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Editorial Note:
For the text of ACAR No. 36, see part 121 of this
chapter.
Special AFRO-CAA
Regulation No. 50–2
Editorial Note:
For the text of ACAR No. 50–2, see part 91 of this
chapter.
Special AFRO-CAA
Regulation No. 71
Editorial Note:
For the text of ACAR No. 71, see part 91 of this
chapter.
Special AFRO-CAA
Regulation No. 89
Editorial Note:
For the text of ACAR No. 89, see part 121 of this
chapter.
Special AFRO-CAA
Regulation No. 93
Editorial Note:
For the text of ACAR No. 93, see part 61 of this
chapter.
Special AFRO-CAA
Regulation No. 97
Editorial Note:
For the text of ACAR No. 97, see part 91 of this
chapter.
Special AFRO-CAA
Regulation No. 106
Editorial Note:
For the text of ACAR No. 106, see part 121 of this
chapter.
Subpart A—General
(a)
This part prescribes rules governing—
(1)
The commuter or on-demand operations of each person
who holds or is required to hold an Air Carrier
Certificate or Operating Certificate under part 119
of this chapter.
(2)
Each person employed or used by a certificate holder
conducting operations under this part including the
maintenance, preventative maintenance and alteration
of an aircraft.
(3)
The transportation of mail by aircraft conducted
under a postal service contract awarded under 39
AFRO-CAA MEMBER STATES. 5402c.
(4)
Each person who applies for provisional approval of
an Advanced Qualification Program curriculum,
curriculum segment, or portion of a curriculum
segment under subpart Y of part 121 of this chapter
of 14 CFR part 121 and each person employed or used
by an air carrier or commercial operator under this
part to perform training, qualification, or
evaluation functions under an Advanced Qualification
Program under subpart Y of part 121 of this chapter
of 14 CFR part 121.
(5)
Nonstop Commercial Air Tour flights conducted for
compensation or hire in accordance with 119.1(e)(2)
of this chapter that begin and end at the same
airport and are conducted within a 25-statute-mile
radius of that airport; provided further that these
operations must comply only with the drug and
alcohol testing requirements in 135.249, 135.251,
135.253, 135.255, and 135.353; and with the
provisions of part 136, subpart A, and 91.147 of
this chapter by.
(6)
Each person who is on board an aircraft being
operated under this part.
(7)
Each person who is an applicant for an Air Carrier
Certificate or an Operating Certificate under 119 of
this chapter, when conducting proving tests.
(8)
Commercial Air tours conducted by holders of
operations specifications issued under this part
must comply with the provisions of part 136, Subpart
A of this chapter.
(b)
[Reserved]
(c)
An operator who does not hold a part 119 certificate
and who operates under the provisions of 91.147 of
this chapter is permitted to use a person who is
otherwise authorized to perform aircraft maintenance
or preventive maintenance duties and who is not
subject to anti-drug and alcohol misuse prevent
programs to perform—
(1)
Aircraft maintenance or preventive maintenance on
the operator's aircraft if the operator would
otherwise be required to transport the aircraft more
than 50 nautical miles further than the repair point
closest to operator's principal place of operation
to obtain these services; or
(2)
Emergency repairs on the operator's aircraft if the
aircraft cannot be safely operated to a location
where an employee subject to AFRO-CAA-approved
programs can perform the repairs.
(a)
Applicability. This section applies to the
following:
(1)
Each certificate holder that was issued an air
carrier or operating certificate and operations
specifications under the requirements of part 135 of
this chapter or under ACAR No. 38–2 of 14 CFR part
121, and that conducts scheduled passenger-carrying
operations with:
(i)
Non-transport category turbo-propeller powered
airplanes type certificated, that have a passenger
seat configuration of 10–19 seats;
(ii)
Transport category turbo-propeller powered airplanes
that have a passenger seat configuration of 20–30
seats; or
(iii) Turbojet engine powered airplanes having a
passenger seat configuration of 1–30 seats.
(2)
Each person who, applies for or obtains an initial
air carrier or operating certificate and operations
specifications to conduct scheduled
passenger-carrying operations in the kinds of
airplanes described in paragraphs (a)(1)(i),
(a)(1)(ii), or paragraph (a)(1)(iii) of this
section.
(b)
Obtaining operations specifications. A
certificate holder described in paragraph (a)(1) of
this section may not, operate an airplane described
in paragraphs (a)(1)(i), (a)(1)(ii), or (a)(1)(iii)
of this section in scheduled passenger-carrying
operations, unless it obtains operations
specifications to conduct its scheduled operations
under part 121 of this chapter.
(c)
Regular or accelerated compliance. Except as
provided in paragraphs (d), and (e) of this section,
each certificate holder described in paragraph
(a)(1) of this section shall comply with each
applicable requirement of part 121 of this chapter
or on and after the date on which the certificate
holder is issued operations specifications under
this part. Except as provided in paragraphs (d) and
(e) of this section, each person described in
paragraph (a)(2) of this section shall comply with
each applicable requirement of part 121 of this
chapter on and after the date on which that person
is issued a certificate and operations
specifications under part 121 of this chapter.
(d)
Delayed compliance dates. Unless paragraph
(e) of this section specifies an earlier compliance
date, no certificate holder that is covered by
paragraph (a) of this section may operate an
airplane in 14 CFR part 121 operations on or after a
date listed in this paragraph unless that airplane
meets the applicable requirement of this paragraph:
(1)
Non-transport category turbo-propeller powered
airplanes that have a passenger seat configuration
of 10–19 seats. No certificate holder may
operate under this part an airplane that is
described in paragraph (a)(1)(i) of this section on
or after a date listed in paragraph (d)(1) of this
section unless that airplane meets the applicable
requirement listed in paragraph (d)(1) of this
section:
(i)
December 20, 1997
(A)
Section 121.289, Landing gear aural warning.
(B)
Section 121.308, Lavatory fire protection.
(C)
Section 121.310(e), Emergency exit handle
illumination.
(D)
Section 121.337(b)(8), Protective breathing
equipment.
(E)
Section 121.340, Emergency flotation means.
(ii)
Section 121.342, Pitot heat indication system.
(iii)
December 20, 2010:
(A)
For airplanes described in 121.157(f), the Airplane
Performance Operating Limitations in 121.189 through
121.197.
(B)
Section 121.161(b), Ditching approval.
(C)
Section 121.305(j), Third attitude indicator.
(D)
Section 121.312(c), Passenger seat cushion
flammability.
(iv)
Section 121.310(b)(1), Interior emergency exit
locating sign.
(2)
Transport category turbo-propeller powered
airplanes that have a passenger seat configuration
of 20–30 seats. No certificate holder may
operate under this part an airplane that is
described in paragraph (a)(1)(ii) of this section on
or after a date listed in paragraph (d)(2) of this
section unless that airplane meets the applicable
requirement listed in paragraph (d)(2) of this
section:
(i)
December 20, 1997:
(A)
Section 121.308, Lavatory fire protection.
(B)
Section 121.337(b) (8) and (9), Protective breathing
equipment.
(C)
Section 121.340, Emergency flotation means.
(ii)
Section 121.305(j), Third attitude indicator.
(e)
Newly manufactured airplanes. No certificate
holder that is described in paragraph (a) of this
section may operate under part 121 of this chapter
an airplane manufactured on or after a date listed
in this paragraph (e) unless that airplane meets the
applicable requirement listed in this paragraph (e).
(1)
For non-transport category turbo-propeller powered
airplanes type certificated after December 31, 1964,
that have a passenger seat configuration of 10–19
seats:
(i)
Manufactured on or after March 20, 1997:
(A)
Section 121.305(j), Third attitude indicator.
(B)
Section 121.311(f), Safety belts and shoulder
harnesses.
(ii)
Section 121.317(a), Fasten seat belt light.
(iii) Section 121.293, Take-off warning system.
(iv)
Section 121.310(b)(1), Interior emergency exit
locating sign.
(2)
For transport category turbo-propeller powered
airplanes that have a passenger seat configuration
of 20–30 seats manufactured on or after March 20,
1997: Section 121.305(j), Third attitude indicator.
(f)
New type certification requirements. No
person may operate an airplane for which the
application for a type certificate was filed in 14
CFR part 121 operations unless that airplane is type
certificated under part 25 of this chapter.
(g)
Transition plan. Each certificate holder
described in paragraph (a)(1) of this section must
submit to the AFRO-CAA a transition plan (containing
a calendar of events) for moving from conducting its
scheduled operations under the commuter requirements
of part 135 of this chapter to the requirements for
domestic or flag operations under part 121 of this
chapter. Each transition plan must contain details
on the following:
(1)
Plans for obtaining new operations specifications
authorizing domestic or flag operations;
(2)
Plans for being in compliance with the applicable
requirements of part 121 of this chapter on and
(3)
Plans for complying with the compliance date
schedules contained in paragraphs (d) and (e) of
this section.
(a)
Each person operating an aircraft in operations
under this part shall—
(1)
While operating inside the AFRO-CAA member States,
comply with the applicable rules of this chapter;
and
(2)
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.
(b)
Each certificate holder that conducts commuter
operations under this part with airplanes in which
two pilots are required by the type certification
rules of this chapter shall comply with subparts N
and O of part 121 of this chapter instead of the
requirements of subparts E, G, and H of this part.
Each affected certificate holder must submit to the
Administrator and obtain approval of a transition
plan (containing a calendar of events) for moving
from its present part 135 training, checking,
testing, and qualification requirements to the
requirements of part 121 of this chapter. Each
transition plan must be submitted, and must contain
details on how the certificate holder plans to be in
compliance with subparts N and O of part 121.
(c)
If authorized by the Administrator upon application,
each certificate holder that conducts operations
under this part to which paragraph (b) of this
section does not apply, may comply with the
applicable sections of subparts N and O of part 121
instead of the requirements of subparts E, G, and H
of this part, except that those authorized
certificate holders may choose to comply with the
operating experience requirements of 135.244,
instead of the requirements of 121.434 of this
chapter.
(a)
An “eligible on-demand operation” is an on-demand
operation conducted under this part that meets the
following requirements:
(1)
Two-pilot crew. The flight-crew must consist
of at least two qualified pilots employed or
contracted by the certificate holder.
(2)
Flight crew experience. The crewmembers must
have met the applicable requirements of part 61 of
this chapter and have the following experience and
ratings:
(i)
Total flight time for all pilots:
(A)
Pilot in command—A minimum of 1,500 hours.
(B)
Second in command—A minimum of 500 hours.
(ii)
For multi-engine turbine-powered fixed-wing and
powered-lift aircraft, the following AFRO-CAA
certification and ratings requirements:
(A)
Pilot in command—Airline transport pilot and
applicable type ratings.
(B)
Second in command—Commercial pilot and instrument
ratings.
(iii) For all other aircraft, the following AFRO-CAA
certification and rating requirements:
(A)
Pilot in command—Commercial pilot and instrument
ratings.
(B)
Second in command—Commercial pilot and instrument
ratings.
(3)
Pilot operating limitations. If the second in
command of a fixed-wing aircraft has fewer than 100
hours of flight time as second in command flying in
the aircraft make and model and, if a type rating is
required, in the type aircraft being flown, and the
pilot in command is not an appropriately qualified
check pilot, the pilot in command shall make all
take-offs and landings in any of the following
situations:
(i)
Landings at the destination airport when a
Destination Airport Analysis is required by
135.385(f); and
(ii)
In any of the following conditions:
(A)
The prevailing visibility for the airport is at or
below3/4mile.
(B)
The runway visual range for the runway to be used is
at or below 4,000 feet.
(C)
The runway to be used has water, snow, slush, ice,
or similar contamination that may adversely affect
aircraft performance.
(D)
The braking action on the runway to be used is
reported to be less than “good.”
(E)
The crosswind component for the runway to be used is
in excess of 15 knots.
(F)
Wind shear is reported in the vicinity of the
airport.
(G)
Any other condition in which the pilot in command
determines it to be prudent to exercise the pilot in
command's authority.
(4)
Crew pairing. Either the pilot in command or
the second in command must have at least 75 hours of
flight time in that aircraft make or model and, if a
type rating is required, for that type aircraft,
either as pilot in command or second in command.
(b)
The Administrator may authorize deviations from
paragraphs (a)(2)(i) or (a)(4) of this section if
the Flight Standards District Office that issued the
certificate holder's operations specifications finds
that the crewmember has comparable experience, and
can effectively perform the functions associated
with the position in accordance with the
requirements of this chapter. The Administrator may,
at any time, terminate any grant of deviation
authority issued under this paragraph. Grants of
deviation under this paragraph may be granted after
consideration of the size and scope of the
operation, the qualifications of the intended
personnel and the following circumstances:
(1)
A newly authorized certificate holder does not
employ any pilots who meet the minimum requirements
of paragraphs (a)(2)(i) or (a)(4) of this section.
(2)
An existing certificate holder adds to its fleet a
new category and class aircraft not used before in
its operation.
(3)
An existing certificate holder establishes a new
base to which it assigns pilots who will be required
to become qualified on the aircraft operated from
that base.
(c)
An eligible on-demand operation may comply with
alternative requirements specified in 135.225(b),
135.385(f), and 135.387(b) instead of the
requirements that apply to other on-demand
operations.
The
rules in this part which apply to a person
certificated under part 119 of this chapter also
apply to a person who engages in any operation
governed by this part without an appropriate
certificate and operations specifications required
by part 119 of this chapter.
A
certificate holder may use a crewmember who received
the certificate holder's training in accordance with
subparts E, G, and H of this part before March 19,
1997 without complying with initial training and
qualification requirements of subparts N and O of
part 121 of this chapter. The crewmember must comply
with the applicable recurrent training requirements
of part 121 of this chapter.
(a)
In an emergency involving the safety of persons or
property, the certificate holder may deviate from
the rules of this part relating to aircraft and
equipment and weather minimums to the extent
required to meet that emergency.
(b)
In an emergency involving the safety of persons or
property, the pilot in command may deviate from the
rules of this part to the extent required to meet
that emergency.
(c)
Each person who, under the authority of this
section, deviates from a rule of this part shall,
within 10 days, excluding Saturdays, Sundays, and
AFRO-CAA 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 aircraft operation
involved, including a description of the deviation
and reasons for it.
(a)
Each certificate holder, other than one who uses
only one pilot in the certificate holder's
operations, 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 base of
operations.
(c)
The manual must not be contrary to any applicable
AFRO-CAA 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 crew-members; and
(2)
Representatives of the Administrator assigned to the
certificate holder.
(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)
Except as provided in paragraph (h) of this section,
each certificate holder must carry appropriate parts
of the manual on each aircraft when away from the
principal operations base. The appropriate parts
must be available for use by ground or flight
personnel.
(g)
For the purpose of complying with paragraph (d) of
this section, a certificate holder may furnish the
persons listed therein with all or part of its
manual in printed form or other form, acceptable to
the Administrator, that is retrievable in the
English language. If the certificate holder
furnishes all or 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 information and
instructions, or a system that is able to retrieve
the information and instructions in the English
language.
(h)
If a certificate holder conducts aircraft
inspections or maintenance at specified stations
where it keeps the approved inspection program
manual, it is not required to carry the manual
aboard the aircraft en route to those stations.
Each
manual shall have the date of the last revision on
each revised page. The manual must include—
(a)
The name of each management person required under
119.69(a) of this chapter who is authorized to act
for the certificate holder, the person's assigned
area of responsibility, the person's duties,
responsibilities, and authority, and the name and
title of each person authorized to exercise
operational control under 135.77;
(b)
Procedures for ensuring compliance with aircraft
weight and balance limitations and, for multiengine
aircraft, for determining compliance with 135.185;
(c)
Copies of the certificate holder's operations
specifications or appropriate extracted information,
including area of operations authorized, category
and class of aircraft 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 aircraft 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 aircraft 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 under 135.179 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 aircraft, 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 135.117;
(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 duties under 135.123;
(n)
En route qualification procedures for pilots, when
applicable;
(o)
The approved aircraft inspection program, when
applicable;
(p)(1) Procedures and information, as described in
paragraph (p)(2) of this section, to assist each
crewmember and person performing or directly
supervising the following job functions involving
items for transport on an aircraft:
(i)
Acceptance;
(ii)
Rejection;
(iii) Handling;
(iv)
Storage incidental to transport;
(v)
Packaging of company material; or
(vi)
Loading.
(2)
Ensure that the procedures and information described
in this paragraph are sufficient to assist a person
in identifying packages that are marked or labeled
as containing hazardous materials or that show signs
of containing undeclared hazardous materials. The
procedures and information must include:
(i)
Procedures for rejecting packages that do not
conform to the Hazardous Materials Regulations in 49
CFR parts 171 through 180 or that appear to contain
undeclared hazardous materials;
(ii)
Procedures for complying with the hazardous
materials incident reporting requirements of 49 CFR
171.15 and 171.16 and discrepancy reporting
requirements of 49 CFR 175.31.
(iii) The certificate holder's hazmat policies and
whether the certificate holder is authorized to
carry, or is prohibited from carrying, hazardous
materials; and
(iv)
If the certificate holder's operations
specifications permit the transport of hazardous
materials, procedures and information to ensure the
following:
(A)
That packages containing hazardous materials are
properly offered and accepted in compliance with 49
CFR parts 171 through 180;
(B)
That packages containing hazardous materials are
properly handled, stored, packaged, loaded and
carried on board an aircraft in compliance with 49
CFR parts 171 through 180;
(C)
That the requirements for Notice to the Pilot in
Command (49 CFR 175.33) are complied with; and
(D)
That aircraft replacement parts, consumable
materials or other items regulated by 49 CFR parts
171 through 180 are properly handled, packaged, and
transported.
(q)
Procedures for the evacuation of persons who may
need the assistance of another person to move
expeditiously to an exit if an emergency occurs; and
(r)
If required by 135.385, an approved Destination
Airport Analysis establishing runway safety margins
at destination airports, taking into account the
following factors as supported by published aircraft
performance data supplied by the aircraft
manufacturer for the appropriate runway conditions—
(1)
Pilot qualifications and experience;
(2)
Aircraft performance data to include normal,
abnormal and emergency procedures as supplied by the
aircraft manufacturer;
(3)
Airport facilities and topography;
(4)
Runway conditions (including contamination);
(5)
Airport or area weather reporting;
(6)
Appropriate additional runway safety margins, if
required;
(7)
Airplane inoperative equipment;
(8)
Environmental conditions; and
(9)
Other criteria affecting aircraft performance.
(s)
Other procedures and policy instructions regarding
the certificate holder's operations issued by the
certificate holder.
(a)
Except as provided in paragraph (d) of this section,
no certificate holder may operate an aircraft under
this part unless that aircraft—
(1)
Is registered as a civil aircraft of the AFRO-CAA
member States and carries an appropriate and 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)
Each certificate holder must have the exclusive use
of at least one aircraft that meets the requirements
for at least one kind of operation authorized in the
certificate holder's operations specifications. In
addition, for each kind of operation for which the
certificate holder does not have the exclusive use
of an aircraft, the certificate holder must have
available for use under a written agreement
(including arrangements for performing required
maintenance) at least one aircraft that meets the
requirements for that kind of operation. However,
this paragraph does not prohibit the operator from
using or authorizing the use of the aircraft for
other than operations under this part and does not
require the certificate holder to have exclusive use
of all aircraft that the certificate holder uses.
(c)
For the purposes of paragraph (b) of this section, a
person has exclusive use of an aircraft if that
person has the sole possession, control, and use of
it for flight, as owner, or has a written agreement
(including arrangements for performing required
maintenance), in effect when the aircraft is
operated, giving the person that possession,
control, and use for at least 6 consecutive months.
(d)
A certificate holder may operate in common carriage,
and for the carriage of mail, a civil aircraft which
is leased or chartered to it without crew and is
registered in a country which is a party to the
Convention on International Civil Aviation if—
(1)
The aircraft carries an appropriate airworthiness
certificate issued by the country of registration
and meets the registration and identification
requirements of that country;
(2)
The aircraft is of a type design which is approved
under a AFRO-CAA member States type certificate and
complies with all of the requirements of this
chapter (14 CFR chapter I) that would be applicable
to that aircraft were it registered in the AFRO-CAA
member States, including the requirements which must
be met for issuance of a AFRO-CAA member States
Standard airworthiness certificate (including type
design conformity, condition for safe operation, and
the noise, fuel venting, and engine emission
requirements of this chapter), except that a
AFRO-CAA member States registration certificate and
a AFRO-CAA member States standard airworthiness
certificate will not be issued for the aircraft;
(3)
The aircraft is operated by AFRO-CAA member
States-certificated airmen employed by the
certificate holder; and
(4)
The certificate holder files a copy of the aircraft
lease or charter agreement with the AFRO-CAA
Aircraft Registry, Department of Transportation,
6400 South MacArthur Boulevard, Oklahoma City, OK
(Mailing address: P.O. Box 25504, Oklahoma City, OK
73125).
If
the holder of a certificate operating under this
part allows any aircraft 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.
135.43 Crewmember
certificates: International operations.
(a)
This section describes the certificates that were
issued to AFRO-CAA member States citizens who were
employed by air carriers at the time of issuance as
flight crewmembers on AFRO-CAA member States
registered aircraft engaged in international air
commerce. The purpose of the certificate is to
facilitate the entry and clearance of those
crewmembers into ICAO contracting states. They were
issued under Annex 9, as amended, to the Convention
on International Civil Aviation.
(b)
The holder of a certificate issued under this
section, or the air carrier by whom the holder is
employed, shall surrender the certificate for
cancellation at the nearest AFRO-CAA Flight
Standards District Office at the termination of the
holder's employment with that air carrier.
This
subpart prescribes rules, in addition to those in
part 91 of this chapter, that apply to operations
under this part.
(a)
Each certificate holder shall keep at its principal
business office or at other places approved by the
Administrator, and shall make available for
inspection by the Administrator the following—
(1)
The certificate holder's operating certificate;
(2)
The certificate holder's operations specifications;
(3)
A current list of the aircraft used or available for
use in operations under this part and the operations
for which each is equipped;
(4)
An individual record of each pilot used in
operations under this part, including the following
information:
(i)
The full name of the pilot.
(ii)
The pilot certificate (by type and number) and
ratings that the pilot holds.
(iii) The pilot's aeronautical experience in
sufficient detail to determine the pilot's
qualifications to pilot aircraft in operations under
this part.
(iv)
The pilot's current duties and the date of the
pilot's assignment to those duties.
(v)
The effective date and class of the medical
certificate that the pilot holds.
(vi)
The date and result of each of the initial and
recurrent competency tests and proficiency and route
checks required by this part and the type of
aircraft flown during that test or check.
(vii) The pilot's flight time in sufficient detail
to determine compliance with the flight time
limitations of this part.
(viii) The pilot's check pilot authorization, if
any.
(ix)
Any action taken concerning the pilot's release from
employment for physical or professional
disqualification.
(x)
The date of the completion of the initial phase and
each recurrent phase of the training required by
this part; and
(5)
An individual record for each flight attendant who
is required under this part, maintained in
sufficient detail to determine compliance with the
applicable portions of 135.273 of this part.
(b)
Each certificate holder must keep each record
required by paragraph (a)(3) of this section for at
least 6 months, and must keep each record required
by paragraphs (a)(4) and (a)(5) of this section for
at least 12 months.
(c)
For multiengine aircraft, each certificate holder is
responsible for the preparation and accuracy of a
load manifest in duplicate containing information
concerning the loading of the aircraft. The manifest
must be prepared before each take-off and must
include:
(1)
The number of passengers;
(2)
The total weight of the loaded aircraft;
(3)
The maximum allowable take-off weight for that
flight;
(4)
The center of gravity limits;
(5)
The center of gravity of the loaded aircraft, except
that the actual center of gravity need not be
computed if the aircraft is loaded according to a
loading schedule or other approved method that
ensures that the center of gravity of the loaded
aircraft 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 aircraft or flight
number;
(7)
The origin and destination; and
(8)
Identification of crew members and their crew
position assignments.
(d)
The pilot in command of an aircraft for which a load
manifest must be prepared shall carry a copy of the
completed load manifest in the aircraft 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.
Each
commercial operator who conducts intrastate
operations for compensation or hire shall keep a
copy of each written contract under which it
provides services as a commercial operator for a
period of at least one year after the date of
execution of the contract. In the case of an oral
contract, it shall keep a memorandum stating its
elements, and of any amendments to it, for a period
of at least one year after the execution of that
contract or change.
(a)
Each certificate holder shall provide an aircraft
maintenance log to be carried on board each aircraft
for recording or deferring mechanical irregularities
and their correction.
(b)
The pilot in command shall enter or have entered in
the aircraft maintenance log each mechanical
irregularity that comes to the pilot's attention
during flight time. Before each flight, the pilot in
command shall, if the pilot does not already know,
determine the status of each irregularity entered in
the maintenance log at the end of the preceding
flight.
(c)
Each person who takes corrective action or defers
action concerning a reported or observed failure or
malfunction of an airframe, powerplant, propeller,
rotor, or applicance, shall record the action taken
in the aircraft maintenance log under the applicable
maintenance requirements of this chapter.
(d)
Each certificate holder shall establish a procedure
for keeping copies of the aircraft maintenance log
required by this section in the aircraft for access
by appropriate personnel and shall include that
procedure in the manual required by 135.21.
Whenever a pilot encounters a potentially hazardous
meteorological condition or an irregularity in a
ground facility or navigation aid in flight, the
knowledge of which the pilot considers essential to
the safety of other flights, the pilot shall notify
an appropriate ground radio station as soon as
practicable.
(a)
During operations under this part, if a certificate
holder or pilot in command knows of conditions,
including airport and runway conditions, that are a
hazard to safe operations, the certificate holder or
pilot in command, as the case may be, shall restrict
or suspend operations as necessary until those
conditions are corrected.
(b)
No pilot in command may allow a flight to continue
toward any airport of intended landing under the
conditions set forth in paragraph (a) of this
section, unless, in the opinion of the pilot in
command, the conditions that are a hazard to safe
operations may reasonably be expected to be
corrected by the estimated time of arrival or,
unless there is no safer procedure. In the latter
event, the continuation toward that airport is an
emergency situation under 135.19.
The
pilot in command may not begin a flight unless the
pilot determines that the airworthiness inspections
required by 91.409 of this chapter, or 135.419,
whichever is applicable, have been made.
Each
certificate holder and each person employed by the
certificate holder shall allow the Administrator, at
any time or place, to make inspections or tests
(including en route inspections) to determine the
holder's compliance with the AFRO-CAA member State
Aviation Act, applicable regulations, and the
certificate holder's operating certificate, and
operations specifications.
(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 aircraft
operated by the certificate holder, the inspector
must be given free and uninterrupted access to the
pilot compartment of that aircraft. 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)
Whenever, in performing the duties of conducting an
evaluation, a Ministry of Defense (MOD) commercial
air carrier evaluator presents S&A Form 110B, “MOD
Commercial Air Carrier Evaluator's Credential,” to
the pilot in command of an aircraft operated by the
certificate holder, the evaluator must be given free
and uninterrupted access to the pilot's compartment
of that aircraft. 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 evaluator while
conducting en route evaluations. The suitability of
the location of the seat and the headset or speaker
for use in conducting en route evaluations is
determined by the AFRO-CAA.
Each
certificate holder is responsible for operational
control and shall list, in the manual required by
135.21, the name and title of each person authorized
by it to exercise operational control.
No
person may make an instrument approach at an airport
except in accordance with IFR weather minimums and
instrument approach procedures set forth in the
certificate holder's operations specifications.
(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
aircraft is overdue or missing; and
(3)
Provide the certificate holder with the location,
date, and estimated time for reestablishing
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 place of business, 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.
Each
certificate holder shall inform each person in its
employment of the operations specifications that
apply to that person's duties and responsibilities
and shall make available to each pilot in the
certificate holder's employ the following materials
in current form:
(a)
Airman's Information Manual or a commercial
publication that contains the same information.
(b)
This part and part 91 of this chapter.
(c)
Aircraft Equipment Manuals, and Aircraft Flight
Manual or equivalent.
(d)
For foreign operations, the International Flight
Information Manual or a commercial publication that
contains the same information concerning the
pertinent operational and entry requirements of the
foreign country or countries involved.
(a)
The operator of an aircraft 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)
For multiengine aircraft or for aircraft with
retractable landing gear, 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)
For multiengine aircraft, one-engine-inoperative
climb performance data and if the aircraft is
approved for use in IFR or over-the-top operations,
that data must be sufficient to enable the pilot to
determine compliance with 135.181(a)(2).
(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.
The
following persons may be carried aboard an aircraft
without complying with the passenger-carrying
requirements of this part:
(a)
A crewmember or other employee of the certificate
holder.
(b)
A person necessary for the safe handling of animals
on the aircraft.
(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 States Government.
(e)
A military courier or a military route supervisor
carried by a military cargo contract air carrier or
commercial operator in operations under a military
cargo contract, 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, who is
performing a duty connected with a cargo operation
of the certificate holder.
(h)
A DOD commercial air carrier evaluator conducting an
en route evaluation.
No
person may carry cargo, including carry-on baggage,
in or on any aircraft unless—
(a)
It is carried in an approved cargo rack, bin, or
compartment installed in or on the aircraft;
(b)
It is secured by an approved means; or
(c)
It is carried in accordance with each of the
following:
(1)
For cargo, 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,
or for carry-on baggage, it is restrained so as to
prevent its movement during air turbulence.
(2)
It is packaged or covered to avoid possible injury
to occupants.
(3)
It does not impose any load on seats or on the floor
structure that exceeds the load limitation for those
components.
(4)
It is not located in a position that obstructs the
access to, or use of, any required emergency or
regular exit, or the use of the aisle between the
crew and the passenger compartment, or located 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
passengers is provided.
(5)
It is not carried directly above seated occupants.
(6)
It is stowed in compliance with this section for
take-off and landing.
(7)
For cargo only operations, paragraph (c)(4) of this
section does not apply if the cargo is loaded so
that at least one emergency or regular exit is
available to provide all occupants of the aircraft a
means of unobstructed exit from the aircraft if an
emergency occurs.
(d)
Each passenger seat under which baggage is stowed
shall be fitted with a means to prevent articles of
baggage stowed under it from sliding under crash
impacts severe enough to induce the ultimate inertia
forces specified in the emergency landing condition
regulations under which the aircraft was type
certificated.
(e)
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 fire
extinguisher.
(a)
Un-pressurized aircraft. Each pilot of an
un-pressurized aircraft shall use oxygen
continuously when flying—
(1)
At altitudes above 10,000 feet through 12,000 feet
MSL for that part of the flight at those altitudes
that is of more than 30 minutes duration; and
(2)
Above 12,000 feet MSL.
(b)
Pressurized aircraft. (1) Whenever a
pressurized aircraft is operated with the cabin
pressure altitude more than 10,000 feet MSL, each
pilot shall comply with paragraph (a) of this
section.
(2)
Whenever a pressurized aircraft is operated at
altitudes above 25,000 feet through 35,000 feet MSL,
unless each pilot has an approved quick-donning type
oxygen mask—
(i)
At least one pilot at the controls shall wear,
secured and sealed, an oxygen mask that either
supplies oxygen at all times or automatically
supplies oxygen whenever the cabin pressure altitude
exceeds 12,000 feet MSL; and
(ii)
During that flight, each other pilot on flight deck
duty shall have an oxygen mask, connected to an
oxygen supply, located so as to allow immediate
placing of the mask on the pilot's face sealed and
secured for use.
(3)
Whenever a pressurized aircraft is operated at
altitudes above 35,000 feet MSL, at least one pilot
at the controls shall wear, secured and sealed, an
oxygen mask required by paragraph (b)(2)(i) of this
section.
(4)
If one pilot leaves a pilot duty station of an
aircraft when operating at altitudes above 25,000
feet MSL, the remaining pilot at the controls shall
put on and use an approved oxygen mask until the
other pilot returns to the pilot duty station of the
aircraft.
(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)
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 aircraft.
(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
aircraft 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 AFRO-CAA holidays, after the
deviation, send to the certificate-holding district
office a complete report of the operation involved,
including a description of the deviation and the
reasons for it.
(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 Aircraft 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 Aircraft 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)
Not-withstanding paragraph (a) of this section, the
Administrator issues operations specifications to
allow the use of an approved autopilot system with
automatic capability during the take-off 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.
(f)
This section does not apply to operations conducted
in rotorcraft.
No
certificate holder may use the services of any
person as an airman unless the person performing
those services—
(a)
Holds an appropriate and current airman certificate;
and
(b)
Is qualified, under this chapter, for the operation
for which the person is to be used.
Each
certificate holder shall provide aircraft and
facilities to enable each of its pilots to maintain
and demonstrate the pilot's ability to conduct all
operations for which the pilot is authorized.
No
certificate holder may operate an aircraft in the
region north of 78° N latitude (“North Polar Area”),
other than intrastate operations wholly within the
state of
Alaska,
unless authorized by the AFRO-CAA. The certificate
holder's operation specifications must include the
following:
(a)
The designation of airports that may be used for
en-route diversions and the requirements the
airports must meet at the time of diversion.
(b)
Except for all-cargo operations, a recovery plan for
passengers at designated diversion airports.
(c)
A fuel-freeze strategy and procedures for monitoring
fuel freezing for operations in the North Polar
Area.
(d)
A plan to ensure communication capability for
operations in the North Polar Area.
(e)
An MEL for operations in the North Polar Area.
(f)
A training plan for operations in the North Polar
Area.
(g)
A plan for mitigating crew exposure to radiation
during solar flare activity.
(h)
A plan for providing at least two cold weather
anti-exposure suits in the aircraft, to protect
crewmembers during outside activity at a diversion
airport with extreme climatic conditions. The
AFRO-CAA may relieve the certificate holder from
this requirement if the season of the year makes the
equipment unnecessary.
(a)
No certificate holder may operate an aircraft with
less than the minimum flight crew specified in the
aircraft operating limitations or the Aircraft
Flight Manual for that aircraft and required by this
part for the kind of operation being conducted.
(b)
No certificate holder may operate an aircraft
without a second in command if that aircraft has a
passenger seating configuration, excluding any pilot
seat, of ten seats or more.
Duty time for
Cockpit and Cabin crew Members
Resting time:
Rest time means after a long range flight more then
9 Hours have to be a night rest time for all
Crew Members Cockpit
and Cabin Crew
Back to Back Flight operation will be only approved
for a period of three months in case a operator open
a new Destination or he is short of Crews to solve
out in this time table
Long term Back to
Back flight
This will be clearly compromising the safety of a
Operation and cant approved more then 3 months for a
operator
(a)
No certificate holder shall require, nor may any
flight crewmember perform, any duties during a
critical phase of flight except those duties
required for the safe operation of the aircraft.
