of this part.
(3)
That were subject to 125.225(e) of this part, all
conditions of 125.225(c) must continue to be met
until compliance with paragraph (c)(1) of this
section is accomplished.
(d)
For all turbine-engine-powered transport category
airplanes
(1)
The parameters listed in paragraphs (a)(1) through
(a)(34) of this section must be recorded within the
ranges, accuracies, resolutions, and recording
intervals specified in Appendix E of this part.
Paramaters listed in paragraphs (a)(12) through
(a)(14) each may be recorded from a single source.
(2)
Commensurate with the capacity of the recording
system, all additional parameters for which
information sources are installed and which are
connected to the recording system, must be recorded
within the ranges, accuracies, resolutions, and
sampling intervals specified in Appendix E of this
part.
(e)
For all turbine-engine-powered transport category
airplanes
(1)
The parameters listed in paragraph (a) (1) through
(57) of this section must be recorded within the
ranges, accuracies, resolutions, and recording
intervals specified in Appendix E of this part.
(2)
Commensurate with the capacity of the recording
system, all additional parameters for which
information sources are installed and which are
connected to the recording system, must be recorded
within the ranges, accuracies, resolutions, and
sampling intervals specified in Appendix E of this
part.
(f)
For all turbine-engine-powered transport category
airplanes that are manufactured after August 19,
2002 parameters listed in paragraph (a)(1) through
(a)(88) of this section must be recorded within the
ranges, accuracies, resolutions, and recording
intervals specified in Appendix E of this part.
(g)
Whenever a flight data recorder required by this
section is installed, it must be operated
continuously from the instant the airplane begins
its takeoff roll until it has completed its landing
roll.
(h)
Except as provided in paragraph (i) of this section,
and except for recorded data erased as authorized in
this paragraph, each certificate holder shall keep
the recorded data prescribed by this section, as
appropriate, until the airplane has been operated
for at least 25 hours of the operating time
specified in 121.359(a) of this part. A total of 1
hour of recorded data may be erased for the purpose
of testing the flight recorder or the flight
recorder system. Any erasure made in accordance with
this paragraph must be of the oldest recorded data
accumulated at the time of testing. Except as
provided in paragraph (i) of this section, no record
need to be kept more than 60 days.
(i)
In the event of an accident or occurrence that
requires immediate notification of the National
Transportation Safety Board under 49 CFR 830 of its
regulations and that results in termination of the
flight, the certificate holder shall remove the
recorder from the airplane and keep the recorder
data prescribed by this section, as appropriate, for
at least 60 days or for a longer period upon the
request of the Board or the Administrator.
(j)
Each flight data recorder system required by this
section must be installed in accordance with the
requirements of 25.1459 (a), (b), (d), and (e) of
this chapter. A correlation must be established
between the values recorded by the flight data
recorder and the corresponding values being
measured. The correlation must contain a sufficient
number of correlation points to accurately establish
the conversion from the recorded values to
engineering units or discrete state over the full
operating range of the parameter. Except for
airplanes having separate altitude and airspeed
sensors that are an integral part of the flight data
recorder system, a single correlation may be
established for any group of airplanes—
(1)
That are of the same type;
(2)
On which the flight recorder system and its
installation are the same; and
(3)
On which there is no difference in the type design
with respect to the installation of those sensors
associated with the flight data recorder system.
Documentation sufficient to convert recorded data
into the engineering units and discrete values
specified in the applicable appendix must be
maintained by the certificate holder.
(k)
Each flight data recorder required by this section
must have an approved device to assist in locating
that recorder under water.
(l)
The following airplanes that need not comply with
this section, but must continue to comply with
applicable paragraphs of 125.225 of this chapter, as
appropriate:
(1)
Airplanes that meet the Stage 2 noise levels of part
36 of this chapter and are subject to 91.801(c) of
this chapter, Stage 2 airplane otherwise allowed to
be operated under Part 91 of this chapter must
comply with the applicable flight data recorder
requirements of this section for that airplane.
(2)
British Aerospace 1–11, General Dynamics Convair
580, General Dynamics Convair 600, General Dynamics
Convair 640, deHavilland Aircraft Company Ltd.
DHC–7, Fairchild Industries FH 227, Fokker F–27
(except Mark 50), F–28 Mark 1000 and Mark 4000,
Gulfstream Aerospace G–159, Jetstream 4100 Series,
Lockheed Aircraft Corporation Electra 10–A, Lockheed
Aircraft Corporation Electra 10–B, Lockheed Aircraft
Corporation Electra 10–E, Lockheed Aircraft
Corporation Electra L–188, Lockheed Martin Model 382
(L–100) Hercules, Maryland Air Industries, Inc. F27,
Mitsubishi Heavy Industries, Ltd. YS–11, Short Bros.
Limited SD3–30, Short Bros. Limited SD3–60.
(a)
No certificate holder may operate a large turbine
engine powered airplane or a large pressurized
airplane with four reciprocating engines unless an
approved cockpit voice recorder is installed in that
airplane and is operated continuously from the start
of the use of the checklist (before starting engines
for the purpose of flight) to completion of the
final checklist at the termination of the flight.
(b)
Each certificate holder shall establish a schedule
for completion, before the prescribed dates, of the
cockpit voice recorder installations required by
paragraph (a) of this section. In addition, the
certificate holder shall identify any airplane
specified in paragraph (a) of this section he
intends to discontinue using before the prescribed
dates.
(c)
The cockpit voice recorder required by this section
must also meet the following standards:
(1)
The requirements of part 25 of this chapter in
effect.
(2)
Each recorder container must—
(i)
Be either bright orange or bright yellow;
(ii)
Have reflective tape affixed to the external surface
to facilitate its location under water; and
(iii) Have an approved underwater locating device on
or adjacent to the container which is secured in
such a manner that it is not likely to be separated
during crash impact, unless the cockpit voice
recorder and the flight recorder, required by 25.225
of this chapter, are installed adjacent to each
other in such a manner that they are not likely to
be separated during crash impact.
(d)
In complying with this section, an approved cockpit
voice recorder having an erasure feature may be used
so that, at any time during the operation of the
recorder, information recorded more than 30 minutes
earlier may be erased or otherwise obliterated.
(e)
For those aircraft equipped to record the
uninterrupted audio signals received by a boom or a
mask microphone the flight crewmembers are required
to use the boom microphone below 18,000 feet mean
sea level. No person may operate a large turbine
engine powered airplane or a large pressurized
airplane with four reciprocating engines, or on
which a cockpit voice recorder has been installed,
unless it is equipped to record the uninterrupted
audio signal received by a boom or mask microphone
in accordance with 25.1457(c)(5) of this chapter.
(f)
In the event of an accident or occurrence requiring
immediate notification of the National
Transportation Safety Board under 49 CFR part 830 of
its regulations, which results in the termination of
the flight, the certificate holder shall keep the
recorded information for at least 60 days or, if
requested by the Administrator or the Board, for a
longer period. Information obtained from the record
is used to assist in determining the cause of
accidents or occurrences in connection with
investigations under 49 CFR part 830. The
Administrator does not use the record in any civil
penalty or certificate action.
This
subpart prescribes rules, in addition to those
prescribed in other parts of this chapter, for the
maintenance of airplanes, airframes, aircraft
engines, propellers, appliances, each item of
survival and emergency equipment, and their
component parts operated under this part.
(a)
With regard to airplanes, including airframes,
aircraft engines, propellers, appliances, and
survival and emergency equipment, operated by a
certificate holder, that certificate holder is
primarily responsible for—
(1)
Airworthiness;
(2)
The performance of maintenance, preventive
maintenance, and alteration in accordance with
applicable regulations and the certificate holder's
manual;
(3)
The scheduling and performance of inspections
required by this part; and
(4)
Ensuring that maintenance personnel make entries in
the airplane maintenance log and maintenance records
which meet the requirements of part 43 of this
chapter and the certificate holder's manual, and
which indicate that the airplane has been approved
for return to service after maintenance, preventive
maintenance, or alteration has been performed.
The
certificate holder must ensure that each person with
whom it arranges for the performance of maintenance,
preventive maintenance, alteration, or required
inspection items identified in the certificate
holder's manual in accordance with 125.249(a)(3)(ii)
must have an organization adequate to perform that
work.
(a)
No person may operate an airplane subject to this
part unless
(1)
The replacement times for life-limited parts
specified in the aircraft type certificate data
sheets, or other documents approved by the
Administrator, are complied with;
(2)
Defects disclosed between inspections, or as a
result of inspection, have been corrected in
accordance with part 43 of this chapter; and
(3)
The airplane, including airframe, aircraft engines,
propellers, appliances, and survival and emergency
equipment, and their component parts, is inspected
in accordance with an inspection program approved by
the Administrator.
(b)
The inspection program specified in paragraph (a)(3)
of this section must include at least the following:
(1)
Instructions, procedures, and standards for the
conduct of inspections for the particular make and
model of airplane, including necessary tests and
checks. The instructions and procedures must set
forth in detail the parts and areas of the airframe,
aircraft engines, propellers, appliances, and
survival and emergency equipment required to be
inspected.
(2)
A schedule for the performance of inspections that
must be performed under the program, expressed in
terms of the time in service, calendar time, number
of system operations, or any combination of these.
(c)
No person may be used to perform the inspections
required by this part unless that person is
authorized to perform maintenance under part 43 of
this chapter.
(d)
No person may operate an airplane subject to this
part unless—
(1)
The installed engines have been maintained in
accordance with the overhaul periods recommended by
the manufacturer or a program approved by the
Administrator; and
(2)
The engine overhaul periods are specified in the
inspection programs required by 125.247(a)(3).
(e)
Inspection programs which may be approved for use
under this part include, but are not limited to—
(1)
A continuous inspection program which is a part of a
current continuous airworthiness program approved
for use by a certificate holder under part 121 or
part 135 of this chapter;
(2)
Inspection programs currently recommended by the
manufacturer of the airplane, aircraft engines,
propellers, appliances, or survival and emergency
equipment; or
(3)
An inspection program developed by a certificate
holder under this part.
(a)
Each certificate holder's manual required by 125.71
of this part shall contain, in addition to the items
required by 125.73 of this part, at least the
following:
(1)
A description of the certificate holders maintenance
organization, when the certificate holder has such
an organization.
(2)
A list of those persons with whom the certificate
holder has arranged for performance of inspections
under this part. The list shall include the persons'
names and addresses.
(3)
The inspection programs required by 125.247 of this
part to be followed in the performance of
inspections under this part including—
(i)
The method of performing routine and non-routine
inspections (other than required inspections);
(ii)
The designation of the items that must be inspected
(required inspections), including at least those
which if improperly accomplished could result in a
failure, malfunction, or defect endangering the safe
operation of the airplane;
(iii) The method of performing required inspections;
(iv)
Procedures for the inspection of work performed
under previously required inspection findings
(“buy-back procedures”);
(v)
Procedures, standards, and limits necessary for
required inspections and acceptance or rejection of
the items required to be inspected;
(vi)
Instructions to prevent any person who performs any
item of work from performing any required inspection
of that work; and
(vii) Procedures to ensure that work interruptions
do not adversely affect required inspections and to
ensure required inspections are properly completed
before the airplane is released to service.
(b)
In addition, each certificate holder's manual shall
contain a suitable system which may include a coded
system that provides for the retention of the
following:
(1)
A description (or reference to data acceptable to
the Administrator) of the work performed.
(2)
The name of the person performing the work and the
person's certificate type and number.
(3)
The name of the person approving the work and the
person's certificate type and number.
(a)
No person may use any person to perform required
inspections unless the person performing the
inspection is appropriately certificated, properly
trained, qualified, and authorized to do so.
(b)
No person may perform a required inspection if that
person performed the item of work required to be
inspected.
(a)
No certificate holder may use any person as an
airman nor may any person serve as an airman unless
that person—
(1)
Holds an appropriate current airman certificate
issued by the AFRO-CAA;
(2)
Has any required appropriate current airman and
medical certificates in that person's possession
while engaged in operations under this part; and
(3)
Is otherwise qualified for the operation for which
that person is to be used.
(b)
Each airman covered by paragraph (a) of this section
shall present the certificates for inspection upon
the request of the Administrator.
(a)
No certificate holder may operate an airplane with
less than the minimum flight crew specified in the
type certificate and the Airplane Flight Manual
approved for that type airplane and required by this
part for the kind of operation being conducted.