Duties such as company required calls made for such
non safety related purposes as ordering galley
supplies and confirming passenger connections,
announcements made to passengers promoting the air
carrier or pointing out sights of interest, and
filling out company payroll and related records are
not required for the safe operation of the aircraft.
(b)
No flight crewmember may engage in, nor may any
pilot in command permit, any activity during a
critical phase of flight which could distract any
flight crewmember from the performance of his or her
duties or which could interfere in any way with the
proper conduct of those duties. Activities such as
eating meals, engaging in nonessential conversations
within the cockpit and nonessential communications
between the cabin and cockpit crews, and reading
publications not related to the proper conduct of
the flight are not required for the safe operation
of the aircraft.
(c)
For the purposes of this section, critical phases of
flight includes all ground operations involving
taxi, take-off and landing, and all other flight
operations conducted below 10,000 feet, except
cruise flight.
Note: Taxi is defined as “movement of an airplane
under its own power on the surface of an airport.”
Except as provided in 135.105, no person may operate
an aircraft carrying passengers under IFR unless
there is a second in command in the aircraft.
(a)
Except as provided in 135.99 and 135.111, unless two
pilots are required by this chapter for operations
under VFR, a person may operate an aircraft without
a second in command, if it is equipped with an
operative approved autopilot system and the use of
that system is authorized by appropriate operations
specifications. No certificate holder may use any
person, nor may any person serve, as a pilot in
command under this section of an aircraft operated
in a commuter operation, as defined in part 119 of
this chapter unless that person has at least 100
hours pilot in command flight time in the make and
model of aircraft to be flown and has met all other
applicable requirements of this part.
(b)
The certificate holder may apply for an amendment of
its operations specifications to authorize the use
of an autopilot system in place of a second in
command.
(c)
The Administrator issues an amendment to the
operations specifications authorizing the use of an
autopilot system, in place of a second in command,
if—
(1)
The autopilot is capable of operating the aircraft
controls to maintain flight and maneuver it about
the three axes; and
(2)
The certificate holder shows, to the satisfaction of
the Administrator, that operations using the
autopilot system can be conducted safely and in
compliance with this part.
The
amendment contains any conditions or limitations on
the use of the autopilot system that the
Administrator determines are needed in the interest
of safety.
No
certificate holder may operate an aircraft that has
a passenger seating configuration, excluding any
pilot seat, of more than 19 unless there is a flight
attendant crewmember on board the aircraft.
(a)
Each certificate holder shall designate a—
(1)
Pilot in command for each flight; and
(2)
Second in command for each flight requiring two
pilots.
(b)
The pilot in command, as designated by the
certificate holder, shall remain the pilot in
command at all times during that flight.
No
person may operate an aircraft in a Category II
operation unless there is a second in command of the
aircraft.
135.113 Passenger
occupancy of pilot seat.
No
certificate holder may operate an aircraft type
certificated after October 15, 1971, that has a
passenger seating configuration, excluding any pilot
seat, of more than eight seats if any person other
than the pilot in command, a second in command, a
company check airman, or an authorized
representative of the Administrator, the National
Transportation Safety Board, or the AFRO-CAA member
States Postal Service occupies a pilot seat.
No
pilot in command may allow any person to manipulate
the flight controls of an aircraft during flight
conducted under this part, nor may any person
manipulate the controls during such flight unless
that person is.
(a)
A pilot employed by the certificate holder and
qualified in the aircraft; or
(b)
An authorized safety representative of the
Administrator who has the permission of the pilot in
command, is qualified in the aircraft, and is
checking flight operations.
(a)
Before each take-off each pilot in command of an
aircraft 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 (including, but not limited to, any
applicable requirements of part 252 of this title).
This briefing shall include a statement that the
AFRO-CAA Aviation Regulations require passenger
compliance with the lighted passenger information
signs (if such signs are required), posted placards,
areas designated for safety purposes as no smoking
areas, and crewmember instructions with regard to
these items. The briefing shall also include a
statement (if the aircraft is equipped with a
lavatory) that AFRO-CAA law prohibits: tampering
with, disabling, or destroying any smoke detector
installed in an aircraft lavatory; smoking in
lavatories; and, when applicable, smoking in
passenger compartments.
(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 that passenger. This briefing shall include a
statement that the AFRO-CAA 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 take-off 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 take-off 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 aircraft.
(c)
The oral briefing required by paragraph (a) of this
section shall be given by the pilot in command or a
crewmember.
(d)
Notwithstanding the provisions of paragraph (c) of
this section, for aircraft certificated to carry 19
passengers or less, the oral briefing required by
paragraph (a) of this section shall be given by the
pilot in command, a crew-member, or other qualified
person designated by the certificate holder and
approved by the Administrator.
(e)
The oral briefing required by paragraph (a) of this
section must be supplemented by printed cards which
must be carried in the aircraft in locations
convenient for the use of each passenger. The cards
must—
(1)
Be appropriate for the aircraft on which they are to
be used;
(2)
Contain a diagram of, and method of operating, the
emergency exits;
(3)
Contain other instructions necessary for the use of
emergency equipment on board the aircraft; and
(4)
No later than June 12, 2005, for scheduled Commuter
passenger-carrying flights, include the sentence,
“Final assembly of this aircraft was completed in
[INSERT NAME OF COUNTRY].”
(f)
The briefing required by paragraph (a) may be
delivered by means of an approved recording playback
device that is audible to each passenger under
normal noise levels.
No
person may, while on board an aircraft being
operated by a certificate holder, carry on or about
that person a deadly or dangerous weapon, either
concealed or unconcealed. This section does not
apply to—
(a)
Officials or employees of a municipality or a State,
or of the AFRO-CAA member States, who are authorized
to carry arms; or
(b)
Crewmembers and other persons authorized by the
certificate holder to carry arms.
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)
No person may drink any alcoholic beverage aboard an
aircraft unless the certificate holder operating the
aircraft has served that beverage.
(b)
No certificate holder may serve any alcoholic
beverage to any person aboard its aircraft if that
person appears to be intoxicated.
(c)
No certificate holder may allow any person to board
any of its aircraft if that person appears to be
intoxicated.
(a)
No certificate holder may move an aircraft 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 aircraft 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 aircraft 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)
Each certificate holder shall assign to each
required crewmember for each type of aircraft as
appropriate, the necessary functions to be performed
in an emergency or in a situation requiring
emergency evacuation. The certificate holder shall
ensure that those functions can be practicably
accomplished, and will meet any reasonably
anticipated emergency including incapacitation of
individual crewmembers or their inability to reach
the passenger cabin because of shifting cargo in
combination cargo-passenger aircraft.
(b)
The certificate holder shall describe in the manual
required under 135.21 the functions of each category
of required crewmembers assigned under paragraph (a)
of this section.
Certificate holders conducting operators conducting
operations under this part must comply with the
applicable security requirements in 49 CFR chapter
XII.
(a)
No person may conduct a scheduled flight on which
smoking is prohibited by part 252 of this title
unless the “No Smoking” passenger information signs
are lighted during the entire flight, or one or more
“No Smoking” placards meeting the requirements of
25.1541 of this chapter are posted during the entire
flight. If both the lighted signs and the placards
are used, the signs must remain lighted during the
entire flight segment.
(b)
No person may smoke while a “No Smoking” sign is
lighted or while “No Smoking” placards are posted,
except as follows:
(1)
On-demand operations. The pilot in command of
an aircraft engaged in an on-demand operation may
authorize smoking on the flight deck (if it is
physically separated from any passenger
compartment), except in any of the following
situations:
(i)
During aircraft movement on the surface or during
take-off or landing;
(ii)
During scheduled passenger-carrying public charter
operations conducted under part 380 of this title;
(iii) During on-demand operations conducted
interstate that meet paragraph (2) of the definition
“On-demand operation” in 119.3 of this chapter,
unless permitted under paragraph (b)(2) of this
section; or
(iv)
During any operation where smoking is prohibited by
part 252 of this title or by international
agreement.
(2)
Certain intrastate commuter operations and
certain intrastate on-demand operations. Except
during aircraft movement on the surface or during
take-off or landing, a pilot in command of an
aircraft engaged in a commuter operation or an
on-demand operation that meets paragraph (2) of the
definition of “On-demand operation” in 119.3 of this
chapter may authorize smoking on the flight deck (if
it is physically separated from the passenger
compartment, if any) if—
(i)
Smoking on the flight deck is not otherwise
prohibited by part 252 of this title;
(ii)
The flight is conducted entirely within the same
State of the AFRO-CAA member States (a flight from
one place in
Hawaii to another place in
Hawaii through the airspace over a place outside
Hawaii is not entirely within the same State); and
(iii) The aircraft is either not turbojet-powered or
the aircraft is not capable of carrying at least 30
passengers.
(c)
No person may smoke in any aircraft lavatory.
(d)
No person may operate an aircraft with a lavatory
equipped with a smoke detector unless there is in
that lavatory a sign or placard which reads:
“AFRO-CAA regulation provides for a penalty of up to
$2,000 for tampering with the smoke detector
installed in this lavatory.”
(e)
No person may tamper with, disable, or destroy any
smoke detector installed in any aircraft lavatory.
(f)
On flight segments other than those described in
paragraph (a) of this section, the “No Smoking” sign
required by 135.177(a)(3) of this part must be
turned on during any movement of the aircraft on the
surface, for each take-off or landing, and at any
other time considered necessary by the pilot in
command.
(g)
The passenger information requirements prescribed in
91.517 (b) and (d) of this chapter are in addition
to the requirements prescribed in this section.
(h)
Each passenger shall comply with instructions given
him or her by crewmembers regarding compliance with
paragraphs (b), (c), and (e) of this section.
(a)
Except as provided in this paragraph, each person on
board an aircraft 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, take-off, and landing. For
seaplane and float equipped rotorcraft operations
during movement on the surface, the person pushing
off the seaplane or rotorcraft from the dock and the
person mooring the seaplane or rotorcraft at the
dock are excepted from the preceding seating and
safety belt requirements. A safety belt provided for
the occupant of a seat may not be used by more than
one person who has reached his or her second
birthday. Not-withstanding 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)
Not-withstanding 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 (a)(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 (a)(2)(ii)(D) of
this section, the approved child restraint system
bears one or more labels as follows:
(A)
Seats manufactured to AFRO-CAA member States
standards must bear the label: “This child restraint
system conforms to all applicable AFRO-CAA motor
vehicle safety standards”;
(B)
Seats manufactured to AFRO-CAA member States
standards, must bear two labels:
(
1 ) “This child restraint system conforms to all
applicable AFRO-CAA 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 (a)(2)(ii)(A)
and (a)(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;
(
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 135.128(a)(2)(ii)(C)( 3
) and 135.128(a)(2)(ii)(C)( 4 ), booster-type
child restraint systems (as defined in AFRO-CAA
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).
(b)
Except as provided in paragraph (b)(3) of this
section, the following pro-hibitions apply to
certificate holders:
(1)
Except as provided in 135.128 (a)(2)(ii)(C)( 3
) and 135.128 (a)(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 (b)(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 (a)(2)(i) of this
section are met;
(iii) The requirements of paragraph (a)(2)(iii) of
this section are met; and
(iv)
The child restraint system has one or more of the
labels described in paragraphs (a)(2)(ii)(A) through
(a)(2)(ii)(C) of this section.
(3)
This section does not prohibit the certificate
holder from providing child restraint systems
authorized by this or, consistent with safe
operating practices, determining the most
appropriate passenger seat location for the child
restraint system.
(a)(1) Applicability. This section applies to
all certificate holders operating under this part,
except for on-demand operations with aircraft having
19 or fewer passenger seats and commuter operations
with aircraft having 9 or fewer passenger seats.
(2)
Duty to make determination of suitability.
Each certificate holder shall determine, to the
extent necessary to perform the applicable functions
of paragraph (d) of this section, the suitability of
each person it permits to occupy an exit seat. For
the purpose of this section—
(i)
Exit seat means—
(A)
Each seat having direct access to an exit; and
(B)
Each seat in a row of seats through which passengers
would have to pass to gain access to an exit, from
the first seat inboard of the exit to the first
aisle inboard of the exit.
(ii)
A passenger seat having direct access means a
seat from which a passenger can proceed directly to
the exit without entering an aisle or passing around
an obstruction.
(3)
Persons designated to make determination.
Each certificate holder shall make the passenger
exit seating determinations required by this
paragraph in a non-discriminatory manner consistent
with the requirements of this section, by persons
designated in the certificate holder's required
operations manual.
(4)
Submission of designation for approval. Each
certificate holder shall designate the exit seats
for each passenger seating configuration in its
fleet in accordance with the definitions in this
paragraph and submit those designations for approval
as part of the procedures required to be submitted
for approval under paragraphs (n) and (p) of this
section.
(b)
No certificate holder may seat a person in a seat
affected by this section if the certificate holder
determines that it is likely that the person would
be unable to perform one or more of the applicable
functions listed in paragraph (d) of this section
because—
(1)
The person lacks sufficient mobility, strength, or
dexterity in both arms and hands, and both legs:
(i)
To reach upward, sideways, and downward to the
location of emergency exit and exit-slide operating
mechanisms;
(ii)
To grasp and push, pull, turn, or otherwise
manipulate those mechanisms;
(iii) To push, shove, pull, or otherwise open
emergency exits;
(iv)
To lift out, hold, deposit on nearby seats, or
maneuver over the seatbacks to the next row objects
the size and weight of over-wing window exit doors;
(v)
To remove obstructions of size and weight similar
over-wing exit doors;
(vi)
To reach the emergency exit expeditiously;
(vii) To maintain balance while removing
obstructions;
(viii) To exit expeditiously;
(ix)
To stabilize an escape slide after deployment; or
(x)
To assist others in getting off an escape slide;
(2)
The person is less than 15 years of age or lacks the
capacity to perform one or more of the applicable
functions listed in paragraph (d) of this section
without the assistance of an adult companion,
parent, or other relative;
(3)
The person lacks the ability to read and understand
instructions required by this section and related to
emergency evacuation provided by the certificate
holder in printed or graphic form or the ability to
understand oral crew commands.
(4)
The person lacks sufficient visual capacity to
perform one or more of the applicable functions in
paragraph (d) of this section without the assistance
of visual aids beyond contact lenses or eyeglasses;
(5)
The person lacks sufficient aural capacity to hear
and understand instructions shouted by flight
attendants, without assistance beyond a hearing aid;
(6)
The person lacks the ability adequately to impart
information orally to other passengers; or,
(7)
The person has:
(i)
A condition or responsibilities, such as caring for
small children, that might prevent the person from
performing one or more of the applicable functions
listed in paragraph (d) of this section; or
(ii)
A condition that might cause the person harm if he
or she performs one or more of the applicable
functions listed in paragraph (d) of this section.
(c)
Each passenger shall comply with instructions given
by a crewmember or other authorized employee of the
certificate holder implementing exit seating
restrictions established in accordance with this
section.
(d)
Each certificate holder shall include on passenger
information cards, presented in the language in
which briefings and oral commands are given by the
crew, at each exit seat affected by this section,
information that, in the event of an emergency in
which a crewmember is not available to assist, a
passenger occupying an exit seat may use if called
upon to perform the following functions:
(1)
Locate the emergency exit;
(2)
Recognize the emergency exit opening mechanism;
(3)
comprehend the instructions for operating the
emergency exit;
(4)
operate the emergency exit;
(5)
Assess whether opening the emergency exit will
increase the hazards to which passengers may be
exposed;
(6)
Follow oral directions and hand signals given by a
crewmember;
(7)
Stow or secure the emergency exit door so that it
will not impede use of the exit;
(8)
Assess the condition of an escape slide, activate
the slide, and stabilize the slide after deployment
to assist others in getting off the slide;
(9)
Pass expeditiously through the emergency exit; and
(10)
Assess, select, and follow a safe path away from the
emergency exit.
(e)
Each certificate holder shall include on passenger
information cards, at each exit seat—
(1)
In the primary language in which emergency commands
are given by the crew, the selection criteria set
forth in paragraph (b) of this section, and a
request that a passenger identify himself or herself
to allow reseating if he or she—
(i)
Cannot meet the selection criteria set forth in
paragraph (b) of this section;
(ii)
Has a non-discernible condition that will prevent
him or her from performing the applicable functions
listed in paragraph (d) of this section;
(iii) May suffer bodily harm as the result of
performing one or more of those functions; or
(iv)
Does not wish to perform those functions; and,
(2)
In each language used by the certificate holder for
passenger information cards, a request that a
passenger identify himself or herself to allow
reseating if he or she lacks the ability to read,
speak, or understand the language or the graphic
form in which instructions required by this section
and related to emergency evacuation are provided by
the certificate holder, or the ability to understand
the specified language in which crew commands will
be given in an emergency;
(3)
May suffer bodily harm as the result of performing
one or more of those functions; or,
(4)
Does not wish to perform those functions.
A
certificate holder shall not require the passenger
to disclose his or her reason for needing reseating.
(f)
Each certificate holder shall make available for
inspection by the public at all passenger loading
gates and ticket counters at each airport where it
conducts passenger operations, written procedures
established for making determinations in regard to
exit row seating.
(g)
No certificate holder may allow taxi or pushback
unless at least one required crewmember has verified
that no exit seat is occupied by a person the
crewmember determines is likely to be unable to
perform the applicable functions listed in paragraph
(d) of this section.
(h)
Each certificate holder shall include in its
passenger briefings a reference to the passenger
information cards, required by paragraphs (d) and
(e), the selection criteria set forth in paragraph
(b), and the functions to be performed, set forth in
paragraph (d) of this section.
(i)
Each certificate holder shall include in its
passenger briefings a request that a passenger
identify himself or herself to allow reseating if he
or she—
(1)
Cannot meet the selection criteria set forth in
paragraph (b) of this section;
(2)
Has a non-discernible condition that will prevent
him or her from performing the applicable functions
listed in paragraph (d) of this section;
(3)
May suffer bodily harm as the result of performing
one or more of those functions; or,
(4)
Does not wish to perform those functions.
A
certificate holder shall not require the passenger
to disclose his or her reason for needing reseating.
(j)
[Reserved]
(k)
In the event a certificate holder determines in
accordance with this section that it is likely that
a passenger assigned to an exit seat would be unable
to perform the functions listed in paragraph (d) of
this section or a passenger requests a non-exit
seat, the certificate holder shall expeditiously
relocate the passenger to a non-exit seat.
(l)
In the event of full booking in the non-exit seats
and if necessary to accommodate a passenger being
relocated from an exit seat, the certificate holder
shall move a passenger who is willing and able to
assume the evacuation functions that may be
required, to an exit seat.
(m)
A certificate holder may deny transportation to any
passenger under this section only because—
(1)
The passenger refuses to comply with instructions
given by a crewmember or other authorized employee
of the certificate holder implementing exit seating
restrictions established in accordance with this
section, or
(2)
The only seat that will physically accommodate the
person's handicap is an exit seat.
(n)
In order to comply with this section certificate
holders shall—
(1)
Establish procedures that address:
(i)
The criteria listed in paragraph (b) of this
section;
(ii)
The functions listed in paragraph (d) of this
section;
(iii) The requirements for airport information,
passenger information cards, crewmember verification
of appropriate seating in exit seats, passenger
briefings, seat assignments, and denial of
transportation as set forth in this section;
(iv)
How to resolve disputes arising from implementation
of this section, including identification of the
certificate holder employee on the airport to whom
complaints should be addressed for resolution; and,
(2)
Submit their procedures for preliminary review and
approval to the principal operations inspectors
assigned to them at the certificate-holding district
office.
(o)
Certificate holders shall assign seats prior to
boarding consistent with the criteria listed in
paragraph (b) and the functions listed in paragraph
(d) of this section, to the maximum extent feasible.
(p)
The procedures required by paragraph (n) of this
section will not become effective until final
approval is granted by the Director, Flight
Standards Service,
Washington, DC. Approval
will be based solely upon the safety aspects of the
certificate holder's procedures.
This
subpart prescribes aircraft and equipment
requirements for operations under this part. The
requirements of this subpart are in addition to the
aircraft and equipment requirements of part 91 of
this chapter. However, this part does not require
the duplication of any equipment required by this
chapter.
(a)
No person may operate an aircraft under this part
unless that aircraft and its equipment meet the
applicable regulations of this chapter.
(b)
Except as provided in 135.179, no person may operate
an aircraft under this part unless the required
instruments and equipment in it have been approved
and are in an operable condition.
(c)
ATC transponder equipment installed within the time
periods indicated below must meet the performance
and environmental requirements of the following
TSO's:
(1)
(i) Any class of TSO-C74b or any class of TSO-C74c
as appropriate, provided that the equipment was
manufactured before January 1, 1990; or
(ii)
The appropriate class of TSO-C112 (Mode S).
(2)
The appropriate class of TSO-C112 (Mode S). For
purposes of paragraph (c)(2) of this section,
“installation” does not include—
(i)
Temporary installation of TSO-C74b or TSO-C74c
substitute equipment, as appropriate, during
maintenance of the permanent equipment;
(ii)
Reinstallation of equipment after temporary removal
for maintenance; or
(iii) For fleet operations, installation of
equipment in a fleet aircraft after removal of the
equipment for maintenance from another aircraft in
the same operator's fleet.
(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 of the
following AFRO-CAA member States-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
119 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 119
certificate holder operating the aircraft on which
the particular device is to be used.
(a)
No certificate holder may operate an aircraft, other
than a turbojet aircraft, for which two pilots are
required by this chapter for operations under VFR,
if it has not previously proved such an aircraft in
operations under this part in at least 25 hours of
proving tests acceptable to the Administrator
including—
(1)
Five hours of night time, if night flights are to be
authorized;
(2)
Five instrument approach procedures under simulated
or actual conditions, if IFR flights are to be
authorized; and
(3)
Entry into a representative number of en route
airports as determined by the Administrator.
(b)
No certificate holder may operate a turbojet
airplane if it has not previously proved a turbojet
airplane in operations under this part in at least
25 hours of proving tests acceptable to the
Administrator including—
(1)
Five hours of night time, if night flights are to be
authorized;
(2)
Five instrument approach procedures under simulated
or actual conditions, if IFR flights are to be
authorized; and
(3)
Entry into a representative number of en route
airports as determined by the Administrator.
(c)
No certificate holder may carry passengers in an
aircraft during proving tests, except those needed
to make the tests and those designated by the
Administrator to observe the tests. However, pilot
flight training may be conducted during the proving
tests.
(d)
Validation testing is required to determine that a
certificate holder is capable of conducting
operations safely and in compliance with applicable
regulatory standards. Validation tests are required
for the following authorizations:
(1)
The addition of an aircraft for which two pilots are
required for operations under VFR or a turbojet
airplane, if that aircraft or an aircraft of the
same make or similar design has not been previously
proved or validated in operations under this part.
(2)
Operations outside AFRO-CAA member States airspace.
(3)
Class II navigation authorizations.
(4)
Special performance or operational authorizations.
(e)
Validation tests must be accomplished by test
methods acceptable to the Administrator. Actual
flights may not be required when an applicant can
demonstrate competence and compliance with
appropriate regulations without conducting a flight.
(f)
Proving tests and validation tests may be conducted
simultaneously when appropriate.
(g)
The Administrator may authorize deviations from this
section if the Administrator finds that special
circumstances make full compliance with this section
unnecessary.
No
person may operate an aircraft in operations
requiring two pilots unless it is equipped with
functioning dual controls. However, if the aircraft
type certification operating limitations do not
require two pilots, a throw-over control wheel may
be used in place of two control wheels.
No
person may operate an aircraft unless it is equipped
with—
(a)
A sensitive altimeter that is adjustable for
barometric pressure;
(b)
Heating or deicing equipment for each carburetor or,
for a pressure carburetor, an alternate air source;
(c)
For turbojet airplanes, in addition to two
gyroscopic bank-and-pitch indicators (artificial
horizons) for use at the pilot stations, a third
indicator that is installed in accordance with the
instrument requirements prescribed in 121.305(j) of
this chapter.
(d)
[Reserved]
(e)
For turbine powered aircraft, any other equipment as
the Administrator may require.
o
person may operate an aircraft having a passenger
seating configuration, excluding any pilot seat, of
more than 19 unless it is equipped with—
(a)
A public address system which—
(1)
Is capable of operation independent of the
crewmember interphone system required by paragraph
(b) of this section, except for handsets, headsets,
microphones, selector switches, and signaling
devices;
(2)
Is approved in accordance with 21.305 of this
chapter;
(3)
Is accessible for immediate use from each of two
flight crewmember stations in the pilot compartment;
(4)
For each required floor-level passenger emergency
exit which has an adjacent flight attendant seat,
has a microphone which is readily accessible to the
seated flight attendant, except that one microphone
may serve more than one exit, provided the proximity
of the exits allows unassisted verbal communication
between seated flight attendants;
(5)
Is capable of operation within 10 seconds by a
flight attendant at each of those stations in the
passenger compartment from which its use is
accessible;
(6)
Is audible at all passenger seats, lavatories, and
flight attendant seats and work stations; and
(7)
For transport category airplanes manufactured, meets
the requirements of 25.1423 of this chapter.
(b)
A crewmember interphone system which—
(1)
Is capable of operation independent of the public
address system required by paragraph (a) of this
section, except for handsets, headsets, microphones,
selector switches, and signaling devices;
(2)
Is approved in accordance with 21.305 of this
chapter;
(3)
Provides a means of two-way communication between
the pilot compartment and—
(i)
Each passenger compartment; and
(ii)
Each galley located on other than the main passenger
deck level;
(4)
Is accessible for immediate use from each of two
flight crewmember stations in the pilot compartment;
(5)
Is accessible for use from at least one normal
flight attendant station in each passenger
compartment;
(6)
Is capable of operation within 10 seconds by a
flight attendant at each of those stations in each
passenger compartment from which its use is
accessible; and
(7)
For large turbojet-powered airplanes—
(i)
Is accessible for use at enough flight attendant
stations so that all floor-level emergency exits (or
entryways to those exits in the case of exits
located within galleys) in each passenger
compartment are observable from one or more of those
stations so equipped;
(ii)
Has an alerting system incorporating aural or visual
signals for use by flight crewmembers to alert
flight attendants and for use by flight attendants
to alert flight crewmembers;
(iii) For the alerting system required by paragraph
(b)(7)(ii) of this section, has a means for the
recipient of a call to determine whether it is a
normal call or an emergency call; and
(iv)
When the airplane is on the ground, provides a means
of two-way communication between ground personnel
and either of at least two flight crewmembers in the
pilot compartment. The interphone system station for
use by ground personnel must be so located that
personnel using the system may avoid visible
detection from within the airplane.
(a)
No person may operate a multiengine, turbine-powered
airplane or rotorcraft having a passenger seating
configuration of six or more and for which two
pilots are required by certification or operating
rules unless it is equipped with an approved cockpit
voice recorder that:
(1)
Is installed in compliance with 23.1457(a) (1) and
(2), (b), (c), (d), (e), (f), and (g); 25.1457(a)
(1) and (2), (b), (c), (d), (e), (f), and (g);
27.1457(a) (1) and (2), (b), (c), (d), (e), (f), and
(g); or 29.1457(a) (1) and (2), (b), (c), (d), (e),
(f), and (g) of this chapter, as applicable; and
(2)
Is operated continuously from the use of the check
list before the flight to completion of the final
check list at the end of the flight.
(b)
No person may operate a multiengine, turbine-powered
airplane or rotorcraft having a passenger seating
configuration of 20 or more seats unless it is
equipped with an approved cockpit voice recorder
that—
(1)
Is installed in compliance with 23.1457, 25.1457,
27.1457 or 29.1457 of this chapter, as applicable;
and
(2)
Is operated continuously from the use of the check
list before the flight to completion of the final
check list at the end of the flight.
(c)
In the event of an accident, or occurrence requiring
immediate notification of the National
Transportation Safety Board which results in
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 may be used to assist in determining
the cause of accidents or occurrences in connection
with investigations. The Administrator does not use
the record in any civil penalty or certificate
action.
(d)
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 manufactured after October
11, 1991, or on which a cockpit voice recorder has
been installed after October 11, 1991, 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.
(e)
In complying with this section, an approved cockpit
voice recorder having an erasure feature may be
used, so that during the operation of the recorder,
information:
(1)
Recorded in accordance with paragraph (a) of this
section and recorded more than 15 minutes earlier;
or
(2)
Recorded in accordance with paragraph (b) of this
section and recorded more than 30 minutes earlier;
may be erased or otherwise obliterated.
(a)
Except as provided in paragraph (k) of this section,
no person may operate under this part a
multi-engine, turbine-engine powered airplane or
rotorcraft having a passenger seating configuration,
excluding any required crewmember seat, of 10 to 19
seats, that was either brought onto the AFRO-CAA
member States register after, or was registered
outside the AFRO-CAA member States and added to the
operator's AFRO-CAA member States operations
specifications, 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 parameters specified in either Appendix
B or C of this part, as applicable must be recorded
within the range, accuracy, resolution, and
recording intervals as specified. The recorder shall
retain no less than 25 hours of aircraft operation.
(b)
No person may operate a multiengine, turbine-powered
airplane having a passenger seating configuration of
20 to 30 seats or a multiengine, turbine-powered
rotorcraft having a passenger seating configuration
of 20 or more seats 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 in appendix D or E of
this part, as applicable, that are set forth below,
must be recorded within the ranges, accuracies,
resolutions, and sampling intervals as specified.
(1)
Except as provided in paragraph (b)(3) of this
section for aircraft type certificated, the
following parameters must be recorded:
(i)
Time;
(ii)
Altitude;
(iii) Airspeed;
(iv)
Vertical acceleration;
(v)
Heading;
(vi)
Time of each radio transmission to or from air
traffic control;
(vii) Pitch attitude;
(viii) Roll attitude;
(ix)
Longitudinal acceleration;
(x)
Control column or pitch control surface position;
and
(xi)
Thrust of each engine.
(2)
Except as provided in paragraph (b)(3) of this
section for aircraft type certificated the following
parameters must be recorded:
(i)
Time;
(ii)
Altitude;
(iii) Airspeed;
(iv)
Vertical acceleration;
(v)
Heading;
(vi)
Time of each radio transmission either to or from
air traffic control;
(vii) Pitch attitude;
(viii) Roll attitude;
(ix)
Longitudinal acceleration;
(x)
Pitch trim position;
(xi)
Control column or pitch control surface position;
(xii) Control wheel or lateral control surface
position;
(xiii) Rudder pedal or yaw control surface position;
(xiv) Thrust of each engine;
(xv)
Position of each thrust reverser;
(xvi) Trailing edge flap or cockpit flap control
position; and
(xvii) Leading edge flap or cockpit flap control
position.
(3)
All of the parameters listed in appendix D or E of
this part, as applicable, must be recorded.
(c)
Whenever a flight recorder required by this section
is installed, it must be operated continuously from
the instant the airplane begins the take-off roll or
the rotor-craft begins the lift-off until the
airplane has completed the landing roll or the
rotorcraft has landed at its destination.
(d)
Except as provided in paragraph (c) 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) of
this section until the aircraft has been operating
for at least 25 hours of the operating time
specified in paragraph (c) of this section. In
addition, each certificate holder shall keep the
recorded data prescribed in paragraph (b) of this
section for an airplane until the airplane has been
operating for at least 25 hours, and for a
rotorcraft until the rotorcraft has been operating
for at least 10 hours, of the operating time
specified in paragraph (c) of this section. 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 (c) of this section, no record
need be kept more than 60 days.
(e)
In the event of an accident or occurrence that
requires the immediate notification of the National
Transportation Safety Board under 49 CFR part 830 of
its regulations and that results in termination of
the flight, the certificate holder shall remove the
recording media from the aircraft and keep the
recorded data required by paragraphs (a) and (b) of
this section for at least 60 days or for a longer
period upon request of the Board or the
Administrator.
(f)(1) Each flight recorder required by this section
must be installed in accordance with the
requirements of 23.1459, 25.1459, 27.1459, or
29.1459, as appropriate, of this chapter. The
correlation required by paragraph (c) of 23.1459,
25.1459, 27.1459, or 29.1459, as appropriate, of
this chapter need be established only on one
aircraft of a group of aircraft:
(i)
That are of the same type;
(ii)
On which the flight recorder models and their
installations are the same; and
(iii) On which there are no differences in the type
designs 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.
(f)(2) Each flight data recorder system required by
this section must be installed in accordance with
the requirements of 23.1459 (a), (b), (d) and (e) of
this chapter, or 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—
(i)
That are of the same type;
(ii)
On which the flight recorder system and its
installation are the same; and
(iii) 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.
(g)
Each flight recorder required by this section that
records the data specified in paragraphs (a) and (b)
of this section must have an approved device to
assist in locating that recorder under water.
(h)
The operational parameters required to be recorded
by digital flight data recorders required by
paragraphs (i) and (j) of 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 (h)(82) of this section if currently
recorded;
(20)
Trailing edge flap or cockpit flap control selection
(except when parameters of paragraph (h)(85) of this
section apply);
(21)
Leading edge flap or cockpit flap control selection
(except when parameters of paragraph (h)(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 (h)(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 designated in
appendix F 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 or 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).
(i)
For all turbine-engine powered airplanes with a
seating configuration, excluding any required
crewmember seat, of 10 to 30 passenger seats,
(1)
The parameters listed in paragraphs (h)(1) through
(h)(57) of this section must be recorded within the
ranges, accuracies, resolutions, and recording
intervals specified in Appendix F 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 F of this
part.
(j)
For all turbine-engine-powered airplanes with a
seating configuration, excluding any required
crewmember seat, of 10 to 30 passenger seats, that
are manufactured after August 19, 2002 the
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 F of this part.
(k)
The following aircraft types need not comply with
this section: Bell 212, Bell 214ST, Bell 412, Bell
412SP, Boeing Chinook (BV–234), Boeing/Kawasaki
Vertol 107 (BV/KV–107–II), de Havilland DHC–6,
Eurocopter Puma 330J, Sikorsky 58, Sikorsky 61N,
Sikorsky 76A.
(a)
No person may operate a turbine-powered airplane
having a passenger seat configuration of 10 seats or
more, excluding any pilot seat, unless it is
equipped with an approved ground proximity warning
system.
(b)
[Reserved]
(c)
For a system required by this section, the Airplane
Flight Manual shall contain—
(1)
Appropriate procedures for—
(i)
The use of the equipment;
(ii)
Proper flight crew action with respect to the
equipment; and
(iii) Deactivation for planned abnormal and
emergency conditions; and
(2)
An outline of all input sources that must be
operating.
(d)
No person may deactivate a system required by this
section except under procedures in the Airplane
Flight Manual.
(e)
Whenever a system required by this section is
deactivated, an entry shall be made in the airplane
maintenance record that includes the date and time
of deactivation.