(b)
In any case in which this part requires the
performance of two or more functions for which an
airman certificate is necessary, that requirement is
not satisfied by the performance of multiple
functions at the same time by one airman.
(c)
On each flight requiring a flight engineer, at least
one flight crewmember, other than the flight
engineer, must be qualified to provide emergency
performance of the flight engineer's functions for
the safe completion of the flight if the flight
engineer becomes ill or is otherwise incapacitated.
A pilot need not hold a flight engineer's
certificate to perform the flight engineer's
functions in such a situation.
(a)
No person may operate an airplane for which a flight
engineer is required by the type certification
requirements without a flight crewmember holding a
current flight engineer certificate.
(b)
No person may serve as a required flight engineer on
an airplane unless, within the preceding 6 calendar
months, that person has had at least 50 hours of
flight time as a flight engineer on that type
airplane, or the Administrator has checked that
person on that type airplane and determined that
person is familiar and competent with all essential
current information and operating procedures.
(a)
No certificate holder may operate an airplane
outside the conterminous AFRO-CAA States when its
position cannot be reliably fixed for a period of
more than 1 hour, without—
(1)
A flight crewmember who holds a current flight
navigator certificate; or
(2)
Two independent, properly functioning, and approved
long-range means of navigation which enable a
reliable determination to be made of the position of
the airplane by each pilot seated at that person's
duty station.
(b)
Operations where a flight navigator or long-range
navigation equipment, or both, are required are
specified in the operations specifications of the
operator.
(a)
Each certificate holder shall provide at least the
following flight attendants on each
passenger-carrying airplane used:
(1)
For airplanes having more than 19 but less than 51
passengers—one flight attendant.
(2)
For airplanes having more than 50 but less than 101
passengers—two flight attendants.
(3)
For airplanes having more than 100 passengers—two
flight attendants plus one additional flight
attendant for each unit (or part of a unit) of 50
passengers above 100 passengers.
(b)
The number of flight attendants approved under
paragraphs (a) and (b) of this section are set forth
in the certificate holder's operations
specifications.
(c)
During takeoff and landing, flight attendants
required by this section shall be located as near as
practicable to required floor level exits and shall
be uniformly distributed throughout the airplane to
provide the most effective egress of passengers in
event of an emergency evacuation.
(a)
Each certificate holder shall, for each type and
model of airplane, assign to each category of
required crewmember, as appropriate, the necessary
functions to be performed in an emergency or a
situation requiring emergency evacuation. The
certificate holder shall show those functions are
realistic, can be practically accomplished, and will
meet any reasonably anticipated emergency, including
the possible incapacitation of individual
crewmembers or their inability to reach the
passenger cabin because of shifting cargo in
combination cargo-passenger airplanes.
(b)
The certificate holder shall describe in its manual
the functions of each category of required
crewmembers under paragraph (a) of this section.
No
certificate holder may use any person, nor may any
person serve, as pilot in command of an airplane
unless that person—
(a)
Holds at least a commercial pilot certificate, an
appropriate category, class, and type rating, and an
instrument rating; and
(b)
Has had at least 1,200 hours of flight time as a
pilot, including 500 hours of cross-country flight
time, 100 hours of night flight time, including at
least 10 night takeoffs and landings, and 75 hours
of actual or simulated instrument flight time, at
least 50 hours of which were actual flight.
No
certificate holder may use any person, nor may any
person serve, as second in command of an airplane
unless that person—
(a)
Holds at least a commercial pilot certificate with
appropriate category and class ratings, and an
instrument rating; and
(b)
For flight under IFR, meets the recent instrument
experience requirements prescribed for a pilot in
command in part 61 of this chapter.
(a)
No certificate holder may use any person, nor may
any person serve, as a required pilot flight
crewmember unless within the preceding 90 calendar
days that person has made at least three takeoffs
and landings in the type airplane in which that
person is to serve. The takeoffs and landings
required by this paragraph may be performed in a
flight simulator if the flight simulator is
qualified and approved by the Administrator for such
purpose. However, any person who fails to qualify
for a 90-consecutive-day period following the date
of that person's last qualification under this
paragraph must reestablish recency of experience as
provided in paragraph (b) of this section.
(b)
A required pilot flight crewmember who has not met
the requirements of paragraph (a) of this section
may reestablish recency of experience by making at
least three takeoffs and landings under the
supervision of an authorized check airman, in
accordance with the following:
(1)
At least one takeoff must be made with a simulated
failure of the most critical powerplant.
(2)
At least one landing must be made from an ILS
approach to the lowest ILS minimums authorized for
the certificate holder.
(3)
At least one landing must be made to a complete
stop.
(c)
A required pilot flight crewmember who performs the
maneuvers required by paragraph (b) of this section
in a qualified and approved flight simulator, as
prescribed in paragraph (a) of this section, must—
(1)
Have previously logged 100 hours of flight time in
the same type airplane in which the pilot is to
serve; and
(2)
Be observed on the first two landings made in
operations under this part by an authorized check
airman who acts as pilot in command and occupies a
pilot seat. The landings must be made in weather
minimums that are not less than those contained in
the certificate holder's operations specifications
for Category I operations and must be made within 45
days following completion of simulator testing.
(d)
An authorized check airman who observes the takeoffs
and landings prescribed in paragraphs (b) and (c)(3)
of this section shall certify that the person being
observed is proficient and qualified to perform
flight duty in operations under this part, and may
require any additional maneuvers that are determined
necessary to make this certifying statement.
(a)
No certificate holder may use any person, nor may
any person serve as a pilot, unless, since the
beginning of the 12th calendar month before that
service, that person has passed a written or oral
test, given by the Administrator or an authorized
check airman on that person's knowledge in the
following areas—
(1)
The appropriate provisions of parts 61, 91, and 125
of this chapter and the operations specifications
and the manual of the certificate holder;
(2)
For each type of airplane to be flown by the pilot,
the airplane powerplant, major components and
systems, major appliances, performance and operating
limitations, standard and emergency operating
procedures, and the contents of the approved
Airplane Flight Manual or approved equivalent, as
applicable;
(3)
For each type of airplane to be flown by the pilot,
the method of determining compliance with weight and
balance limitations for takeoff, landing, and en
route operations;
(4)
Navigation and use of air navigation aids
appropriate to the operation of pilot authorization,
including, when applicable, instrument approach
facilities and procedures;
(5)
Air traffic control procedures, including IFR
procedures when applicable;
(6)
Meteorology in general, including the principles of
frontal systems, icing, fog, thunderstorms, and
windshear, and, if appropriate for the operation of
the certificate holder, high altitude weather;
(7)
Procedures for avoiding operations in thunderstorms
and hail, and for operating in turbulent air or in
icing conditions;
(8)
New equipment, procedures, or techniques, as
appropriate;
(9)
Knowledge and procedures for operating during ground
icing conditions, (i.e., any time conditions are
such that frost, ice, or snow may reasonably be
expected to adhere to the airplane), if the
certificate holder expects to authorize takeoffs in
ground icing conditions, including:
(i)
The use of holdover times when using
deicing/anti-icing fluids.
(ii)
Airplane deicing/anti-icing procedures, including
inspection and check procedures and
responsibilities.
(iii) Communications.
(iv)
Airplane surface contamination (i.e., adherence of
frost, ice, or snow) and critical area
identification, and knowledge of how contamination
adversely affects airplane performance and flight
characteristics.
(v)
Types and characteristics of deicing/anti-icing
fluids, if used by the certificate holder.
(vi)
Cold weather preflight inspection procedures.
(vii) Techniques for recognizing contamination on
the airplane.
(b)
No certificate holder may use any person, nor may
any person serve, as a pilot in any airplane unless,
since the beginning of the 12th calendar month
before that service, that person has passed a
competency check given by the Administrator or an
authorized check airman in that type of airplane to
determine that person's competence in practical
skills and techniques in that airplane or type of
airplane. The extent of the competency check shall
be determined by the Administrator or authorized
check airman conducting the competency check. The
competency check may include any of the maneuvers
and procedures currently required for the original
issuance of the particular pilot certificate
required for the operations authorized and
appropriate to the category, class, and type of
airplane involved. For the purposes of this
paragraph, type, as to an airplane, means any one of
a group of airplanes determined by the Administrator
to have a similar means of propulsion, the same
manufacturer, and no significantly different
handling or flight characteristics.
(c)
The instrument proficiency check required by 125.291
may be substituted for the competency check required
by this section for the type of airplane used in the
check.
(d)
For the purposes of this part, competent performance
of a procedure or maneuver by a person to be used as
a pilot requires that the pilot be the obvious
master of the airplane with the successful outcome
of the maneuver never in doubt.
(e)
The Administrator or authorized check airman
certifies the competency of each pilot who passes
the knowledge or flight check in the certificate
holder's pilot records.
(f)
Portions of a required competency check may be given
in an airplane simulator or other appropriate
training device, if approved by the Administrator.
No
certificate holder may use any person, nor may any
person serve, as a flight attendant crewmember,
unless, since the beginning of the 12th calendar
month before that service, the certificate holder
has determined by appropriate initial and recurrent
testing that the person is knowledgeable and
competent in the following areas as appropriate to
assigned duties and responsibilities:
(a)
Authority of the pilot in command;
(b)
Passenger handling, including procedures to be
followed in handling deranged persons or other
persons whose conduct might jeopardize safety;
(c)
Crewmember assignments, functions, and
responsibilities during ditching and evacuation of
persons who may need the assistance of another
person to move expeditiously to an exit in an
emergency;
(d)
Briefing of passengers;
(e)
Location and operation of portable fire
extinguishers and other items of emergency
equipment;
(f)
Proper use of cabin equipment and controls;
(g)
Location and operation of passenger oxygen
equipment;
(h)
Location and operation of all normal and emergency
exits, including evacuation chutes and escape ropes;
and
(i)
Seating of persons who may need assistance of
another person to move rapidly to an exit in an
emergency as prescribed by the certificate holder's
operations manual.
(a)
No certificate holder may use any person, nor may
any person serve, as a pilot in command of an
airplane under IFR unless, since the beginning of
the sixth calendar month before that service, that
person has passed an instrument proficiency check
and the Administrator or an authorized check airman
has so certified in a letter of competency.
(b)
No pilot may use any type of precision instrument
approach procedure under IFR unless, since the
beginning of the sixth calendar month before that
use, the pilot has satisfactorily demonstrated that
type of approach procedure and has been issued a
letter of competency under paragraph (g) of this
section. No pilot may use any type of non-precision
approach procedure under IFR unless, since the
beginning of the sixth calendar month before that
use, the pilot has satisfactorily demonstrated
either that type of approach procedure or any other
two different types of non-precision approach
procedures and has been issued a letter of
competency under paragraph (g) of this section. The
instrument approach procedure or procedures must
include at least one straight-in approach, one
circling approach, and one missed approach. Each
type of approach procedure demonstrated must be
conducted to published minimums for that procedure.
(c)
The instrument proficiency check required by
paragraph (a) of this section consists of an oral or
written equipment test and a flight check under
simulated or actual IFR conditions. The equipment
test includes questions on emergency procedures,
engine operation, fuel and lubrication systems,
power settings, stall speeds, best engine-out speed,
propeller and supercharge operations, and hydraulic,
mechanical, and electrical systems, as appropriate.
The flight check includes navigation by instruments,
recovery from simulated emergencies, and standard
instrument approaches involving navigational
facilities which that pilot is to be authorized to
use.
(1)
For a pilot in command of an airplane, the
instrument proficiency check must include the
procedures and maneuvers for a commercial pilot
certificate with an instrument rating and, if
required, for the appropriate type rating.
(2)
The instrument proficiency check must be given by an
authorized check airman or by the Administrator.
(d)
If the pilot in command is assigned to pilot only
one type of airplane, that pilot must take the
instrument proficiency check required by paragraph
(a) of this section in that type of airplane.
(e)
If the pilot in command is assigned to pilot more
than one type of airplane, that pilot must take the
instrument proficiency check required by paragraph
(a) of this section in each type of airplane to
which that pilot is assigned, in rotation, but not
more than one flight check during each period
described in paragraph (a) of this section.
(f)
Portions of a required flight check may be given in
an airplane simulator or other appropriate training
device, if approved by the Administrator.
(g)
The Administrator or authorized check airman issues
a letter of competency to each pilot who passes the
instrument proficiency check. The letter of
competency contains a list of the types of
instrument approach procedures and facilities
authorized.
(a)
If a crewmember who is required to take a test or a
flight check under this part completes the test or
flight check in the calendar month before or after
the calendar month in which it is required, that
crewmember is considered to have completed the test
or check in the calendar month in which it is
required.
(b)
If a pilot being checked under this subpart fails
any of the required maneuvers, the person giving the
check may give additional training to the pilot
during the course of the check. In addition to
repeating the maneuvers failed, the person giving
the check may require the pilot being checked to
repeat any other maneuvers that are necessary to
determine the pilot's proficiency. If the pilot
being checked is unable to demonstrate satisfactory
performance to the person conducting the check, the
certificate holder may not use the pilot, nor may
the pilot serve, in the capacity for which the pilot
is being checked in operations under this part until
the pilot has satisfactorily completed the check.
Each
certificate holder desiring AFRO-CAA approval of a
check airman shall submit a request in writing to
the AFRO-CAA office charged with the overall
inspection of the certificate holder. The
Administrator may issue a letter of authority to
each check airman if that airman passes the
appropriate oral and flight test. The letter of
authority lists the tests and checks in this part
that the check airman is qualified to give, and the
category, class and type airplane, where
appropriate, for which the check airman is
qualified.
A
crewmember who has successfully completed training,
testing, or checking in accordance with an approved
training program that meets the requirements of this
part and that is conducted in accordance with an
approved course conducted by a training center
certificated under part 142 of this chapter, is
considered to meet applicable requirements of this
part.
(a)
Flight simulators and flight training devices
approved by the Administrator may be used in
training, testing, and checking required by this
subpart.
(b)
Each flight simulator and flight training device
that is used in training, testing, and checking
required under this subpart must be used in
accordance with an approved training course
conducted by a training center certificated under
part 142 of this chapter, or meet the following
requirements:
(1)
It must be specifically approved for—
(i)
The certificate holder;
(ii)
The type airplane and, if applicable, the particular
variation within type for which the check is being
conducted; and
(iii) The particular maneuver, procedure, or
crewmember function involved.
(2)
It must maintain the performance, functional, and
other characteristics that are required for
approval.
(3)
It must be modified to conform with any modification
to the airplane being simulated that changes the
performance, functional, or other characteristics
required for approval.
(a)
Except as provided in paragraph (b) of this section,
each required flight crewmember on flight deck duty
must remain at the assigned duty station with seat
belt fastened while the airplane is taking off or
landing and while it is en route.
(b)
A required flight crewmember may leave the assigned
duty station—
(1)
If the crewmember's absence is necessary for the
performance of duties in connection with the
operation of the airplane;
(2)
If the crewmember's absence is in connection with
physiological needs; or
(3)
If the crewmember is taking a rest period and relief
is provided—
(i)
In the case of the assigned pilot in command, by a
pilot qualified to act as pilot in command.
(ii)
In the case of the assigned second in command, by a
pilot qualified to act as second in command of that
airplane during en route operations. However, the
relief pilot need not meet the recent experience
requirements of 125.285.
No
pilot in command may allow any person to manipulate
the controls of an airplane while carrying
passengers during flight, nor may any person
manipulate the controls while carrying passengers
during flight, unless that person is a qualified
pilot of the certificate holder operating that
airplane.
(a)
No person may admit any person to the flight deck of
an airplane unless the person being admitted is—
(1)
A crewmember;
(2)
An AFRO-CAA inspector or an authorized
representative of the National Transportation Safety
Board who is performing official duties; or
(3)
Any person who has the permission of the pilot in
command.
(b)
No person may admit any person to the flight deck
unless there is a seat available for the use of that
person in the passenger compartment, except—
(1)
An AFRO-CAA inspector or an authorized
representative of the Administrator or who is
checking or observing flight operations; or
(2)
A certificated airman employed by the certificate
holder whose duties require an airman certificate.
125.317 Inspector's credentials: Admission to
pilots' compartment: Forward observer's seat.
(a)
Whenever, in performing the duties of conducting an
inspection, an AFRO-CAA inspector presents an
Aviation Safety Inspector credential, AFRO-CAA Form
110A, to the pilot in command of an airplane
operated by the certificate holder, the inspector
must be given free and uninterrupted access to the
pilot compartment of that airplane. However, this
paragraph does not limit the emergency authority of
the pilot in command to exclude any person from the
pilot compartment in the interest of safety.
(b)
A forward observer's seat on the flight deck, or
forward passenger seat with headset or speaker, must
be provided for use by the Administrator while
conducting en route inspections. The suitability of
the location of the seat and the headset or speaker
for use in conducting en route inspections is
determined by the Administrator.
(a)
In an emergency situation that requires immediate
decision and action, the pilot in command may take
any action considered necessary under the
circumstances. In such a case, the pilot in command
may deviate from prescribed operations, procedures
and methods, weather minimums, and this chapter, to
the extent required in the interests of safety.
(b)
In an emergency situation arising during flight that
requires immediate decision and action by
appropriate management personnel in the case of
operations conducted with a flight following service
and which is known to them, those personnel shall
advise the pilot in command of the emergency, shall
ascertain the decision of the pilot in command, and
shall have the decision recorded. If they cannot
communicate with the pilot, they shall declare an
emergency and take any action that they consider
necessary under the circumstances.
(c)
Whenever emergency authority is exercised, the pilot
in command or the appropriate management personnel
shall keep the appropriate ground radio station
fully informed of the progress of the flight. The
person declaring the emergency shall send a written
report of any deviation, through the operator's
AFRO-CAA of operations, to the Administrator within
10 days, exclusive of Saturdays, Sundays, and
holidays, after the flight is completed or, in the
case of operations outside the AFRO-CAA member
States, upon return to the home base.
Whenever the pilot in command encounters a
meteorological condition or an irregularity in a
ground facility or navigation aid in flight, the
knowledge of which the pilot in command considers
essential to the safety of other flights, the pilot
in command shall notify an appropriate ground
station as soon as practicable.
The
pilot in command shall ensure that all mechanical
irregularities occurring during flight are entered
in the maintenance log of the airplane at the next
place of landing. Before each flight, the pilot in
command shall ascertain the status of each
irregularity entered in the log at the end of the
preceding flight.
No
person may make an instrument approach at an airport
except in accordance with IFR weather minimums and
unless the type of instrument approach procedure to
be used is listed in the certificate holder's
operations specifications.
125.327 Briefing
of passengers before flight.
(a)
Before each takeoff, each pilot in command of an
airplane carrying passengers shall ensure that all
passengers have been orally briefed on—
(1)
Smoking. Each passenger shall be briefed on
when, where, and under what conditions smoking is
prohibited. This briefing shall include a statement
that the Aviation Regulations require passenger
compliance with the lighted passenger information
signs, posted placards, areas designated for safety
purposes as no smoking areas, and crewmember
instructions with regard to these items.
(2)
The use of safety belts, including instructions
on how to fasten and unfasten the safety belts.
Each passenger shall be briefed on when, where, and
under what conditions the safety belt must be
fastened about him or her. This briefing shall
include a statement that the Federal Aviation
Regulations require passenger compliance with
lighted passenger information signs and crewmember
instructions concerning the use of safety belts.
(3)
The placement of seat backs in an upright position
before takeoff and landing;
(4)
Location and means for opening the passenger entry
door and emergency exits;
(5)
Location of survival equipment;
(6)
If the flight involves extended overwater operation,
ditching procedures and the use of required
flotation equipment;
(7)
If the flight involves operations above 12,000 feet
MSL, the normal and emergency use of oxygen; and
(8)
Location and operation of fire extinguishers.
(b)
Before each takeoff, the pilot in command shall
ensure that each person who may need the assistance
of another person to move expeditiously to an exit
if an emergency occurs and that person's attendant,
if any, has received a briefing as to the procedures
to be followed if an evacuation occurs. This
paragraph does not apply to a person who has been
given a briefing before a previous leg of a flight
in the same airplane.
(c)
The oral briefing required by paragraph (a) of this
section shall be given by the pilot in command or a
member of the crew. It shall be supplemented by
printed cards for the use of each passenger
containing—
(1)
A diagram and method of operating the emergency
exits; and
(2)
Other instructions necessary for the use of
emergency equipment on board the airplane.
Each
card used under this paragraph must be carried in
the airplane in locations convenient for the use of
each passenger and must contain information that is
appropriate to the airplane on which it is to be
used.
(d)
The certificate holder shall describe in its manual
the procedure to be followed in the briefing
required by paragraph (a) of this section.
(e)
If the airplane does not proceed directly over water
after takeoff, no part of the briefing required by
paragraph (a)(6) of this section has to be given
before takeoff but the briefing required by
paragraph (a)(6) must be given before reaching the
overwater part of the flight.
No
person may assault, threaten, intimidate, or
interfere with a crewmember in the performance of
the crewmember's duties aboard an aircraft being
operated under this part.
(a)
Except as provided in paragraphs (b), (c), (d), and
(e) of this section, no person may use an autopilot
at an altitude above the terrain which is less than
500 feet or less than twice the maximum altitude
loss specified in the approved Airplane Flight
Manual or equivalent for a malfunction of the
autopilot, whichever is higher.
(b)
When using an instrument approach facility other
than ILS, no person may use an autopilot at an
altitude above the terrain that is less than 50 feet
below the approved minimum descent altitude for that
procedure, or less than twice the maximum loss
specified in the approved Airplane Flight Manual or
equivalent for a malfunction of the autopilot under
approach conditions, whichever is higher.
(c)
For ILS approaches when reported weather conditions
are less than the basic weather conditions in 91.155
of this chapter, no person may use an autopilot with
an approach coupler at an altitude above the terrain
that is less than 50 feet above the terrain, or the
maximum altitude loss specified in the approved
Airplane Flight Manual or equivalent for the
malfunction of the autopilot with approach coupler,
whichever is higher.
(d)
Without regard to paragraph (a), (b), or (c) of this
section, the Administrator may issue operations
specifications to allow the use, to touchdown, of an
approved flight control guidance system with
automatic capability, if—
(1)
The system does not contain any altitude loss (above
zero) specified in the approved Airplane Flight
Manual or equivalent for malfunction of the
autopilot with approach coupler; and
(2)
The Administrator finds that the use of the system
to touchdown will not otherwise adversely affect the
safety standards of this section.
(e)
Notwithstanding paragraph (a) of this section, the
Administrator issues operations specifications to
allow the use of an approved autopilot system with
automatic capability during the takeoff and initial
climb phase of flight provided:
(1)
The Airplane Flight Manual specifies a minimum
altitude engagement certification restriction;
(2)
The system is not engaged prior to the minimum
engagement certification restriction specified in
the Airplane Flight Manual or an altitude specified
by the Administrator, whichever is higher; and
(3)
The Administrator finds that the use of the system
will not otherwise affect the safety standards
required by this section.
The
following persons may be carried aboard an airplane
without complying with the passenger-carrying
requirements of this part:
(a)
A crewmember.
(b)
A person necessary for the safe handling of animals
on the airplane.
(c)
A person necessary for the safe handling of
hazardous materials (as defined in subchapter C of
title 49 CFR).
(d)
A person performing duty as a security or honor
guard accompanying a shipment made by or under the
authority of the AFRO-CAA member State Government.
(e)
A military courier or a military route supervisor
carried by a military cargo contract operator if
that carriage is specifically authorized by the
appropriate military service.
(f)
An authorized representative of the Administrator
conducting an en route inspection.
(g)
A person authorized by the Administrator.
(a)
No certificate holder may move an airplane on the
surface, take off, or land when any food, beverage,
or tableware furnished by the certificate holder is
located at any passenger seat.
(b)
No certificate holder may move an airplane on the
surface, take off, or land unless each food and
beverage tray and seat back tray table is secured in
its stowed position.
(c)
No certificate holder may permit an airplane to move
on the surface, take off, or land unless each
passenger serving cart is secured in its stowed
position.
(d)
Each passenger shall comply with instructions given
by a crewmember with regard to compliance with this
section.
(a)
No person may start a flight without authority from
the person authorized by the certificate holder to
exercise operational control over the flight.
(b)
No person may start a flight unless the pilot in
command or the person authorized by the certificate
holder to exercise operational control over the
flight has executed a flight release setting forth
the conditions under which the flight will be
conducted. The pilot in command may sign the flight
release only when both the pilot in command and the
person authorized to exercise operational control
believe the flight can be made safely, unless the
pilot in command is authorized by the certificate
holder to exercise operational control and execute
the flight release without the approval of any other
person.
(c)
No person may continue a flight from an intermediate
airport without a new flight release if the airplane
has been on the ground more than 6 hours.