(a)
Airplanes manufactured after
March 29, 2002:
(1)
No person may operate a turbine-powered airplane
configured with 10 or more passenger seats,
excluding any pilot seat, unless that airplane is
equipped with an approved terrain awareness and
warning
system that meets the requirements for Class A
equipment in Technical Standard Order (TSO)–C151.
The airplane must also include an approved terrain
situational awareness display.
(2)
No person may operate a turbine-powered airplane
configured with 6 to 9 passenger seats, excluding
any pilot seat, unless that airplane is equipped
with an approved terrain awareness and warning
system that meets as a minimum the requirements for
Class B equipment in Technical Standard Order (TSO)–C151.
(b)
Airplanes manufactured on or before
March 29, 2002:
(1)
No person may operate a turbine-powered airplane
configured with 10 or more passenger seats,
excluding any pilot seat, after March 29, 2005,
unless that airplane is equipped with an approved
terrain awareness and warning system that meets the
requirements for Class A equipment in Technical
Standard Order (TSO)–C151. The airplane must also
include an approved terrain situational awareness
display.
(2)
No person may operate a turbine-powered airplane
configured with 6 to 9 passenger seats, excluding
any pilot seat, after March 29, 2005, unless that
airplane is equipped with an approved terrain
awareness and warning system that meets as a minimum
the requirements for Class B equipment in Technical
Standard Order (TSO)–C151.
(Approved by the
Office of Management and Budget under control number
2120–0631)
(c)
Airplane Flight Manual. The Airplane Flight
Manual shall contain appropriate procedures for—
(1)
The use of the terrain awareness and warning system;
and
(2)
Proper flight crew reaction in response to the
terrain awareness and warning system audio and
visual warnings.
No
person may operate an aircraft carrying passengers
unless it is equipped with hand fire extinguishers
of an approved type for use in crew and passenger
compartments as follows—
(a)
The type and quantity of extinguishing agent must be
suitable for the kinds of fires likely to occur;
(b)
At least one hand fire extinguisher must be provided
and conveniently located on the flight deck for use
by the flight crew; and
(c)
At least one hand fire extinguisher must be
conveniently located in the passenger compartment of
each aircraft having a passenger seating
configuration, excluding any pilot seat, of at least
10 seats but less than 31 seats.
(a)
Un pressurized aircraft. No person may
operate an un pressurized aircraft at altitudes
prescribed in this section unless it is equipped
with enough oxygen dispensers and oxygen to supply
the pilots under 135.89(a) and to supply, when
flying—
(1)
At altitudes above 10,000 feet through 15,000 feet
MSL, oxygen to at least 10 percent of the occupants
of the aircraft, other than the pilots, for that
part of the flight at those altitudes that is of
more than 30 minutes duration; and
(2)
Above 15,000 feet MSL, oxygen to each occupant of
the aircraft other than the pilots.
(b)
Pressurized aircraft. No person may operate a
pressurized aircraft—
(1)
At altitudes above 25,000 feet MSL, unless at least
a 10-minute supply of supplemental oxygen is
available for each occupant of the aircraft, other
than the pilots, for use when a descent is necessary
due to loss of cabin pressurization; and
(2)
Unless it is equipped with enough oxygen dispensers
and oxygen to comply with paragraph (a) of this
section whenever the cabin pressure altitude exceeds
10,000 feet MSL and, if the cabin pressurization
fails, to comply with 135.89 (a) or to provide a
2-hour supply for each pilot, whichever is greater,
and to supply when flying—
(i)
At altitudes above 10,000 feet through 15,000 feet
MSL, oxygen to at least 10 percent of the occupants
of the aircraft, other than the pilots, for that
part of the flight at those altitudes that is of
more than 30 minutes duration; and
(ii)
Above 15,000 feet MSL, oxygen to each occupant of
the aircraft, other than the pilots, for one hour
unless, at all times during flight above that
altitude, the aircraft can safely descend to 15,000
feet MSL within four minutes, in which case only a
30-minute supply is required.
(c)
The equipment required by this section must have a
means—
(1)
To enable the pilots to readily determine, in
flight, the amount of oxygen available in each
source of supply and whether the oxygen is being
delivered to the dispensing units; or
(2)
In the case of individual dispensing units, to
enable each user to make those determinations with
respect to that person's oxygen supply and delivery;
and
(3)
To allow the pilots to use undiluted oxygen at their
discretion at altitudes above 25,000 feet MSL.
(a)
Except as provided in paragraph (b) of this
section, no person may operate a transport category
airplane equipped with a flight instrument pitot
heating system unless the airplane is also equipped
with an operable pitot heat indication system that
complies with 25.1326 of this chapter.
(b)
A certificate holder may obtain an extension of the
April 12, 1981, compliance date specified in
paragraph (a) of this section, from the AFRO-CAA 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 Director,
indicating that compliance will be achieved at the
earliest practicable date.
No
person may operate an aircraft carrying passengers
under VFR at night or under VFR over-the-top, unless
it is equipped with—
(a)
A gyroscopic rate-of-turn indicator except on the
following aircraft:
(1)
Airplanes with a third attitude instrument system
usable through flight attitudes of 360 degrees of
pitch-and-roll and installed in accordance with the
instrument requirements prescribed in 121.305(j) of
this chapter.
(2)
Helicopters with a third attitude instrument system
usable through flight attitudes of ±80 degrees of
pitch and ±120 degrees of roll and installed in
accordance with 29.1303(g) of this chapter.
(3)
Helicopters with a maximum certificated take-off
weight of 6,000 pounds or less.
(b)
A slip skid indicator.
(c)
A gyroscopic bank-and-pitch indicator.
(d)
A gyroscopic direction indicator.
(e)
A generator or generators able to supply all
probable combinations of continuous in-flight
electrical loads for required equipment and for
recharging the battery.
(f)
For night flights—
(1)
An anti-collision light system;
(2)
Instrument lights to make all instruments, switches,
and gauges easily readable, the direct rays of which
are shielded from the pilots' eyes; and
(3)
A flashlight having at least two size “D” cells or
equivalent.
(g)
For the purpose of paragraph (e) of this section, a
continuous in-flight electrical load includes one
that draws current continuously during flight, such
as radio equipment and electrically driven
instruments and lights, but does not include
occasional intermittent loads.
(h)
Notwithstanding provisions of paragraphs (b), (c),
and (d), helicopters having a maximum certificated
take-off weight of 6,000 pounds or less may be
operated, under visual flight rules at night without
a slip skid indicator, a gyroscopic bank-and-pitch
indicator, or a gyroscopic direction indicator.
(a)
No person may operate an aircraft under VFR over
routes that can be navigated by pilotage unless the
aircraft is equipped with the two-way radio
communication equipment necessary under normal
operating conditions to fulfill the following:
(1)
Communicate with at least one appropriate station
from any point on the route;
(2)
Communicate with appropriate air traffic control
facilities from any point within Class B, Class C,
or Class D airspace, or within a Class E surface
area designated for an airport in which flights are
intended; and
(3)
Receive meteorological information from any point en
route.
(b)
No person may operate an aircraft at night under VFR
over routes that can be navigated by pilotage unless
that aircraft is equipped with—
(1)
Two-way radio communication equipment necessary
under normal operating conditions to fulfill the
functions specified in paragraph (a) of this
section; and
(2)
Navigation equipment suitable for the route to be
flown.
135.163 Equipment
requirements: Aircraft carrying passengers under IFR.
No
person may operate an aircraft under IFR, carrying
passengers, unless it has—
(a)
A vertical speed indicator;
(b)
A free-air temperature indicator;
(c)
A heated pitot 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)
For a single-engine aircraft:
(1)
Two independent electrical power generating sources
each of which is able to supply all probable
combinations of continuous in-flight electrical
loads for required instruments and equipment; or
(2)
In addition to the primary electrical power
generating source, a standby battery or an alternate
source of electric power that is capable of
supplying 150% of the electrical loads of all
required instruments and equipment necessary for
safe emergency operation of the aircraft for at
least one hour;
(g)
For multi-engine aircraft, at least two generators
or alternators each of which is on a separate
engine, of 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 aircraft except that for multi-engine
helicopters, the two required generators may be
mounted on the main rotor drive train; and
(h)
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 required gyroscopic instruments
powered by, or to be powered by, that particular
source 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 unless, for single-engine
aircraft in all cargo operations only, the rate of
turn indicator has a source of energy separate from
the bank and pitch and direction indicators. For the
purpose of this paragraph, for multi-engine
aircraft, each engine-driven source of energy must
be on a different engine.
(i)
For the purpose 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.
(a)
Aircraft navigation equipment requirements —
General . Except as provided in paragraph (g)
of this section, no person may conduct operations
under IFR or extended over-water unless—
(1)
The en route navigation aids necessary for
navigating the aircraft 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 navigation systems required by this section:
(2)
The aircraft used in extended over-water operations
is equipped with at least two-approved independent
navigation systems suitable for navigating the
aircraft along the route to be flown within the
degree of accuracy required for ATC.
(3)
The aircraft used for IFR operations is equipped
with at least—
(i)
One marker beacon receiver providing visual and
aural signals; and
(ii)
One ILS receiver.
(4)
Any RNAV system used to meet the navigation
equipment requirements of this section is authorized
in the certificate holder's operations
specifications.
(b)
Use of a single independent navigation system for
IFR operations. The aircraft may be equipped
with a single independent navigation system suitable
for navigating the aircraft along the route to be
flown within the degree of accuracy required for ATC
if:
(1)
It can be shown that the aircraft 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 aircraft 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.
(c)
VOR navigation equipment. Whenever VOR
navigation equipment is required by paragraph (a) or
(b) of this section, no person may operate an
aircraft unless it is equipped with at least one
approved DME or suitable RNAV system.
(d)
Airplane communication equipment requirements.
Except as permitted in paragraph (e) of this
section, no person may operate a turbojet airplane
having a passenger seat configuration, excluding any
pilot seat, of 10 seats or more, or a multiengine
airplane in a commuter operation, as defined in part
119 of this chapter, under IFR or in extended
over-water operations unless the airplane is
equipped with—
(1)
At least two independent communication systems
necessary under normal operating conditions to
fulfill the functions specified in 121.347(a) of
this chapter; and
(2)
At least one of the communication systems required
by paragraph (d)(1) of this section must have
two-way voice communication capability.
(e)
IFR or extended over-water communications
equipment requirements. A person may operate an
aircraft other than that specified in paragraph (d)
of this section under IFR or in extended over-water
operations if it meets all of the requirements of
this section, with the exception that only one
communication system transmitter is required for
operations other than extended over-water
operations.
(f)
Additional aircraft communication equipment
requirements. In addition to the requirements in
paragraphs (d) and (e) of this section, no person
may operate an aircraft under IFR or in extended
over-water operations unless it is equipped with at
least:
(1)
Two microphones; and
(2)
Two headsets or one headset and one speaker.
(g)
Extended over-water exceptions.
Notwithstanding the requirements of paragraphs (a),
(d), and (e) 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 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 where the Administrator, by amending the
operations specifications of the certificate holder,
requires the carriage of all or any specific items
of the equipment listed below for any overwater
operation, or, upon application of the certificate
holder, the Administrator allows deviation for a
particular extended overwater operation, no person
may operate an aircraft 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 for each occupant of the
aircraft. The life preserver must be easily
accessible to each seated occupant.
(2)
Enough approved life-rafts of a rated capacity and
buoyancy to accommodate the occupants of the
aircraft.
(b)
Each life-raft required by paragraph (a) of this
section must be equipped with or contain at least
the following:
(1)
One approved survivor locator light.
(2)
One approved pyrotechnic signaling device.
(3)
Either—
(i)
One survival kit, appropriately equipped for the
route to be flown; or
(ii)
One canopy (for sail, sunshade, or rain catcher);
(iii) One radar reflector;
(iv)
One life-raft repair kit;
(v)
One bailing bucket;
(vi)
One signaling mirror;
(vii) One police whistle;
(viii) One raft knife;
(ix)
One CO2bottle for emergency inflation;
(x)
One inflation pump;
(xi)
Two oars;
(xii) One 75-foot retaining line;
(xiii) One magnetic compass;
(xiv) One dye marker;
(xv)
One flashlight having at least two size “D” cells or
equivalent;
(xvi) A 2-day supply of emergency food rations
supplying at least 1,000 calories per day for each
person;
(xvii) For each two persons the raft is rated to
carry, two pints of water or one sea water desalting
kit;
(xviii) One fishing kit; and
(xix) One book on survival appropriate for the area
in which the aircraft is operated.
(c)
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 1 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)
Except for commuter category airplanes, no person
may operate a large airplane unless it meets the
additional airworthiness requirements of 121.213
through 121.283 and 121.307 of this chapter.
(b)
No person may operate a reciprocating-engine or
turbo-propeller-powered small airplane that has a
passenger seating configuration, excluding pilot
seats, of 10 seats or more unless it is type
certificated—
(1)
In the transport category;
(2)
In the normal category and meets special conditions
issued by the Administrator for airplanes intended
for use in operations under this part;
(3)
In the normal category and meets the additional
airworthiness standards in Special AFRO-CAA
Regulation No. 23;
(4)
In the normal category and meets the additional
airworthiness standards in appendix A;
(5)
In the normal category and complies with section
1.(a) of Special AFRO-CAA Regulation No. 41;
(6)
In the normal category and complies with section
1.(b) of Special AFRO-CAA Regulation No. 41; or
(7)
In the commuter category.
(c)
No person may operate a small airplane with a
passenger seating configuration, excluding any pilot
seat, of 10 seats or more, with a seating
configuration greater than the maximum seating
configuration used in that type airplane in
operations under this part. This paragraph does not
apply to—
(1)
An airplane that is type certificated in the
transport category; or
(2)
An airplane that complies with—
(i)
Appendix A of this part provided that its passenger
seating configuration, excluding pilot seats, does
not exceed 19 seats; or
(ii)
Special AFRO-CAA Regulation No. 41.
(d)
Cargo or baggage compartments:
(1)
Each Class C or D compartment, as defined in 25.857
of part 25 of this chapter, greater than 200 cubic
feet in volume in a transport category airplane type
certificated after January 1, 1958, must have
ceiling and sidewall panels which are constructed
of:
(i)
Glass fiber reinforced resin;
(ii)
Materials which meet the test requirements of part
25, appendix F, part III of this chapter; or
(iii) In the case of liner installations aluminum.
(2)
For compliance with this paragraph, the term “liner”
includes any design feature, such as a joint or
fastener, which would affect the capability of the
liner to safely contain a fire.
(a)
No person may operate an airplane that conforms to
an amended or supplemental type certificate issued
in accordance with ACAR No. 41 for a maximum
certificated take-off weight in excess of 12,500
pounds unless within one year after issuance of the
initial airworthiness certificate under that ACAR,
the airplane meets the compartment interior
requirements set forth in 25.853(a).
(b)
Except for commuter category airplanes and airplanes
certificated under Special AFRO-CAA Regulation No.
41, no person may operate a large airplane unless it
meets the following additional airworthiness
requirements:
(1)
Except for those materials covered by paragraph
(b)(2) of this section, all materials in each
compartment used by the crewmembers or passengers
must meet the requirements of 25.853 of this chapter
in effect as follows or later amendment thereto:
(i)
Except as provided in paragraph (b)(1)(iv) of this
section, each airplane with a passenger capacity of
20 or more must comply with the heat release rate
testing provisions of 25.853(d), except that the
total heat release over the first 2 minutes of
sample exposure rate must not exceed 100 kilowatt
minutes per square meter and the peak heat release
rate must not exceed 100 kilowatts per square meter.
(ii)
Each airplane with a passenger capacity of 20 or
more, must comply with the heat release rate and
smoke testing provisions of 25.853(d).
(iii) Except as provided in paragraph (b)(1) (v) or
(vi) of this section, each airplane for which the
application for type certificate was filed, must
comply with the provisions of 25.853, regardless of
the passenger capacity, if there is a substantially
complete replacement of the cabin interior.
(iv)
Except as provided in paragraph (b)(1) (v) or (vi)
of this section, each airplane for which the
application for type certificate was filed, must
comply with the material requirements under which
the airplane was type
certificated regardless of the passenger capacity if
there is a substantially complete replacement of the
cabin interior after that date.
(v)
Except as provided in paragraph (b)(1)(vi) of this
section, each airplane, must comply with the heat
release testing provisions of 25.853(d), if there is
a substantially complete replacement of the cabin
interior components identified in that paragraph on
or after that date, except that the total heat
release over the first 2 minutes of sample exposure
shall not exceed 100 kilowatt-minutes per square
meter and the peak heat release rate shall not
exceed 100 kilowatts per square meter.
(vi)
Each airplane, must comply with the heat release
rate and smoke testing provisions of 25.853(d), if
there is a substantially complete replacement of the
cabin interior components identified in that
paragraph.
(vii) Contrary provisions of this section
notwithstanding, the Manager of the Transport
Airplane Directorate, Aircraft Certification
Service, AFRO-CAA Aviation Administration, may
authorize deviation from the requirements of
paragraph (b)(1)(i), (b)(1)(ii), (b)(1)(v), or
(b)(1)(vi) of this section for specific components
of the cabin interior that do not meet applicable
flammability and smoke emission requirements, if the
determination is made that special circumstances
exist that make compliance impractical. Such grants
of deviation will be limited to those airplanes
manufactured within 1 year after the applicable date
specified in this section and those airplanes in
which the interior is replaced within 1 year of that
date. A request for such grant of deviation must
include a thorough and accurate analysis of each
component subject to 25.853(d), the steps being
taken to achieve compliance, and, for the few
components for which timely compliance will not be
achieved, credible reasons for such noncompliance.
(viii) Contrary provisions of this section
notwithstanding, galley carts and standard galley
containers that do not meet the flammability and
smoke emission requirements of 25.853(d), may be
used in airplanes that must meet the requirements of
paragraph (b)(1)(i), (b)(1)(ii), (b)(1)(iv) or
(b)(1)(vi) of this section provided the galley carts
or standard containers.
(2)
Seat cushions, except those on flight crewmember
seats, in any compartment occupied by crew or
passengers must comply with the requirements
pertaining to fire protection of seat cushions in
25.853(c).
(c)
Thermal/acoustic insulation materials. For transport
category airplanes type certificated after January
1, 1958:
(1)
When thermal/acoustic insulation is installed in the
fuselage as replacements, 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.
(2)
Thermal/acoustic insulation materials installed in
the fuselage must meet the flame propagation
requirements of 25.856 of this chapter, effective
September 2, 2003.
135.171 Shoulder
harness installation at flight crewmember stations.
(a)
No person may operate a turbojet aircraft or an
aircraft having a passenger seating configuration,
excluding any pilot seat, of 10 seats or more unless
it is equipped with an approved shoulder harness
installed for each flight crewmember station.
(b)
Each flight crewmember occupying a station equipped
with a shoulder harness must fasten the shoulder
harness during take-off and landing, except that the
shoulder harness may be unfastened if the crewmember
cannot perform the required duties with the shoulder
harness fastened.
(a)
No person may operate an aircraft that has a
passenger seating configuration, excluding any pilot
seat, of 10 seats or more in passenger-carrying
operations, except a helicopter operating under day
VFR conditions, unless the aircraft is equipped with
either approved thunderstorm detection equipment or
approved airborne weather radar equipment.
(b)
No person may operate a helicopter that has a
passenger seating configuration, excluding any pilot
seat, of 10 seats or more in passenger-carrying
operations, under night VFR when current weather
reports indicate that thunderstorms or other
potentially hazardous weather conditions that can be
detected with airborne thunderstorm detection
equipment may reasonably be expected along the route
to be flown, unless the helicopter is equipped with
either approved thunderstorm detection equipment or
approved airborne weather radar equipment.
(c)
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 thunderstorm detection equipment, required
by paragraph (a) or (b) of this section, may
reasonably be expected along the route to be flown,
unless the airborne thunderstorm detection equipment
is in satisfactory operating condition.
(d)
If the airborne thunderstorm detection equipment
becomes inoperative en route, the aircraft must be
operated under the instructions and procedures
specified for that event in the manual required by
135.21.
(f)
Without regard to any other provision of this part,
an alternate electrical power supply is not required
for airborne thunderstorm detection equipment.
(a)
No person may operate a large, transport category
aircraft in passenger-carrying operations unless
approved airborne weather radar equipment is
installed in the aircraft.
(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 aircraft must be operated
under the instructions and procedures specified for
that event in the manual required by 135.21.
(d)
Without regard to any other provision of this part,
an alternate electrical power supply is not required
for airborne weather radar equipment.
(a)
No person may operate an aircraft having a passenger
seating configuration, excluding any pilot seat, of
more than 19 seats unless it is equipped with the
following emergency equipment:
(1)
At least one approved first-aid kit for treatment of
injuries likely to occur in flight or in a minor
accident that must:
(i)
Be readily accessible to crew-members.
(ii)
Be stored securely and kept free from dust,
moisture, and damaging temperatures.
(iii) Contain at least the following appropriately
maintained contents in the specified quantities:
|
Contents |
Quantity |
|
Adhesive bandage compresses, 1-inch |
16 |
|
Antiseptic swabs |
20 |
|
Ammonia inhalants |
10 |
|
Bandage compresses, 4-inch |
8 |
|
Triangular bandage compresses, 40-inch |
5 |
|
Arm splint, non-inflatable |
1 |
|
Leg splint, non-inflatable |
1 |
|
Roller bandage, 4-inch |
4 |
|
Adhesive tape, 1-inch standard roll |
2 |
|
Bandage scissors |
1 |
|
Protective non-permeable gloves or equivalent |
1 pair |
(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 must be fastened. The signs must be
constructed so that they can be turned on during any
movement of the aircraft on the surface, for each
take-off or landing, and at other times considered
necessary by the pilot in command. “No smoking”
signs shall be turned on when required by 135.127.
(4)
[Reserved]
(b)
Each item of equipment must be inspected regularly
under inspection periods established in the
operations specifications to ensure its condition
for continued serviceability and immediate readiness
to perform its intended emergency purposes.
No
person may operate an airplane having a passenger
seating configuration of more than 19 seats, unless
it has the additional emergency equipment specified
in paragraphs (a) through (l) of this section.
(a)
Means for emergency evacuation. Each
passenger-carrying landplane emergency exit (other
than over-the-wing) that is more than 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 in effect on April 30, 1972, 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,
take-offs, and landings; however, the Administrator
may grant a deviation from the requirement of
automatic deployment if he finds that the design of
the exit makes compliance impractical, 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 121.291(a) of this chapter. This
paragraph does not apply to the rear window
emergency exit of Douglas DC–3 airplanes operated
with fewer than 36 occupants, including crewmembers,
and fewer 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 its means of opening must be conspicuously
marked. The identity and locating 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 is filed, 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 micro-lamberts. 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 he 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 is filed, 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 micro-lamberts.
(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;
(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; and
(3)
Include floor proximity emergency escape path
marking which meets the requirements of 25.812(e) of
this chapter.
(d)
Emergency light operation. Except for lights
forming part of emergency lighting subsystems
provided in compliance with 25.812(h) 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) of this section
must:
(1)
Be operable manually both from the flight-crew
station and from a point in the passenger
compartment that is readily accessible to a normal
flight attendant seat;
(2)
Have a means to prevent inadvertent operation of the
manual controls;
(3)
When armed or turned on at either station, remain
lighted or become lighted upon interruption of the
airplane's normal electric power;
(4)
Be armed or turned on during taxiing, take-off, and
landing. In showing compliance with this paragraph,
a transverse vertical separation of the fuselage
need not be considered;
(5)
Provide the required level of illumination for at
least 10 minutes at the critical ambient conditions
after emergency landing; and
(6)
Have a cockpit control device that has an “on,”
“off,” and “armed” position.
(e)
Emergency exit operating handles. (1) For a
passenger-carrying airplane for which the
application for the type certificate was filed prior
to May 1, 1972, 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 least three-fourths inch
wide and a head twice the width of the shaft,
extending along at least 70° of arc at a radius
approximately equal to three-fourths of 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 for which the
application for the type certificate was filed on or
after May 1, 1972, 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 micro-lamberts.
(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 the ACAR, if he
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,
for a transport category airplane type certificated
after January 1, 1958, there must be placards
installed in accordance with 25.813(c)(3) of this
chapter for each Type III exit.
(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. Curtains may,
however, 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 a required emergency exit from any passenger
seat, the door must have a means to latch it in the
open position, and the door must be latched open
during each take-off and landing. The latching means
must be able to withstand the loads imposed upon it
when the door is subjected to the ultimate inertia
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.
(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. “Reflectance” is the
ratio of the luminous flux reflected by a body to
the luminous flux it receives.
(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 is filed, the requirements of
25.812 (f) and (g) of this chapter.
(ii)
For an airplane for which the application for the
type certificate was filed on or after
May 1, 1972, 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 is filed, the requirements of
25.803(e) of this chapter.
(ii)
For an airplane for which the application for the
type certificate was filed on or after
May 1, 1972, 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 Martin 404 and
Convair 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 he
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 paragraphs (f)
(1), (2), and (3) of this section, and must be
readily accessible.
(k)
On each large passenger-carrying turbojet-powered
airplane, each ventral exit and tail-cone 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.
(l)
Portable lights. No person may operate a
passenger-carrying airplane unless it is equipped
with flashlight stowage provisions accessible from
each flight attendant seat.
(a)
No person may take off an aircraft with inoperable
instruments or equipment installed unless the
following conditions are met:
(1)
An approved Minimum Equipment List exists for that
aircraft.
(2)
The certificate-holding district office 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 aircraft with
certain instruments and equipment in an inoperable
condition.
(4)
Records identifying the inoperable instruments and
equipment and the information required by (a)(3)(ii)
of this section must be available to the pilot.
(5)
The aircraft 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 aircraft with inoperable instruments or
equipment may be operated under a special flight
permit under 21.197 and 21.199 of this chapter.
(a)
Unless otherwise authorized by the Administrator, no
person may operate a turbine powered airplane that
has a passenger seat configuration, excluding any
pilot seat, of 10 to 30 seats unless it is equipped
with an approved traffic alert and collision
avoidance system. If a TCAS II system is installed,
it must be capable of coordinating with TCAS units
that meet TSO C–119.
(b)
The airplane flight manual required by 135.21 of
this part shall contain the following information on
the TCAS I system required by this section:
(1)
Appropriate procedures for—
(i)
The use of the equipment; and
(ii)
Proper flight-crew action with respect to the
equipment operation.
(2)
An outline of all input sources that must be
operating for the TCAS to function properly.
(a)
Except as provided in paragraphs (b) and (c) of this
section, no person may—
(1)
Operate a single-engine aircraft carrying passengers
over-the-top; or
(2)
Operate a multiengine aircraft carrying passengers
over-the-top or in IFR conditions at a weight that
will not allow it to climb, with the critical engine
inoperative, at least 50 feet a minute when
operating at the MEAs of the route to be flown or
5,000 feet MSL, whichever is higher.
(b)
Notwithstanding the restrictions in paragraph (a)(2)
of this section, multiengine helicopters carrying
passengers offshore may conduct such operations in
over-the-top or in IFR conditions at a weight that
will allow the helicopter to climb at least 50 feet
per minute with the critical engine inoperative when
operating at the MEA of the route to be flown or
1,500 feet MSL, whichever is higher.
(c)
Without regard to paragraph (a) of this section, if
the latest weather reports or forecasts, or any
combination of them, indicate that the weather along
the planned route (including take-off and landing)
allows flight under VFR under the ceiling (if a
ceiling exists) and that the weather is forecast to
remain so until at least 1 hour after the estimated
time of arrival at the destination, a person may
operate an aircraft over-the-top.
(d)
Without regard to paragraph (a) of this section, a
person may operate an aircraft over-the-top under
conditions allowing—
(1)
For multiengine aircraft, descent or continuance of
the flight under VFR if its critical engine fails;
or
(2)
For single-engine aircraft, descent under VFR if its
engine fails.
No
person may operate a land aircraft carrying
passengers over water unless—
(a)
It is operated at an altitude that allows it to
reach land in the case of engine failure;
(b)
It is necessary for take-off or landing;
(c)
It is a multiengine aircraft operated at a weight
that will allow it to climb, with the critical
engine inoperative, at least 50 feet a minute, at an
altitude of 1,000 feet above the surface; or
(d)
It is a helicopter equipped with helicopter
flotation devices.
(a)
No person may operate a multi-engine aircraft unless
the current empty weight and center of gravity are
calculated from values established by actual
weighing of the aircraft within the preceding 36
calendar months.
(b)
Paragraph (a) of this section does not apply to—
(1)
Aircraft issued an original airworthiness
certificate within the preceding 36 calendar months;
and
(2)
Aircraft operated under a weight and balance system
approved in the operations specifications of the
certificate holder.
This
subpart prescribes the operating limitations for VFR/IFR
flight operations and associated weather
requirements for operations under this part.
Except when necessary for take-off and landing, no
person may operate under VFR—
(a)
An airplane—
(1)
During the day, below 500 feet above the surface or
less than 500 feet horizontally from any obstacle;
or
(2)
At night, at an altitude less than 1,000 feet above
the highest obstacle within a horizontal distance of
5 miles from the course intended to be flown or, in
designated mountainous terrain, less than 2,000 feet
above the highest obstacle within a horizontal
distance of 5 miles from the course intended to be
flown; or
(b)
A helicopter over a congested area at an altitude
less than 300 feet above the surface.
135.205 VFR:
Visibility requirements.
(a)
No person may operate an airplane under VFR in
uncontrolled airspace when the ceiling is less than
1,000 feet unless flight visibility is at least 2
miles.
(b)
No person may operate a helicopter under VFR in
Class G airspace at an altitude of 1,200 feet or
less above the surface or within the lateral
boundaries of the surface areas of Class B, Class C,
Class D, or Class E airspace designated for an
airport unless the visibility is at least—
(1)
During the day—1/2mile; or
(2)
At night—1 mile.
No
person may operate a helicopter under VFR unless
that person has visual surface reference or, at
night, visual surface light reference, sufficient to
safely control the helicopter.
(a)
No person may begin a flight operation in an
airplane under VFR unless, considering wind and
forecast weather conditions, it has enough fuel to
fly to the first point of intended landing and,
assuming normal cruising fuel consumption—
(1)
During the day, to fly after that for at least 30
minutes; or
(2)
At night, to fly after that for at least 45 minutes.
(b)
No person may begin a flight operation in a
helicopter under VFR unless, considering wind and
forecast weather conditions, it has enough fuel to
fly to the first point of intended landing and,
assuming normal cruising fuel consumption, to fly
after that for at least 20 minutes.
Subject to any additional limitations in 135.181, no
person may operate an aircraft under VFR
over-the-top carrying passengers, unless—
(a)
Weather reports or forecasts, or any combination of
them, indicate that the weather at the intended
point of termination of over-the-top flight—
(1)
Allows descent to beneath the ceiling under VFR and
is forecast to remain so until at least 1 hour after
the estimated time of arrival at that point; or
(2)
Allows an IFR approach and landing with flight clear
of the clouds until reaching the prescribed initial
approach altitude over the final approach facility,
unless the approach is made with the use of radar
under §91.175(f) of this chapter; or
(b)
It is operated under conditions allowing—
(1)
For multiengine aircraft, descent or continuation of
the flight under VFR if its critical engine fails;
or
(2)
For single-engine aircraft, descent under VFR if its
engine fails.
(a)
Whenever a person operating an aircraft under this
part is required to use a weather report or
forecast, that person shall use that of the AFRO-CAA
member States National Weather Service, a source
approved by the AFRO-CAA member States National
Weather Service, or a source approved by the
Administrator. However, for operations under VFR,
the pilot in command may, if such a report is not
available, use weather information based on that
pilot's own observations or on those of other
persons competent to supply appropriate
observations.
(b)
For the purposes of paragraph (a) of this section,
weather observations made and furnished to pilots to
conduct IFR operations at an airport must be taken
at the airport where those IFR operations are
conducted, unless the Administrator issues
operations specifications allowing the use of
weather observations taken at a location not at the
airport where the IFR operations are conducted. The
Administrator issues such operations specifications
when, after investigation by the AFRO-CAA member
States National Weather Service and the
certificate-holding district office, it is found
that the standards of safety for that operation
would allow the deviation from this paragraph for a
particular operation for which an air carrier
operating certificate or operating certificate has
been issued.
(a)
Except as provided in paragraphs (b), (c) and (d) of
this section, no person may operate an aircraft
under IFR outside of controlled airspace or at any
airport that does not have an approved standard
instrument approach procedure.
(b)
The Administrator may issue operations
specifications to the certificate holder to allow it
to operate under IFR over routes outside controlled
airspace if—
(1)
The certificate holder shows the Administrator that
the flight crew is able to navigate, without visual
reference to the ground, over an intended track
without deviating more than 5 degrees or 5 miles,
whichever is less, from that track; and
(2)
The Administrator determines that the proposed
operations can be conducted safely.
(c)
A person may operate an aircraft under IFR outside
of controlled airspace if the certificate holder has
been approved for the operations and that operation
is necessary to—
(1)
Conduct an instrument approach to an airport for
which there is in use a current approved standard or
special instrument approach procedure; or
(2)
Climb into controlled airspace during an approved
missed approach procedure; or
(3)
Make an IFR departure from an airport having an
approved instrument approach procedure.
(d)
The Administrator may issue operations
specifications to the certificate holder to allow it
to depart at an airport that does not have an
approved standard instrument approach procedure when
the Administrator determines that it is necessary to
make an IFR departure from that airport and that the
proposed operations can be conducted safely. The
approval to operate at that airport does not include
an approval to make an IFR approach to that airport.
No
person may take-off an aircraft under IFR from an
airport where weather conditions are at or above
take-off minimums but are below authorized IFR
landing minimums unless there is an alternate
airport within 1 hour's flying time (at normal
cruising speed, in still air) of the airport of
departure.
No
person may take off an aircraft under IFR or begin
an IFR or over-the-top operation unless the latest
weather reports or forecasts, or any combination of
them, indicate that weather conditions at the
estimated time of arrival at the next airport of
intended landing will be at or above authorized IFR
landing minimums.
135.221 IFR:
Alternate airport weather minimums.
No
person may designate an alternate airport unless the
weather reports or forecasts, or any combination of
them, indicate that the weather conditions will be
at or above authorized alternate airport landing
minimums for that airport at the estimated time of
arrival.
(a)
Except as provided in paragraph (b) of this section,
no person may operate an aircraft in IFR conditions
unless it carries enough fuel (considering weather
reports or forecasts or any combination of them) to—
(1)
Complete the flight to the first airport of intended
landing;
(2)
Fly from that airport to the alternate airport; and
(3)
Fly after that for 45 minutes at normal cruising
speed or, for helicopters, fly after that for 30
minutes at normal cruising speed.