During a flight, the pilot in command shall obtain
any additional available information of
meteorological conditions and irregularities of
facilities and services that may affect the safety
of the flight.
No
person may release an airplane unless it is
airworthy and is equipped as prescribed.
No
person may release an airplane over any route or
route segment unless communication and navigation
facilities equal to those required by 125.51 are in
satisfactory operating condition.
125.359 Flight
release under VFR.
No
person may release an airplane for VFR operation
unless the ceiling and visibility en route, as
indicated by available weather reports or forecasts,
or any combination thereof, are and will remain at
or above applicable VFR minimums until the airplane
arrives at the airport or airports specified in the
flight release.
Except as provided in 125.363, no person may release
an airplane for operations under IFR or over-the-top
unless appropriate weather reports or forecasts, or
any combination thereof, indicate that the weather
conditions will be at or above the authorized
minimums at the estimated time of arrival at the
airport or airports to which released.
(a)
No person may release an airplane for a flight that
involves extended overwater operation unless
appropriate weather reports or forecasts, or any
combination thereof, indicate that the weather
conditions will be at or above the authorized
minimums at the estimated time of arrival at any
airport to which released or to any required
alternate airport.
(b)
Each certificate holder shall conduct extended
overwater operations under IFR unless it shows that
operating under IFR is not necessary for safety.
(c)
Each certificate holder shall conduct other
overwater operations under IFR if the Administrator
determines that operation under IFR is necessary for
safety.
(d)
Each authorization to conduct extended overwater
operations under VFR and each requirement to conduct
other overwater operations under IFR will be
specified in the operations specifications.
(a)
If the weather conditions at the airport of takeoff
are below the landing minimums in the certificate
holder's operations specifications for that airport,
no person may release an airplane from that airport
unless the flight release specifies an alternate
airport located within the following distances from
the airport of takeoff:
(1)
Airplanes having two engines. Not more than 1
hour from the departure airport at normal cruising
speed in still air with one engine inoperative.
(2)
Airplanes having three or more engines. Not
more than 2 hours from the departure airport at
normal cruising speed in still air with one engine
inoperative.
(b)
For the purposes of paragraph (a) of this section,
the alternate airport weather conditions must meet
the requirements of the certificate holder's
operations specifications.
(c)
No person may release an airplane from an airport
unless that person lists each required alternate
airport in the flight release.
(a)
Except as provided in paragraph (b) of this section,
each person releasing an airplane for operation
under IFR or over-the-top shall list at least one
alternate airport for each destination airport in
the flight release.
(b)
An alternate airport need not be designated for IFR
or over-the-top operations where the airplane
carries enough fuel to meet the requirements of
125.375 and 125.377 for flights outside the 48
conterminous States and the District of Columbia
over routes without an available alternate airport
for a particular airport of destination.
(c)
For the purposes of paragraph (a) of this section,
the weather requirements at the alternate airport
must meet the requirements of the operator's
operations specifications.
(d)
No person may release a flight unless that person
lists each required alternate airport in the flight
release.
No
person may list an airport as an alternate airport
in the flight release unless the appropriate weather
reports or forecasts, or any combination thereof,
indicate that the weather conditions will be at or
above the alternate weather minimums specified in
the certificate holder's operations specifications
for that airport when the flight arrives.
(a)
No pilot in command may allow a flight to continue
toward any airport to which it has been released if,
in the opinion of the pilot in command, the flight
cannot be completed safely, unless, in the opinion
of the pilot in command, there is no safer
procedure. In that event, continuation toward that
airport is an emergency situation.
(a)
A certificate holder may specify any airport
authorized for the type of airplane as a destination
for the purpose of original release.
(b)
No person may allow a flight to continue to an
airport to which it has been released unless the
weather conditions at an alternate airport that was
specified in the flight release are forecast to be
at or above the alternate minimums specified in the
operations specifications for that airport at the
time the airplane would arrive at the alternate
airport. However, the flight release may be amended
en route to include any alternate airport that is
within the fuel range of the airplane as specified
in 125.375 or 125.377.
(c)
No person may change an original destination or
alternate airport that is specified in the original
flight release to another airport while the airplane
is en route unless the other airport is authorized
for that type of airplane.
(d)
Each person who amends a flight release en route
shall record that amendment.
(a)
Except as provided in paragraph (b) of this section,
no person may release for flight or take off a
non-turbine or turbo-propeller-powered airplane
unless, considering the wind and other weather
conditions expected, it has enough fuel—
(1)
To fly to and land at the airport to which it is
released;
(2)
Thereafter, to fly to and land at the most distant
alternate airport specified in the flight release;
and
(3)
Thereafter, to fly for 45 minutes at normal crusing
fuel consumption.
(b)
If the airplane is released for any flight other
than from one point in the conterminous AFRO-CAA
member States to another point in the conterminous
AFRO-CAA member States, it must carry enough fuel to
meet the requirements of paragraphs (a) (1) and (2)
of this section and thereafter fly for 30 minutes
plus 15 percent of the total time required to fly at
normal cruising fuel consumption to the airports
specified in paragraphs (a) (1) and (2) of this
section, or fly for 90 minutes at normal cruising
fuel consumption, whichever is less.
(c)
No person may release a nonturbine or
turbopropeller-powered airplane to an airport for
which an alternate is not specified under 125.367(b)
unless it has enough fuel, considering wind and
other weather conditions expected, to fly to that
airport and thereafter to fly for 3 hours at normal
cruising fuel consumption.
(a)
Except as provided in paragraph (b) of this section,
no person may release for flight or takeoff a
turbine-powered airplane (other than a turbo
propeller-powered airplane) unless, considering the
wind and other weather conditions expected, it has
enough fuel—
(1)
To fly to and land at the airport to which it is
released;
(2)
Thereafter, to fly to and land at the most distant
alternate airport specified in the flight release;
and
(3)
Thereafter, to fly for 45 minutes at normal cruising
fuel consumption.
(b)
For any operation outside the conterminous AFRO-CAA
member States, unless authorized by the
Administrator in the operations specifications, no
person may release for flight or take off a
turbine-engine powered airplane (other than a turbo
propeller-powered airplane) unless, considering wind
and other weather conditions expected, it has enough
fuel—
(1)
To fly and land at the airport to which it is
released;
(2)
After that, to fly for a period of 10 percent of the
total time required to fly from the airport of
departure and land at the airport to which it was
released;
(3)
After that, to fly to and land at the most distant
alternate airport specified in the flight release,
if an alternate is required; and
(4)
After that, to fly for 30 minutes at holding speed
at 1,500 feet above the alternate airport (or the
destination airport if no alternate is required)
under standard temperature conditions.
(c)
No person may release a turbine-engine-powered
airplane (other than a turbo propeller airplane) to
an airport for which an alternate is not specified
under 125.367(b) unless it has enough fuel,
considering wind and other weather conditions
expected, to fly to that airport and thereafter to
fly for at least 2 hours at normal cruising fuel
consumption.
(d)
The Administrator may amend the operations
specifications of a certificate holder to require
more fuel than any of the minimums stated in
paragraph (a) or (b) of this section if the
Administrator finds that additional fuel is
necessary on a particular route in the interest of
safety.
(a)
If the pilot in command of an airplane has not
served 100 hours as pilot in command in the type of
airplane being operated, the MDA or DA/DH and
visibility landing minimums in the certificate
holder's operations specification are increased by
100 feet and one-half mile (or the RVR equivalent).
The MDA or DA/DH and visibility minimums need not be
increased above those applicable to the airport when
used as an alternate airport, but in no event may
the landing minimums be less than a 300-foot ceiling
and 1 mile of visibility.
(b)
The 100 hours of pilot-in-command experience
required by paragraph (a) may be reduced (not to
exceed 50 percent) by substituting one landing in
operations under this part in the type of airplane
for 1 required hour of pilot-in-command experience
if the pilot has at least 100 hours as pilot in
command of another type airplane in operations under
this part.
(c)
Category II minimums, when authorized in the
certificate holder's operations specifications, do
not apply until the pilot in command subject to
paragraph (a) of this section meets the requirements
of that paragraph in the type of airplane the pilot
is operating.
(a)
Regardless of any clearance from ATC, if the
reported weather conditions are less than that
specified in the certificate holder's operations
specifications, no pilot may—
(1)
Take off an airplane under IFR; or
(2)
Except as provided in paragraph (c) of this section,
land an airplane under IFR.
(b)
Except as provided in paragraph (c) of this section,
no pilot may execute an instrument approach
procedure if the latest reported visibility is less
than the landing minimums specified in the
certificate holder's operations specifications.
(c)
If a pilot initiates an instrument approach
procedure based on a weather report that indicates
that the specified visibility minimums exist and
subsequently receives another weather report that
indicates that conditions are below the minimum
requirements, then the pilot may continue with the
approach only if, the requirements of 91.175(l) of
this chapter, or both of the following conditions
are met—
(1)
The later weather report is received when the
airplane is in one of the following approach phases:
(i)
The airplane is on a ILS approach and has passed the
final approach fix;
(ii)
The airplane is on an ASR or PAR final approach and
has been turned over to the final approach
controller; or
(iii) The airplane is on a non-precision final
approach and the airplane—
(A)
Has passed the appropriate facility or final
approach fix; or
(B)
Where a final approach fix is not specified, has
completed the procedure turn and is established
inbound toward the airport on the final approach
course within the distance prescribed in the
procedure; and
(2)
The pilot in command finds, on reaching the
authorized MDA, or DA/DH, that the actual weather
conditions are at or above the minimums prescribed
for the procedure being used.
(a)
Each certificate holder is responsible for the
preparation and accuracy of a load manifest in
duplicate containing information concerning the
loading of the airplane. The manifest must be
prepared before each takeoff and must include—
(1)
The number of passengers;
(2)
The total weight of the loaded airplane;
(3)
The maximum allowable takeoff and landing weights
for that flight;
(4)
The center of gravity limits;
(5)
The center of gravity of the loaded airplane, except
that the actual center of gravity need not be
computed if the airplane is loaded according to a
loading schedule or other approved method that
ensures that the center of gravity of the loaded
airplane is within approved limits. In those cases,
an entry shall be made on the manifest indicating
that the center of gravity is within limits
according to a loading schedule or other approved
method:
(6)
The registration number of the airplane;
(7)
The origin and destination ; and
(8)
Names of passengers.
(b)
The pilot in command of an airplane for which a load
manifest must be prepared shall carry a copy of the
completed load manifest in the airplane to its
destination. The certificate holder shall keep
copies of completed load manifests for at least 30
days at its principal operations base, or at another
location used by it and approved by the
Administrator.
(a)
Each certificate holder shall—
(1)
Maintain current records of each crewmember that
show whether or not that crewmember complies with
this chapter (e.g., proficiency checks, airplane
qualifications, any required physical examinations,
and flight time records); and
(2)
Record each action taken concerning the release from
employment or physical or professional
disqualification of any flight crewmember and keep
the record for at least 6 months thereafter.
(b)
Each certificate holder shall maintain the records
required by paragraph (a) of this section at its
principal operations base, or at another location
used by it and approved by the Administrator.
(c)
Computer record systems approved by the
Administrator may be used in complying with the
requirements of paragraph (a) of this section.
(a)
The flight release may be in any form but must
contain at least the following information
concerning each flight:
(1)
Company or organization name.
(2)
Make, model, and registration number of the airplane
being used.
(3)
Date of flight.
(4)
Name and duty assignment of each crewmember.
(5)
Departure airport, destination airports, alternate
airports, and route.
(6)
Minimum fuel supply (in gallons or pounds).
(7)
A statement of the type of operation (e.g., IFR,
VFR).
(b)
The airplane flight release must contain, or have
attached to it, weather reports, available weather
forecasts, or a combination thereof.
(a)
The pilot in command of an airplane shall carry in
the airplane to its destination the original or a
signed copy of the—
(1)
Load manifest required by 125.383;
(2)
Flight release;
(3)
Airworthiness release; and
(4)
Flight plan, including route.
(b)
If a flight originates at the principal operations
base of the certificate holder, it shall retain at
that base a signed copy of each document listed in
paragraph (a) of this section.
(c)
Except as provided in paragraph (d) of this section,
if a flight originates at a place other than the
principal operations base of the certificate holder,
the pilot in command (or another person not aboard
the airplane who is authorized by the operator)
shall, before or immediately after departure of the
flight, mail signed copies of the documents listed
in paragraph (a) of this section to the principal
operations base.