(b)
Paragraph (a)(2) of this section does not apply if
part 97 of this chapter prescribes a standard
instrument approach procedure for the first airport
of intended landing and, for at least one hour
before and after the estimated time of arrival, the
appropriate weather reports or forecasts, or any
combination of them, indicate that—
(1)
The ceiling will be at least 1,500 feet above the
lowest circling approach MDA; or
(2)
If a circling instrument approach is not authorized
for the airport, the ceiling will be at least 1,500
feet above the lowest published minimum or 2,000
feet above the airport elevation, whichever is
higher; and
(3)
Visibility for that airport is forecast to be at
least three miles, or two miles more than the lowest
applicable visibility minimums, whichever is the
greater, for the instrument approach procedure to be
used at the destination airport.
(a)
Except to the extent permitted by paragraph (b) of
this section, no pilot may begin an instrument
approach procedure to an airport unless—
(1)
That airport has a weather reporting facility
operated by the AFRO-CAA member States National
Weather Service, a source approved by AFRO-CAA
member States National Weather Service, or a source
approved by the Administrator; and
(2)
The latest weather report issued by that weather
reporting facility indicates that weather conditions
are at or above the authorized IFR landing minimums
for that airport.
(b)
A pilot conducting an eligible on-demand operation
may begin an instrument approach procedure to an
airport that does not have a weather reporting
facility operated by the AFRO-CAA member States
National Weather Service, a source approved by the
AFRO-CAA member States National Weather Service, or
a source approved by the Administrator if—
(1)
The alternate airport has a weather reporting
facility operated by the AFRO-CAA member States
National Weather Service, a source approved by the
AFRO-CAA member States National Weather Service, or
a source approved by the Administrator; and
(2)
The latest weather report issued by the weather
reporting facility includes a current local
altimeter setting for the destination airport. If no
local altimeter setting for the destination airport
is available, the pilot may use the current
altimeter setting provided by the facility
designated on the approach chart for the destination
airport.
(c)
If a pilot has begun the final approach segment of
an instrument approach to an airport under paragraph
(b) of this section, and the pilot receives a later
weather report indicating that conditions have
worsened to below the minimum requirements, then the
pilot may continue 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
aircraft is in one of the following approach phases:
(i)
The aircraft is on an ILS final approach and has
passed the final approach fix;
(ii)
The aircraft is on an ASR or PAR final approach and
has been turned over to the final approach
controller; or
(iii) The aircraft is on a non-precision final
approach and the aircraft—
(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.
(d)
If a pilot has begun the final approach segment of
an instrument approach to an airport under paragraph
(c) of this section and a later weather report
indicating below minimum conditions is received
after the aircraft is—
(1)
On an ILS final approach and has passed the final
approach fix; or
(2)
On an ASR or PAR final approach and has been turned
over to the final approach controller; or
(3)
On a final approach using a VOR, NDB, or comparable
approach procedure; and the aircraft—
(i)
Has passed the appropriate facility or final
approach fix; or
(ii)
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; the approach may be continued and a
landing made if the pilot finds, upon reaching the
authorized MDA or DH, that actual weather conditions
are at least equal to the minimums prescribed for
the procedure.
(e)
The MDA or DA/DH and visibility landing minimums
prescribed in part 97 of this chapter or in the
operator's operations specifications are increased
by 100 feet and1/2mile respectively, but not to
exceed the ceiling and visibility minimums for that
airport when used as an alternate airport, for each
pilot in command of a turbine-powered airplane who
has not served at least 100 hours as pilot in
command in that type of airplane.
(f)
Each pilot making an IFR take- off or approach and
landing at a military or foreign airport shall
comply with applicable instrument approach
procedures and weather minimums prescribed by the
authority having jurisdiction over that airport. In
addition, no pilot may, at that airport—
(1)
Take off under IFR when the visibility is less than
1 mile; or
(2)
Make an instrument approach when the visibility is
less than1/2mile.
(g)
If take-off minimums are specified in part 97 of
this chapter for the take- off airport, no pilot may
take off an aircraft under IFR when the weather
conditions reported by the facility described in
paragraph (a)(1) of this section are less than the
take-off minimums specified for the take-off airport
in part 97 or in the certificate holder's operations
specifications.
(h)
Except as provided in paragraph (i) of this section,
if take-off minimums are not prescribed in part 97
of this chapter for the take-off airport, no pilot
may take-off an aircraft under IFR when the weather
conditions reported by the facility described in
paragraph (a)(1) of this section are less than that
prescribed in part 91 of this chapter or in the
certificate holder's operations specifications.
(i)
At airports where straight-in instrument approach
procedures are authorized, a pilot may take-off an
aircraft under IFR when the weather conditions
reported by the facility described in paragraph
(a)(1) of this section are equal to or better than
the lowest straight-in landing minimums, unless
otherwise restricted, if—
(1)
The wind direction and velocity at the time of
take-off are such that a straight-in instrument
approach can be made to the runway served by the
instrument approach;
(2)
The associated ground facilities upon which the
landing minimums are predicated and the related
airborne equipment are in normal operation; and
(3)
The certificate holder has been approved for such
operations.
(a)
No pilot may take off an aircraft that has frost,
ice, or snow adhering to any rotor blade, propeller,
windshield, wing, stabilizing or control surface, to
a powerplant installation, or to an airspeed,
altimeter, rate of climb, or flight attitude
instrument system, except under the following
conditions:
(1)
Take-offs 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)
Take-offs 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 all applicable
training as required by 135.341 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 take-off. 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 take-off complies
with that program.
(c)
Except for an airplane that has ice protection
provisions that meet section 34 of appendix A, 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 aircraft has functioning
deicing or anti-icing equipment protecting each
rotor blade, propeller, windshield, wing,
stabilizing or control surface, and each airspeed,
altimeter, rate of climb, or flight attitude
instrument system.
(d)
No pilot may fly a helicopter under IFR into known
or forecast icing conditions or under VFR into known
icing conditions unless it has been type
certificated and appropriately equipped for
operations in icing conditions.
(e)
Except for an airplane that has ice protection
provisions that meet section 34 of appendix A, or
those for transport category airplane type
certification, no pilot may fly an aircraft into
known or forecast severe icing conditions.
(f)
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
(c), (d), and (e) of this section based on forecast
conditions do not apply.
(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 aircraft 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 take-off, that
pilot's personal observations; and
(2)
The limits of the area to be used for landing or
take-off are clearly shown—
(i)
For airplanes, by boundary or runway marker lights;
(ii)
For helicopters, by boundary or runway marker lights
or reflective material.
(c)
For the purpose of paragraph (b) of this section, if
the area to be used for take-off or landing is
marked by flare pots or lanterns, their use must be
approved by the Administrator.
Except as provided in 135.3, this subpart prescribes
the flight crewmember requirements for operations
under this part.
(a)
No certificate holder may use a person, nor may any
person serve, as pilot in command in
passenger-carrying operations—
(1)
Of a turbojet airplane, of an airplane having a
passenger-seat configuration, excluding each
crewmember seat, of 10 seats or more, or of a
multiengine airplane in a commuter operation as
defined in part 119 of this chapter, unless that
person holds an airline transport pilot certificate
with appropriate category and class ratings and, if
required, an appropriate type rating for that
airplane.
(2)
Of a helicopter in a scheduled interstate air
transportation operation by an air carrier within
the 48 contiguous states unless that person holds an
airline transport pilot certificate, appropriate
type ratings, and an instrument rating.
(b)
Except as provided in paragraph (a) of this section,
no certificate holder may use a person, nor may any
person serve, as pilot in command of an aircraft
under VFR unless that person—
(1)
Holds at least a commercial pilot certificate with
appropriate category and class ratings and, if
required, an appropriate type rating for that
aircraft; and
(2)
Has had at least 500 hours time as a pilot,
including at least 100 hours of cross-country flight
time, at least 25 hours of which were at night; and
(3)
For an airplane, holds an instrument rating or an
airline transport pilot certificate with an airplane
category rating; or
(4)
For helicopter operations conducted VFR
over-the-top, holds a helicopter instrument rating,
or an airline transport pilot certificate with a
category and class rating for that aircraft, not
limited to VFR.
(c)
Except as provided in paragraph (a) of this section,
no certificate holder may use a person, nor may any
person serve, as pilot in command of an aircraft
under IFR unless that person—
(1)
Holds at least a commercial pilot certificate with
appropriate category and class ratings and, if
required, an appropriate type rating for that
aircraft; and
(2)
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, and 75 hours
of actual or simulated instrument time at least 50
hours of which were in actual flight; and
(3)
For an airplane, holds an instrument rating or an
airline transport pilot certificate with an airplane
category rating; or
(4)
For a helicopter, holds a helicopter instrument
rating, or an airline transport pilot certificate
with a category and class rating for that aircraft,
not limited to VFR.
(d)
Paragraph (b)(3) of this section does not apply
when—
(1)
The aircraft used is a single
reciprocating-engine-powered airplane;
(2)
The certificate holder does not conduct any
operation pursuant to a published flight schedule
which specifies five or more round trips a week
between two or more points and places between which
the round trips are performed, and does not
transport mail by air under a contract or contracts
with the AFRO-CAA member States Postal Service
having total amount estimated at the beginning of
any semiannual reporting period (January 1–June 30;
July 1–December 31) to be in excess of $20,000 over
the 12 months commencing with the beginning of the
reporting period;
(3)
The area, as specified in the certificate holder's
operations specifications, is an isolated area, as
determined by the Flight Standards district office,
if it is shown that—
(i)
The primary means of navigation in the area is by
pilotage, since radio navigational aids are largely
ineffective; and
(ii)
The primary means of transportation in the area is
by air;
(4)
Each flight is conducted under day VFR with a
ceiling of not less than 1,000 feet and visibility
not less than 3 statute miles;
(5)
Weather reports or forecasts, or any combination of
them, indicate that for the period commencing with
the planned departure and ending 30 minutes after
the planned arrival at the destination the flight
may be conducted under VFR with a ceiling of not
less than 1,000 feet and visibility of not less than
3 statute miles, except that if weather reports and
forecasts are not available, the pilot in command
may use that pilot's observations or those of other
persons competent to supply weather observations if
those observations indicate the flight may be
conducted under VFR with the ceiling and visibility
required in this paragraph;
(6)
The distance of each flight from the certificate
holder's base of operation to destination does not
exceed 250 nautical miles for a pilot who holds a
commercial pilot certificate with an airplane rating
without an instrument rating, provided the pilot's
certificate does not contain any limitation to the
contrary; and
(7)
The areas to be flown are approved by the
certificate-holding AFRO-CAA office and are listed
in the certificate holder's operations
specifications.
(a)
No certificate holder may use any person, nor may
any person serve, as a pilot in command of an
aircraft operated in a commuter operation, as
defined in part 119 of this chapter unless that
person has completed, prior to designation as pilot
in command, on that make and basic model aircraft
and in that crewmember position, the following
operating experience in each make and basic model of
aircraft to be flown:
(1)
Aircraft, single engine—10 hours.
(2)
Aircraft multi-engine, reciprocating
engine-powered—15 hours.
(3)
Aircraft multi-engine, turbine engine-powered—20
hours.
(4)
Airplane, turbojet-powered—25 hours.
(b)
In acquiring the operating experience, each person
must comply with the following:
(1)
The operating experience must be acquired after
satisfactory completion of the appropriate ground
and flight training for the aircraft and crewmember
position. Approved provisions for the operating
experience must be included in the certificate
holder's training program.
(2)
The experience must be acquired in flight during
commuter passenger-carrying operations under this
part. However, in the case of an aircraft not
previously used by the certificate holder in
operations under this part, operating experience
acquired in the aircraft during proving flights or
ferry flights may be used to meet this requirement.
(3)
Each person must acquire the operating experience
while performing the duties of a pilot in command
under the supervision of a qualified check pilot.
(4)
The hours of operating experience may be reduced to
not less than 50 percent of the hours required by
this section by the substitution of one additional
take-off and landing for each hour of flight.
(a)
Except as provided in paragraph (b), no certificate
holder may use any person, nor may any person serve,
as second in command of an aircraft unless that
person holds at least a commercial pilot certificate
with appropriate category and class ratings and an
instrument rating. For flight under IFR, that person
must meet the recent instrument experience
requirements of part 61 of this chapter.
(b)
A second in command of a helicopter operated under
VFR, other than over-the-top, must have at least a
commercial pilot certificate with an appropriate
aircraft category and class rating.
(a)
No certificate holder may use any person, nor may
any person serve, as pilot in command of an aircraft
carrying passengers unless, within the preceding 90
days, that person has—
(1)
Made three take-offs and three landings as the sole
manipulator of the flight controls in an aircraft of
the same category and class and, if a type rating is
required, of the same type in which that person is
to serve; or
(2)
For operation during the period beginning 1 hour
after sunset and ending 1 hour before sunrise (as
published in the Air Almanac), made three take-offs
and three landings during that period as the sole
manipulator of the flight controls in an aircraft of
the same category and class and, if a type rating is
required, of the same type in which that person is
to serve.
A
person who complies with paragraph (a)(2) of this
section need not comply with paragraph (a)(1) of
this section.
(3)
Paragraph (a)(2) of this section does not apply to a
pilot in command of a turbine-powered airplane that
is type certificated for more than one pilot
crewmember, provided that pilot has complied with
the requirements of paragraph (a)(3)(i) or (ii) of
this section:
(i)
The pilot in command must hold at least a commercial
pilot certificate with the appropriate category,
class, and type rating for each airplane that is
type certificated for more than one pilot crewmember
that the pilot seeks to operate under this
alternative, and:
(A)
That pilot must have logged at least 1,500 hours of
aeronautical experience as a pilot;
(B)
In each airplane that is type certificated for more
than one pilot crewmember that the pilot seeks to
operate under this alternative, that pilot must have
accomplished and logged the daytime take-off and
landing recent flight experience of paragraph (a) of
this section, as the sole manipulator of the flight
controls;
(C)
Within the preceding 90 days prior to the operation
of that airplane that is type certificated for more
than one pilot crewmember, the pilot must have
accomplished and logged at least 15 hours of flight
time in the type of airplane that the pilot seeks to
operate under this alternative; and
(D)
That pilot has accomplished and logged at least 3
take-offs and 3 landings to a full stop, as the sole
manipulator of the flight controls, in a
turbine-powered airplane that requires more than one
pilot crewmember. The pilot must have performed the
take-offs and landings during the period beginning 1
hour after sunset and ending 1 hour before sunrise
within the preceding 6 months prior to the month of
the flight.
(ii)
The pilot in command must hold at least a commercial
pilot certificate with the appropriate category,
class, and type rating for each airplane that is
type certificated for more than one pilot crewmember
that the pilot seeks to operate under this
alternative, and:
(A)
That pilot must have logged at least 1,500 hours of
aeronautical experience as a pilot;
(B)
In each airplane that is type certificated for more
than one pilot crewmember that the pilot seeks to
operate under this alternative, that pilot must have
accomplished and logged the daytime take-off and
landing recent flight experience of paragraph (a) of
this section, as the sole manipulator of the flight
controls;
(C)
Within the preceding 90 days prior to the operation
of that airplane that is type certificated for more
than one pilot crewmember, the pilot must have
accomplished and logged at least 15 hours of flight
time in the type of airplane that the pilot seeks to
operate under this alternative; and
(D)
Within the preceding 12 months prior to the month of
the flight, the pilot must have completed a training
program that is approved under part 142 of this
chapter. The approved training program must have
required and the pilot must have performed, at least
6 take-offs and 6 landings to a full stop as the
sole manipulator of the controls in a flight
simulator that is representative of a
turbine-powered airplane that requires more than one
pilot crewmember. The flight simulator's visual
system must have been adjusted to represent the
period beginning 1 hour after sunset and ending 1
hour before sunrise.
(b)
For the purpose of paragraph (a) of this section, if
the aircraft is a tail-wheel airplane, each take-off
must be made in a tail-wheel airplane and each
landing must be made to a full stop in a tail-wheel
airplane.
(a)
This section applies to persons who perform a
function listed in appendix I to part 121 of this
chapter for a certificate holder or an operator. For
the purpose of this section, a person who performs
such a function pursuant to a contract with the
certificate holder or the operator is considered to
be performing that function for the certificate
holder or the operator.
(b)
No certificate holder or operator may knowingly use
any person to perform, nor may any person perform
for a certificate holder or an operator, either
directly or by contract, any function listed in
appendix I to part 121 of this chapter while that
person has a prohibited drug, as defined in that
appendix, in his or her system.
(c)
No certificate holder or operator shall knowingly
use any person to perform, nor shall any person
perform for a certificate holder or operator, either
directly or by contract, any safety-sensitive
function if the person has a verified positive drug
test result on or has refused to submit to a drug
test required by appendix I to part 121 of this
chapter and the person has not met the requirements
of appendix I to part 121 of this chapter for
returning to the performance of safety-sensitive
duties.
(a)
Each certificate holder or operator shall test each
of its employees who performs a function listed in
appendix I to part 121 of this chapter in accordance
with that appendix.
(b)
Except as provided in paragraph (c) of this section,
no certificate holder or operator may use any
contractor to perform a function listed in appendix
I part 121 of this chapter unless that contractor
tests each employee performing such a function for
the certificate holder or operator in accordance
with that appendix.
(c)
If a certificate holder conducts an on-demand
operation into an airport at which no maintenance
providers are available that are subject to the
requirements of appendix I to part 121 and emergency
maintenance is required, the certificate holder may
use persons not meeting the requirements of
paragraph (b) of this section to provide such
emergency maintenance under both of the following
conditions:
(1)
The certificate holder must give written
notification of the emergency maintenance, within 10
days after being provided same in accordance with
this paragraph. A certificate holder must retain
copies of all such written notifications for two
years.
(2)
The aircraft must be reinspected by maintenance
personnel who meet the requirements of paragraph (b)
of this section when the aircraft is next at an
airport where such maintenance personnel are
available.
(d)
For purposes of this section, emergency maintenance
means maintenance that—
(1)
Is not scheduled and
(2)
Is made necessary by an aircraft condition not
discovered prior to the departure for that location.
(a)
This section applies to employees who perform a
function listed in appendix J to part 121 of this
chapter for a certificate holder or operator (covered
employees). For the purpose of this section, a
person who meets the definition of covered employee
in appendix J is considered to be performing the
function for the certificate holder or operator.
(b)
Alcohol concentration. No covered employee
shall report for duty or remain on duty requiring
the performance of safety-sensitive functions while
having an alcohol concentration of 0.04 or greater.
No certificate holder or operator having actual
knowledge that an employee has an alcohol
concentration of 0.04 or greater shall permit the
employee to perform or continue to perform
safety-sensitive functions.
(c)
On-duty use. No covered employee shall use
alcohol while performing safety-sensitive functions.
No certificate holder or operator having actual
knowledge that a covered employee is using alcohol
while performing safety-sensitive functions shall
permit the employee to perform or continue to
perform safety-sensitive functions.
(d)
Pre-duty use. (1) No covered employee shall
perform flight crewmember or flight attendant duties
within 8 hours after using alcohol. No certificate
holder or operator having actual knowledge that such
an employee has used alcohol within 8 hours shall
permit the employee to perform or continue to
perform the specified duties.
(2)
No covered employee shall perform safety-sensitive
duties other than those specified in paragraph
(d)(1) of this section within 4 hours after using
alcohol. No certificate holder or operator having
actual knowledge that such an employee has used
alcohol within 4 hours shall permit the employee to
perform or continue to perform safety-sensitive
functions.
(e)
Use following an accident. No covered
employee who has actual knowledge of an accident
involving an aircraft for which he or she performed
a safety-sensitive function at or near the time of
the accident shall use alcohol for 8 hours following
the accident, unless he or she has been given a
post-accident test under appendix J of part 121 of
this chapter, or the employer has determined that
the employee's performance could not have
contributed to the accident.
(f)
Refusal to submit to a required alcohol test.
A covered employee may not refuse to submit to any
alcohol test required under appendix J to part 121
of this chapter. An operator or certificate holder
may not permit an employee who refuses to submit to
such a test to perform or continue to perform
safety-sensitive functions.
(a)
Each certificate holder and operator must establish
an alcohol misuse prevention program in accordance
with the provisions of appendix J to part 121 of
this chapter.
(b)
Except as provided in paragraph (c) of this section,
no certificate holder or operator may use any person
who meets the definition of “covered employee” in
appendix J to part 121 of this chapter to perform a
safety-sensitive function listed in that appendix
unless such person is subject to testing for alcohol
misuse in accordance with the provisions of appendix
J.
(c)
If a certificate holder conducts an on-demand
operation into an airport at which no maintenance
providers are available that are subject to the
requirements of appendix J to part 121 of this
chapter and emergency maintenance is required, the
certificate holder may use persons not meeting the
requirements of paragraph (b) of this section to
provide such emergency maintenance under both of the
following conditions:
(1)
The certificate holder must give written
notification of the emergency maintenance within 10
days after being provided same in accordance with
this paragraph. A certificate holder must retain
copies of all such written notifications for two
years.
(2)
The aircraft must be reinspected by maintenance
personnel who meet the requirements of paragraph (b)
of this section when the aircraft is next at an
airport where such maintenance personnel are
available.
(d)
For purposes of this section, emergency maintenance
means maintenance that—
(1)
Is not scheduled, and
(2)
Is made necessary by an aircraft condition not
discovered prior to the departure for that location.
Sections 135.263 through 135.273 of this part
prescribe flight time limitations, duty period
limitations, and rest requirements for operations
conducted under this part as follows:
(a)
Section 135.263 applies to all operations under this
subpart.
(b)
Section 135.265 applies to:
(1)
Scheduled passenger-carrying operations except those
conducted solely within the state of
Alaska.
“Scheduled passenger-carrying operations” means
passenger-carrying operations that are conducted in
accordance with a published schedule which covers at
least five round trips per week on at least one
route between two or more points, includes dates or
times (or both), and is openly advertised or
otherwise made readily available to the general
public, and
(2)
Any other operation under this part, if the operator
elects to comply with 135.265 and obtains an
appropriate operations specification amendment.
(c)
Sections 135.267 and 135.269 apply to any operation
that is not a scheduled passenger-carrying operation
and to any operation conducted solely within the
State of Alaska, unless the operator elects to
comply with 135.265 as authorized under paragraph
(b)(2) of this section.
(d)
Section 135.271 contains special daily flight time
limits for operations conducted under the helicopter
emergency medical evacuation service (HEMES).
(e)
Section 135.273 prescribes duty period limitations
and rest requirements for flight attendants in all
operations conducted under this part.
(a)
A certificate holder may assign a flight crewmember
and a flight crew-member may accept an assignment
for flight time only when the applicable
requirements of 135.263 through 135.271 are met.
(b)
No certificate holder may assign any flight
crew-member to any duty with the certificate holder
during any required rest period.
(c)
Time spent in transportation, not local in
character, that a certificate holder requires of a
flight crewmember and provides to transport the
crewmember to an airport at which he is to serve on
a flight as a crewmember, or from an airport at
which he was relieved from duty to return to his
home station, is not considered part of a rest
period.
(d)
A flight crew-member is not considered to be
assigned flight time in excess of flight time
limitations if the flights to which he is assigned
normally terminate within the limitations, but due
to circumstances beyond the control of the
certificate holder or flight crew-member (such as
adverse weather conditions), are not at the time of
departure expected to reach their destination within
the planned flight time.
135.265 Flight
time limitations and rest requirements: Scheduled
operations.
(a)
No certificate holder may schedule any flight
crew-member, and no flight crew-member may accept an
assignment, for flight time in scheduled operations
or in other commercial flying if that crewmember's
total flight time in all commercial flying will
exceed—
(1)
1,200 hours in any calendar year.
(2)
120 hours in any calendar month.
(3)
34 hours in any 7 consecutive days.
(4)
8 hours during any 24 consecutive hours for a flight
crew consisting of one pilot.
(5)
8 hours between required rest periods for a flight
crew consisting of two pilots qualified under this
part for the operation being conducted.
(b)
Except as provided in paragraph (c) of this section,
no certificate holder may schedule a flight
crewmember, and no flight crewmember may accept an
assignment, for flight time during the 24
consecutive hours preceding the scheduled completion
of any flight segment without a scheduled rest
period during that 24 hours of at least the
following:
(1)
9 consecutive hours of rest for less than 8 hours of
scheduled flight time.
(2)
10 consecutive hours of rest for 8 or more but less
than 9 hours of scheduled flight time.
(3)
11 consecutive hours of rest for 9 or more hours of
scheduled flight time.
(c)
A certificate holder may schedule a flight
crewmember for less than the rest required in
paragraph (b) of this section or may reduce a
scheduled rest under the following conditions:
(1)
A rest required under paragraph (b)(1) of this
section may be scheduled for or reduced to a minimum
of 8 hours if the flight crewmember is given a rest
period of at least 10 hours that must begin no later
than 24 hours after the commencement of the reduced
rest period.
(2)
A rest required under paragraph (b)(2) of this
section may be scheduled for or reduced to a minimum
of 8 hours if the flight crewmember is given a rest
period of at least 11 hours that must begin no later
than 24 hours after the commencement of the reduced
rest period.
(3)
A rest required under paragraph (b)(3) of this
section may be scheduled for or reduced to a minimum
of 9 hours if the flight crewmember is given a rest
period of at least 12 hours that must begin no later
than 24 hours after the commencement of the reduced
rest period.
(d)
Each certificate holder shall relieve each flight
crewmember engaged in scheduled air transportation
from all further duty for at least 24 consecutive
hours during any 7 consecutive days.
(a)
No certificate holder may assign any flight
crewmember, and no flight crewmember may accept an
assignment, for flight time as a member of a one- or
two-pilot crew if that crewmember's total flight
time in all commercial flying will exceed—
(1)
500 hours in any calendar quarter.
(2)
800 hours in any two consecutive calendar quarters.
(3)
1,400 hours in any calendar year.
(b)
Except as provided in paragraph (c) of this section,
during any 24 consecutive hours the total flight
time of the assigned flight when added to any other
commercial flying by that flight crewmember may not
exceed—
(1)
8 hours for a flight crew consisting of one pilot;
or
(2)
10 hours for a flight crew consisting of two pilots
qualified under this part for the operation being
conducted.
(c)
A flight crewmember's flight time may exceed the
flight time limits of paragraph (b) of this section
if the assigned flight time occurs during a
regularly assigned duty period of no more than 14
hours and—
(1)
If this duty period is immediately preceded by and
followed by a required rest period of at least 10
consecutive hours of rest;
(2)
If flight time is assigned during this period, that
total flight time when added to any other commercial
flying by the flight crewmember may not exceed—
(i)
8 hours for a flight crew consisting of one pilot;
or
(ii)
10 hours for a flight crew consisting of two pilots;
and
(3)
If the combined duty and rest periods equal 24
hours.
(d)
Each assignment under paragraph (b) of this section
must provide for at least 10 consecutive hours of
rest during the 24-hour period that precedes the
planned completion time of the assignment.
(e)
When a flight crewmember has exceeded the daily
flight time limitations in this section, because of
circumstances beyond the control of the certificate
holder or flight crewmember (such as adverse weather
conditions), that flight crewmember must have a rest
period before being assigned or accepting an
assignment for flight time of at least—
(1)
11 consecutive hours of rest if the flight time
limitation is exceeded by not more than 30 minutes;
(2)
12 consecutive hours of rest if the flight time
limitation is exceeded by more than 30 minutes, but
not more than 60 minutes; and
(3)
16 consecutive hours of rest if the flight time
limitation is exceeded by more than 60 minutes.
(f)
The certificate holder must provide each flight
crew-member at least 13 rest periods of at least 24
consecutive hours each in each calendar quarter.
(a)
No certificate holder may assign any flight
crewmember, and no flight crewmember may accept an
assignment, for flight time as a member of a three-
or four-pilot crew if that crew-member's total
flight time in all commercial flying will exceed—
(1)
500 hours in any calendar quarter.
(2)
800 hours in any two consecutive calendar quarters.
(3)
1,400 hours in any calendar year.
(b)
No certificate holder may assign any pilot to a crew
of three or four pilots, unless that assignment
provides—
(1)
At least 10 consecutive hours of rest immediately
preceding the assignment;
(2)
No more than 8 hours of flight deck duty in any 24
consecutive hours;
(3)
No more than 18 duty hours for a three-pilot crew or
20 duty hours for a four-pilot crew in any 24
consecutive hours;
(4)
No more than 12 hours aloft for a three-pilot crew
or 16 hours aloft for a four-pilot crew during the
maximum duty hours specified in paragraph (b)(3) of
this section;
(5)
Adequate sleeping facilities on the aircraft for the
relief pilot;
(6)
Upon completion of the assignment, a rest period of
at least 12 hours;
(7)
For a three-pilot crew, a crew which consists of at
least the following:
(i)
A pilot in command (PIC) who meets the applicable
flight crewmember requirements of subpart E of part
135;
(ii)
A PIC who meets the applicable flight crewmember
requirements of subpart E of part 135, except those
prescribed in 135.244 and 135.247; and
(iii) A second in command (SIC) who meets the SIC
qualifications of 135.245.
(8)
For a four-pilot crew, at least three pilots who
meet the conditions of paragraph (b)(7) of this
section, plus a fourth pilot who meets the SIC
qualifications of 135.245.
(c)
When a flight crewmember has exceeded the daily
flight deck duty limitation in this section by more
than 60 minutes, because of circumstances beyond the
control of the certificate holder or flight
crewmember, that flight crewmember must have a rest
period before the next duty period of at least 16
consecutive hours.
(d)
A certificate holder must provide each flight
crew-member at least 13 rest periods of at least 24
consecutive hours each in each calendar quarter.
(a)
No certificate holder may assign any flight
crewmember, and no flight crew-member may accept an
assignment for flight time if that crewmember's
total flight time in all commercial flight will
exceed—
(1)
500 hours in any calendar quarter.
(2)
800 hours in any two consecutive calendar quarters.
(3)
1,400 hours in any calendar year.
(b)
No certificate holder may assign a helicopter flight
crewmember, and no flight crewmember may accept an
assignment, for hospital emergency medical
evacuation service helicopter operations unless that
assignment provides for at least 10 consecutive
hours of rest immediately preceding reporting to the
hospital for availability for flight time.
(c)
No flight crewmember may accrue more than 8 hours of
flight time during any 24-consecutive hour period of
a HEMES assignment, unless an emergency medical
evacuation operation is prolonged. Each flight
crewmember who exceeds the daily 8 hour flight time
limitation in this paragraph must be relieved of the
HEMES assignment immediately upon the completion of
that emergency medical evacuation operation and must
be given a rest period in compliance with paragraph
(h) of this section.
(d)
Each flight crewmember must receive at least 8
consecutive hours of rest during any 24 consecutive
hour period of a HEMES assignment. A flight
crew-member must be relieved of the HEMES assignment
if he or she has not or cannot receive at least 8
consecutive hours of rest during any 24 consecutive
hour period of a HEMES assignment.
(e)
A HEMES assignment may not exceed 72 consecutive
hours at the hospital.
(f)
An adequate place of rest must be provided at, or in
close proximity to, the hospital at which the HEMES
assignment is being performed.
(g)
No certificate holder may assign any other duties to
a flight crewmember during a HEMES assignment.
(h)
Each pilot must be given a rest period upon
completion of the HEMES assignment and prior to
being assigned any further duty with the certificate
holder of—
(1)
At least 12 consecutive hours for an assignment of
less than 48 hours.
(2)
At least 16 consecutive hours for an assignment of
more than 48 hours.
(i)
The certificate holder must provide each flight
crewmember at least 13 rest periods of at least 24
consecutive hours each in each calendar quarter.
(a)
For purposes of this section—
Calendar day
means the period of elapsed time, using Coordinated
Universal Time or local time, that begins at
midnight and ends 24 hours later at the next
midnight.
Duty
period
means the period of elapsed time between reporting
for an assignment involving flight time and release
from that assignment by the certificate holder. The
time is calculated using either Coordinated
Universal Time or local time to reflect the total
elapsed time.
Flight attendant
means an individual, other than a flight
crew-member, who is assigned by the certificate
holder, in accordance with the required minimum crew
complement under the certificate holder's operations
specifications or in addition to that minimum
complement, to duty in an aircraft during flight
time and whose duties include but are not
necessarily limited to cabin-safety-related
responsibilities.
Rest
period
means the period free of all responsibility for work
or duty should the occasion arise.
(b)
Except as provided in paragraph (c) of this section,
a certificate holder may assign a duty period to a
flight attendant only when the applicable duty
period limitations and rest requirements of this
paragraph are met.
(1)
Except as provided in paragraphs (b)(4), (b)(5), and
(b)(6) of this section, no certificate holder may
assign a flight attendant to a scheduled duty period
of more than 14 hours.
(2)
Except as provided in paragraph (b)(3) of this
section, a flight attendant scheduled to a duty
period of 14 hours or less as provided under
paragraph (b)(1) of this section must be given a
scheduled rest period of at least 9 consecutive
hours. This rest period must occur between the
completion of the scheduled duty period and the
commencement of the subsequent duty period.
(3)
The rest period required under paragraph (b)(2) of
this section may be scheduled or reduced to 8
consecutive hours if the flight attendant is
provided a subsequent rest period of at least 10
consecutive hours; this subsequent rest period must
be scheduled to begin no later than 24 hours after
the beginning of the reduced rest period and must
occur between the completion of the scheduled duty
period and the commencement of the subsequent duty
period.
(4)
A certificate holder may assign a flight attendant
to a scheduled duty period of more than 14 hours,
but no more than 16 hours, if the certificate holder
has assigned to the flight or flights in that duty
period at least one flight attendant in addition to
the minimum flight attendant complement required for
the flight or flights in that duty period under the
certificate holder's operations specifications.
(5)
A certificate holder may assign a flight attendant
to a scheduled duty period of more than 16 hours,
but no more than 18 hours, if the certificate holder
has assigned to the flight or flights in that duty
period at least two flight attendants in addition to
the minimum flight attendant complement required for
the flight or flights in that duty period under the
certificate holder's operations specifications.
(6)
A certificate holder may assign a flight attendant
to a scheduled duty period of more than 18 hours,
but no more than 20 hours, if the scheduled duty
period includes one or more flights that land or
take off outside the contiguous AFRO-CAA states, and
if the certificate holder has assigned to the flight
or flights in that duty period at least three flight
attendants in addition to the minimum flight
attendant complement required for the flight or
flights in that duty period under the certificate
holder's operations specifications.
(7)
Except as provided in paragraph (b)(8) of this
section, a flight attendant scheduled to a duty
period of more than 14 hours but no more than 20
hours, as provided in paragraphs (b)(4), (b)(5), and
(b)(6) of this section, must be given a scheduled
rest period of at least 12 consecutive hours. This
rest period must occur between the completion of the
scheduled duty period and the commencement of the
subsequent duty period.