(d)
If a flight originates at a place other than the
principal operations base of the certificate holder
and there is at that place a person to manage the
flight departure for the operator who does not
depart on the airplane, signed copies of the
documents listed in paragraph (a) of this section
may be retained at that place for not more than 30
days before being sent to the principal operations
base of the certificate holder. However, the
documents for a particular flight need not be
further retained at that place or be sent to the
principal operations base, if the originals or other
copies of them have been previously returned to the
principal operations base.
(e)
The certificate holder shall:
(1)
Identify in its operations manual the person having
custody of the copies of documents retained in
accordance with paragraph (d) of this section; and
(2)
Retain at its principal operations base either the
original or a copy of the records required by this
section for at least 30 days.
(a)
Each person who takes corrective action or defers
action concerning a reported or observed failure or
malfunction of an airframe, aircraft engine,
propeller, or appliance shall record the action
taken in the airplane maintenance log in accordance
with part 43 of this chapter.
(b)
Each certificate holder shall establish a procedure
for keeping copies of the airplane maintenance log
required by this section in the airplane for access
by appropriate personnel and shall include that
procedure in the manual required by 125.249.
(a)
Each certificate holder shall report the occurrence
or detection of each failure, malfunction, or
defect, in a form and manner prescribed by the
Administrator.
(b)
Each certificate holder shall submit each report
required by this section, covering each 24-hour
period beginning at 0900 local time of each day and
ending at 0900 local time on the next day, to the
AFRO-CAA office in Oklahoma City, Oklahoma. Each
report of occurrences during a 24-hour period shall
be submitted to the collection point within the next
96 hours. However, a report due on Saturday or
Sunday may be submitted on the following Monday, and
a report due on a holiday may be submitted on the
next work day.
(a)
No certificate holder may operate an airplane after
maintenance, preventive maintenance, or alteration
is performed on the airplane unless the person
performing that maintenance, preventive maintenance,
or alteration prepares or causes to be prepared—
(1)
An airworthiness release; or
(2)
An entry in the aircraft maintenance records in
accordance with the certificate holder's manual.
(b)
The airworthiness release or maintenance record
entry required by paragraph (a) of this section
must—
(1)
Be prepared in accordance with the procedures set
forth in the certificate holder's manual;
(2)
Include a certification that—
(i)
The work was performed in accordance with the
requirements of the certificate holder's manual;
(ii)
All items required to be inspected were inspected by
an authorized person who determined that the work
was satisfactorily completed;
(iii) No known condition exists that would make the
airplane unairworthy; and
(iv)
So ACAR as the work performed is concerned, the
airplane is in condition for safe operation; and
(3)
Be signed by a person authorized in part 43 of this
chapter to perform maintenance, preventive
maintenance, and alteration.
(c)
When an airworthiness release form is prepared, the
certificate holder must give a copy to the pilot in
command and keep a record of it for at least 60
days.
(d)
Instead of restating each of the conditions of the
certification required by paragraph (b) of this
section, the certificate holder may state in its
manual that the signature of a person authorized in
part 43 of this chapter constitutes that
certification.
(a)
This subpart requires operators to support the
continued airworthiness of each airplane. These
requirements may include, but are not limited to,
revising the inspection program, incorporating
design changes, and incorporating revisions to
Instructions for Continued Airworthiness.
(b)
For purposes of this subpart, the “AFRO-CAA ” is the
aircraft certification office or office of the
AFRO-CAA at with oversight responsibility for the
relevant type certificate or supplemental type
certificate, as determined by the Administrator.
125.503 [Reserved]
(a)
No person may operate an Airbus Model A300
(exlcuding the –600 series), British Aerospace Model
BAC 1–11, Boeing Model 707, 720, 727, 737 or 747,
McDonnell Douglas Model DC–8, DC–9/MD–80 or DC–10,
Fokker Model F28, or Lockheed Model L–1011 beyond
the applicable flight cycle implementation time
specified below, or May 25, 2001, whichever occurs
later, unless operations specifications have been
issued to reference repair assessment guidelines
applicable to the fuselage pressure boundary
(fuselage skin, door skin, and bulkhead webs), and
those guidelines are incorporated in its maintenance
program. The repair assessment guidelines must be
approved by the AFRO-CAA Aircraft Certification
Office (ACO), or office of the Transport Airplane
AFRO-CAAate, having cognizance over the type
certificate for the affected airplane.
(1)
For the Airbus Model A300 (excluding the –600
series), the flight cycle implementation time is:
(i)
Model B2: 36,000 flights.
(ii)
Model B4–100 (including Model B4–2C): 30,000 flights
above the window line, and 36,000 flights below the
window line.
(iii) Model B4–200: 25,500 flights above the window
line, and 34,000 flights below the window line.
(2)
For all models of the British Aerospace BAC 1–11,
the flight cycle implementation time is 60,000
flights.
(3)
For all models of the Boeing 707, the flight cycle
implementation time is 15,000 flights.
(4)
For all models of the Boeing 720, the flight cycle
implementation time is 23,000 flights.
(5)
For all models of the Boeing 727, the flight cycle
implementation time is 45,000 flights.
(6)
For all models of the Boeing 737, the flight cycle
implementation time is 60,000 flights.
(7)
For all models of the Boeing 747, the flight cycle
implementation time is 15,000 flights.
(8)
For all models of the McDonnell Douglas DC–8, the
flight cycle implementation time is 30,000 flights.
(9)
For all models of the McDonnell Douglas DC–9/MD–80,
the flight cycle implementation time is 60,000
flights.
(10)
For all models of the McDonnell Douglas DC–10, the
flight cycle implementation time is 30,000 flights.
(11)
For all models of the Lockheed L–1011, the flight
cycle implementation time is 27,000 flights.
(12)
For the Fokker F–28 Mark, 1000, 2000, 3000, and
4000, the flight cycle implementation time is 60,000
flights.
(b)
[Reserved]
125.507 Fuel tank
system inspection program.
(a)
Except as provided in paragraph (g) of this section,
this section applies to transport category,
turbine-powered airplanes with a type certificate
issued, that, as a result of original type
certification or later increase in capacity, have—
(1)
A maximum type-certificated passenger capacity of 30
or more, or
(2)
A maximum payload capacity of 7500 pounds or more.
(b)
For each airplane on which an auxiliary fuel tank is
installed under a field approval, before June 16,
2008, the certificate holder must submit to the
AFRO-CAA Oversight Office proposed maintenance
instructions for the tank that meet the requirements
of Special Federal Aviation Regulation No. 88 (SACAR
88) of this chapter.
(c)
No certificate holder may operate an airplane
identified in paragraph (a) of this section unless
the inspection program for that airplane has been
revised to include applicable inspections,
procedures, and limitations for fuel tank systems.
(d)
The proposed fuel tank system inspection program
revisions must be based on fuel tank system
Instructions for Continued Airworthiness (ICA) that
have been developed in accordance with the
applicable provisions of SACAR 88 of this chapter or
25.1529 and part 25, Appendix H, of this chapter, in
effect on June 6, 2001 (including those developed
for auxiliary fuel tanks, if any, installed under
supplemental type certificates or other design
approval) and that have been approved by the
AFRO-CAA Oversight Office.
(e)
Before returning an aircraft to service after any
alteration for which fuel tank ICA are developed
under SACAR 88, or under 25.1529, the certificate
holder must include in the inspection program for
the airplane inspections and procedures for the fuel
tank system based on those ICA.
(f)
The fuel tank system inspection program changes
identified in paragraphs (d) and (e) of this section
and any later fuel tank system revisions must be
submitted to the Principal Inspector for review and
approval.
(g)
This section does not apply to the following
airplane models:
(1)
Bombardier CL–44
(2)
Concorde
(3)
deHavilland D.H. 106 Comet 4C
(4)
VFW–Vereinigte Flugtechnische Werk VFW–614
(5)
Illyushin Aviation IL 96T
(6)
Bristol Aircraft Britannia 305
(7)
Handley Page Herald Type 300
(8) Avions Marcel Dassault—Breguet Aviation Mercure
100C
(9)
Airbus Caravelle
(10)
Lockheed L–300
Appendix A to Part
125—Additional Emergency Equipment
(a)
Means for emergency evacuation. Each
passenger-carrying landplane emergency exit (other
than over-the-wing) that is more that 6 feet from
the ground with the airplane on the ground and the
landing gear extended must have an approved means to
assist the occupants in descending to the ground.
The assisting means for a floor level emergency exit
must meet the requirements of 25.809(f)(1) of this
chapter, except that, for any airplane for which the
application for the type certificate was filed after
that date, it must meet the requirements under which
the airplane was type certificated. An assisting
means that deploys automatically must be armed
during taxiing, takeoffs, and landings. However, if
the Administrator finds that the design of the exit
makes compliance impractical, the Administrator may
grant a deviation from the requirement of automatic
deployment if the assisting means automatically
erects upon deployment and, with respect to required
emergency exits, if an emergency evacuation
demonstration is conducted in accordance with
125.189. This paragraph does not apply to the rear
window emergency exit of DC–3 airplanes operated
with less than 36 occupants, including crewmembers,
and less than five exits authorized for passenger
use.
(b)
Interior emergency exit marking. The
following must be complied with for each
passenger-carrying airplane:
(1)
Each passenger emergency exit, its means of access,
and means of opening must be conspicuously marked.
The identity and location of each passenger
emergency exit must be recognizable from a distance
equal to the width of the cabin. The location of
each passenger emergency exit must be indicated by a
sign visible to occupants approaching along the main
passenger aisle. There must be a locating sign—
(i)
Above the aisle near each over-the-wing passenger
emergency exit, or at another ceiling location if it
is more practical because of low headroom;
(ii)
Next to each floor level passenger emergency exit,
except that one sign may serve two such exits if
they both can be seen readily from that sign; and
(iii) On each bulkhead or divider that prevents fore
and aft vision along the passenger cabin, to
indicate emergency exits beyond and obscured by it,
except that if this is not possible the sign may be
placed at another appropriate location.
(2)
Each passenger emergency exit marking and each
locating sign must meet the following:
(i)
For an airplane for which the application for the
type certificate each passenger emergency exit
marking and each locating sign must be manufactured
to meet the requirements of 25.812(b) of this
chapter. On these airplanes, no sign may continue to
be used if its luminescence (brightness) decreases
to below 100 microlamberts. The colors may be
reversed if it increases the emergency illumination
of the passenger compartment. However, the
Administrator may authorize deviation from the
2-inch background requirements if the Administrator
finds that special circumstances exist that make
compliance impractical and that the proposed
deviation provides an equivalent level of safety.
(ii)
For an airplane for which the application for the
type certificate, each passenger emergency exit
marking and each locating sign must be manufactured
to meet the interior emergency exit marking
requirements under which the airplane was type
certificated. On these airplanes, no sign may
continue to be used if its luminescence (brightness)
decreases to below 250 microlamberts.
(c)
Lighting for interior emergency exit markings.
Each passenger-carrying airplane must have an
emergency lighting system, independent of the main
lighting system. However, sources of general cabin
illumination may be common to both the emergency and
the main lighting systems if the power supply to the
emergency lighting system is independent of the
power supply to the main lighting system. The
emergency lighting system must—
(1)
Illuminate each passenger exit marking and locating
sign; and
(2)
Provide enough general lighting in the passenger
cabin so that the average illumination, when
measured at 40-inch intervals at seat armrest
height, on the centerline of the main passenger
aisle, is at least 0.05 foot-candles.
(d)
Emergency light operation. Except for lights
forming part of emergency lighting subsystems
provided in compliance with §25.812(g) of this
chapter (as prescribed in paragraph (h) of this
section) that serve no more than one assist means,
are independent of the airplane's main emergency
lighting systems, and are automatically activated
when the assist means is deployed, each light
required by paragraphs (c) and (h) must comply with
the following:
(1)
Each light must be operable manually and must
operate automatically from the independent lighting
system—
(i)
In a crash landing; or
(ii)
Whenever the airplane's normal electric power to the
light is interrupted.
(2)
Each light must—
(i)
Be operable manually from the flightcrew station and
from a point in the passenger compartment that is
readily accessible to a normal flight attendant
seat;
(ii)
Have a means to prevent inadvertent operation of the
manual controls; and
(iii) When armed or turned on at either station,
remain lighted or become lighted upon interruption
of the airplane's normal electric power.