(8)
The rest period required under paragraph (b)(7) of
this section may be scheduled or reduced to 10
consecutive hours if the flight attendant is
provided a subsequent rest period of at least 14
consecutive hours; this subsequent rest period must
be scheduled to begin no later than 24 hours after
the beginning of the reduced rest period and must
occur between the completion of the scheduled duty
period and the commencement of the subsequent duty
period.
(9)
Notwithstanding paragraphs (b)(4), (b)(5), and
(b)(6) of this section, if a certificate holder
elects to reduce the rest period to 10 hours as
authorized by paragraph (b)(8) of this section, the
certificate holder may not schedule a flight
attendant for a duty period of more than 14 hours
during the 24-hour period commencing after the
beginning of the reduced rest period.
(10)
No certificate holder may assign a flight attendant
any duty period with the certificate holder unless
the flight attendant has had at least the minimum
rest required under this section.
(11)
No certificate holder may assign a flight attendant
to perform any duty with the certificate holder
during any required rest period.
(12)
Time spent in transportation, not local in
character, that a certificate holder requires of a
flight attendant and provides to transport the
flight attendant to an airport at which that flight
attendant is to serve on a flight as a crewmember,
or from an airport at which the flight attendant was
relieved from duty to return to the flight
attendant's home station, is not considered part of
a rest period.
(13)
Each certificate holder must relieve each flight
attendant engaged in air transportation from all
further duty for at least 24 consecutive hours
during any 7 consecutive calendar days.
(14)
A flight attendant is not considered to be scheduled
for duty in excess of duty period limitations if the
flights to which the flight attendant is assigned
are scheduled and normally terminate within the
limitations but due to circumstances beyond the
control of the certificate holder (such as adverse
weather conditions) are not at the time of departure
expected to reach their destination within the
scheduled time.
(c)
Notwithstanding paragraph (b) of this section, a
certificate holder may apply the flight crewmember
flight time and duty limitations and rest
requirements of this part to flight attendants for
all operations conducted under this part provided
that—
(1)
The certificate holder establishes written
procedures that—
(i)
Apply to all flight attendants used in the
certificate holder's operation;
(ii)
Include the flight crewmember requirements contained
in subpart F of this part, as appropriate to the
operation being conducted, except that rest
facilities on board the aircraft are not required;
and
(iii) Include provisions to add one flight attendant
to the minimum flight attendant complement for each
flight crewmember who is in excess of the minimum
number required in the aircraft type certificate
data sheet and who is assigned to the aircraft under
the provisions of subpart F of this part, as
applicable.
(iv)
Are approved by the Administrator and described or
referenced in the certificate holder's operations
specifications; and
(2)
Whenever the Administrator finds that revisions are
necessary for the continued adequacy of duty period
limitation and rest requirement procedures that are
required by paragraph (c)(1) of this section and
that had been granted final approval, the
certificate holder must, after notification by the
Administrator, make any changes in the procedures
that are found necessary by the Administrator.
Within 30 days after the certificate holder receives
such notice, it may file a petition to reconsider
the notice with the certificate-holding district
office. The filing of a petition to reconsider stays
the notice, pending decision by the Administrator.
However, if the Administrator finds that there is an
emergency that requires immediate action in the
interest of safety, the Administrator may, upon a
statement of the reasons, require a change effective
without stay.
Except as provided in 135.3, this subpart—
(a)
Prescribes the tests and checks required for pilot
and flight attendant crewmembers and for the
approval of check pilots in operations under this
part; and
(b)
Permits training center personnel authorized under
part 142 of this chapter who meet the requirements
of 135.337 and 135.339 to conduct training, testing,
and checking under contract or other arrangement to
those persons subject to the requirements of this
subpart.
(a)
No certificate holder may use a pilot, nor may any
person serve as a pilot, unless, since the beginning
of the 12th calendar month before that service, that
pilot has passed a written or oral test, given by
the Administrator or an authorized check pilot, on
that pilot's knowledge in the following areas—
(1)
The appropriate provisions of parts 61, 91, and 135
of this chapter and the operations specifications
and the manual of the certificate holder;
(2)
For each type of aircraft to be flown by the pilot,
the aircraft powerplant, major components and
systems, major appliances, performance and operating
limitations, standard and emergency operating
procedures, and the contents of the approved
Aircraft Flight Manual or equivalent, as applicable;
(3)
For each type of aircraft to be flown by the pilot,
the method of determining compliance with weight and
balance limitations for take-off, landing and en
route operations;
(4)
Navigation and use of air navigation aids
appropriate to the operation or 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 wind
shear, and, if appropriate for the operation of the
certificate holder, high altitude weather;
(7)
Procedures for—
(i)
Recognizing and avoiding severe weather situations;
(ii)
Escaping from severe weather situations, in case of
inadvertent encounters, including low-altitude
windshear (except that rotorcraft pilots are not
required to be tested on escaping from low-altitude
windshear); and
(iii) Operating in or near thunderstorms (including
best penetrating altitudes), turbulent air
(including clear air turbulence), icing, hail, and
other potentially hazardous meteorological
conditions; and
(8)
New equipment, procedures, or techniques, as
appropriate.
(b)
No certificate holder may use a pilot, nor may any
person serve as a pilot, in any aircraft unless,
since the beginning of the 12th calendar month
before that service, that pilot has passed a
competency check given by the Administrator or an
authorized check pilot in that class of aircraft, if
single-engine airplane other than turbojet, or that
type of aircraft, if helicopter, multiengine
airplane, or turbojet airplane, to determine the
pilot's competence in practical skills and
techniques in that aircraft or class of aircraft.
The extent of the competency check shall be
determined by the Administrator or authorized check
pilot 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
aircraft 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. For the purposes
of this paragraph, type, as to a helicopter, means a
basic make and model.
(c)
The instrument proficiency check required by 135.297
may be substituted for the competency check required
by this section for the type of aircraft used in the
check.
(d)
For the purpose 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 aircraft, with the successful outcome
of the maneuver never in doubt.
(e)
The Administrator or authorized check pilot
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 aircraft simulator or other appropriate
training device, if approved by the Administrator.
135.295 Initial
and recurrent flight attendant crewmember testing
requirements.
No
certificate holder may use a flight attendant
crewmember, 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 a pilot, nor may any
person serve, as a pilot in command of an aircraft
under IFR unless, since the beginning of the 6th
calendar month before that service, that pilot has
passed an instrument proficiency check under this
section administered by the Administrator or an
authorized check pilot.
(b)
No pilot may use any type of precision instrument
approach procedure under IFR unless, since the
beginning of the 6th calendar month before that use,
the pilot satisfactorily demonstrated that type of
approach procedure. No pilot may use any type of
non-precision approach procedure under IFR unless,
since the beginning of the 6th 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. 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 supercharger 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. Each pilot taking the instrument
proficiency check must show that standard of
competence required by 135.293(d).
(1)
The instrument proficiency check must—
(i)
For a pilot in command of an airplane under
135.243(a), include the procedures and maneuvers for
an airline transport pilot certificate in the
particular type of airplane, if appropriate; and
(ii)
For a pilot in command of an airplane or helicopter
under 135.243(c), 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 aircraft, that pilot must take the
instrument proficiency check required by paragraph
(a) of this section in that type of aircraft.
(e)
If the pilot in command is assigned to pilot more
than one type of aircraft, that pilot must take the
instrument proficiency check required by paragraph
(a) of this section in each type of aircraft 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)
If the pilot in command is assigned to pilot both
single-engine and multiengine aircraft, that pilot
must initially take the instrument proficiency check
required by paragraph (a) of this section in a
multiengine aircraft, and each succeeding check
alternately in single-engine and multiengine
aircraft, but not more than one flight check during
each period described in paragraph (a) of this
section. Portions of a required flight check may be
given in an aircraft simulator or other appropriate
training device, if approved by the Administrator.
(g)
If the pilot in command is authorized to use an
autopilot system in place of a second in command,
that pilot must show, during the required instrument
proficiency check, that the pilot is able (without a
second in command) both with and without using the
autopilot to—
(1)
Conduct instrument operations competently; and
(2)
Properly conduct air-ground communications and
comply with complex air traffic control
instructions.
(3)
Each pilot taking the autopilot check must show
that, while using the autopilot, the airplane can be
operated as proficiently as it would be if a second
in command were present to handle air-ground
communications and air traffic control instructions.
The autopilot check need only be demonstrated once
every 12 calendar months during the instrument
proficiency check required under paragraph (a) of
this section.
(a)
No certificate holder may use a pilot, nor may any
person serve, as a pilot in command of a flight
unless, since the beginning of the 12th calendar
month before that service, that pilot has passed a
flight check in one of the types of aircraft which
that pilot is to fly. The flight check shall—
(1)
Be given by an approved check pilot or by the
Administrator;
(2)
Consist of at least one flight over one route
segment; and
(3)
Include take-offs and landings at one or more
representative airports. In addition to the
requirements of this paragraph, for a pilot
authorized to conduct IFR operations, at least one
flight shall be flown over a civil airway, an
approved off-airway route, or a portion of either of
them.
(b)
The pilot who conducts the check shall determine
whether the pilot being checked satisfactorily
performs the duties and responsibilities of a pilot
in command in operations under this part, and shall
so certify in the pilot training record.
(c)
Each certificate holder shall establish in the
manual required by 135.21 a procedure which will
ensure that each pilot who has not flown over a
route and into an airport within the preceding 90
days will, before beginning the flight, become
familiar with all available information required for
the safe operation of that flight.
(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, as a flight crewmember in
operations under this part until the pilot has
satisfactorily completed the check.
(a)
Except as provided in 135.3, this subpart prescribes
the requirements applicable to—
(1)
A certificate holder under this part which contracts
with, or otherwise arranges to use the services of a
training center certificated under part 142 to
perform training, testing, and checking functions;
(2)
Each certificate holder for establishing and
maintaining an approved training program for
crewmembers, check airmen and instructors, and other
operations personnel employed or used by that
certificate holder; and
(3)
Each certificate holder for the qualification,
approval, and use of aircraft simulators and flight
training devices in the conduct of the program.
(b)
For the purposes of this subpart, the following
terms and definitions apply:
(1)
Initial training. The training required for
crew-members who have not qualified and served in
the same capacity on an aircraft.
(2)
Transition training. The training required
for crew-members who have qualified and served in
the same capacity on another aircraft.
(3)
Upgrade training. The training required for
crew-members who have qualified and served as second
in command on a particular aircraft type, before
they serve as pilot in command on that aircraft.
(4)
Differences training. The training required
for crewmembers who have qualified and served on a
particular type aircraft, when the Administrator
finds differences training is necessary before a
crewmember serves in the same capacity on a
particular variation of that aircraft.
(5)
Recurrent training. The training required for
crewmembers to remain adequately trained and
currently proficient for each aircraft, crewmember
position, and type of operation in which the
crewmember serves.
(6)
In flight. The maneuvers, procedures, or
functions that must be conducted in the aircraft.
(7)
Training center. An organization governed by
the applicable requirements of part 142 of this
chapter that conducts training, testing, and
checking under contract or other arrangement to
certificate holders subject to the requirements of
this part.
(8)
Requalification training. The training
required for crew-members previously trained and
qualified, but who have become unqualified due to
not having met within the required period the—
(i)
Recurrent pilot testing requirements of 135.293;
(ii)
Instrument proficiency check requirements of
135.297; or
(iii) Line checks required by 135.299.
(a)
Each certificate holder required to have a training
program under 135.341 shall:
(1)
Establish and implement a training program that
satisfies the requirements of this subpart and that
ensures that each crewmember, aircraft dispatcher,
flight instructor and check airman is adequately
trained to perform his or her assigned duties. Prior
to implementation, the certificate holder must
obtain initial and final AFRO-CAA approval of the
training program.
(2)
Provide adequate ground and flight training
facilities and properly qualified ground instructors
for the training required by this subpart.
(3)
Provide and keep current for each aircraft type used
and, if applicable, the particular variations within
the aircraft type, appropriate training material,
examinations, forms, instructions, and procedures
for use in conducting the training and checks
required by this subpart.
(4)
Provide enough flight instructors, check airmen, and
simulator instructors to conduct required flight
training and flight checks, and simulator training
courses allowed under this subpart.
(b)
Whenever a crewmember who is required to take
recurrent training under this subpart completes the
training in the calendar month before, or the
calendar month after, the month in which that
training is required, the crewmember is considered
to have completed it in the calendar month in which
it was required.
(c)
Each instructor, supervisor, or check airman who is
responsible for a particular ground training
subject, segment of flight training, course of
training, flight check, or competence check under
this part shall certify as to the proficiency and
knowledge of the crewmember, flight instructor, or
check airman concerned upon completion of that
training or check. That certification shall be made
a part of the crewmember's record. When the
certification required by this paragraph is made by
an entry in a computerized recordkeeping system, the
certifying instructor, supervisor, or check airman,
must be identified with that entry. However, the
signature of the certifying instructor, supervisor,
or check airman, is not required for computerized
entries.
(d)
Training subjects that apply to more than one
aircraft or crewmember position and that have been
satisfactorily completed during previous training
while employed by the certificate holder for another
aircraft or another crewmember position, need not be
repeated during subsequent training other than
recurrent training.
(e)
Aircraft simulators and other training devices may
be used in the certificate holder's training program
if approved by the Administrator.
(a)
Other than the certificate holder, only another
certificate holder certificated under this part or a
training center certificated under part 142 of this
chapter is eligible under this subpart to conduct
training, testing, and checking under contract or
other arrangement to those persons subject to the
requirements of this subpart.
(b)
A certificate holder may contract with, or otherwise
arrange to use the services of, a training center
certificated under part 142 of this chapter to
conduct training, testing, and checking required by
this part only if the training center—
(1)
Holds applicable training specifications issued
under part 142 of this chapter;
(2)
Has facilities, training equipment, and courseware
meeting the applicable requirements of part 142 of
this chapter;
(3)
Has approved curriculums, curriculum segments, and
portions of curriculum segments applicable for use
in training courses required by this subpart; and
(4)
Has sufficient instructor and check airmen qualified
under the applicable requirements of 135.337 through
135.340 to provide training, testing, and checking
to persons subject to the requirements of this
subpart.
(a)
To obtain initial and final approval of a training
program, or a revision to an approved training
program, each certificate holder must submit to the
Administrator—
(1)
An outline of the proposed or revised curriculum,
that provides enough information for a preliminary
evaluation of the proposed training program or
revision; and
(2)
Additional relevant information that may be
requested by the Administrator.
(b)
If the proposed training program or revision
complies with this subpart, the Administrator grants
initial approval in writing after which the
certificate holder may conduct the training under
that program. The Administrator then evaluates the
effectiveness of the training program and advises
the certificate holder of deficiencies, if any, that
must be corrected.
(c)
The Administrator grants final approval of the
proposed training program or revision if the
certificate holder shows that the training conducted
under the initial approval in paragraph (b) of this
section ensures that each person who successfully
completes the training is adequately trained to
perform that person's assigned duties.
(d)
Whenever the Administrator finds that revisions are
necessary for the continued adequacy of a training
program that has been granted final approval, the
certificate holder shall, after notification by the
Administrator, make any changes in the program that
are found necessary by the Administrator. Within 30
days after the certificate holder receives the
notice, it may file a petition to reconsider the
notice with the Administrator. The filing of a
petition to reconsider stays the notice pending a
decision by the Administrator. However, if the
Administrator finds that there is an emergency that
requires immediate action in the interest of safety,
the Administrator may, upon a statement of the
reasons, require a change effective without stay.
(a)
Each certificate holder must prepare and keep
current a written training program curriculum for
each type of aircraft for each crewmember required
for that type aircraft. The curriculum must include
ground and flight training required by this subpart.
(b)
Each training program curriculum must include the
following:
(1)
A list of principal ground training subjects,
including emergency training subjects, that are
provided.
(2)
A list of all the training devices, mockups, systems
trainers, procedures trainers, or other training
aids that the certificate holder will use.
(3)
Detailed descriptions or pictorial displays of the
approved normal, abnormal, and emergency maneuvers,
procedures and functions that will be performed
during each flight training phase or flight check,
indicating those maneuvers, procedures and functions
that are to be performed during the in-flight
portions of flight training and flight checks.
(a)
Each certificate holder must include in its training
program the following initial and transition ground
training as appropriate to the particular assignment
of the crewmember:
(1)
Basic indoctrination ground training for newly hired
crewmembers including instruction in at least the—
(i)
Duties and responsibilities of crewmembers as
applicable;
(ii)
Appropriate provisions of this chapter;
(iii) Contents of the certificate holder's operating
certificate and operations specifications (not
required for flight attendants); and
(iv)
Appropriate portions of the certificate holder's
operating manual.
(2)
The initial and transition ground training in
135.345 and 135.349, as applicable.
(3)
Emergency training in 135.331.
(b)
Each training program must provide the initial and
transition flight training in 135.347, as
applicable.
(c)
Each training program must provide recurrent ground
and flight training in 135.351.
(d)
Upgrade training in 135.345 and 135.347 for a
particular type aircraft may be included in the
training program for crewmembers who have qualified
and served as second in command on that aircraft.
(e)
In addition to initial, transition, upgrade and
recurrent training, each training program must
provide ground and flight training, instruction, and
practice necessary to ensure that each crew-member—
(1)
Remains adequately trained and currently proficient
for each aircraft, crew-member position, and type of
operation in which the crew-member serves; and
(2)
Qualifies in new equipment, facilities, procedures,
and techniques, including modifications to aircraft.
(a)
Each training program must provide emergency
training under this section for each aircraft type,
model, and configuration, each crew-member, and each
kind of operation conducted, as appropriate for each
crewmember and the certificate holder.
(b)
Emergency training must provide the following:
(1)
Instruction in emergency assignments and procedures,
including coordination among crewmembers.
(2)
Individual instruction in the location, function,
and operation of emergency equipment including—
(i)
Equipment used in ditching and evacuation;
(ii)
First aid equipment and its proper use; and
(iii) Portable fire extinguishers, with emphasis on
the type of extinguisher to be used on different
classes of fires.
(3)
Instruction in the handling of emergency situations
including—
(i)
Rapid decompression;
(ii)
Fire in flight or on the surface and smoke control
procedures with emphasis on electrical equipment and
related circuit breakers found in cabin areas;
(iii) Ditching and evacuation;
(iv)
Illness, injury, or other abnormal situations
involving passengers or crewmembers; and
(v)
Hijacking and other unusual situations.
(4)
Review of the certificate holder's previous aircraft
accidents and incidents involving actual emergency
situations.
(c)
Each crewmember must perform at least the following
emergency drills, using the proper emergency
equipment and procedures, unless the Administrator
finds that, for a particular drill, the crew-member
can be adequately trained by demonstration:
(1)
Ditching, if applicable.
(2)
Emergency evacuation.
(3)
Fire extinguishing and smoke control.
(4)
Operation and use of emergency exits, including
deployment and use of evacuation chutes, if
applicable.
(5)
Use of crew and passenger oxygen.
(6)
Removal of life rafts from the aircraft, inflation
of the life rafts, use of life lines, and boarding
of passengers and crew, if applicable.
(7)
Donning and inflation of life vests and the use of
other individual flotation devices, if applicable.
(d)
Crew-members who serve in operations above 25,000
feet must receive instruction in the following:
(1)
Respiration.
(2)
Hypoxia.
(3)
Duration of consciousness without supplemental
oxygen at altitude.
(4)
Gas expansion.
(5)
Gas bubble formation.
(6)
Physical phenomena and incidents of decompression.
(a)
Training courses using aircraft simulators and other
training devices may be included in the certificate
holder's training program if approved by the
Administrator.
(b)
Each aircraft simulator and other training device
that is used in a training course or in checks
required under this subpart must meet the following
requirements:
(1)
It must be specifically approved for—
(i)
The certificate holder; and
(ii)
The particular maneuver, procedure, or crewmember
function involved.
(2)
It must maintain the performance, functional, and
other character- istics that are required for
approval.
(3)
Additionally, for aircraft simulators, it must be—
(i)
Approved for the type aircraft and, if applicable,
the particular variation within type for which the
training or check is being conducted; and
(ii)
Modified to conform with any modification to the
aircraft being simulated that changes the
performance, functional, or other characteristics
required for approval.
(c)
A particular aircraft simulator or other training
device may be used by more than one certificate
holder.
(d)
In granting initial and final approval of training
programs or revisions to them, the Administrator
considers the training devices, methods and
procedures listed in the certificate holder's
curriculum under 135.327.
(a)
For the purposes of this section and 135.339:
(1)
A check airman (aircraft) is a person who is
qualified to conduct flight checks in an aircraft,
in a flight simulator, or in a flight training
device for a particular type aircraft.
(2)
A check airman (simulator) is a person who is
qualified to conduct flight checks, but only in a
flight simulator, in a flight training device, or
both, for a particular type aircraft.
(3)
Check airmen (aircraft) and check airmen (simulator)
are those check airmen who perform the functions
described in 135.321 (a) and 135.323(a)(4) and (c).
(b)
No certificate holder may use a person, nor may any
person serve as a check airman (aircraft) in a
training program established under this subpart
unless, with respect to the aircraft type involved,
that person—
(1)
Holds the airman certificates and ratings required
to serve as a pilot in command in operations under
this part;
(2)
Has satisfactorily completed the training phases for
the aircraft, including recurrent training, that are
required to serve as a pilot in command in
operations under this part;
(3)
Has satisfactorily completed the proficiency or
competency checks that are required to serve as a
pilot in command in operations under this part;
(4)
Has satisfactorily completed the applicable training
requirements of 135.339;
(5)
Holds at least a Class III medical certificate
unless serving as a required crewmember, in which
case holds a Class I or Class II medical certificate
as appropriate.
(6)
Has satisfied the recency of experience requirements
of 135.247; and
(7)
Has been approved by the Administrator for the check
airman duties involved.
(c)
No certificate holder may use a person, nor may any
person serve as a check airman (simulator) in a
training program established under this subpart
unless, with respect to the aircraft type involved,
that person meets the provisions of paragraph (b) of
this section, or—
(1)
Holds the applicable airman certificates and
ratings, except medical certificate, required to
serve as a pilot in command in operations under this
part;
(2)
Has satisfactorily completed the appropriate
training phases for the aircraft, including
recurrent training, that are required to serve as a
pilot in command in operations under this part;
(3)
Has satisfactorily completed the appropriate
proficiency or competency checks that are required
to serve as a pilot in command in operations under
this part;
(4)
Has satisfactorily completed the applicable training
requirements of 135.339; and
(5)
Has been approved by the Administrator for the check
airman (simulator) duties involved.
(d)
Completion of the requirements in paragraphs (b)
(2), (3), and (4) or (c) (2), (3), and (4) of this
section, as applicable, shall be entered in the
individual's training record maintained by the
certificate holder.
(e)
Check airmen who do not hold an appropriate medical
certificate may function as check airmen
(simulator), but may not serve as flight-crew
members in operations under this part.
(f)
A check airman (simulator) must accomplish the
following—
(1)
Fly at least two flight segments as a required
crewmember for the type, class, or category aircraft
involved within the 12-month preceding the
performance of any check airman duty in a flight
simulator; or
(2)
Satisfactorily complete an approved line-observation
program within the period prescribed by that program
and that must precede the performance of any check
airman duty in a flight simulator.
(g)
The flight segments or line-observation program
required in paragraph (f) of this section are
considered to be completed in the month required if
completed in the calendar month before or the
calendar month after the month in which they are
due.
(a)
For the purposes of this section and 135.340:
(1)
A flight instructor (aircraft) is a person who is
qualified to instruct in an aircraft, in a flight
simulator, or in a flight training device for a
particular type, class, or category aircraft.
(2)
A flight instructor (simulator) is a person who is
qualified to instruct in a flight simulator, in a
flight training device, or in both, for a particular
type, class, or category aircraft.
(3)
Flight instructors (aircraft) and flight instructors
(simulator) are those instructors who perform the
functions described in 135.321(a) and 135.323 (a)(4)
and (c).
(b)
No certificate holder may use a person, nor may any
person serve as a flight instructor (aircraft) in a
training program established under this subpart
unless, with respect to the type, class, or category
aircraft involved, that person—
(1)
Holds the airman certificates and ratings required
to serve as a pilot in command in operations under
this part;
(2)
Has satisfactorily completed the training phases for
the aircraft, including recurrent training, that are
required to serve as a pilot in command in
operations under this part;
(3)
Has satisfactorily completed the proficiency or
competency checks that are required to serve as a
pilot in command in operations under this part;
(4)
Has satisfactorily completed the applicable training
requirements of 135.340;
(5)
Holds at least a Class III medical certificate; and
(6)
Has satisfied the recency of experience requirements
of 135.247.
(c)
No certificate holder may use a person, nor may any
person serve as a flight instructor (simulator) in a
training program established under this subpart,
unless, with respect to the type, class, or category
aircraft involved, that person meets the provisions
of paragraph (b) of this section, or—
(1)
Holds the airman certificates and ratings, except
medical certificate, required to serve as a pilot in
command in operations under this part except before
March 19, 1997 that person need not hold a type
rating for the type, class, or category of aircraft
involved.
(2)
Has satisfactorily completed the appropriate
training phases for the aircraft, including
recurrent training, that are required to serve as a
pilot in command in operations under this part;
(3)
Has satisfactorily completed the appropriate
proficiency or competency checks that are required
to serve as a pilot in command in operations under
this part; and
(4)
Has satisfactorily completed the applicable training
requirements of 135.340.
(d)
Completion of the requirements in paragraphs (b)
(2), (3), and (4) or (c) (2), (3), and (4) of this
section, as applicable, shall be entered in the
individual's training record maintained by the
certificate holder.
(e)
An airman who does not hold a medical certificate
may function as a flight instructor in an aircraft
if functioning as a non-required crewmember, but may
not serve as a flight-crew member in operations
under this part.
(f)
A flight instructor (simulator) must accomplish the
following—
(1)
Fly at least two flight segments as a required
crew-member for the type, class, or category
aircraft involved within the 12-month period
preceding the performance of any flight instructor
duty in a flight simulator; or
(2)
Satisfactorily complete an approved line-observation
program within the period prescribed by that program
and that must precede the performance of any check
airman duty in a flight simulator.
(g)
The flight segments or line-observation program
required in paragraph (f) of this section are
considered completed in the month required if
completed in the calendar month before, or in the
calendar month after, the month in which they are
due.
(a)
No certificate holder may use a person nor may any
person serve as a check airman unless—
(1)
That person has satisfactorily completed initial or
transition check airman training; and
(2)
Within the preceding 24 calendar months, that person
satisfactorily conducts a proficiency or competency
check under the observation of an AFRO-CAA inspector
or an aircrew designated examiner employed by the
operator. The observation check may be accomplished
in part or in full in an aircraft, in a flight
simulator, or in a flight training device.
(b)
The observation check required by paragraph (a)(2)
of this section is considered to have been completed
in the month required if completed in the calendar
month before or the calendar month after the month
in which it is due.
(c)
The initial ground training for check airmen must
include the following:
(1)
Check airman duties, functions, and
responsibilities.
(2)
The applicable Code of AFRO-CAA Regulations and the
certificate holder's policies and procedures.
(3)
The applicable methods, procedures, and techniques
for conducting the required checks.
(4)
Proper evaluation of student performance including
the detection of—
(i)
Improper and insufficient training; and
(ii)
Personal characteristics of an applicant that could
adversely affect safety.
(5)
The corrective action in the case of unsatisfactory
checks.
(6)
The approved methods, procedures, and limitations
for performing the required normal, abnormal, and
emergency procedures in the aircraft.
(d)
The transition ground training for check airmen must
include the approved methods, procedures, and
limitations for performing the required normal,
abnormal, and emergency procedures applicable to the
aircraft to which the check airman is in transition.
(e)
The initial and transition flight training for check
airmen (aircraft) must include the following—
(1)
The safety measures for emergency situations that
are likely to develop during a check;
(2)
The potential results of improper, untimely, or
non-execution of safety measures during a check;
(3)
Training and practice in conducting flight checks
from the left and right pilot seats in the required
normal, abnormal, and emergency procedures to ensure
competence to conduct the pilot flight checks
required by this part; and
(4)
The safety measures to be taken from either pilot
seat for emergency situations that are likely to
develop during checking.
(f)
The requirements of paragraph (e) of this section
may be accomplished in full or in part in flight, in
a flight simulator, or in a flight training device,
as appropriate.
(g)
The initial and transition flight training for check
airmen (simulator) must include the following:
(1)
Training and practice in conducting flight checks in
the required normal, abnormal, and emergency
procedures to ensure competence to conduct the
flight checks required by this part. This training
and practice must be accomplished in a flight
simulator or in a flight training device.
(2)
Training in the operation of flight simulators,
flight training devices, or both, to ensure
competence to conduct the flight checks required by
this part.
(a)
No certificate holder may use a person nor may any
person serve as a flight instructor unless—
(1)
That person has satisfactorily completed initial or
transition flight instructor training; and
(2)
Within the preceding 24 calendar months, that person
satisfactorily conducts instruction under the
observation of an AFRO-CAA inspector, an operator
check airman, or an aircrew designated examiner
employed by the operator. The observation check may
be accomplished in part or in full in an aircraft,
in a flight simulator, or in a flight training
device. This paragraph applies after March 19, 1997.
(b)
The observation check required by paragraph (a)(2)
of this section is considered to have been completed
in the month required if completed in the calendar
month before, or the calendar month after, the month
in which it is due.
(c)
The initial ground training for flight instructors
must include the following:
(1)
Flight instructor duties, functions, and
responsibilities.
(2)
The applicable Code of AFRO-CAA Regulations and the
certificate holder's policies and procedures.
(3)
The applicable methods, procedures, and techniques
for conducting flight instruction.
(4)
Proper evaluation of student performance including
the detection of—
(i)
Improper and insufficient training; and
(ii)
Personal characteristics of an applicant that could
adversely affect safety.
(5)
The corrective action in the case of unsatisfactory
training progress.
(6)
The approved methods, procedures, and limitations
for performing the required normal, abnormal, and
emergency procedures in the aircraft.
(7)
Except for holders of a flight instructor
certificate—
(i)
The fundamental principles of the teaching-learning
process;
(ii)
Teaching methods and procedures; and
(iii) The instructor-student relationship.
(d)
The transition ground training for flight
instructors must include the approved methods,
procedures, and limitations for performing the
required normal, abnormal, and emergency procedures
applicable to the type, class, or category aircraft
to which the flight instructor is in transition.
(e)
The initial and transition flight training for
flight instructors (aircraft) must include the
following—
(1)
The safety measures for emergency situations that
are likely to develop during instruction;
(2)
The potential results of improper or untimely safety
measures during instruction;
(3)
Training and practice from the left and right pilot
seats in the required normal, abnormal, and
emergency maneuvers to ensure competence to conduct
the flight instruction required by this part; and
(4)
The safety measures to be taken from either the left
or right pilot seat for emergency situations that
are likely to develop during instruction.
(f)
The requirements of paragraph (e) of this section
may be accomplished in full or in part in flight, in
a flight simulator, or in a flight training device,
as appropriate.
(g)
The initial and transition flight training for a
flight instructor (simulator) must include the
following:
(1)
Training and practice in the required normal,
abnormal, and emergency procedures to ensure
competence to conduct the flight instruction
required by this part. These maneuvers and
procedures must be accomplished in full or in part
in a flight simulator or in a flight training
device.
(2)
Training in the operation of flight simulators,
flight training devices, or both, to ensure
competence to conduct the flight instruction
required by this part.
(a)
Each certificate holder, other than one who uses
only one pilot in the certificate holder's
operations, shall establish and maintain an approved
pilot training program, and each certificate holder
who uses a flight attendant crewmember shall
establish and maintain an approved flight attendant
training program, that is appropriate to the
operations to which each pilot and flight attend-
ant is to be assigned, and will ensure that they are
adequately trained to meet the applicable knowledge
and practical testing requirements of 135.293
through 135.301. However, the Administrator may
authorize a deviation from this section if the
Administrator finds that, because of the limited
size and scope of the operation, safety will allow a
deviation from these requirements.
(b)
Each certificate holder required to have a training
program by paragraph (a) of this section shall
include in that program ground and flight training
curriculums for—
(1)
Initial training;
(2)
Transition training;
(3)
Upgrade training;
(4)
Differences training; and
(5)
Recurrent training.
(c)
Each certificate holder required to have a training
program by paragraph (a) of this section shall
provide current and appropriate study materials for
use by each required pilot and flight attendant.
(d)
The certificate holder shall furnish copies of the
pilot and flight attendant crewmember training
program, and all changes and additions, to the
assigned representative of the Administrator. If the
certificate holder uses training facilities of other
persons, a copy of those training programs or
appropriate portions used for those facilities shall
also be furnished. Curricula that follow AFRO-CAA
published curricula may be cited by reference in the
copy of the training program furnished to the
representative of the Administrator and need not be
furnished with the program.
No
certificate holder may use a person, nor may any
person serve, as a crewmember in operations under
this part unless that crewmember has completed the
appropriate initial or recurrent training phase of
the training program appropriate to the type of
operation in which the crew-member is to serve since
the beginning of the 12th calendar month before that
service. This section does not apply to a
certificate holder that uses only one pilot in the
certificate holder's operations.
135.345 Pilots: Initial, transition, and upgrade ground training.
Initial, transition, and upgrade ground training for
pilots must include instruction in at least the
following, as applicable to their duties:
(a)
General subjects—
(1)
The certificate holder's flight locating procedures;
(2)
Principles and methods for determining weight and
balance, and runway limitations for take-off and
landing;
(3)
Enough meteorology to ensure a practical knowledge
of weather phenomena, including the principles of
frontal systems, icing, fog, thunderstorms,
windshear and, if appropriate, high altitude weather
situations;
(4)
Air traffic control systems, procedures, and
phraseology;
(5)
Navigation and the use of navigational aids,
including instrument approach procedures;
(6)
Normal and emergency communication procedures;
(7)
Visual cues before and during descent below DA/DH or
MDA;
(8)
ETOPS, if applicable;
(9)
Passenger recovery plan for any passenger-carrying
operation (other than intrastate operations wholly
within the state of Alaska) in the North Polar area;
and
(10)
Other instructions necessary to ensure the pilot's
competence.
(b)
For each aircraft type—
(1)
A general description;
(2)
Performance characteristics;
(3)
Engines and propellers;
(4)
Major components;
(5)
Major aircraft systems (i.e., flight controls,
electrical, and hydraulic), other systems, as
appropriate, principles of normal, abnormal, and
emergency operations, appropriate procedures and
limitations;
(6)
Knowledge and procedures for—
(i)
Recognizing and avoiding severe weather situations;
(ii)
Escaping from severe weather situations, in case of
inadvertent encounters, including low-altitude
windshear (except that rotorcraft pilots are not
required to be trained in escaping from low-altitude
windshear);
(iii) Operating in or near thunderstorms (including
best penetrating altitudes), turbulent air
(including clear air turbulence), icing, hail, and
other potentially hazardous meteorological
conditions; and
(iv)
Operating airplanes 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 take-offs in ground icing conditions,
including:
(A)
The use of holdover times when using
deicing/anti-icing fluids;
(B)
Airplane deicing/anti-icing procedures, including
inspection and check procedures and
responsibilities;
(C)
Communications;
(D)
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;
(E)
Types and characteristics of deicing/anti-icing
fluids, if used by the certificate holder;
(F)
Cold weather preflight inspection procedures;
(G)
Techniques for recognizing contamination on the
airplane;
(7)
Operating limitations;
(8)
Fuel consumption and cruise control;
(9)
Flight planning;
(10)
Each normal and emergency procedure; and
(11)
The approved Aircraft Flight Manual, or equivalent.
(a)
Initial, transition, upgrade, and differences
training for pilots must include flight and practice
in each of the maneuvers and procedures in the
approved training program curriculum.
(b)
The maneuvers and procedures required by paragraph
(a) of this section must be performed in flight,
except to the extent that certain maneuvers and
procedures may be performed in an aircraft
simulator, or an appropriate training device, as
allowed by this subpart.
(c)
If the certificate holder's approved training
program includes a course of training using an
aircraft simulator or other training device, each
pilot must successfully complete—
(1)
Training and practice in the simulator or training
device in at least the maneuvers and procedures in
this subpart that are capable of being performed in
the aircraft simulator or training device; and
(2)
A flight check in the aircraft or a check in the
simulator or training device to the level of
proficiency of a pilot in command or second in
command, as applicable, in at least the maneuvers
and procedures that are capable of being performed
in an aircraft simulator or training device.
Initial and transition ground training for flight
attendants must include instruction in at least the
following—
(a)
General subjects—
(1)
The authority of the pilot in command; and
(2)
Passenger handling, including procedures to be
followed in handling deranged persons or other
persons whose conduct might jeopardize safety.
(b)
For each aircraft type—
(1)
A general description of the aircraft emphasizing
physical characteristics that may have a bearing on
ditching, evacuation, and in-flight emergency
procedures and on other related duties;
(2)
The use of both the public address system and the
means of communicating with other flight
crew-members, including emergency means in the case
of attempted hijacking or other unusual situations;
and
(3)
Proper use of electrical galley equipment and the
controls for cabin heat and ventilation.
(a)
Each certificate holder must ensure that each
crewmember receives recurrent training and is
adequately trained and currently proficient for the
type aircraft and crewmember position involved.
(b)
Recurrent ground training for crewmembers must
include at least the following:
(1)
A quiz or other review to determine the
crew-member's knowledge of the aircraft and
crew-member position involved.
(2)
Instruction as necessary in the subjects required
for initial ground training by this subpart, as
appropriate, including low-altitude windshear
training and training on operating during ground
icing conditions, as prescribed in 135.341 and
described in 135.345, and emergency training.
(c)
Recurrent flight training for pilots must include,
at least, flight training in the maneuvers or
procedures in this subpart, except that satisfactory
completion of the check required by 135.293 within
the preceding 12 calendar months may be substituted
for recurrent flight training.
(a)
Each certificate holder or operator shall provide
each employee performing a function listed in
appendix I to part 121 of this chapter and his or
her supervisor with the training specified in that
appendix.
(b)
No certificate holder or operator may use any
contractor to perform a function specified in
appendix I to part 121 of this chapter unless that
contractor provides each of its employees performing
that function for the certificate holder or the
operator and his or her supervisor with the training
specified in that appendix.
(a)
This subpart prescribes airplane performance
operating limitations applicable to the operation of
the categories of airplanes listed in 135.363 when
operated under this part.
(b)
For the purpose of this subpart, effective length
of the runway, for landing means the distance
from the point at which the obstruction clearance
plane associated with the approach end of the runway
intersects the centerline of the runway to the ACAR
end of the runway.
(c)
For the purpose of this subpart, obstruction
clearance plane means a plane sloping upward
from the runway at a slope of 1:20 to the
horizontal, and tangent to or clearing all
obstructions within a specified area surrounding the
runway as shown in a profile view of that area. In
the plan view, the centerline of the specified area
coincides with the centerline of the runway,
beginning at the point where the obstruction
clearance plane intersects the centerline of the
runway and proceeding to a point at least 1,500 feet
from the beginning point. After that the centerline
coincides with the take-off path over the ground for
the runway (in the case of take-offs) or with the
instrument approach counterpart (for landings), or,
where the applicable one of these paths has not been
established, it proceeds consistent with turns of at
least 4,000-foot radius until a point is reached
beyond which the obstruction clearance plane clears
all obstructions. This area extends laterally 200
feet on each side of the centerline at the point
where the obstruction clearance plane intersects the
runway and continues at this width to the end of the
runway; then it increases uniformly to 500 feet on
each side of the centerline at a point 1,500 feet
from the intersection of the obstruction clearance
plane with the runway; after that it extends
laterally 500 feet on each side of the centerline.
(a)
Each certificate holder operating a reciprocating
engine powered large transport category airplane
shall comply with 135.365 through 135.377.
(b)
Each certificate holder operating a turbine engine
powered large transport category airplane shall
comply with 135.379 through 135.387, except that
when it operates a turbo-propeller-powered large
transport category airplane, but previously type
certificated with the same number of reciprocating
engines, it may comply with 135.365 through 135.377.
(c)
Each certificate holder operating a large
non-transport category airplane shall comply with
135.389 through 135.395 and any determination of
compliance must be based only on approved
performance data. For the purpose of this subpart, a
large non-transport category airplane is an airplane
that was type certificated before
July 1, 1942.
(d)
Each certificate holder operating a small transport
category airplane shall comply with 135.397.
(e)
Each certificate holder operating a small
non-transport category airplane shall comply with
135.399.
(f)
The performance data in the Airplane Flight Manual
applies in determining compliance with 135.365
through 135.387. Where conditions are different from
those on which the performance data is based,
compliance is determined by interpolation or by
computing the effects of change in the specific
variables, if the results of the interpolation or
computations are substantially as accurate as the
results of direct tests.
(g)
No person may take-off a reciprocating engine
powered large transport category airplane at a
weight that is more than the allowable weight for
the runway being used (determined under the runway
take-off limitations of the transport category
operating rules of this subpart) in the applicable
Airplane Flight Manual.
(h)
The Administrator may authorize in the operations
specifications deviations from this subpart if
special circumstances make a literal observance of a
requirement unnecessary for safety.
(i)
The 10-mile width specified in 135.369 through
135.373 may be reduced to 5 miles, for not more than
20 miles, when operating under VFR or where
navigation facilities furnish reliable and accurate
identification of high ground and obstructions
located outside of 5 miles, but within 10 miles, on
each side of the intended track.
(j)
Each certificate holder operating a commuter
category airplane shall comply with 135.398.
No
certificate holder may operate an airplane, other
than an all-cargo airplane with more than two
engines, on a planned route that exceeds 180 minutes
flying time (at the one-engine-inoperative cruise
speed under standard conditions in still air) from
an Adequate Airport outside the continental AFRO-CAA
member States unless the operation is approved by
the AFRO-CAA in accordance with Appendix G of this
part, Extended Operations (ETOPS).
(a)
No person may take off a reciprocating engine
powered large transport category airplane from an
airport located at an elevation outside of the range
for which maximum take-off weights have been
determined for that airplane.
(b)
No person may take off a reciprocating engine
powered large transport category airplane for an
airport of intended destination that is located at
an elevation outside of the range for which maximum
landing weights have been determined for that
airplane.
(c)
No person may specify, or have specified, an
alternate airport that is located at an elevation
outside of the range for which maximum landing
weights have been determined for the reciprocating
engine powered large transport category airplane
concerned.
(d)
No person may take off a reciprocating engine
powered large transport category airplane at a
weight more than the maximum authorized take-off
weight for the elevation of the airport.
(e)
No person may take off a reciprocating engine
powered large transport category airplane if its
weight on arrival at the airport of destination will
be more than the maximum authorized landing weight
for the elevation of that airport, allowing for
normal consumption of fuel and oil en route.
(a)
No person operating a reciprocating engine powered
large transport category airplane may take off that
airplane unless it is possible—
(1)
To stop the airplane safely on the runway, as shown
by the accelerate-stop distance data, at any time
during take-off until reaching critical-engine
failure speed;
(2)
If the critical engine fails at any time after the
airplane reaches critical-engine failure speed V1,
to continue the take-off and reach a height of 50
feet, as indicated by the take-off path data, before
passing over the end of the runway; and
(3)
To clear all obstacles either by at least 50 feet
vertically (as shown by the take-off path data) or
200 feet horizontally within the airport boundaries
and 300 feet horizontally beyond the boundaries,
without banking before reaching a height of 50 feet
(as shown by the take-off path data) and after that
without banking more than 15 degrees.
(b)
In applying this section, corrections must be made
for any runway gradient. To allow for wind-effect,
take-off data based on still air may be corrected by
taking into account not more than 50 percent of any
reported headwind component and not less than 150
percent of any reported tailwind component.
(a)
No person operating a reciprocating engine powered
large transport category airplane may take off that
airplane at a weight, allowing for normal
consumption of fuel and oil, that does not allow a
rate of climb (in feet per minute), with all engines
operating, of at least 6.90 Vso(that is,
the number of feet per minute obtained by
multiplying the number of knots by 6.90) at an
altitude of a least 1,000 feet above the highest
ground or obstruction within ten miles of each side
of the intended track.
(b)
This section does not apply to large transport
category airplanes certificated under part 4 of the
Civil Air Regulations.
(a)
Except as provided in paragraph (b) of this section,
no person operating a reciprocating engine powered
large transport category airplane may take off that
airplane at a weight, allowing for normal
consumption of fuel and oil, that does not allow a
rate of climb (in feet per minute), with one engine
inoperative, of at least (0.079−0.106/N) Vso2
(where N is the number of engines installed and Vso
is expressed in knots) at an altitude of least
1,000 feet above the highest ground or obstruction
within 10 miles of each side of the intended track.
However, for the purposes of this paragraph the rate
of climb for transport category airplanes
certificated under part 4a of the Civil Air
Regulations is 0.026 Vso2.
(b)
In place of the requirements of paragraph (a) of
this section, a person may, under an approved
procedure, operate a reciprocating engine powered
large transport category airplane at an
all-engines-operating altitude that allows the
airplane to continue, after an engine failure, to an
alternate airport where a landing can be made under
135.377, allowing for normal consumption of fuel and
oil. After the assumed failure, the flight path must
clear the ground and any obstruction within five
miles on each side of the intended track by at least
2,000 feet.
(c)
If an approved procedure under paragraph (b) of this
section is used, the certificate holder shall comply
with the following:
(1)
The rate of climb (as prescribed in the Airplane
Flight Manual for the appropriate weight and
altitude) used in calculating the airplane's flight
path shall be diminished by an amount in feet per
minute, equal to (0.079−0.106/N) Vso2
(when N is the number of engines installed and Vso
is expressed in knots) for airplanes
certificated under part 25 of this chapter and by
0.026 Vso2 for airplanes certificated
under part 4a of the Civil Air Regulations.
(2)
The all-engines-operating altitude shall be
sufficient so that in the event the critical engine
becomes inoperative at any point along the route,
the flight will be able to proceed to a
predetermined alternate airport by use of this
procedure. In determining the take-off weight, the
airplane is assumed to pass over the critical
obstruction following engine failure at a point no
closer to the critical obstruction than the nearest
approved navigational fix, unless the Administrator
approves a procedure established on a different
basis upon finding that adequate operational
safeguards exist.
(3)
The airplane must meet the provisions of paragraph
(a) of this section at 1,000 feet above the airport
used as an alternate in this procedure.
(4)
The procedure must include an approved method of
accounting for winds and temperatures that would
otherwise adversely affect the flight path.
(5)
In complying with this procedure, fuel jettisoning
is allowed if the certificate holder shows that it
has an adequate training program, that proper
instructions are given to the flight crew, and all
other precautions are taken to ensure a safe
procedure.
(6)
The certificate holder and the pilot in command
shall jointly elect an alternate airport for which
the appropriate weather reports or forecasts, or any
combination of them, indicate that weather
conditions will be at or above the alternate weather
minimum specified in the certificate holder's
operations specifications for that airport when the
flight arrives.
(a)
No person may operate an airplane certificated under
part 25 and having four or more engines unless—
(1)
There is no place along the intended track that is
more than 90 minutes (with all engines operating at
cruising power) from an airport that meets 135.377;
or
(2)
It is operated at a weight allowing the airplane,
with the two critical engines inoperative, to climb
at 0.013 Vso2 feet per minute (that is,
the number of feet per minute obtained by
multiplying the number of knots squared by 0.013) at
an altitude of 1,000 feet above the highest ground
or obstruction within 10 miles on each side of the
intended track, or at an altitude of 5,000 feet,
whichever is higher.
(b)
For the purposes of paragraph (a)(2) of this
section, it is assumed that—
(1)
The two engines fail at the point that is most
critical with respect to the take-off weight;
(2)
Consumption of fuel and oil is normal with all
engines operating up to the point where the two
engines fail with two engines operating beyond that
point;
(3)
Where the engines are assumed to fail at an altitude
above the prescribed minimum altitude, compliance
with the prescribed rate of climb at the prescribed
minimum altitude need not be shown during the
descent from the cruising altitude to the prescribed
minimum altitude, if those requirements can be met
once the prescribed minimum altitude is reached, and
assuming descent to be along a net flight path and
the rate of descent to be 0.013 Vso2
greater than the rate in the approved performance
data; and
(4)
If fuel jettisoning is provided, the airplane's
weight at the point where the two engines fail is
considered to be not less than that which would
include enough fuel to proceed to an airport meeting
135.377 and to arrive at an altitude of at least
1,000 feet directly over that airport.
(a)
Except as provided in paragraph (b) of this section,
no person operating a reciprocating engine powered
large transport category airplane may take off that
airplane, unless its weight on arrival, allowing for
normal consumption of fuel and oil in flight, would
allow a full stop landing at the intended
destination within 60 percent of the effective
length of each runway described below from a point
50 feet directly above the intersection of the
obstruction clearance plane and the runway. For the
purposes of determining the allowable landing weight
at the destination airport the following is assumed:
(1)
The airplane is landed on the most favorable runway
and in the most favorable direction in still air.
(2)
The airplane is landed on the most suitable runway
considering the probable wind velocity and direction
(forecast for the expected time of arrival), the
ground handling characteristics of the type of
airplane, and other conditions such as landing aids
and terrain, and allowing for the effect of the
landing path and roll of not more than 50 percent of
the headwind component or not less than 150 percent
of the tailwind component.
(b)
An airplane that would be prohibited from being
taken off because it could not meet paragraph (a)(2)
of this section may be taken off if an alternate
airport is selected that meets all of this section
except that the airplane can accomplish a full stop
landing within 70 percent of the effective length of
the runway.
No
person may list an airport as an alternate airport
in a flight plan unless the airplane (at the weight
anticipated at the time of arrival at the airport),
based on the assumptions in 135.375(a) (1) and (2),
can be brought to a full stop landing within 70
percent of the effective length of the runway.
(a)
No person operating a turbine engine powered large
transport category airplane may take off that
airplane at a weight greater than that listed in the
Airplane Flight Manual for the elevation of the
airport and for the ambient temperature existing at
take- off.
(b)
No person operating a turbine engine powered large
transport category airplane, may take off that
airplane at a weight greater than that listed in the
Airplane Flight Manual for the minumum distance
required for take-off. In the case of an airplane,
the take-off distance may include a clearway
distance but the clearway distance included may not
be greater than one-half of the take-off run.
(c)
No person operating a turbine engine powered large
transport category airplane, may take off that
airplane at a weight greater than that listed in the
Airplane Flight Manual at which compliance with the
following may be shown:
(1)
The accelerate-stop distance, as defined in 25.109
of this chapter, must not exceed the length of the
runway plus the length of any stop-way.
(2)
The take-off distance must not exceed the length of
the runway plus the length of any clearway except
that the length of any clearway included must not be
greater than one-half the length of the runway.
(3)
The take-off run must not be greater than the length
of the runway.
(d)
No person operating a turbine engine powered large
transport category airplane may take off that
airplane at a weight greater than that listed in the
Airplane Flight Manual—
(1)
For an airplane, that allows a take-off path that
clears all obstacles either by at least (35+0.01 D)
feet vertically (D is the distance along the
intended flight path from the end of the runway in
feet), or by at least 200 feet horizontally within
the airport boundaries and by at least 300 feet
horizontally after passing the boundaries; or
(2)
For an airplane, that allows a net take-off flight
path that clears all obstacles either by a height of
at least 35 feet vertically, or by at least 200 feet
horizontally within the airport boundaries and by at
least 300 feet horizontally after passing the
boundaries.
(e)
In determining maximum weights, minimum distances,
and flight paths under paragraphs (a) through (d) of
this section, correction must be made for the runway
to be used, the elevation of the airport, the
effective runway gradient, the ambient temperature
and wind component at the time of take-off, and, if
operating limitations exist for the minimum
distances required for take-off from wet runways,
the runway surface condition (dry or wet). Wet
runway distances associated with grooved or porous
friction course runways, if provided in the Airplane
Flight Manual, may be used only for runways that are
grooved or treated with a porous friction course (PFC)
overlay, and that the operator determines are
designed, constructed, and maintained in a manner
acceptable to the Administrator.
(f)
For the purposes of this section, it is assumed that
the airplane is not banked before reaching a height
of 50 feet, as shown by the take-off path or net
take-off flight path data (as appropriate) in the
Airplane Flight Manual, and after that the maximum
bank is not more than 15 degrees.
(g)
For the purposes of this section, the terms,
take-off distance, take-off run, net take-off flight
path, have the same meanings as set forth in the
rules under which the airplane was certificated.
(a)
No person operating a turbine engine powered large
transport category airplane may take off that
airplane at a weight, allowing for normal
consumption of fuel and oil, that is greater than
that which (under the approved, one engine
inoperative, en route net flight path data in the
Airplane Flight Manual for that airplane) will allow
compliance with paragraph (a) (1) or (2) of this
section, based on the ambient temperatures expected
en route.
(1)
There is a positive slope at an altitude of at least
1,000 feet above all terrain and obstructions within
five statute miles on each side of the intended
track, and, in addition, there is a positive slope
at 1,500 feet above the airport where the airplane
is assumed to land after an engine fails.
(2)
The net flight path allows the airplane to continue
flight from the cruising altitude to an airport
where a landing can be made under 135.387 clearing
all terrain and obstructions within five statute
miles of the intended track by at least 2,000 feet
vertically and with a positive slope at 1,000 feet
above the airport where the airplane lands after an
engine fails, or, with a positive slope at 1,500
feet above the airport where the airplane lands
after an engine fails.
(b)
For the purpose of paragraph (a)(2) of this section,
it is assumed that—
(1)
The engine fails at the most critical point en
route;
(2)
The airplane passes over the critical obstruction,
after engine failure at a point that is no closer to
the obstruction than the approved navigation fix,
unless the Administrator authorizes a different
procedure based on adequate operational safeguards;
(3)
An approved method is used to allow for adverse
winds;
(4)
Fuel jettisoning will be allowed if the certificate
holder shows that the crew is properly instructed,
that the training program is adequate, and that all
other precautions are taken to ensure a safe
procedure;
(5)
The alternate airport is selected and meets the
prescribed weather minimums; and
(6)
The consumption of fuel and oil after engine failure
is the same as the consumption that is allowed for
in the approved net flight path data in the Airplane
Flight Manual.
(a)
No person may operate a turbine engine powered large
transport category airplane along an intended route
unless that person complies with either of the
following:
(1)
There is no place along the intended track that is
more than 90 minutes (with all engines operating at
cruising power) from an airport that meets 135.387.
(2)
Its weight, according to the two-engine-inoperative,
en route, net flight path data in the Airplane
Flight Manual, allows the airplane to fly from the
point where the two engines are assumed to fail
simultaneously to an airport that meets 135.387,
with a net flight path (considering the ambient
temperature anticipated along the track) having a
positive slope at an altitude of at least 1,000 feet
above all terrain and obstructions within five
statute miles on each side of the intended track, or
at an altitude of 5,000 feet, whichever is higher.
For
the purposes of paragraph (a)(2) of this section, it
is assumed that the two engines fail at the most
critical point en route, that if fuel jettisoning is
provided, the airplane's weight at the point where
the engines fail includes enough fuel to continue to
the airport and to arrive at an altitude of at least
1,000 feet directly over the airport, and that the
fuel and oil consumption after engine failure is the
same as the consumption allowed for in the net
flight path data in the Airplane Flight Manual.
(b)
No person may operate a turbine engine powered large
transport category airplane along an intended route
unless that person complies with either of the
following:
(1)
There is no place along the intended track that is
more than 90 minutes (with all engines operating at
cruising power) from an airport that meets 135.387.
(2)
Its weight, according to the two-engine-inoperative,
en route, net flight path data in the Airplane
Flight Manual allows the airplane to fly from the
point where the two engines are assumed to fail
simultaneously to an airport that meets 135.387 with
a net flight path (considering the ambient
temperatures anticipated along the track) having a
positive slope at an altitude of at least 1,000 feet
above all terrain and obstructions within five
statute miles on each side of the intended track, or
at an altitude of 2,000 feet, whichever is higher.
For
the purpose of paragraph (b)(2) of this section, it
is assumed that the two engines fail at the most
critical point en route, that the airplane's weight
at the point where the engines fail includes enough
fuel to continue to the airport, to arrive at an
altitude of at least 1,500 feet directly over the
airport, and after that to fly for 15 minutes at
cruise power or thrust, or both, and that the
consumption of fuel and oil after engine failure is
the same as the consumption allowed for in the net
flight path data in the Airplane Flight Manual.
(c)
No person may operate a turbine engine powered large
transport category airplane along an intended route
unless that person complies with either of the
following:
(1)
There is no place along the intended track that is
more than 90 minutes (with all engines operating at
cruising power) from an airport that meets 135.387.
(2)
Its weight, according to the two-engine-inoperative,
en route, net flight path data in the Airplane
Flight Manual, allows the airplane to fly from the
point where the two engines are assumed to fail
simultaneously to an airport that meets 135.387,
with the net flight path (considering the ambient
temperatures anticipated along the track) clearing
vertically by at least 2,000 feet all terrain and
obstructions within five statute miles on each side
of the intended track. For the purposes of this
paragraph, it is assumed that—
(i)
The two engines fail at the most critical point en
route;
(ii)
The net flight path has a positive slope at 1,500
feet above the airport where the landing is assumed
to be made after the engines fail;
(iii) Fuel jettisoning will be approved if the
certificate holder shows that the crew is properly
instructed, that the training program is adequate,
and that all other precautions are taken to ensure a
safe procedure;
(iv)
The airplane's weight at the point where the two
engines are assumed to fail provides enough fuel to
continue to the airport, to arrive at an altitude of
at least 1,500 feet directly over the airport, and
after that to fly for 15 minutes at cruise power or
thrust, or both; and
(v)
The consumption of fuel and oil after the engines
fail is the same as the consumption that is allowed
for in the net flight path data in the Airplane
Flight Manual.
(a)
No person operating a turbine engine powered large
transport category airplane may take off that
airplane at a weight that (allowing for normal
consumption of fuel and oil in flight to the
destination or alternate airport) the weight of the
airplane on arrival would exceed the landing weight
in the Airplane Flight Manual for the elevation of
the destination or alternate airport and the ambient
temperature anticipated at the time of landing.
(b)
Except as provided in paragraph (c), (d), (e), or
(f) of this section, no person operating a turbine
engine powered large transport category airplane may
take off that airplane unless its weight on arrival,
allowing for normal consumption of fuel and oil in
flight (in accordance with the landing distance in
the Airplane Flight Manual for the elevation of the
destination airport and the wind conditions expected
there at the time of landing), would allow a full
stop landing at the intended destination airport
within 60 percent of the effective length of each
runway described below from a point 50 feet above
the intersection of the obstruction clearance plane
and the runway. For the purpose of determining the
allowable landing weight at the destination airport
the following is assumed:
(1)
The airplane is landed on the most favorable runway
and in the most favorable direction, in still air.
(2)
The airplane is landed on the most suitable runway
considering the probable wind velocity and direction
and the ground handling characteristics of the
airplane, and considering other conditions such as
landing aids and terrain.
(c)
A turbo-propeller powered airplane that would be
prohibited from being taken off because it could not
meet paragraph (b)(2) of this section, may be taken
off if an alternate airport is selected that meets
all of this section except that the airplane can
accomplish a full stop landing within 70 percent of
the effective length of the runway.
(d)
Unless, based on a showing of actual operating
landing techniques on wet runways, a shorter landing
distance (but never less than that required by
paragraph (b) of this section) has been approved for
a specific type and model airplane and included in
the Airplane Flight Manual, no person may take off a
turbojet airplane when the appropriate weather
reports or forecasts, or any combination of them,
indicate that the runways at the destination airport
may be wet or slippery at the estimated time of
arrival unless the effective runway length at the
destination airport is at least 115 percent of the
runway length required under paragraph (b) of this
section.
(e)
A turbojet airplane that would be prohibited from
being taken off because it could not meet paragraph
(b)(2) of this section may be taken off if an
alternate airport is selected that meets all of
paragraph (b) of this section.
(f)
An eligible on-demand operator may take off a
turbine engine powered large transport category
airplane on an on-demand flight if all of the
following conditions exist:
(1)
The operation is permitted by an approved
Destination Airport Analysis in that person's
operations manual.
(2)
The airplane's weight on arrival, allowing for
normal consumption of fuel and oil in flight (in
accordance with the landing distance in the Airplane
Flight Manual for the elevation of the destination
airport and the wind conditions expected there at
the time of landing), would allow a full stop
landing at the intended destination airport within
80 percent of the effective length of each runway
described below from a point 50 feet above the
intersection of the obstruction clearance plane and
the runway. For the purpose of determining the
allowable landing weight at the destination airport,
the following is assumed:
(i)
The airplane is landed on the most favorable runway
and in the most favorable direction, in still air.
(ii)
The airplane is landed on the most suitable runway
considering the probable wind velocity and direction
and the ground handling characteristics of the
airplane, and considering other conditions such as
landing aids and terrain.
(3)
The operation is authorized by operations
specifications.
(a)
Except as provided in paragraph (b) of this section,
no person may select an airport as an alternate
airport for a turbine engine powered large transport
category airplane unless (based on the assumptions
in 135.385(b)) that airplane, at the weight expected
at the time of arrival, can be brought to a full
stop landing within 70 percent of the effective
length of the runway for turbo-propeller-powered
airplanes and 60 percent of the effective length of
the runway for turbojet airplanes, from a point 50
feet above the intersection of the obstruction
clearance plane and the runway.
(b)
Eligible on-demand operators may select an airport
as an alternate airport for a turbine engine powered
large transport category airplane if (based on the
assumptions in 135.385(f)) that airplane, at the
weight expected at the time of arrival, can be
brought to a full stop landing within 80 percent of
the effective length of the runway from a point 50
feet above the intersection of the obstruction
clearance plane and the runway.
(a)
No person operating a large non-transport category
airplane may take off that airplane at a weight
greater than the weight that would allow the
airplane to be brought to a safe stop within the
effective length of the runway, from any point
during the take-off before reaching 105 percent of
minimum control speed (the minimum speed at which an
airplane can be safely controlled in flight after an
engine becomes inoperative) or 115 percent of the
power off stalling speed in the take-off
configuration, whichever is greater.
(b)
For the purposes of this section—
(1)
It may be assumed that take-off power is used on all
engines during the acceleration;
(2)
Not more than 50 percent of the reported headwind
component, or not less than 150 percent of the
reported tailwind component, may be taken into
account;
(3)
The average runway gradient (the difference between
the elevations of the endpoints of the runway
divided by the total length) must be considered if
it is more than one-half of one percent;
(4)
It is assumed that the airplane is operating in
standard atmosphere; and
(5)
For take-off, effective length of the runway
means the distance from the end of the runway at
which the take-off is started to a point at which
the obstruction clearance plane associated with the
other end of the runway intersects the runway
centerline.
(a)
Except as provided in paragraph (b) of this section,
no person operating a large non-transport category
airplane may take off that airplane at a weight that
does not allow a rate of climb of at least 50 feet a
minute, with the critical engine inoperative, at an
altitude of at least 1,000 feet above the highest
obstruction within five miles on each side of the
intended track, or 5,000 feet, whichever is higher.
(b)
Without regard to paragraph (a) of this section, if
the Administrator finds that safe operations are not
impaired, a person may operate the airplane at an
altitude that allows the airplane, in case of engine
failure, to clear all obstructions within five miles
on each side of the intended track by 1,000 feet. If
this procedure is used, the rate of descent for the
appropriate weight and altitude is assumed to be 50
feet a minute greater than the rate in the approved
performance data. Before approving such a procedure,
the Administrator considers the following for the
route, route segement, or area concerned:
(1)
The reliability of wind and weather forecasting.
(2)
The location and kinds of navigation aids.
(3)
The prevailing weather conditions, particularly the
frequency and amount of turbulence normally
encountered.
(4)
Terrain features.
(5)
Air traffic problems.
(6)
Any other operational factors that affect the
operations.
(c)
For the purposes of this section, it is assumed
that—
(1)
The critical engine is inoperative;
(2)
The propeller of the inoperative engine is in the
minimum drag position;
(3)
The wing flaps and landing gear are in the most
favorable position;
(4)
The operating engines are operating at the maximum
continuous power available;
(5)
The airplane is operating in standard atmosphere;
and
(6)
The weight of the airplane is progressively reduced
by the anticipated consumption of fuel and oil.
(a)
No person operating a large non-transport category
airplane may take off that airplane at a weight
that—
(1)
Allowing for anticipated consumption of fuel and
oil, is greater than the weight that would allow a
full stop landing within 60 percent of the effective
length of the most suitable runway at the
destination airport; and
(2)
Is greater than the weight allowable if the landing
is to be made on the runway—
(i)
With the greatest effective length in still air; and
(ii)
Required by the probable wind, taking into account
not more than 50 percent of the headwind component
or not less than 150 percent of the tailwind
component.
(b)
For the purpose of this section, it is assumed that—
(1)
The airplane passes directly over the intersection
of the obstruction clearance plane and the runway at
a height of 50 feet in a steady gliding approach at
a true indicated airspeed of at least 1.3 Vso;
(2)
The landing does not require exceptional pilot
skill; and
(3)
The airplane is operating in standard atmosphere.
No
person may select an airport as an alternate airport
for a large non-transport category airplane unless
that airplane (at the weight anticipated at the time
of arrival), based on the assumptions in 135.393(b),
can be brought to a full stop landing within 70
percent of the effective length of the runway.
(a)
No person may operate a reciprocating engine powered
small transport category airplane unless that person
complies with the weight limitations in 135.365, the
take-off limitations in 135.367 (except paragraph
(a)(3)), and the landing limitations in 135.375 and
135.377.
(b)
No person may operate a turbine engine powered small
transport category airplane unless that person
complies with the take-off limitations in 135.379
(except paragraphs (d) and (f)) and the landing
limitations in 135.385 and 135.387.
(a)
No person may operate a commuter category airplane
unless that person complies with the take-off weight
limitations in the approved Airplane Flight Manual.
(b)
No person may take off an airplane type certificated
in the commuter category at a weight greater than
that listed in the Airplane Flight Manual that
allows a net take-off flight path that clears all
obstacles either by a height of at least 35 feet
vertically, or at least 200 feet horizontally within
the airport boundaries and by at least 300 feet
horizontally after passing the boundaries.
(c)
No person may operate a commuter category airplane
unless that person complies with the landing
limitations prescribed in 135.385 and 135.387 of
this part. For purposes of this paragraph, §§135.385
and 135.387 are applicable to all commuter category
airplanes notwithstanding their stated applicability
to turbine-engine-powered large transport category
airplanes.
(d)
In determining maximum weights, minimum distances
and flight paths under paragraphs (a) through (c) of
this section, correction must be made for the runway
to be used, the elevation of the airport, the
effective runway gradient, and ambient temperature,
and wind component at the time of take-off.
(e)
For the purposes of this section, the assumption is
that the airplane is not banked before reaching a
height of 50 feet as shown by the net take-off
flight path data in the Airplane Flight Manual and
thereafter the maximum bank is not more than 15
degrees.
(a)
No person may operate a reciprocating engine or
turbo-propeller-powered small airplane that is
certificated under 135.169(b) (2), (3), (4), (5), or
(6) unless that person complies with the take-off
weight limitations in the approved Airplane Flight
Manual or equivalent for operations under this part,
and, if the airplane is certificated under
135.169(b) (4) or (5) with the landing weight
limitations in the Approved Airplane Flight Manual
or equivalent for operations under this part.
(b)
No person may operate an airplane that is
certificated under 135.169(b)(6) unless that person
complies with the landing limitations prescribed in
135.385 and 135.387 of this part. For purposes of
this paragraph, 135.385 and 135.387 are applicable
to reciprocating and turbo-propeller-powered small
airplanes notwithstanding their stated applicability
to turbine engine powered large transport category
airplanes.
Subpart
J—Maintenance, Preventive Maintenance, and
Alterations
(a)
This subpart prescribes rules in addition to those
in other parts of this chapter for the maintenance,
preventive maintenance, and alterations for each
certificate holder as follows:
(1)
Aircraft that are type certificated for a passenger
seating configuration, excluding any pilot seat, of
nine seats or less, shall be maintained under parts
91 and 43 of this chapter and 135.415, 135.417,
135.421 and 135.422. An approved aircraft inspection
program may be used under 135.419.
(2)
Aircraft that are type certificated for a passenger
seating configuration, excluding any pilot seat, of
ten seats or more, shall be maintained under a
maintenance program in 135.415, 135.417, 135.423
through 135.443.
(b)
A certificate holder who is not otherwise required,
may elect to maintain its aircraft under paragraph
(a)(2) of this section.
(c)
Single engine aircraft used in passenger-carrying
IFR operations shall also be maintained in
accordance with 135.421 (c), (d), and (e).
(d)
A certificate holder who elects to operate in
accordance with 135.364 must maintain its aircraft
under paragraph (a)(2) of this section and the
additional requirements of Appendix G of this part.
(a)
Each certificate holder is primarily responsible for
the airworthiness of its aircraft, including
airframes, aircraft engines, propellers, rotors,
appliances, and parts, and shall have its aircraft
maintained under this chapter, and shall have
defects repaired between required maintenance under
part 43 of this chapter.