Each
light must be armed or turned on during taxiing,
takeoff, and landing. In showing compliance with
this paragraph, a transverse vertical separation of
the fuselage need not be considered.
(3)
Each light must provide the required level of
illumination for at least 10 minutes at the critical
ambient conditions after emergency landing.
(e)
Emergency exit operating handles. (1) For a
passenger-carrying airplane for which the
application for the type certificate was, the
location of each passenger emergency exit operating
handle and instructions for opening the exit must be
shown by a marking on or near the exit that is
readable from a distance of 30 inches. In addition,
for each Type I and Type II emergency exit with a
locking mechanism released by rotary motion of the
handle, the instructions for opening must be shown
by—
(i)
A red arrow with a shaft at least3/4inch wide and a
head twice the width of the shaft, extending along
at least 70 degrees of arc at a radius approximately
equal to3/4of the handle length; and
(ii)
The word “open” in red letters 1 inch high placed
horizontally near the head of the arrow.
(2)
For a passenger-carrying airplane, the location of
each passenger emergency exit operating handle and
instructions for opening the exit must be shown in
accordance with the requirements under which the
airplane was type certificated. On these airplanes,
no operating handle or operating handle cover may
continue to be used if its luminescence (brightness)
decreases to below 100 microlamberts.
(f)
Emergency exit access. Access to emergency
exits must be provided as follows for each
passenger-carrying airplane:
(1)
Each passageway between individual passenger areas,
or leading to a Type I or Type II emergency exit,
must be unobstructed and at least 20 inches wide.
(2)
There must be enough space next to each Type I or
Type II emergency exit to allow a crewmember to
assist in the evacuation of passengers without
reducing the unobstructed width of the passageway
below that required in paragraph (f)(1) of this
section. However, the Administrator may authorize
deviation from this requirement for an airplane
certificated under the provisions of part 4b of the
Civil Air Regulations, if the Administrator finds
that special circumstances exist that provide an
equivalent level of safety.
(3)
There must be access from the main aisle to each
Type III and Type IV exit. The access from the aisle
to these exits must not be obstructed by seats,
berths, or other protrusions in a manner that would
reduce the effectiveness of the exit. In addition—
(i)
For an airplane for which the application for the
type certificate, the access must meet the
requirements of 25.813(c) of this chapter in effect
on April 30, 1972; and
(ii)
For an airplane for which the application for the
type certificate, the access must meet the emergency
exit access requirements under which the airplane
was certificated.
(4)
If it is necessary to pass through a passageway
between passenger compartments to reach any required
emergency exit from any seat in the passenger cabin,
the passageway must not be obstructed. However,
curtains may be used if they allow free entry
through the passageway.
(5)
No door may be installed in any partition between
passenger compartments.
(6)
If it is necessary to pass through a doorway
separating the passenger cabin from other areas to
reach any required emergency exit from any passenger
seat, the door must have a means to latch it in open
position, and the door must be latched open during
each takeoff and landing. The latching means must be
able to withstand the loads imposed upon it when the
door is subjected to the ultimate interia forces,
relative to the surrounding structure, listed in
25.561(b) of this chapter.
(g)
Exterior exit markings. Each passenger
emergency exit and the means of opening that exit
from the outside must be marked on the outside of
the airplane. There must be a 2-inch colored band
outlining each passenger emergency exit on the side
of the fuselage. Each outside marking, including the
band, must be readily distinguishable from the
surrounding fuselage area by contrast in color. The
markings must comply with the following:
(1)
If the reflectance of the darker color is 15 percent
or less, the reflectance of the lighter color must
be at least 45 percent. “Reflectance” is the ratio
of the luminous flux reflected by a body to the
luminous flux it receives.
(2)
If the reflectance of the darker color is greater
than 15 percent, at least a 30 percent difference
between its reflectance and the reflectance of the
lighter color must be provided.
(3)
Exits that are not in the side of the fuselage must
have the external means of opening and applicable
instructions marked conspicuously in red or, if red
is inconspicuous against the background color, in
bright chrome yellow and, when the opening means for
such an exit is located on only one side of the
fuselage, a conspicuous marking to that effect must
be provided on the other side.
(h)
Exterior emergency lighting and escape route.
(1) Each passenger-carrying airplane must be
equipped with exterior lighting that meets the
following requirements:
(i)
For an airplane for which the application for the
type certificate, the requirements of 25.812(f) and
(g) of this chapter in effect on April 30, 1972.
(ii)
For an airplane for which the application for the
type certificate, the exterior emergency lighting
requirements under which the airplane was type
certificated.
(2)
Each passenger-carrying airplane must be equipped
with a slip-resistant escape route that meets the
following requirements:
(i)
For an airplane for which the application for the
type certificate, the requirements of 25.803(e) of
this chapter in effect on April 30, 1972.
(ii)
For an airplane for which the application for the
type certificate, the slip-resistant escape route
requirements under which the airplane was type
certificated.
(i)
Floor level exits. Each floor level door or
exit in the side of the fuselage (other than those
leading into a cargo or baggage compartment that is
not accessible from the passenger cabin) that is 44
or more inches high and 20 or more inches wide, but
not wider than 46 inches, each passenger ventral
exit (except the ventral exits on M–404 and CV–240
airplanes) and each tail cone exit must meet the
requirements of this section for floor level
emergency exits. However, the Administrator may
grant a deviation from this paragraph if the
Administrator finds that circumstances make full
compliance impractical and that an acceptable level
of safety has been achieved.
(j)
Additional emergency exits. Approved
emergency exits in the passenger compartments that
are in excess of the minimum number of required
emergency exits must meet all of the applicable
provisions of this section except paragraph (f),
(1), (2), and (3) and must be readily accessible.
(k)
On each large passenger-carrying turbojet-powered
airplane, each ventral exit and tailcone exit must
be—
(1)
Designed and constructed so that it cannot be opened
during flight; and
(2)
Marked with a placard readable from a distance of 30
inches and installed at a conspicuous location near
the means of opening the exit, stating that the exit
has been designed and constructed so that it cannot
be opened during flight.
(a)
Aborted takeoff demonstration. (1) The
demonstration must be conducted either during the
dark of the night or during daylight with the dark
of the night simulated. If the demonstration is
conducted indoors during daylight hours, it must be
conducted with each window covered and each door
closed to minimize the daylight effect. Illumination
on the floor or ground may be used, but it must be
kept low and shielded against shining into the
airplane's windows or doors.
(2)
The airplane must be in a normal ground attitude
with landing gear extended.
(3)
Stands or ramps may be used for descent from the
wing to the ground. Safety equipment such as mats or
inverted life rafts may be placed on the ground to
protect participants. No other equipment that is not
part of the airplane's emergency evacuation
equipment may be used to aid the participants in
reaching the ground.
(4)
The airplane's normal electric power sources must be
de-energized.
(5)
All emergency equipment for the type of
passenger-carrying operation involved must be
installed in accordance with the certificate
holder's manual.
(6)
Each external door and exit and each internal door
or curtain must be in position to simulate a normal
takeoff.
(7)
A representative passenger load of persons in normal
health must be used. At least 30 percent must be
females. At least 5 percent must be over 60 years of
age with a proportionate number of females. At least
5 percent, but not more than 10 percent, must be
children under 12 years of age, prorated through
that age group. Three life-size dolls, not included
as part of the total passenger load, must be carried
by passengers to simulate live infants 2 years old
or younger. Crewmembers, mechanics, and training
personnel who maintain or operate the airplane in
the normal course of their duties may not be used as
passengers.
(8)
No passenger may be assigned a specific seat except
as the Administrator may require. Except as required
by item (12) of this paragraph, no employee of the
certificate holder may be seated next to an
emergency exit.
(9)
Seat belts and shoulder harnesses (as required) must
be fastened.
(10)
Before the start of the demonstration, approximately
one-half of the total average amount of carry-on
baggage, blankets, pillows, and other similar
articles must be distributed at several locations in
the aisles and emergency exit access ways to create
minor obstructions.
(11)
The seating density and arrangement of the airplane
must be representative of the highest capacity
passenger version of that airplane the certificate
holder operates or proposes to operate.
(12)
Each crewmember must be a member of a regularly
scheduled line crew, must be seated in that
crewmember's normally assigned seat for takeoff, and
must remain in that seat until the signal for
commencement of the demonstration is received.
(13)
No crewmember or passenger may be given prior
knowledge of the emergency exits available for the
demonstration.
(14)
The certificate holder may not practice, rehearse,
or describe the demonstration for the participants
nor may any participant have taken part in this type
of demonstration within the preceding 6 months.
(15)
The pre take-off passenger briefing required by
125.327 may be given in accordance with the
certificate holder's manual. The passengers may also
be warned to follow directions of crewmembers, but
may not be instructed on the procedures to be
followed in the demonstration.
(16)
If safety equipment as allowed by item (3) of this
section is provided, either all passenger and
cockpit windows must be blacked out or all of the
emergency exits must have safety equipment to
prevent disclosure of the available emergency exits.
(17)
Not more than 50 percent of the emergency exits in
the sides of the fuselage of an airplane that meet
all of the requirements applicable to the required
emergency exits for that airplane may be used for
the demonstration. Exits that are not to be used in
the demonstration must have the exit handle
deactivated or must be indicated by red lights, red
tape or other acceptable means, placed outside the
exits to indicate fire or other reason that they are
unusable. The exits to be used must be
representative of all of the emergency exits on the
airplane and must be designated by the certificate
holder, subject to approval by the Administrator. At
least one floor level exit must be used.
(18)
All evacuees, except those using an over-the-wing
exit, must leave the airplane by a means provided as
part of the airplane's equipment.
(19)
The certificate holder's approved procedures and all
of the emergency equipment that is normally
available, including slides, ropes, lights, and
megaphones, must be fully utilized during the
demonstration.
(20)
The evacuation time period is completed when the
last occupant has evacuated the airplane and is on
the ground. Evacuees using stands or ramps allowed
by item (3) above are considered to be on the ground
when they are on the stand or ramp: Provided, that
the acceptance rate of the stand or ramp is no
greater than the acceptance rate of the means
available on the airplane for descent from the wing
during an actual crash situation.
(b)
Ditching demonstration. The demonstration
must assume that daylight hours exist outside the
airplane and that all required crewmembers are
available for the demonstration.
(1)
If the certificate holder's manual requires the use
of passengers to assist in the launching of
life-rafts, the needed passengers must be aboard the
airplane and participate in the demonstration
according to the manual.
(2)
A stand must be placed at each emergency exit and
wing with the top of the platform at a height
simulating the water level of the airplane following
a ditching.
(3)
After the ditching signal has been received, each
evacuee must don a life vest according to the
certificate holder's manual.
(4)
Each life-raft must be launched and inflated
according to the certificate holder's manual and all
other required emergency equipment must be placed in
rafts.
(5)
Each evacuee must enter a life-raft and the
crewmembers assigned to each life-raft must indicate
the location of emergency equipment aboard the raft
and describe its use.
(6)
Either the airplane, a mockup of the airplane, or a
floating device simulating a passenger compartment
must be used.
(i)
If a mockup of the airplane is used, it must be a
life-size mockup of the interior and representative
of the airplane currently used by or proposed to be
used by the certificate holder and must contain
adequate seats for use of the evacuees. Operation of
the emergency exits and the doors must closely
simulate that on the airplane. Sufficient wing area
must be installed outside the over-the-wing exits to
demonstrate the evacuation.
(ii)
If a floating device simulating a passenger
compartment is used, it must be representative, to
the extent possible, of the passenger compartment of
the airplane used in operations. Operation of the
emergency exits and the doors must closely simulate
operation on that airplane. Sufficient wing area
must be installed outside the over-the-wing exits to
demonstrate the evacuation. The device must be
equipped with the same survival equipment as is
installed on the airplane, to accommodate all
persons participating in the demonstration.
If
certification with ice protection provisions is
desired, compliance with the following must be
shown:
(a)
The recommended procedures for the use of the ice
protection equipment must be set forth in the
Airplane Flight Manual.
(b)
An analysis must be performed to establish, on the
basis of the airplane's operational needs, the
adequacy of the ice protection system for the
various components of the airplane. In addition,
tests of the ice protection system must be conducted
to demonstrate that the airplane is capable of
operating safely in continuous maximum and
intermittent maximum icing conditions as described
in appendix C of part 25 of this chapter.
(c)
Compliance with all or portions of this section may
be accomplished by reference, where applicable
because of similarity of the designs, to analyses
and tests performed by the applicant for a type
certificated model.
Appendix D to Part
125—Airplane Flight Recorder Specification
|
Parameters |
Range |
Accuracy sensor input to DFDR readout |
Sampling interval (per second) |
Resolution4read out |
|
Time (GMT or Frame Counter) (range 0 to 4095,
sampled 1 per frame) |
24 Hrs |
±0.125% Per Hour |
0.25 (1 per 4 seconds) |
1 sec. |
|
Altitude |
−1,000 ft to max certificated altitude of
aircraft |
±100 to ±700 ft (See Table 1, TSO-C51a) |
1 |
5′ to 35′1 |
|
Airspeed |
50 KIAS to Vso, and Vsoto
1.2 VD |
±5%, ±3% |
1 |
1 kt. |
|
Heading |
360° |
±2° |
1 |
0.5° |
|
Normal Acceleration (Vertical) |
−3g to +6g |
±1% of max range excluding datum error of ±5% |
8 |
0.01g. |
|
Pitch Attitude |
±75° |
±2° |
1 |
0.5°. |
|
Roll Attitude |
±180° |
±2° |
1 |
0.5°. |
|
Radio Transmitter Keying |
On-Off (Discrete) |
|
1 |
|
|
Thrust/Power on Each Engine |
Full range forward |
±2% |
1 |
0.2%2 |
|
Trailing Edge Flap or Cockpit Control Selection |
Full range or each discrete position |
±3° or as pilot's Indicator |
0.5 |
0.5%2 |
|
Leading Edge Flap or Cockpit Control Selection |
Full range or each discrete position |
±3° or as pilot's indicator |
0.5 |
0.5%2 |
|
Thrust Reverser Position |
Stowed, in transit, and reverse (Discrete) |
|
1 (per 4 seconds per engine) |
|
|
Ground Spoiler Position/Speed Brake Selection |
Full range or each discrete position |
±2% unless higher accuracy uniquely required |
1 |
0.2%2. |
|
Marker Beacon Passage |
Discrete |
|
1 |
|
|
Autopilot Engagement |
Discrete |
|
1 |
|
|
Longitudinal Acceleration |
±1g |
±1.5% max range excluding datum error of ±5% |
4 |
0.01g |
|
Pilot Input and/or Surface Position-Primary
Controls (Pitch, Roll, Yaw)3 |
Full range |
±2° unless higher accuracy uniquely required |
1 |
0.2%2. |
|
Lateral Acceleration |
±1g |
±1.5% max range excluding datum error of ±5% |
4 |
0.01g. |
|
Pitch Trim Position |
Full range |
±3% unless higher accuracy uniquely required |
1 |
0.3%2 |
|
Glideslope Deviation |
±400 Microamps |
±3% |
1 |
0.3%2 |
|
Localizer Deviation |
±400 Microamps |
±3% |
1 |
0.3%2. |
|
AFCS Mode and Engagement Status |
Discrete |
|
1 |
|
|
Radio Altitude |
−20 ft to 2,500 ft |
±2 Ft or ±3% Whichever is Greater Below 500 Ft
and ±5% Above 500 Ft |
|
1 ft + 5%2above 500′. |
|
Master Warning |
Discrete |
|
1 |
|
|
Main Gear Squat Switch Status |
Discrete |
|
1 |
|
|
Angle of Attack (if recorded directly) |
As installed |
As installed |
2 |
0.3%2. |
|
Outside Air Temperature or Total Air Temperature |
−50° C to +90° C |
±2° C |
0.5 |
0.3° C |
|
Hydraulics, Each System Low Pressure |
Discrete |
|
0.5 |
or 0.5%2. |
|
Groundspeed |
As Installed |
Most Accurate Systems Installed (IMS Equipped
Aircraft Only) |
1 |
0.2%2. |
|
If additional recording capacity is available,
recording of the following parameters is
recommended. The parameters are listed in order
of significance: |
|
Drift Angle |
When available. As installed |
As installed |
4 |
|
|
Wind Speed and Direction |
When available. As installed |
As installed |
4 |
|
|
Latitude and Longitude |
When available. As installed |
As installed |
4 |
|
|
Brake pressure/Brake pedal position |
As installed |
As installed |
1 |
|
|
Additional engine parameters: |
|
|
|
|
|
EPR |
As installed |
As installed |
1 (per engine) |
|
|
N1 |
As installed |
As installed |
1 (per engine) |
|
|
N2 |
As installed |
As installed |
1 (per engine) |
|
|
EGT |
As installed |
As installed |
1 (per engine) |
|
|
Throttle Lever Position |
As installed |
As installed |
1 (per engine) |
|
|
Fuel Flow |
As installed |
As installed |
1 (per engine) |
|
|
TCAS: |
|
|
|
|
|
TA |
As installed |
As installed |
1 |
|
|
RA |
As installed |
As installed |
1 |
|
|
Sensitivity level (as selected by crew) |
As installed |
As installed |
2 |
|
|
GPWS (ground proximity warning system) |
Discrete |
|
1 |
|
|
Landing gear or gear selector position |
Discrete |
|
0.25 (1 per 4 seconds) |
|
|
DME 1 and 2 Distance |
0–200 NM; |
As installed |
0.25 |
1 mi. |
|
Nav 1 and 2 Frequency Selection |
Full range |
As installed |
0.25 |
|
1When
altitude rate is recorded. Altitude rate must have
sufficient resolution and sampling to permit the
derivation of altitude to 5 feet.
2Percent
of full range.
3For
airplanes that can demonstrate the capability of
deriving either the control input on control
movement (one from the other) for all modes of
operation and flight regimes, the “or” applies. For
airplanes with non-mechanical control systems
(fly-by-wire) the “and” applies. In airplanes with
split surfaces, suitable combination of inputs is
acceptable in lieu of recording each surface
separately.
4This
column applies to aircraft manufactured after
October 11, 1991.
The recorded values must meet the designated range,
resolution, and accuracy requirements during dynamic
and static conditions. All data recorded must be
correlated in time to within one second.
|
Parameters |
Range |
Accuracy (sensor input) |
Seconds per sampling interval |
Resolution |
Remarks |
|
1. Time or Relative Times Counts.1 |
24 Hrs, 0 to 4095 |
±0.125% Per Hour |
4 |
1 sec |
UTC time preferred when available. Count
increments each 4 seconds of system operation. |
|
2. Pressure Altitude |
−1000 ft to max certificated altitude of
aircraft. +5000 ft |
±100 to ±700 ft (see table, TSO C124a or TSO
C51a) |
1 |
5′ to 35′ |
Data should be obtained from the air data
computer when practicable. |
|
3. Indicated airspeed or Calibrated airspeed |
50 KIAS or minimum value to Max Vso,
to 1.2 V.D |
±5% and ±3% |
1 |
1 kt |
Data should be obtained from the air data
computer when practicable. |
|
4, Heading (Primary flight crew reference) |
0–360° and Discrete “true” or “mag” |
±2° |
1 |
0.5° |
When true or magnetic heading can be selected as
the primary heading reference, a discrete
indicating selection must be recorded. |
|
5. Normal Acceleration (Vertical)9 |
−3g to +6g |
±1% of max range excluding datum error of ±5% |
0.125 |
0.004g. |
|
|
6. Pitch Attitude |
±75° |
±2° |
1 or 0.25 for airplanes operated under
§125.226(f) |
0.5° |
A sampling rate of 0.25 is recommended. |
|
7. Roll Attitude2 |
±180° |
±2° |
1 or 0.5 for airplanes operated under
§121.344(f) |
0.5° |
A sampling rate of 0.5 is recommended. |
|
8. Manual Radio Transmitter Keying or CVR/DFDR
synchronization
reference |
On-Off (Discrete)
None. |
|
1 |
|
Preferably each crew member but one discrete
acceptable for all transmission provided the
CVR/FDR system complies with TSO C124a CVR
synchronization requirements (paragraph 4.2.1
ED–55). |
|
9. Thrust/Power on each engine—primary flight
crew reference |
Full Range Forward |
±2% |
1 (per engine) |
0.3% of full range |
Sufficient parameters (e.g., EPR, N1 or Torque,
NP) as appropriate to the particular engine
being recorded to determine power in forward and
reverse thrust, including potential overspeed
condition. |
|
10. Autopilot Engagement |
Discrete “on” or “off” |
|
1. |
|
|
|
11. Longitudinal Acceleration |
±1g |
±1.5% max. range excluding datum error of ±5% |
0.25 |
0.004g. |
|
|
12a. Pitch Control(s) position (non-fly-by-wire
systems) |
Full Range |
±2% Unless Higher Accuracy Uniquely Required |
0.5 or 0.25 for airplanes operated under
§121.344(f) |
0.5% of full range |
For airplanes that have a flight control break
away capability that allows either pilot to
operate the controls independently, record both
control inputs. The control inputs may be
sampled alternately once per second to produce
the sampling interval of 0.5 or 0.25, as
applicable. |
|
12b. Pitch Control(s) position (fly-by-wire
systems).3 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 or 0.25 for airplanes operated under
§121.344(f) |
0.2% of full range |
|
|
13a. Lateral Control position(s)
(non-fly-by-wire) |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 or 0.25 for airplanes operated under
§125.226(f) |
0.2% of full range |
For airplanes that have a flight control break
away capability that allows either pilot to
operate the controls independently, record both
control inputs. The control inputs may be
sampled alternately once per second to produce
the sampling interval of 0.5 or 0.25, as
applicable. |
|
13b. Lateral Control position(s) (fly-by-wire).4 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 or 0.25 for airplanes operated under
§121.344(f) |
0.2% of full range |
|
|
14a. Yaw Control position(s) (non-fly-by-wire)5 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 |
0.3% of full range |
For airplanes that have a flight control break
away capability that allows either pilot to
operate the controls independently, record both
control inputs. The control inputs may be
sampled alternately once per second to produce
the sampling interval of 0.5. |
|
14b. Yaw Control position(s) (fly-by-wire) |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 |
0.2% of full range. |
|
|
15. Pitch Control Surface(s) Position.6 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required. |
0.5 or 0.25 for airplanes operated under
§121.344(f). |
0.3% of full range. |
For airplanes fitted with multiple or split
surfaces, a suitable combination of inputs is
acceptable in lieu of recording each surface
separately. The control surfaces may be sampled
alternately to produce the sampling interval of
0.5 or 0.25. |
|
16. Lateral Control Surface(s) Position7 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 or 0.25 for airplanes operated under
§121.344(f) |
0.3% of full range |
A suitable combination of surface position
sensors is acceptable in lieu of recording each
surface separately. The control surfaces may be
sampled alternately to produce the sampling
interval of 0.5 or 0.25. |
|
17. Yaw Control Surface(s) Position.8 |
Full Range |
±2° Unless Higher Accuracy Uniquely Required |
0.5 |
0.2% of full range |
For airplanes with multiple or split surfaces, a
suitable combination of surface position sensors
is acceptable in lieu of recording each surface
separately. The control surfaces may be sampled
alternately to produce the sapling interval of
0.5. |
|
18. Lateral Acceleration |
±1g |
±1.5% max. range excluding datum error of ±5% |
0.25 |
0.004g. |
|
|
19. Pitch Trim Surface Position |
Full Range |
±3° Unless Higher Accuracy Uniquely Required |
1 |
0.6% of full range |
|
|
20. Trailing Edge Flap or Cockpit Control
Selection.10 |
Full Range or Each Position (discrete) |
±3° or as Pilot's indicator |
2 |
0.5% of full range |
Flap position and cockpit control may each be
sampled at 4 second intervals, to give a data
point every 2 seconds. |
|
21. Leading Edge Flap or Cockpit Control
Selection.11 |
Full Range or Each Discrete Position |
±3° or as Pilot's indicator and sufficient to
determine each discrete position |
2 |
0.5% of full range |
Left and right sides, or flap position and
cockpit control may each be sampled at 4 second
intervals, so as to give a data point every 2
seconds. |
|
22. Each Thrust Reverser Position (or equivalent
for propeller airplane) |
Stowed, In Transit, and Reverse (Discrete) |
|
1 (per engine). |
|
Turbo-jet—2 discretes enable the 3 states to be
determined.