(b)
Each certificate holder who maintains its aircraft
under 135.411(a)(2) shall—
(1)
Perform the maintenance, preventive maintenance, and
alteration of its aircraft, including airframe,
aircraft engines, propellers, rotors, appliances,
emergency equipment and parts, under its manual and
this chapter; or
(2)
Make arrangements with another person for the
performance of maintenance, preventive maintenance,
or alteration. However, the certificate holder shall
ensure that any maintenance, preventive maintenance,
or alteration that is performed by another person is
performed under the certificate holder's manual and
this chapter.
(a)
Each certificate holder shall report the occurrence
or detection of each failure, malfunction, or defect
in an aircraft concerning—
(1)
Fires during flight and whether the related
fire-warning system functioned properly;
(2)
Fires during flight not protected by related
fire-warning system;
(3)
False fire-warning during flight;
(4)
An exhaust system that causes damage during flight
to the engine, adjacent structure, equipment, or
components;
(5)
An aircraft component that causes accumulation or
circulation of smoke, vapor, or toxic or noxious
fumes in the crew compartment or passenger cabin
during flight;
(6)
Engine shutdown during flight because of flameout;
(7)
Engine shutdown during flight when external damage
to the engine or aircraft structure occurs;
(8)
Engine shutdown during flight due to foreign object
ingestion or icing;
(9)
Shutdown of more than one engine during flight;
(10)
A propeller feathering system or ability of the
system to control overspeed during flight;
(11)
A fuel or fuel-dumping system that affects fuel flow
or causes hazardous leakage during flight;
(12)
An unwanted landing gear extension or retraction or
opening or closing of landing gear doors during
flight;
(13)
Brake system components that result in loss of brake
actuating force when the aircraft is in motion on
the ground;
(14)
Aircraft structure that requires major repair;
(15)
Cracks, permanent deformation, or corrosion of
aircraft structures, if more than the maximum
acceptable to the manufacturer or the AFRO-CAA; and
(16)
Aircraft components or systems that result in taking
emergency actions during flight (except action to
shut-down an engine).
(b)
For the purpose of this section, during flight
means the period from the moment the aircraft
leaves the surface of the earth on take-off until it
touches down on landing.
(c)
In addition to the reports required by paragraph (a)
of this section, each certificate holder shall
report any other failure, malfunction, or defect in
an aircraft that occurs or is detected at any time
if, in its opinion, the failure, malfunction, or
defect has endangered or may endanger the safe
operation of the aircraft.
(d)
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 offices 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 workday.
(e)
The certificate holder shall transmit the reports
required by this section on a form and in a manner
prescribed by the Administrator, and shall include
as much of the following as is available:
(1)
The type and identification number of the aircraft.
(2)
The name of the operator.
(3)
The date.
(4)
The nature of the failure, malfunction, or defect.
(5)
Identification of the part and system involved,
including available information pertaining to type
designation of the major component and time since
last overhaul, if known.
(6)
Apparent cause of the failure, malfunction or defect
(e.g., wear, crack, design deficiency, or personnel
error).
(7)
Other pertinent information necessary for more
complete identification, determination of
seriousness, or corrective action.
(f)
A certificate holder that is also the holder of a
type certificate (including a supplemental type
certificate), a Parts Manufacturer Approval, or a
Technical Standard Order Authorization, or that is
the licensee of a type certificate need not report a
failure, malfunction, or defect under this section
if the failure, malfunction, or defect has been
reported by it under 21.3 or 37.17 of this chapter
or under the accident reporting provisions of part
830 of the regulations of the National
Transportation Safety Board.
(g)
No person may withhold a report required by this
section even though all information required by this
section is not available.
(h)
When the certificate holder gets additional
information, including information from the
manufacturer or other agency, concerning a report
required by this section, it shall expeditiously
submit it as a supplement to the first report and
reference the date and place of submission of the
first report.
Each
certificate holder shall mail or deliver, before the
end of the 10th day of the following month, a
summary report of the following occurrences in
multiengine aircraft for the preceding month to the
certificate-holding district office:
(a)
Each interruption to a flight, unscheduled change of
aircraft en route, or unscheduled stop or diversion
from a route, caused by known or suspected
mechanical difficulties or malfunctions that are not
required to be reported under 135.415.
(b)
The number of propeller featherings in flight,
listed by type of propeller and engine and aircraft
on which it was installed. Propeller featherings for
training, demonstration, or flight check purposes
need not be reported.
(a)
Whenever the Administrator finds that the aircraft
inspections required or allowed under part 91 of
this chapter are not adequate to meet this part, or
upon application by a certificate holder, the
Administrator may amend the certificate holder's
operations specifications under 119.51, to require
or allow an approved aircraft inspection program for
any make and model aircraft of which the certificate
holder has the exclusive use of at least one
aircraft (as defined in 135.25(b)).
(b)
A certificate holder who applies for an amendment of
its operations specifications to allow an approved
aircraft inspection program must submit that program
with its application for approval by the
Administrator.
(c)
Each certificate holder who is required by its
operations specifications to have an approved
aircraft inspection program shall submit a program
for approval by the Administrator within 30 days of
the amendment of its operations specifications or
within any other period that the Administrator may
prescribe in the operations specifications.
(d)
The aircraft inspection program submitted for
approval by the Administrator must contain the
following:
(1)
Instructions and procedures for the conduct of
aircraft inspections (which must include necessary
tests and checks), setting forth in detail the parts
and areas of the airframe, engines, propellers,
rotors, and appliances, including emergency
equipment, that must be inspected.
(2)
A schedule for the performance of the aircraft
inspections under paragraph (d)(1) of this section
expressed in terms of the time in service, calendar
time, number of system operations, or any
combination of these.
(3)
Instructions and procedures for recording
discrepancies found during inspections and
correction or deferral of discrepancies including
form and disposition of records.
(e)
After approval, the certificate holder shall include
the approved aircraft inspection program in the
manual required by 135.21.
(f)
Whenever the Administrator finds that revisions to
an approved aircraft inspection program are
necessary for the continued adequacy of the program,
the certificate holder shall, after notification by
the Administrator, make any changes in the program
found by the Administrator to be necessary. The
certificate holder may petition the Administrator to
reconsider the notice to make any changes in a
program. The petition must be filed with the
representatives of the Administrator assigned to it
within 30 days after the certificate holder receives
the notice. Except in the case of an emergency
requiring immediate action in the interest of
safety, the filing of the petition stays the notice
pending a decision by the Administrator.
(g)
Each certificate holder who has an approved aircraft
inspection program shall have each aircraft that is
subject to the program inspected in accordance with
the program.
(h)
The registration number of each aircraft that is
subject to an approved aircraft inspection program
must be included in the operations specifications of
the certificate holder.
(a)
Each certificate holder who operates an aircraft
type certificated for a passenger seating
configuration, excluding any pilot seat, of nine
seats or less, must comply with the manufacturer's
recommended maintenance programs, or a program
approved by the Administrator, for each aircraft
engine, propeller, rotor, and each item of emergency
equipment required by this chapter.
(b)
For the purpose of this section, a manufacturer's
maintenance program is one which is contained in the
maintenance manual or maintenance instructions set
forth by the manufacturer as required by this
chapter for the aircraft, aircraft engine,
propeller, rotor or item of emergency equipment.
(c)
For each single engine aircraft to be used in
passenger-carrying IFR operations, each certificate
holder must incorporate into its maintenance program
either:
(1)
The manufacturer's recommended engine trend
monitoring program, which includes an oil analysis,
if appropriate, or
(2)
An AFRO-CAA approved engine trend monitoring program
that includes an oil analysis at each 100 hour
interval or at the manufacturer's suggested
interval, whichever is more frequent.
(d)
For single engine aircraft to be used in
passenger-carrying IFR operations, written
maintenance instructions containing the methods,
techniques, and practices necessary to maintain the
equipment specified in 135.105, and 135.163 (f) and
(h) are required.
(e)
No certificate holder may operate a single engine
aircraft under IFR, carrying passengers, unless the
certificate holder records and maintains in the
engine maintenance records the results of each test,
observation, and inspection required by the
applicable engine trend monitoring program specified
in (c) (1) and (2) of this section.
(a)
Applicability. This section applies to
multiengine airplanes certificated with nine or
fewer passenger seats, operated by a certificate
holder in a scheduled operation under this part,
except for those airplanes operated by a certificate
holder in a scheduled operation between any point
within the State of
Alaska
and any other point within the State of Alaska.
(b)
Operation after inspections and records review.
After the dates specified in this paragraph, a
certificate holder may not operate a multiengine
airplane in a scheduled operation under this part
unless the Administrator has notified the
certificate holder that the Administrator has
completed the aging airplane inspection and records
review required by this section. During the
inspection and records review, the certificate
holder must demonstrate to the Administrator that
the maintenance of age-sensitive parts and
components of the airplane has been adequate and
timely enough to ensure the highest degree of
safety.
(1)
Airplanes exceeding 24 years in service on
December 8, 2003; initial and repetitive inspections
and records reviews.
For
an airplane that has exceeded 24 years in service on
December 8, 2003, no later than December 5, 2007,
and thereafter at intervals not to exceed 7 years.
(2)
Airplanes exceeding 14 years in service but not
24 years in service on December 8, 2003; initial and
repetitive inspections and records reviews. For
an airplane that has exceeded 14 years in service,
but not 24 years in service, on December 8, 2003, no
later than December 4, 2008, and thereafter at
intervals not to exceed 7 years.
(3)
Airplanes not exceeding 14 years in service on
December 8, 2003; initial and repetitive inspections and records reviews.
For
an airplane that has not exceeded 14 years in
service on December 8, 2003, no later than 5 years
after the start of the airplane's 15th year in
service and thereafter at intervals not to exceed 7
years.
(c)
Unforeseen schedule conflict. In the event of
an unforeseen scheduling conflict for a specific
airplane, the Administrator may approve an extension
of up to 90 days beyond an interval specified in
paragraph (b) of this section.
(d)
Airplane and records availability. The
certificate holder must make available to the
Administrator each airplane for which an inspection
and records review is required under this section,
in a condition for inspection specified by the
Administrator, together with the records containing
the following information:
(1)
Total years in service of the airplane;
(2)
Total time in service of the airframe;
(3)
Date of the last inspection and records review
required by this section;
(4)
Current status of life-limited parts of the
airframe;
(5)
Time since the last overhaul of all structural
components required to be overhauled on a specific
time basis;
(6)
Current inspection status of the airplane, including
the time since the last inspection required by the
inspection program under which the airplane is
maintained;
(7)
Current status of applicable airworthiness
directives, including the date and methods of
compliance, and, if the airworthiness directive
involves recurring action, the time and date when
the next action is required;
(8)
A list of major structural alterations; and
(9)
A report of major structural repairs and the current
inspection status for these repairs.
(e)
Notification to the Administrator. Each
certificate holder must notify the Administrator at
least 60 days before the date on which the airplane
and airplane records will be made available for the
inspection and records review.
(a)
Each certificate holder that performs any of its
maintenance (other than required inspections),
preventive maintenance, or alterations, and each
person with whom it arranges for the performance of
that work, must have an organization adequate to
perform the work.
(b)
Each certificate holder that performs any
inspections required by its manual under 135.427(b)
(2) or (3), (in this subpart referred to as
required inspections), and each person with whom
it arranges for the performance of that work, must
have an organization adequate to perform that work.
(c)
Each person performing required inspections in
addition to other maintenance, preventive
maintenance, or alterations, shall organize the
performance of those functions so as to separate the
required inspection functions from the other
maintenance, preventive maintenance, and alteration
functions. The separation shall be below the level
of administrative control at which overall
responsibility for the required inspection functions
and other maintenance, preventive maintenance, and
alteration functions is exercised.
Each
certificate holder shall have an inspection program
and a program covering other maintenance, preventive
maintenance, and alterations, that ensures that—
(a)
Maintenance, preventive maintenance, and alterations
performed by it, or by other persons, are performed
under the certificate holder's manual;
(b)
Competent personnel and adequate facilities and
equipment are provided for the proper performance of
maintenance, preventive maintenance, and
alterations; and
(c)
Each aircraft released to service is airworthy and
has been properly maintained for operation under
this part.
(a)
Each certificate holder shall put in its manual the
chart or description of the certificate holder's
organization required by 135.424 and a list of
persons with whom it has arranged for the
performance of any of its required inspections,
other maintenance, preventive maintenance, or
alterations, including a general description of that
work.
(b)
Each certificate holder shall put in its manual the
programs required by 135.425 that must be followed
in performing maintenance, preventive maintenance,
and alterations of that certificate holder's
aircraft, including airframes, aircraft engines,
propellers, rotors, appliances, emergency equipment,
and parts, and must include at least the following:
(1)
The method of performing routine and non-routine
maintenance (other than required inspections),
preventive maintenance, and alterations.
(2)
A designation of the items of maintenance and
alteration that must be inspected (required
inspections) including at least those that could
result in a failure, malfunctions, or defect
endangering the safe operation of the aircraft, if
not performed properly or if improper parts or
materials are used.
(3)
The method of performing required inspections and a
designation by occupational title of personnel
authorized to perform each required inspection.
(4)
Procedures for the re-inspection of work performed
under previous required inspection findings (buy-back
procedures ).
(5)
Procedures, standards, and limits necessary for
required inspections and acceptance or rejection of
the items required to be inspected and for periodic
inspection and calibration of precision tools,
measuring devices, and test equipment.
(6)
Procedures to ensure that all required inspections
are performed.
(7)
Instructions to prevent any person who performs any
item of work from performing any required inspection
of that work.
(8)
Instructions and procedures to prevent any decision
of an inspector regarding any required inspection
from being countermanded by persons other than
supervisory personnel of the inspection unit, or a
person at the level of administrative control that
has overall responsibility for the management of
both the required inspection functions and the other
maintenance, preventive maintenance, and alterations
functions.
(9)
Procedures to ensure that required inspections,
other maintenance, preventive maintenance, and
alterations that are not completed as a result of
work interruptions are properly completed before the
aircraft is released to service.
(c)
Each certificate holder shall put in its manual a
suitable system (which may include a coded system)
that provides for the retention of the following
information—
(1)
A description (or reference to data acceptable to
the Administrator) of the work performed;
(2)
The name of the person performing the work if the
work is performed by a person outside the
organization of the certificate holder; and
(3)
The name or other positive identification of the
individual approving the work.
(d)
For the purposes of this part, the certificate
holder must prepare that part of its manual
containing maintenance information and instructions,
in whole or in part, in printed form or other form,
acceptable to the Administrator, that is retrievable
in the English language.
(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 allow any person to perform a required
inspection unless, at the time, the person
performing that inspection is under the supervision
and control of an inspection unit.
(c)
No person may perform a required inspection if that
person performed the item of work required to be
inspected.
(d)
In the case of rotorcraft that operate in remote
areas or sites, the Administrator may approve
procedures for the performance of required
inspection items by a pilot when no other qualified
person is available, provided—
(1)
The pilot is employed by the certificate holder;
(2)
It can be shown to the satisfaction of the
Administrator that each pilot authorized to perform
required inspections is properly trained and
qualified;
(3)
The required inspection is a result of a mechanical
interruption and is not a part of a certificate
holder's continuous airworthiness maintenance
program;
(4)
Each item is inspected after each flight until the
item has been inspected by an appropriately
certificated mechanic other than the one who
originally performed the item of work; and
(5)
Each item of work that is a required inspection item
that is part of the flight control system shall be
flight tested and reinspected before the aircraft is
approved for return to service.
(e)
Each certificate holder shall maintain, or shall
determine that each person with whom it arranges to
perform its required inspections maintains, a
current listing of persons who have been trained,
qualified, and authorized to conduct required
inspections. The persons must be identified by name,
occupational title and the inspections that they are
authorized to perform. The certificate holder (or
person with whom it arranges to perform its required
inspections) shall give written information to each
person so authorized, describing the extent of that
person's responsibilities, authorities, and
inspectional limitations. The list shall be made
available for inspection by the Administrator upon
request.
(a)
Each certificate holder shall establish and maintain
a system for the continuing analysis and
surveillance of the performance and effectiveness of
its inspection program and the program covering
other maintenance, preventive maintenance, and
alterations and for the correction of any deficiency
in those programs, regardless of whether those
programs are carried out by the certificate holder
or by another person.
(b)
Whenever the Administrator finds that either or both
of the programs described in paragraph (a) of this
section does not contain adequate procedures and
standards to meet this part, the certificate holder
shall, after notification by the Administrator, make
changes in those programs requested by the
Administrator.
(c)
A certificate holder may petition the Administrator
to reconsider the notice to make a change in a
program. The petition must be filed with the
certificate-holding district office within 30 days
after the certificate holder receives the notice.
Except in the case of an emergency requiring
immediate action in the interest of safety, the
filing of the petition stays the notice pending a
decision by the Administrator.
Each
certificate holder or a person performing
maintenance or preventive maintenance functions for
it shall have a training program to ensure that each
person (including inspection personnel) who
determines the adequacy of work done is fully
informed about procedures and techniques and new
equipment in use and is competent to perform that
person's duties.
(a)
Except for maintenance, preventive maintenance,
alterations, and required inspections performed by a
certificated repair station that is located outside
the AFRO-CAA member States, each person who is
directly in charge of maintenance, preventive
maintenance, or alterations, and each person
performing required inspections must hold an
appropriate airman certificate.
(b)
For the purpose of this section, a person
directly in charge is each person assigned to a
position in which that person is responsible for the
work of a shop or station that performs maintenance,
preventive maintenance, alterations, or other
functions affecting airworthiness. A person who is
directly in charge need not physically
observe and direct each worker constantly but must
be available for consultation and decision on
matters requiring instruction or decision from
higher authority than that of the person performing
the work.
(a)
A certificate holder may perform or make
arrangements with other persons to perform
maintenance, preventive maintenance, and alterations
as provided in its maintenance manual. In addition,
a certificate holder may perform these functions for
another certificate holder as provided in the
maintenance manual of the other certificate holder.
(b)
A certificate holder may approve any airframe,
aircraft engine, propeller, rotor, or appliance for
return to service after maintenance, preventive
maintenance, or alterations that are performed under
paragraph (a) of this section. However, in the case
of a major repair or alteration, the work must have
been done in accordance with technical data approved
by the Administrator.
(a)
Each certificate holder shall keep (using the system
specified in the manual required in 135.427) the
following records for the periods specified in
paragraph (b) of this section:
(1)
All the records necessary to show that all
requirements for the issuance of an airworthiness
release under 135.443 have been met.
(2)
Records containing the following information:
(i)
The total time in service of the airframe, engine,
propeller, and rotor.
(ii)
The current status of life-limited parts of each
airframe, engine, propeller, rotor, and appliance.
(iii) The time since last overhaul of each item
installed on the aircraft which are required to be
overhauled on a specified time basis.
(iv)
The identification of the current inspection status
of the aircraft, including the time since the last
inspections required by the inspection program under
which the aircraft and its appliances are
maintained.
(v)
The current status of applicable airworthiness
directives, including the date and methods of
compliance, and, if the airworthiness directive
involves recurring action, the time and date when
the next action is required.
(vi)
A list of current major alterations and repairs to
each airframe, engine, propeller, rotor, and
appliance.
(b)
Each certificate holder shall retain the records
required to be kept by this section for the
following periods:
(1)
Except for the records of the last complete overhaul
of each airframe, engine, propeller, rotor, and
appliance the records specified in paragraph (a)(1)
of this section shall be retained until the work is
repeated or superseded by other work or for one year
after the work is performed.
(2)
The records of the last complete overhaul of each
airframe, engine, propeller, rotor, and appliance
shall be retained until the work is superseded by
work of equivalent scope and detail.
(3)
The records specified in paragraph (a)(2) of this
section shall be retained and transferred with the
aircraft at the time the aircraft is sold.
(c)
The certificate holder shall make all maintenance
records required to be kept by this section
available for inspection by the Administrator or any
representative of the National Transportation Safety
Board.
Each
certificate holder who sells a AFRO-CAA member
States registered aircraft shall transfer to the
purchaser, at the time of the sale, the following
records of that aircraft, in plain language form or
in coded form which provides for the preservation
and retrieval of information in a manner acceptable
to the Administrator:
(a)
The records specified in 135.439(a)(2).
(b)
The records specified in 135.439(a)(1) which are not
included in the records covered by paragraph (a) of
this section, except that the purchaser may allow
the seller to keep physical custody of such records.
However, custody of records by the seller does not
relieve the purchaser of its responsibility under
135.439(c) to make the records available for
inspection by the Administrator or any
representative of the National Transportation Safety
Board.
(a)
No certificate holder may operate an aircraft after
maintenance, preventive maintenance, or alterations
are performed on the aircraft unless the certificate
holder prepares, or causes the person with whom the
certificate holder arranges for the performance of
the maintenance, preventive maintenance, or
alterations, to prepare—
(1)
An airworthiness release; or
(2)
An appropriate entry in the aircraft maintenance
log.
(b)
The airworthiness release or log entry required by
paragraph (a) of this section must—
(1)
Be prepared in accordance with the procedure 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
aircraft un-airworthy; and
(iv)
So far as the work performed is concerned, the
aircraft is in condition for safe operation; and
(3)
Be signed by an authorized certificated mechanic or
repairman, except that a certificated repairman may
sign the release or entry only for the work for
which that person is employed and for which that
person is certificated.
(c)
Notwithstanding paragraph (b)(3) of this section,
after maintenance, preventive maintenance, or
alterations performed by a repair station located
outside the AFRO-CAA member States , the
airworthiness release or log entry required by
paragraph (a) of this section may be signed by a
person authorized by that repair station.
(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 an authorized
certificated mechanic or repairman constitutes that
certification.
Subpart K—Hazardous
Materials Training Program
(a)
This subpart prescribes the requirements applicable
to each certificate holder for training each
crewmember and person performing or directly
supervising any of the following job functions
involving any item for transport on board an
aircraft:
(1)
Acceptance;
(2)
Rejection;
(3)
Handling;
(4)
Storage incidental to transport;
(5)
Packaging of company material; or
(6)
Loading.
(b)
Definitions. For purposes of this subpart,
the following definitions apply:
(1)
Company material (COMAT) —Material owned or
used by a certificate holder.
(2)
Initial hazardous materials training —The
basic training required for each newly hired person,
or each person changing job functions, who performs
or directly supervises any of the job functions
specified in paragraph (a) of this section.
(3)
Recurrent hazardous materials training —The
training required every 24 months for each person
who has satisfactorily completed the certificate
holder's approved initial hazardous materials
training program and performs or directly supervises
any of the job functions specified in paragraph (a)
of this section.
(a)
Each certificate holder must establish and implement
a hazardous materials training program that:
(1)
Satisfies the requirements of Appendix O of part 121
of this part;
(2)
Ensures that each person performing or directly
supervising any of the job functions specified in
§135.501(a) is trained to comply with all applicable
parts of 49 CFR parts 171 through 180 and the
requirements of this subpart; and
(3)
Enables the trained person to recognize items that
contain, or may contain, hazardous materials
regulated by 49 CFR parts 171 through 180.
(b)
Each certificate holder must provide initial
hazardous materials training and recurrent hazardous
materials training to each crewmember and person
performing or directly supervising any of the job
functions specified in 135.501(a).
(c)
Each certificate holder's hazardous materials
training program must be approved by the AFRO-CAA
prior to implementation.
135.505 Hazardous
materials training required.
(a)
Training requirement . Except as provided in
paragraphs (b), (c) and (f) of this section, no
certificate holder may use any crewmember or person
to perform any of the job functions or direct
supervisory responsibilities, and no person may
perform any of the job functions or direct
supervisory responsibilities, specified in
135.501(a) unless that person has satisfactorily
completed the certificate holder's AFRO-CAA-approved
initial or recurrent hazardous materials training
program within the past 24 months.
(b)
New hire or new job function . A person who
is a new hire and has not yet satisfactorily
completed the required initial hazardous materials
training, or a person who is changing job functions
and has not received initial or recurrent training
for a job function involving storage incidental to
transport, or loading of items for transport on an
aircraft, may perform those job functions for not
more than 30 days from the date of hire or a change
in job function, if the person is under the direct
visual supervision of a person who is authorized by
the certificate holder to supervise that person and
who has successfully completed the certificate
holder's AFRO-CAA-approved initial or recurrent
training program within the past 24 months.
(c)
Persons who work for more than one certificate
holder . A certificate holder that uses or
assigns a person to perform or directly supervise a
job function specified in 135.501(a), when that
person also performs or directly supervises the same
job function for another certificate holder, need
only train that person in its own policies and
procedures regarding those job functions, if all of
the following are met:
(1)
The certificate holder using this exception receives
written verification from the person designated to
hold the training records representing the other
certificate holder that the person has
satisfactorily completed hazardous materials
training for the specific job function under the
other certificate holder's AFRO-CAA approved
hazardous material training program under appendix O
of part 121 of this chapter; and
(2)
The certificate holder who trained the person has
the same operations specifications regarding the
acceptance, handling, and transport of hazardous
materials as the certificate holder using this
exception.
(d)
Recurrent hazardous materials training—Completion
date . A person who satisfactorily completes
recurrent hazardous materials training in the
calendar month before, or the calendar month after,
the month in which the recurrent training is due, is
considered to have taken that training during the
month in which it is due. If the person completes
this training earlier than the month before it is
due, the month of the completion date becomes his or
her new anniversary month.
(e)
Repair stations . A certificate holder must
ensure that each repair station performing work for,
or on the certificate holder's behalf is notified in
writing of the certificate holder's policies and
operations specification authorization permitting or
prohibition against the acceptance, rejection,
handling, storage incidental to transport, and
transportation of hazardous materials, including
company material. This notification requirement
applies only to repair stations that are regulated
by 49 CFR parts 171 through 180.
(f)
Certificate holders operating at foreign
locations . This exception applies if a
certificate holder operating at a foreign location
where the country requires the certificate holder to
use persons working in that country to load
aircraft. In such a case, the certificate holder may
use those persons even if they have not been trained
in accordance with the certificate holder's AFRO-CAA
approved hazardous materials training program. Those
persons, however, must be under the direct visual
supervision of someone who has successfully
completed the certificate holder's approved initial
or recurrent hazardous materials training program in
accordance with this part. This exception applies
only to those persons who load aircraft.
(a)
General requirement . Each certificate holder
must maintain a record of all training required by
this part received within the preceding three years
for each person who performs or directly supervises
a job function specified in 135.501(a). The record
must be maintained during the time that the person
performs or directly supervises any of those job
functions, and for 90 days thereafter. These
training records must be kept for direct employees
of the certificate holder, as well as independent
contractors, subcontractors, and any other person
who performs or directly supervises these job
functions for the certificate holder.
(b)
Location of records . The certificate holder
must retain the training records required by
paragraph (a) of this section for all initial and
recurrent training received within the preceding 3
years for all persons performing or directly
supervising the job functions listed in Appendix O
of part 121 of this chapter at a designated
location. The records must be available upon request
at the location where the trained person performs or
directly supervises the job function specified in
135.501(a). Records may be maintained electronically
and provided on location electronically. When the
person ceases to perform or directly supervise a
hazardous materials job function, the certificate
holder must retain the hazardous materials training
records for an additional 90 days and make them
available upon request at the last location where
the person worked.
(c)
Content of records . Each record must contain
the following:
(1)
The individual's name;
(2)
The most recent training completion date;
(3)
A description, copy or reference to training
materials used to meet the training requirement;
(4)
The name and address of the organization providing
the training; and
(5)
A copy of the certification issued when the
individual was trained, which shows that a test has
been completed satisfactorily.
(d)
New hire or new job function . Each
certificate holder using a person under the
exception in 135.505(b) must maintain a record for
that person. The records must be available upon
request at the location where the trained person
performs or directly supervises the job function
specified in 135.501(a). Records may be maintained
electronically and provided on location
electronically. The record must include the
following:
(1)
A signed statement from an authorized representative
of the certificate holder authorizing the use of the
person in accordance with the exception;
(2)
The date of hire or change in job function;
(3)
The person's name and assigned job function;
(4)
The name of the supervisor of the job function; and
(5)
The date the person is to complete hazardous
materials training in accordance with Appendix O of
part 121 of this chapter.
Applicability
1.
Applicability. This appendix prescribes the
additional airworthiness standards required by
135.169.
2.
References. Unless otherwise provided,
references in this appendix to specific sections of
part 23 of the AFRO-CAA Aviation Regulations (ACAR
part 23) are to those sections of part 23 in effect
on March 30, 1967.
Flight Requirements
3.
General. Compliance must be shown with the
applicable requirements of subpart B of ACAR part
23, as supplemented or modified in 4 through 10.
Performance
4.
General. (a) Unless otherwise prescribed in
this appendix, compliance with each applicable
performance requirement in sections 4 through 7 must
be shown for ambient atmospheric conditions and
still air.
(b)
The performance must correspond to the propulsive
thrust available under the particular ambient
atmospheric conditions and the particular flight
condition. The available propulsive thrust must
correspond to engine power or thrust, not exceeding
the approved power or thrust less—
(1)
Installation losses; and
(2)
The power or equivalent thrust absorbed by the
accessories and services appropriate to the
particular ambient atmospheric conditions and the
particular flight condition.
(c)
Unless otherwise prescribed in this appendix, the
applicant must select the take-off, en route, and
landing configurations for the airplane.
(d)
The airplane configuration may vary with weight,
altitude, and temperature, to the extent they are
compatible with the operating procedures required by
paragraph (e) of this section.
(e)
Unless otherwise prescribed in this appendix, in
determining the critical engine inoperative take-off
performance, the accelerate-stop distance, take-off
distance, changes in the airplane's configuration,
speed, power, and thrust must be made under
procedures established by the applicant for
operation in service.
(f)
Procedures for the execution of balked landings must
be established by the applicant and included in the
Airplane Flight Manual.
(g)
The procedures established under paragraphs (e) and
(f) of this section must—
(1)
Be able to be consistently executed in service by a
crew of average skill;
(2)
Use methods or devices that are safe and reliable;
and
(3)
Include allowance for any time delays, in the
execution of the procedures, that may reasonably be
expected in service.
5.
Take-off. (a) General. Take-off
speeds, the accelerate-stop distance, the take-off
distance, and the one-engine-inoperative take-off
flight path data (described in paragraphs (b), (c),
(d), and (f) of this section), must be determined
for—
(1)
Each weight, altitude, and ambient temperature
within the operational limits selected by the
applicant;
(2)
The selected configuration for take-off;
(3)
The center of gravity in the most unfavorable
position;
(4)
The operating engine within approved operating
limitations; and
(5)
Take-off data based on smooth, dry, hard-surface
runway.
(b)
Take-off speeds. (1) The decision speed V
1is the calibrated airspeed on the
ground at which, as a result of engine failure or
other reasons, the pilot is assumed to have made a
decision to continue or discontinue the take-off.
The speed V 1must be selected by
the applicant but may not be less than—
(i)
1.10 V S1;
(ii)
1.10 V MC;
(iii) A speed that allows acceleration to V
1and stop under paragraph (c) of this
section; or
(iv)
A speed at which the airplane can be rotated for
take-off and shown to be adequate to safely continue
the take-off, using normal piloting skill, when the
critical engine is suddenly made inoperative.
(2)
The initial climb out speed V 2,
in terms of calibrated airspeed, must be selected by
the applicant so as to allow the gradient of climb
required in section 6(b)(2), but it must not be less
than V 1or less than 1.2 V
S1.
(3)
Other essential take off speeds necessary for safe
operation of the airplane.
(c)
Accelerate-stop distance. (1) The
accelerate-stop distance is the sum of the distances
necessary to—
(i)
Accelerate the airplane from a standing start to
V 1; and
(ii)
Come to a full stop from the point at which V
1is reached assuming that in the case of
engine failure, failure of the critical engine is
recognized by the pilot at the speed V 1.
(2)
Means other than wheel brakes may be used to
determine the accelerate-stop distance if that means
is available with the critical engine inoperative
and—
(i)
Is safe and reliable;
(ii)
Is used so that consistent results can be expected
under normal operating conditions; and
(iii) Is such that exceptional skill is not required
to control the airplane.
(d)
All engines operating take-off distance. The
all engine operating take-off distance is the
horizontal distance required to take-off and climb
to a height of 50 feet above the take-off surface
under the procedures in ACAR 23.51(a).
(e)
One-engine-inoperative take-off. Determine
the weight for each altitude and temperature within
the operational limits established for the airplane,
at which the airplane has the capability, after
failure of the critical engine at V 1determined
under paragraph (b) of this section, to take off and
climb at not less than V 2, to a
height 1,000 feet above the take-off surface and
attain the speed and configuration at which
compliance is shown with the en route
one-engine-inoperative gradient of climb specified
in section 6(c).
(f)
One-engine-inoperative take-off flight path data.
The one-engine-inoperative take-off flight path
data consist of take-off flight paths extending from
a standing start to a point in the take-off at which
the airplane reaches a height 1,000 feet above the
take-off surface under paragraph (e) of this
section.
6.
Climb. (a) Landing climb:
All-engines-operating. The maximum weight must
be determined with the airplane in the landing
configuration, for each altitude, and ambient
temperature within the operational limits
established for the airplane, with the most
unfavorable center of gravity, and out-of-ground
effect in free air, at which the steady gradient of
climb will not be less than 3.3 percent, with:
(1)
The engines at the power that is available 8 seconds
after initiation of movement of the power or thrust
controls from the minimum flight idle to the
take-off position.
(2)
A climb speed not greater than the approach speed
established under section 7 and not less than the
greater of 1.05 V MC or 1.10 V S1.
(b)
Take-off climb: one-engine-inoperative. The
maximum weight at which the airplane meets the
minimum climb performance specified in paragraphs
(1) and (2) of this paragraph must be determined for
each altitude and ambient temperature within the
operational limits established for the airplane, out
of ground effect in free air, with the airplane in
the take-off configuration, with the most
unfavorable center of gravity, the critical engine
inoperative, the remaining engines at the maximum
take-off power or thrust, and the propeller of the
inoperative engine wind-milling with the propeller
controls in the normal position except that, if an
approved automatic feathering system is installed,
the propellers may be in the feathered position:
(1)
Take-off: landing gear extended. The minimum
steady gradient of climb must be measurably positive
at the speed V 1.
(2)
Take-off: landing gear retracted. The minimum
steady gradient of climb may not be less than 2
percent at speed V 2. For
airplanes with fixed landing gear this requirement
must be met with the landing gear extended.
(c)
En route climb: one-engine-inoperative. The
maximum weight must be determined for each altitude
and ambient temperature within the operational
limits established for the airplane, at which the
steady gradient of climb is not less 1.2 percent at
an altitude 1,000 feet above the take-off surface,
with the airplane in the en route configuration, the
critical engine inoperative, the remaining engine at
the maximum continuous power or thrust, and the most
unfavorable center of gravity.
7.
Landing. (a) The landing field length
described in paragraph (b) of this section must be
determined for standard atmosphere at each weight
and altitude within the operational limits
established by the applicant.