Turbo-prop—1 discrete. |
|
23. Ground Spoiler Position or Speed Brake
Selection12 |
Full Range or Each Position (discrete) |
±2° Unless Higher Accuracy Uniquely Required |
1 or 0.5 for airplanes operated under
§121.344(f) |
0.5% of full range |
|
|
24. Outside Air Temperature or Total Air
Temperature.13 |
−50 °C to +90 °C |
±2 °C |
2 |
0.3 °C. |
|
|
25. Autopilot/Autothrottle/AFCS Mode and
Engagement Status |
A suitable combination of discretes |
|
1 |
|
Discretes should show which systems are engaged
and which primary modes are controlling the
flight path and speed of the aircraft. |
|
26. Radio Altitude14 |
−20 ft to 2,500 ft |
±2 ft or ±3% Whichever is Greater Below 500 ft
and ±5% above 500 ft |
1 |
1 ft +5% Above 500 ft |
For autoland/category 3 operations. Each radio
altimeter should be recorded, but arranged so
that at least one is recorded each second. |
|
27. Localizer Deviation, MLS Azimuth, or GPS
Lateral Deviation |
±400 Microamps or available sensor range as
installed ±62° |
As installed. ±3%
recommended |
1 |
0.3% of full range |
For autoland/category 3 operations. each system
should be recorded but arranged so that at least
one is recorded each second. It is not necessary
to record ILS and MLS at the same time, only the
approach aid in use need be recorded. |
|
28. Glideslope Deviation, MLS Elevation, or GPS
Vertical Deviation |
±400 Microamps or available sensor range as
installed. 0.9 to
+ 30° |
As installed ±3%
recommended |
1 |
0.3% of full range |
For autoland/category 3 operations. each system
should be recorded but arranged so that at least
one is recorded each second. It is not necessary
to record ILS and MLS at the same time, only the
approach aid in use need be recorded. |
|
29. Marker Beacon Passage |
Discrete “on” or “off” |
|
1 |
|
A single discrete is acceptable for all markers. |
|
30. Master Warning |
Discrete |
|
1 |
|
Record the master warning and record each ‘red’
warning that cannot be determined from other
parameters or from the cockpit voice recorder. |
|
31. Air/ground sensor (primary airplane system
reference nose or main gear) |
Discrete “air” or “ground” |
|
1 (0.25 recommended). |
|
|
|
32. Angle of Attack (If measured directly) |
As installed |
As Installed |
2 or 0.5 for airplanes operated under
§125.226(f) |
0.3% of full range |
If left and right sensors are available, each
may be recorded at 4 or 1 second intervals, as
appropriate, so as to give a data point at 2
seconds or 0.5 second, as required. |
|
33. Hydraulic Pressure Low, Each System |
Discrete or available sensor range, “low” or
“normal” |
±5% |
2 |
0.5% of full range. |
|
|
34. Groundspeed |
As Installed |
Most Accurate Systems Installed |
1 |
0.2% of full range. |
|
|
35. GPWS (ground proximity warning system) |
Discrete “warning” or “off” |
|
1 |
|
A suitable combination of discretes unless
recorder capacity is limited in which case a
single discrete for all modes is acceptable. |
|
36. Landing Gear Position or Landing gear
cockpit control selection |
Discrete |
|
4 |
|
A suitable combination of discretes should be
recorded. |
|
37. Drift Angle.15 |
As installed |
As installed |
4 |
0.1%. |
|
|
38. Wind Speed and Direction |
As installed |
As installed |
4 |
1 knot, and 1.0°. |
|
|
39. Latitude and Longitude |
As installed |
As installed |
4 |
0.002°, or as installed |
Provided by the Primary Navigation System
Reference. Where capacity permits
Latitude/longtitude resolution should be
0.0002°. |
|
40. Stick shaker and pusher activation |
Discrete(s) “on” or “off” |
|
1 |
|
A suitable combination of discretes to determine
activation. |
|
41. WIndshear Detection |
Discrete “warning” or “off” |
|
1 |
|
|
|
42. Throttle/power lever position.16 |
Full Range |
±2% |
1 for each lever |
2% of full range |
For airplanes with non-mechanically linked
cockpit engine controls. |
|
43. Additional Engine Parameters |
As installed |
As installed |
Each engine each second |
2% of full range |
Where capacity permits, the preferred priority
is indicated vibration level, N2, EGT, Fuel
Flow, Fuel Cut-off lever position and N3, unless
engine manufacturer recommends otherwise. |
|
44. Traffic Alert and Collision Avoidance System
(TCAS) |
Discretes |
As installed |
1 |
|
A suitable combination of discretes should be
recorded to determine the status of-Combined
Control, Vertical Control, Up Advisory, and Down
Advisory. (ref. ARINC Characteristic 735
Attachment 6E, TCAS VERTICAL RA DATA OUTPUT
WORD.) |
|
45. DME 1 and 2 Distance |
0–200 NM |
As installed |
4 |
1 NM |
1 mile. |
|
46. Nav 1 and 2 Selected Frequency |
Full range |
As installed |
4 |
|
Sufficient to determine selected frequency |
|
47. Selected barometric setting |
Full range |
±5% |
(1 per 64 sec.) |
0.2% of full range. |
|
|
48. Selected Altitude |
Full range |
±5% |
1 |
100 ft. |
|
|
49. Selected speed |
Full range |
±5% |
1 |
1 knot. |
|
|
50. Selected Mach |
Full range |
±5% |
1 |
.01. |
|
|
51. Selected vertical speed |
Full range |
±5% |
1 |
100 ft/min. |
|
|
52. Selected heading |
Full range |
±5% |
1 |
1°. |
|
|
53. Selected flight path |
Full range |
±5% |
1 |
1°. |
|
|
54. Selected decision height |
Full range |
±5% |
64 |
1 ft. |
|
|
55. EFIS display format |
Discrete(s) |
|
4 |
|
Discretes should show the display system status
(e.g., off, normal, fail, composite, sector,
plan, nav aids, weather radar, range, copy). |
|
56. Multi-function/Engine Alerts Display format |
Discrete(s) |
|
4 |
|
Discretes should show the display system status
(e.g., off, normal, fail, and the identity of
display pages for emergency procedures, need not
be recorded). |
|
57. Thrust command.17 |
Full Range |
±2% |
2 |
2% of full range |
|
|
58. Thrust target |
Full range |
±2% |
4 |
2% of full range. |
|
|
59. Fuel quantity in CG trim tank |
Full range |
±5% |
(1 per 64 sec.) |
1% of full range. |
|
|
60. Primary Navigation System Reference |
Discrete GPS, INS, VOR/DME, MLS, Loran C, Omega,
Localizer Glideslope |
|
4 |
|
A suitable combination of discrete to determine
the Primary Navigation System reference. |
|
61. Ice Detection |
Discrete “ice” or “no ice” |
|
4 |
|
|
|
62. Engine warning each engine vibration |
Discrete |
|
1 |
|
|
|
63. Engine warning each engine over temp |
Discrete |
|
1 |
|
|
|
64. Engine warning each engine oil pressure low |
Discrete |
|
1 |
|
|
|
65. Engine warning each engine over speed |
Discrete |
|
1 |
|
|
|
66. Yaw Trim Surface Position |
Full Range |
±3% Unless Higher Accuracy Uniquely Required |
2 |
0.3% of full range. |
|
|
67. Roll Trim Surface Position |
Full Range |
±3% Unless Higher Accuracy Uniquely Required |
2 |
0.3% of full range. |
|
|
68. Brake Pressure (left and right) |
As installed |
±5% |
1 |
|
To determine braking effort applied by pilots or
by autobrakes. |
|
69. Brake Pedal Application (left and right) |
Discrete or Analog “applied” or “off” |
±5% (Analog) |
1 |
|
To determine braking applied by pilots. |
|
70. Yaw or sideslip angle |
Full Range |
±5% |
1 |
0,5°. |
|
|
71. Engine bleed valve position |
Decrete “open” or “closed” |
|
4 |
|
|
|
72. De-icing or anti-icing system selection |
Discrete “on” or “off” |
|
4 |
|
|
|
73. Computed center of gravity |
Full Range |
±5% |
(1 per 64 sec.) |
1% of full range. |
|
|
74. AC electrical bus status |
Discrete “power” or “off” |
|
4 |
|
Each bus. |
|
75. DC electrical bus status |
Discrete “power” or “off” |
|
4 |
|
Each bus. |
|
76. APU bleed valve position |
Discrete “open” or “closed |
|
4. |
|
|
|
77. Hydraulic Pressure (each system) |
Full range |
±5% |
2 |
100 psi. |
|
|
78. Loss of cabin pressure |
Discrete “loss” or “normal” |
|
1. |
|
|
|
79. Computer failure (critical flight and engine
control systems) |
Discrete “fail” or “normal” |
|
4. |
|
|
|
80. Heads-up display (when an information source
is installed) |
Discrete(s) “on” or “off” |
|
4. |
|
|
|
81. Para-visual display (when an information
source is installed) |
Discrete(s) “on” or “off” |
|
1. |
|
|
|
82. Cockpit trim control input position—pitch |
Full Range |
±5% |
1 |
0.2% of full range |
Where mechanical means for control inputs are
not available, cockpit display trim positions
should be recorded. |
|
83. Cockpit trim control input position—roll |
Full Range |
±5% |
1 |
0.7% of full range |
Where mechanical means for control inputs are
not available, cockpit display trim position
should be recorded. |
|
84. Cockpit trim control input position—yaw |
Full Range |
±5% |
1 |
0.3% of full range |
Where mechanical means for control input are not
available, cockpit display trim positions should
be recorded. |
|
85. Trailing edge flap and cockpit flap control
position |
Full Range |
±5% |
2 |
0.5% of full range |
Trailing edge flaps and cockpit flap control
position may each be sampled alternately at 4
second intervals to provide a sample each 0.5
second. |
|
86. Leading edge flap and cockpit flap control
position |
Full Range or Discrete |
±5% |
1 |
0.5% of full range. |
|
|
87. Ground spoiler position and speed brake
selection |
Full Range or Discrete |
±5% |
0.5 |
0.3% of full range |
|
|
88. All cockpit flight control input forces
(control wheel, control column, rudder pedal) |
Full Range Control Wheel ±70 lbs Control Column
±85 lb Rudder pedal ±165 lbs |
±5% |
1 |
0.3% of full range |
For fly-by-wire flight control systems, where
flight control surface position is a function of
the displacement of the control input device
only, it is not necessary to record this
parameter. For airplanes that have a flight
control break away capability that allows either
pilot to operate the control independently,
record both control force inputs. The control
force inputs may be sampled alternately once per
2 seconds to produce the sampling interval of 1. |
1For
A300 B2/B4 airplanes, resolution = 6 seconds.
2For
A330/A340 series airplanes, resolution = 0.703°.
3For
A318/A319/A320/A321 series airplanes, resolution =
0.275% (0.088°>0.064°)
For A330/A340 series airplanes, resolution = 2.20%
(0.703°>0.064°)
4For
A318/A319/A320/A321 series airplanes, resolution =
0.22% (0.088°>0.080°)
For A330/A340 series airplanes, resolution = 1.76%
(0.703°>0.080°)
5For
A330/A340 series airplanes, resolution = 1.18%
(0.703°>0.120°).
6For
A330/A340 series airplanes, resolution = 0.783%
(0.352°>0.090°)
7For
A330/A340 series airplanes, aileron resolution =
0.704% (0.352°>0.100°). For A330/A340 series
airplanes, spoiler resolution = 1.406%
(0.703°>0.100°).
8For
A330/A340 series airplanes, resolution = 0.30%
(0.176°>0.12°)
For A330/A340 series airplanes, seconds per sampling interval
= 1
9For
B–717 series airplanes, resolution = .005g. For
Dassault F900C/F900EX airplanes, resolution = .007g.
10For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°)
11For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). For
A330 B2/B4 series airplanes, resolution = 0.92%
(0.230°>0.125°).
12For A330/A340 series airplanes, spoiler resolution = 1.406%
(0.703°>0.100°).
13For A330/A340 series airplanes, resolution = 0.5°C.
14For Dassault F900C/F900EX airplanes, Radio Altitude resolution = 1.25 ft.
15For A330/A340 series airplanes, resolution = 0.352 degrees.
16For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For
A330/A340 series airplanes, resolution is 3.27% of
full range for throttle lever angle (TLA); for
reverse thrust, reverse throttle lever angle (RLA)
resolution is nonlinear over the active reverse
thrust range, which is 51.54 degrees to 96.14
degrees. The resolved element is 2.8 degrees
uniformly over the entire active reverse thrust
range, or 2.9% of the full range value of 96.14
degrees.
17For A318/A319/A320/A321 series airplanes, with IAE engines, resolution =
2.58%.
|