(b)
The landing field length is equal to the landing
distance determined under ACAR 23.75(a) divided by a
factor of 0.6 for the destination airport and 0.7
for the alternate airport. Instead of the gliding
approach specified in ACAR 23.75(a)(1), the landing
may be preceded by a steady approach down to the
50-foot height at a gradient of descent not greater
than 5.2 percent (3°) at a calibrated airspeed not
less than 1.3 V S1.
Trim
8.
Trim. (a) Lateral and directional trim.
The airplane must maintain lateral and
directional trim in level flight at a speed of V
Hor V MO/ M MO, whichever is
lower, with landing gear and wing flaps retracted.
(b)
Longitudinal trim. The airplane must maintain
longitudinal trim during the following conditions,
except that it need not maintain trim at a speed
greater than
V
MO/ M MO:
(1)
In the approach conditions specified in ACAR
23.161(c) (3) through (5), except that instead of
the speeds specified in those paragraphs, trim must
be maintained with a stick force of not more than 10
pounds down to a speed used in showing compliance
with section 7 or 1.4 V S1whichever
is lower.
(2)
In level flight at any speed from V H or V
MO/ M MO, whichever is lower, to either
V x or 1.4 V S1, with the
landing gear and wing flaps retracted.
Stability
9.
Static longitudinal stability. (a) In showing
compliance with ACAR 23.175(b) and with paragraph
(b) of this section, the airspeed must return to
within ±71/2percent of the trim speed.
(b)
Cruise stability. The stick force curve must
have a stable slope for a speed range of ±50 knots
from the trim speed except that the speeds need not
exceed V FC/ M FC or be less than 1.4
V S1. This speed range will be
considered to begin at the outer extremes of the
friction band and the stick force may not exceed 50
pounds with—
(1)
Landing gear retracted;
(2)
Wing flaps retracted;
(3)
The maximum cruising power as selected by the
applicant as an operating limitation for turbine
engines or 75 percent of maximum continuous power
for reciprocating engines except that the power need
not exceed that required at
V
MO/
M MO;
(4)
Maximum take-off weight; and
(5)
The airplane trimmed for level flight with the power
specified in paragraph (3) of this paragraph.
V
FC/
M FC may not be less than a speed midway
between
V
MO/
M MO and V DF/ M DF, except
that, for altitudes where Mach number is the
limiting factor, M FC need not exceed the
Mach number at which effective speed warning occurs.
(c)
Climb stability (turbo-propeller powered
airplanes only). In showing compliance with ACAR
23.175(a), an applicant must, instead of the power
specified in ACAR 23.175(a)(4), use the maximum
power or thrust selected by the applicant as an
operating limitation for use during climb at the
best rate of climb speed, except that the speed need
not be less than 1.4 V S1.
Stalls
10.
Stall warning. If artificial stall warning is
required to comply with ACAR 23.207, the warning
device must give clearly distinguishable indications
under expected conditions of flight. The use of a
visual warning device that requires the attention of
the crew within the cockpit is not acceptable by
itself.
Control Systems
11.
Electric trim tabs. The airplane must meet
ACAR 23.677 and in addition it must be shown that
the airplane is safely controllable and that a pilot
can perform all the maneuvers and operations
necessary to effect a safe landing following any
probable electric trim tab runaway which might be
reasonably expected in service allowing for
appropriate time delay after pilot recognition of
the runaway. This demonstration must be conducted at
the critical airplane weights and center of gravity
positions.
Instruments: Installation
12.
Arrangement and visibility. Each instrument
must meet ACAR 23.1321 and in addition:
(a)
Each flight, navigation, and powerplant instrument
for use by any pilot must be plainly visible to the
pilot from the pilot's station with the minimum
practicable deviation from the pilot's normal
position and line of vision when the pilot is
looking forward along the flight path.
(b)
The flight instruments required by ACAR 23.1303 and
by the applicable operating rules must be grouped on
the instrument panel and centered as nearly as
practicable about the vertical plane of each pilot's
forward vision. In addition—
(1)
The instrument that most effectively indicates the
attitude must be in the panel in the top center
position;
(2)
The instrument that most effectively indicates the
airspeed must be on the panel directly to the left
of the instrument in the top center position;
(3)
The instrument that most effectively indicates
altitude must be adjacent to and directly to the
right of the instrument in the top center position;
and
(4)
The instrument that most effectively indicates
direction of flight must be adjacent to and directly
below the instrument in the top center position.
13.
Airspeed indicating system. Each airspeed
indicating system must meet ACAR 23.1323 and in
addition:
(a)
Airspeed indicating instruments must be of an
approved type and must be calibrated to indicate
true airspeed at sea level in the standard
atmosphere with a minimum practicable instrument
calibration error when the corresponding pitot and
static pressures are supplied to the instruments.
(b)
The airspeed indicating system must be calibrated to
determine the system error, i.e., the relation
between IAS and CAS, in flight and during the
accelerate-take-off ground run. The ground run
calibration must be obtained between 0.8 of the
minimum value of V 1and 1.2 times
the maximum value of V 1,
considering the approved ranges of altitude and
weight. The ground run calibration is determined
assuming an engine failure at the minimum value of
V 1.
(c)
The airspeed error of the installation excluding the
instrument calibration error, must not exceed 3
percent or 5 knots whichever is greater, throughout
the speed range from V MO to 1.3 V S1with
flaps retracted and from 1.3 V SOto V
FE with flaps in the landing position.
(d)
Information showing the relationship between IAS and
CAS must be shown in the Airplane Flight manual.
14.
Static air vent system. The static air vent
system must meet ACAR 23.1325. The altimeter system
calibration must be determined and shown in the
Airplane Flight Manual.
Operating Limitations and Information
15.
Maximum operating limit speed
V
MO/
M MO. Instead of establishing operating
limitations based on V NEand V NO, the
applicant must establish a maximum operating limit
speed
V
MO/
M MO as follows:
(a)
The maximum operating limit speed must not exceed
the design cruising speed V C and must be
sufficiently below V D/ M D or V
DF/ M DF to make it highly improbable
that the latter speeds will be inadvertently
exceeded in flight.
(b)
The speed V MOmust not exceed 0.8 V D/
M D or 0.8 V DF/ M DF unless
flight demonstrations involving upsets as specified
by the Administrator indicates a lower speed margin
will not result in speeds exceeding V D/ M
D or V DF. Atmospheric variations,
horizontal gusts, system and equipment errors, and
airframe production variations are taken into
account.
16.
Minimum flight crew. In addition to meeting
ACAR 23.1523, the applicant must establish the
minimum number and type of qualified flight crew
personnel sufficient for safe operation of the
airplane considering—
(a)
Each kind of operation for which the applicant
desires approval;
(b)
The workload on each crewmember considering the
following:
(1)
Flight path control.
(2)
Collision avoidance.
(3)
Navigation.
(4)
Communications.
(5)
Operation and monitoring of all essential aircraft
systems.
(6)
Command decisions; and
(c)
The accessibility and ease of operation of necessary
controls by the appropriate crewmember during all
normal and emergency operations when at the
crew-member flight station.
17.
Airspeed indicator. The airspeed indicator
must meet ACAR 23.1545 except that, the airspeed
notations and markings in terms of V NO and
V
NH
must be replaced by the V MO/ M MO
notations. The airspeed indicator markings must be
easily read and understood by the pilot. A placard
adjacent to the airspeed indicator is an acceptable
means of showing compliance with ACAR 23.1545(c).
Airplane Flight Manual
18.
General. The Airplane Flight Manual must be
prepared under ACARs 23.1583 and 23.1587, and in
addition the operating limitations and performance
information in sections 19 and 20 must be included.
19.
Operating limitations. The Airplane Flight
Manual must include the following limitations—
(a)
Airspeed limitations. (1) The maximum
operating limit speed V MO/ M MO and a
statement that this speed limit may not be
deliberately exceeded in any regime of flight
(climb, cruise, or descent) unless a higher speed is
authorized for flight test or pilot training;
(2)
If an airspeed limitation is based upon
compressibility effects, a statement to this effect
and information as to any symptoms, the probable
behavior of the airplane, and the recommended
recovery procedures; and
(3)
The airspeed limits, shown in terms of
V
MO
/M MO instead of V NO and
V
NE.
(b)
Take-off weight limitations. The maximum
take-off weight for each airport elevation, ambient
temperature, and available take-off runway length
within the range selected by the applicant may not
exceed the weight at which—
(1)
The all-engine-operating take-off distance
determined under section 5(b) or the accelerate-stop
distance determined under section 5(c), whichever is
greater, is equal to the available runway length;
(2)
The airplane complies with the
one-engine-inoperative take-off requirements
specified in section 5(e); and
(3)
The airplane complies with the
one-engine-inoperative take-off and en route climb
requirements specified in sections 6 (b) and (c).
(c)
Landing weight limitations. The maximum
landing weight for each airport elevation (standard
temperature) and available landing runway length,
within the range selected by the applicant. This
weight may not exceed the weight at which the
landing field length determined under section 7(b)
is equal to the available runway length. In showing
compliance with this operating limitation, it is
acceptable to assume that the landing weight at the
destination will be equal to the take-off weight
reduced by the normal consumption of fuel and oil en
route.
20.
Performance information. The Airplane Flight
Manual must contain the performance information
determined under the performance requirements of
this appendix. The information must include the
following:
(a)Sufficient
information so that the take-off weight limits
specified in section 19(b) can be determined for all
temperatures and altitudes within the operation
limitations selected by the applicant.
(b)
The conditions under which the performance
information was obtained, including the airspeed at
the 50-foot height used to determine landing
distances.
(c)
The performance information (determined by
extrapolation and computed for the range of weights
between the maximum landing and take-off weights)
for—
(1)
Climb in the landing configuration; and
(2)
Landing distance.
(d)
Procedure established under section 4 related to the
limitations and information required by this section
in the form of guidance material including any
relevant limitations or information.
(e)
An explanation of significant or unusual flight or
ground handling characteristics of the airplane.
(f)
Airspeeds, as indicated airspeeds, corresponding to
those determined for take-off under section 5(b).
21.
Maximum operating altitudes. The maximum
operating altitude to which operation is allowed, as
limited by flight, structural, powerplant,
functional, or equipment characteristics, must be
specified in the Airplane Flight Manual.
22.
Stowage provision for airplane flight manual.
Provision must be made for stowing the Airplane
Flight Manual in a suitable fixed container which is
readily accessible to the pilot.
23.
Operating procedures. Procedures for
restarting turbine engines in flight (including the
effects of altitude) must be set forth in the
Airplane Flight Manual.
Airframe Requirements
Flight Loads
24.
Engine torque. (a) Each turbo-propeller
engine mount and its supporting structure must be
designed for the torque effects of:
(1)
The conditions in ACAR 23.361(a).
(2)
The limit engine torque corresponding to take-off
power and propeller speed multiplied by a factor
accounting for propeller control system malfunction,
including quick feathering action, simultaneously
with 1 g level flight loads. In the absence
of a ration- al analysis, a factor of 1.6 must be
used.
(b)
The limit torque is obtained by multiplying the mean
torque by a factor of 1.25.
25.
Turbine engine gyroscopic loads. Each
turbo-propeller engine mount and its supporting
structure must be designed for the gyroscopic loads
that result, with the engines at maximum continuous
r.p.m., under either—
(a)
The conditions in ACARs 23.351 and 23.423; or
(b)
All possible combinations of the following:
(1)
A yaw velocity of 2.5 radians per second.
(2)
A pitch velocity of 1.0 radians per second.
(3)
A normal load factor of 2.5.
(4)
Maximum continuous thrust.
26.
Unsymmetrical loads due to engine failure.
(a) Turbo-propeller powered airplanes must be
designed for the unsymmetrical loads resulting from
the failure of the critical engine including the
following conditions in combination with a single
malfunction of the propeller drag limiting system,
considering the probable pilot corrective action on
the flight controls:
(1)
At speeds between V mo and V D, the
loads resulting from power failure because of fuel
flow interruption are considered to be limit loads.
(2)
At speeds between V mo and V c, the
loads resulting from the disconnection of the engine
compressor from the turbine or from loss of the
turbine blades are considered to be ultimate loads.
(3)
The time history of the thrust decay and drag
buildup occurring as a result of the prescribed
engine failures must be substantiated by test or
other data applicable to the particular
engine-propeller combination.
(4)
The timing and magnitude of the probable pilot
corrective action must be conservatively estimated,
considering the characteristics of the particular
engine-propeller-airplane combination.
(b)
Pilot corrective action may be assumed to be
initiated at the time maximum yawing velocity is
reached, but not earlier than 2 seconds after the
engine failure. The magnitude of the corrective
action may be based on the control forces in ACAR
23.397 except that lower forces may be assumed where
it is shown by analysis or test that these forces
can control the yaw and roll resulting from the
prescribed engine failure conditions.
Ground Loads
27.
Dual wheel landing gear units. Each dual
wheel landing gear unit and its supporting structure
must be shown to comply with the following:
(a)
Pivoting. The airplane must be assumed to
pivot about one side of the main gear with the
brakes on that side locked. The limit vertical load
factor must be 1.0 and the coefficient of friction
0.8. This condition need apply only to the main gear
and its supporting structure.
(b)
Unequal tire inflation. A 60–40 percent
distribution of the loads established under ACAR
23.471 through ACAR 23.483 must be applied to the
dual wheels.
(c)
Flat tire. (1) Sixty percent of the loads in
ACAR 23.471 through ACAR 23.483 must be applied to
either wheel in a unit.
(2)
Sixty percent of the limit drag and side loads and
100 percent of the limit vertical load established
under ACARs 23.493 and 23.485 must be applied to
either wheel in a unit except that the vertical load
need not exceed the maximum vertical load in
paragraph (c)(1) of this section.
Fatigue Evaluation
28.
Fatigue evaluation of wing and associated
structure. Unless it is shown that the
structure, operating stress levels, materials and
expected use are comparable from a fatigue
standpoint to a similar design which has had
substantial satisfactory service experience, the
strength, detail design, and the fabrication of
those parts of the wing, wing carry through, and
attaching structure whose failure would be
catastrophic must be evaluated under either—
(a)
A fatigue strength investigation in which the
structure is shown by analysis, tests, or both to be
able to withstand the repeated loads of variable
magnitude expected in service; or
(b)
A fail-safe strength investigation in which it is
shown by analysis, tests, or both that catastrophic
failure of the structure is not probable after
fatigue, or obvious partial failure, of a principal
structural element, and that the remaining structure
is able to withstand a static ultimate load factor
of 75 percent of the critical limit load factor at
V C. These loads must be multiplied by a
factor of 1.15 unless the dynamic effects of failure
under static load are otherwise considered.
Design and Construction
29.
Flutter. For multiengine turbo-propeller
powered airplanes, a dynamic evaluation must be made
and must include—
(a)
The significant elastic, inertia, and aerodynamic
forces associated with the rotations and
displacements of the plane of the propeller; and
(b)
Engine-propeller-nacelle stiffness and damping
variations appropriate to the particular
configuration.
Landing Gear
30.
Flap operated landing gear warning device.
Airplanes having retractable landing gear and wing
flaps must be equipped with a warning device that
functions continuously when the wing flaps are
extended to a flap position that activates the
warning device to give adequate warning before
landing, using normal landing procedures, if the
landing gear is not fully extended and locked. There
may not be a manual shut off for this warning
device. The flap position sensing unit may be
installed at any suitable location. The system for
this device may use any part of the system
(including the aural warning device) provided for
other landing gear warning devices.
Personnel and Cargo Accommodations
31.
Cargo and baggage compartments. Cargo and
baggage compartments must be designed to meet ACAR
23.787 (a) and (b), and in addition means must be
provided to protect passengers from injury by the
contents of any cargo or baggage compartment when
the ultimate forward inertia force is 9 g.
32.
Doors and exits. The airplane must meet ACAR
23.783 and ACAR 23.807 (a)(3), (b), and (c), and in
addition:
(a)
There must be a means to lock and safeguard each
external door and exit against opening in flight
either inadvertently by persons, or as a result of
mechanical failure. Each external door must be
operable from both the inside and the outside.
(b)
There must be means for direct visual inspection of
the locking mechanism by crewmembers to determine
whether external doors and exits, for which the
initial opening movement is outward, are fully
locked. In addition, there must be a visual means to
signal to crewmembers when normally used external
doors are closed and fully locked.
(c)
The passenger entrance door must qualify as a floor
level emergency exit. Each additional required
emergency exit except floor level exits must be
located over the wing or must be provided with
acceptable means to assist the occupants in
descending to the ground. In addition to the
passenger entrance door:
(1)
For a total seating capacity of 15 or less, an
emergency exit as defined in ACAR 23.807(b) is
required on each side of the cabin.
(2)
For a total seating capacity of 16 through 23, three
emergency exits as defined in ACAR 23.807(b) are
required with one on the same side as the door and
two on the side opposite the door.
(d)
An evacuation demonstration must be conducted
utilizing the maximum number of occupants for which
certification is desired. It must be conducted under
simulated night conditions utilizing only the
emergency exits on the most critical side of the
aircraft. The participants must be representative of
average airline passengers with no previous practice
or rehearsal for the demonstration. Evacuation must
be completed within 90 seconds.
(e)
Each emergency exit must be marked with the word
“Exit” by a sign which has white letters 1 inch high
on a red background 2 inches high, be
self-illuminated or independently internally
electrically illuminated, and have a minimum
luminescence (brightness) of at least 160
micro-lamberts. The colors may be reversed if the
passenger compartment illumination is essentially
the same.
(f)
Access to window type emergency exits must not be
obstructed by seats or seat backs.
(g)
The width of the main passenger aisle at any point
between seats must equal or exceed the values in the
following table:
|
Total seating capacity |
Minimum main passenger aisle width |
|
Less than 25 inches from floor |
25 inches and more from floor |
|
10 through 23 |
9 inches |
15 inches. |
Miscellaneous
33.
Lightning strike protection. Parts that are
electrically insulated from the basic airframe must
be connected to it through lightning arrestors
unless a lightning strike on the insulated part—
(a)
Is improbable because of shielding by other parts;
or
(b)
Is not hazardous.
34.
Ice protection. 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 analysis
and tests performed by the applicant for a type
certificated model.
35.
Maintenance information. The applicant must
make available to the owner at the time of delivery
of the airplane the information the applicant
considers essential for the proper maintenance of
the airplane. That information must include the
following:
(a)
Description of systems, including electrical,
hydraulic, and fuel controls.
(b)
Lubrication instructions setting forth the frequency
and the lubricants and fluids which are to be used
in the various systems.
(c)
Pressures and electrical loads applicable to the
various systems.
(d)
Tolerances and adjustments necessary for proper
functioning.
(e)
Methods of leveling, raising, and towing.
(f)
Methods of balancing control surfaces.
(g)
Identification of primary and secondary structures.
(h)
Frequency and extent of inspections necessary to the
proper operation of the airplane.
(i)
Special repair methods applicable to the airplane.
(j)
Special inspection techniques, such as X-ray,
ultra-sonic, and magnetic particle inspection.
(k)
List of special tools.
Propulsion
General
36.
Vibration characteristics. For
turbo-propeller powered airplanes, the engine
installation must not result in vibration
characteristics of the engine exceeding those
established during the type certification of the
engine.
37.
In flight restarting of engine. If the engine
on turbo-propeller powered airplanes cannot be
restarted at the maximum cruise altitude, a
determination must be made of the altitude below
which restarts can be consistently accomplished.
Restart information must be provided in the Airplane
Flight Manual.
38.
Engines. (a) For turbo-propeller powered
airplanes. The engine installation must comply
with the following:
(1)
Engine isolation. The power-plants must be
arranged and isolated from each other to allow
operation, in at least one configuration, so that
the failure or malfunction of any engine, or of any
system that can affect the engine, will not—
(i)
Prevent the continued safe operation of the
remaining engines; or
(ii)
Require immediate action by any crewmember for
continued safe operation.
(2)
Control of engine rotation. There must be a
means to individually stop and restart the rotation
of any engine in flight except that engine rotation
need not be stopped if continued rotation could not
jeopardize the safety of the airplane. Each
component of the stopping and restarting system on
the engine side of the firewall, and that might be
exposed to fire, must be at least fire resistant. If
hydraulic propeller feathering systems are used for
this purpose, the feathering lines must be at least
fire resistant under the operating conditions that
may be expected to exist during feathering.
(3)
Engine speed and gas temperature control devices.
The powerplant systems associated with engine
control devices, systems, and instrumentation must
provide reasonable assurance that those engine
operating limitations that adversely affect turbine
rotor structural integrity will not be exceeded in
service.
(b)
For reciprocating engine powered airplanes.
To provide engine isolation, the powerplants must be
arranged and isolated from each other to allow
operation, in at least one configuration, so that
the failure or malfunction of any engine, or of any
system that can affect that engine, will not—
(1)
Prevent the continued safe operation of the
remaining engines; or
(2)
Require immediate action by any crew-member for
continued safe operation.
39.
Turbo-propeller reversing systems. (a)
Turbo-propeller reversing systems intended for
ground operation must be designed so that no single
failure or malfunction of the system will result in
unwanted reverse thrust under any expected operating
condition. Failure of structural elements need not
be considered if the probability of this kind of
failure is extremely remote.
(b)
Turbo-propeller reversing systems intended for in
flight use must be designed so that no unsafe
condition will result during normal operation of the
system, or from any failure (or reasonably likely
combination of failures) of the reversing system,
under any anticipated condition of operation of the
airplane. Failure of structural elements need not be
considered if the probability of this kind of
failure is extremely remote.
(c)
Compliance with this section may be shown by failure
analysis, testing, or both for propeller systems
that allow propeller blades to move from the flight
low-pitch position to a position that is
substantially less than that at the normal flight
low-pitch stop position. The analysis may include or
be supported by the analysis made to show compliance
with the type certification of the propeller and
associated installation components. Credit will be
given for pertinent analysis and testing completed
by the engine and propeller manufacturers.
40.
Turbo-propeller drag-limiting systems.
Turbo-propeller drag-limiting systems must be
designed so that no single failure or malfunction of
any of the systems during normal or emergency
operation results in propeller drag in excess of
that for which the airplane was designed. Failure of
structural elements of the drag-limiting systems
need not be considered if the probability of this
kind of failure is extremely remote.
41.
Turbine engine powerplant operating
characteristics. For turbo-propeller powered
airplanes, the turbine engine powerplant operating
characteristics must be investigated in flight to
determine that no adverse characteristics (such as
stall, surge, or flameout) are present to a
hazardous degree, during normal and emergency
operation within the range of operating limitations
of the airplane and of the engine.
42.
Fuel flow. (a) For turbo-propeller powered
airplanes—
(1)
The fuel system must provide for continuous supply
of fuel to the engines for normal operation without
interruption due to depletion of fuel in any tank
other than the main tank; and
(2)
The fuel flow rate for turbo-propeller engine fuel
pump systems must not be less than 125 percent of
the fuel flow required to develop the standard sea
level atmospheric conditions take-off power selected
and included as an operating limitation in the
Airplane Flight Manual.
(b)
For reciprocating engine powered airplanes, it is
acceptable for the fuel flow rate for each pump
system (main and reserve supply) to be 125 percent
of the take-off fuel consumption of the engine.
Fuel
System Components
43.
Fuel pumps. For turbo-propeller powered
airplanes, a reliable and independent power source
must be provided for each pump used with turbine
engines which do not have provisions for
mechanically driving the main pumps. It must be
demonstrated that the pump installations provide a
reliability and durability equivalent to that in
ACAR 23.991(a).
44.
Fuel strainer or filter. For turbo-propeller
powered airplanes, the following apply:
(a)
There must be a fuel strainer or filter between the
tank outlet and the fuel metering device of the
engine. In addition, the fuel strainer or filter
must be—
(1)
Between the tank outlet and the engine-driven
positive displacement pump inlet, if there is an
engine-driven positive displacement pump;
(2)
Accessible for drainage and cleaning and, for the
strainer screen, easily removable; and
(3)
Mounted so that its weight is not supported by the
connecting lines or by the inlet or outlet
connections of the strainer or filter itself.
(b)
Unless there are means in the fuel system to prevent
the accumulation of ice on the filter, there must be
means to automatically maintain the fuel-flow if
ice-clogging of the filter occurs; and
(c)
The fuel strainer or filter must be of adequate
capacity (for operating limitations established to
ensure proper service) and of appropriate mesh to
insure proper engine operation, with the fuel
contaminated to a degree (for particle size and
density) that can be reasonably expected in service.
The degree of fuel filtering may not be less than
that established for the engine type certification.
45.
Lightning strike protection. Protection must
be provided against the ignition of flammable vapors
in the fuel vent system due to lightning strikes.
Cooling
46.
Cooling test procedures for turbo-propeller
powered airplanes. (a) Turbo-propeller powered
airplanes must be shown to comply with ACAR 23.1041
during take-off, climb, en route, and landing stages
of flight that correspond to the applicable
performance requirements. The cooling tests must be
conducted with the airplane in the configuration,
and operating under the conditions that are critical
relative to cooling during each stage of flight. For
the cooling tests a temperature is “stabilized” when
its rate of change is less than 2° F. per minute.
(b)
Temperatures must be stabilized under the conditions
from which entry is made into each stage of flight
being investigated unless the entry condition is not
one during which component and engine fluid
temperatures would stabilize, in which case,
operation through the full entry condition must be
conducted before entry into the stage of flight
being investigated to allow temperatures to reach
their natural levels at the time of entry. The
take-off cooling test must be preceded by a period
during which the powerplant component and engine
fluid temperatures are stabilized with the engines
at ground idle.
(c)
Cooling tests for each stage of flight must be
continued until—
(1)
The component and engine fluid temperatures
stabilize;
(2)
The stage of flight is completed; or
(3)
An operating limitation is reached.
Induction System
47.
Air induction. For turbo-propeller powered
airplanes—
(a)
There must be means to prevent hazardous quantities
of fuel leakage or overflow from drains, vents, or
other components of flammable fluid systems from
entering the engine intake systems; and
(b)
The air inlet ducts must be located or protected so
as to minimize the ingestion of foreign matter
during take-off, landing, and taxiing.
48.
Induction system icing protection. For
turbo-propeller powered airplanes, each turbine
engine must be able to operate throughout its flight
power range without adverse effect on engine
operation or serious loss of power or thrust, under
the icing conditions specified in appendix C of part
25 of this chapter. In addition, there must be means
to indicate to appropriate flight crewmembers the
functioning of the powerplant ice protection system.
49.
Turbine engine bleed air systems. Turbine
engine bleed air systems of turbo-propeller powered
airplanes must be investigated to determine—
(a)
That no hazard to the airplane will result if a duct
rupture occurs. This condition must consider that a
failure of the duct can occur anywhere between the
engine port and the airplane bleed service; and
(b)
That, if the bleed air system is used for direct
cabin pressurization, it is not possible for
hazardous contamination of the cabin air system to
occur in event of lubrication system failure.
Exhaust System
50.
Exhaust system drains. Turbo-propeller engine
exhaust systems having low spots or pockets must
incorporate drains at those locations. These drains
must discharge clear of the airplane in normal and
ground attitudes to prevent the accumulation of fuel
after the failure of an attempted engine start.
Powerplant Controls and Accessories
51.
Engine controls. If throttles or power levers
for turbo-propeller powered airplanes are such that
any position of these controls will reduce the fuel
flow to the engine(s) below that necessary for
satisfactory and safe idle operation of the engine
while the airplane is in flight, a means must be
provided to prevent inadvertent movement of the
control into this position. The means provided must
incorporate a positive lock or stop at this idle
position and must require a separate and distinct
operation by the crew to displace the control from
the normal engine operating range.
52.
Reverse thrust controls. For turbo-propeller
powered airplanes, the propeller reverse thrust
controls must have a means to prevent their
inadvertent operation. The means must have a
positive lock or stop at the idle position and must
require a separate and distinct operation by the
crew to displace the control from the flight regime.
53.
Engine ignition systems. Each turbo-propeller
airplane ignition system must be considered an
essential electrical load.
54.
Powerplant accessories. The powerplant
accessories must meet ACAR 23.1163, and if the
continued rotation of any accessory remotely driven
by the engine is hazardous when malfunctioning
occurs, there must be means to prevent rotation
without interfering with the continued operation of
the engine.
Powerplant Fire Protection
55.
Fire detector system. For turbo-propeller
powered airplanes, the following apply:
(a)
There must be a means that ensures prompt detection
of fire in the engine compartment. An
overtemperature switch in each engine cooling air
exit is an acceptable method of meeting this
requirement.
(b)
Each fire detector must be constructed and installed
to withstand the vibration, inertia, and other loads
to which it may be subjected in operation.
(c)
No fire detector may be affected by any oil, water,
other fluids, or fumes that might be present.
(d)
There must be means to allow the flight crew to
check, in flight, the functioning of each fire
detector electric circuit.
(e)
Wiring and other components of each fire detector
system in a fire zone must be at least fire
resistant.
56.
Fire protection, cowling and nacelle skin.
For reciprocating engine powered airplanes, the
engine cowling must be designed and constructed so
that no fire originating in the engine compartment
can enter either through openings or by burn
through, any other region where it would create
additional hazards.
57.
Flammable fluid fire protection. If flammable
fluids or vapors might be liberated by the leakage
of fluid systems in areas other than engine
compartments, there must be means to—
(a)
Prevent the ignition of those fluids or vapors by
any other equipment; or
(b)
Control any fire resulting from that ignition.
Equipment
58.
Powerplant instruments. (a) The following are
required for turbo-propeller airplanes:
(1)
The instruments required by ACAR 23.1305 (a) (1)
through (4), (b) (2) and (4).
(2)
A gas temperature indicator for each engine.
(3)
Free air temperature indicator.
(4)
A fuel flow-meter indicator for each engine.
(5)
Oil pressure warning means for each engine.
(6)
A torque indicator or adequate means for indicating
power output for each engine.
(7)
Fire warning indicator for each engine.
(8)
A means to indicate when the propeller blade angle
is below the low-pitch position corresponding to
idle operation in flight.
(9)
A means to indicate the functioning of the ice
protection system for each engine.
(b)
For turbo-propeller powered airplanes, the
turbo-propeller blade position indicator must begin
indicating when the blade has moved below the flight
low-pitch position.
(c)
The following instruments are required for
reciprocating engine powered airplanes:
(1)
The instruments required by ACAR 23.1305.
(2)
A cylinder head temperature indicator for each
engine.
(3)
A manifold pressure indicator for each engine.
Systems and Equipments
General
59.
Function and installation. The systems and
equipment of the airplane must meet ACAR 23.1301,
and the following:
(a)
Each item of additional installed equipment must—
(1)
Be of a kind and design appropriate to its intended
function;
(2)
Be labeled as to its identification, function, or
operating limitations, or any applicable combination
of these factors, unless misuse or inadvertent
actuation cannot create a hazard;
(3)
Be installed according to limitations specified for
that equipment; and
(4)
Function properly when installed.
(b)
Systems and installations must be designed to
safeguard against hazards to the aircraft in the
event of their malfunction or failure.
(c)
Where an installation, the functioning of which is
necessary in showing compliance with the applicable
requirements, requires a power supply, that
installation must be considered an essential load on
the power supply, and the power sources and the
distribution system must be capable of supplying the
following power loads in probable operation
combinations and for probable durations:
(1)
All essential loads after failure of any prime
mover, power converter, or energy storage device.
(2)
All essential loads after failure of any one engine
on two-engine airplanes.
(3)
In determining the probable operating combinations
and durations of essential loads for the power
failure conditions described in paragraphs (1) and
(2) of this paragraph, it is permissible to assume
that the power loads are reduced in accordance with
a monitoring procedure which is consistent with
safety in the types of operations authorized.
60.
Ventilation. The ventilation system of the
airplane must meet ACAR 23.831, and in addition, for
pressurized aircraft, the ventilating air in flight
crew and passenger compartments must be free of
harmful or hazardous concentrations of gases and
vapors in normal operation and in the event of
reasonably probable failures or malfunctioning of
the ventilating, heating, pressurization, or other
systems, and equipment. If accumulation of hazardous
quantities of smoke in the cockpit area is
reasonably probable, smoke evacuation must be
readily accomplished.
Electrical Systems and Equipment
61.
General. The electrical systems and equipment
of the airplane must meet ACAR 23.1351, and the
following:
(a)
Electrical system capacity. The required
generating capacity, and number and kinds of power
sources must—
(1)
Be determined by an electrical load analysis; and
(2)
Meet ACAR 23.1301.
(b)
Generating system. The generating system
includes electrical power sources, main power
busses, transmission cables, and associated control,
regulation and protective devices. It must be
designed so that—
(1)
The system voltage and frequency (as applicable) at
the terminals of all essential load equipment can be
maintained within the limits for which the equipment
is designed, during any probable operating
conditions;
(2)
System transients due to switching, fault clearing,
or other causes do not make essential loads
inoperative, and do not cause a smoke or fire
hazard;
(3)
There are means, accessible in flight to appropriate
crewmembers, for the individual and collective
disconnection of the electrical power sources from
the system; and
(4)
There are means to indicate to appropriate
crewmembers the generating system quantities
essential for the safe operation of the system,
including the voltage and current supplied by each
generator.
62.
Electrical equipment and installation.
Electrical equipment, controls, and wiring must be
installed so that operation of any one unit or
system of units will not adversely affect the
simultaneous operation of any other electrical unit
or system essential to the safe operation.
63.
Distribution system. (a) For the purpose of
complying with this section, the distribution system
includes the distribution busses, their associated
feeders, and each control and protective device.
(b)
Each system must be designed so that essential load
circuits can be supplied in the event of reasonably
probable faults or open circuits, including faults
in heavy current carrying cables.
(c)
If two independent sources of electrical power for
particular equipment or systems are required under
this appendix, their electrical energy supply must
be ensured by means such as duplicate electrical
equipment, throw-over switching, or multi-channel or
loop circuits separately routed.
64.
Circuit protective devices. The circuit
protective devices for the electrical circuits of
the airplane must meet ACAR 23.1357, and in addition
circuits for loads which are essential to safe
operation must have individual and exclusive circuit
protection.
|
Parameters |
Range |
Installed system1minimum accuracy
(to recovered data) |
Sampling interval (per second) |
Resolution4read out |
|
Relative time (from recorded on prior to
take-off) |
25 hr minimum |
±0.125% per hour |
1 |
1 sec. |
|
Indicated airspeed |
Vsoto VD(KIAS) |
±5% or ±10 kts., whichever is greater.
Resolution 2 kts. below 175 KIAS |
1 |
1%3. |
|
Altitude |
−1,000 ft. to max cert. alt. of A/C |
±100 to ±700 ft. (see Table 1, TSO C51–a) |
1 |
25 to 150 |
|
Magnetic heading |
360° |
±5° |
1 |
1° |
|
Vertical acceleration |
−3g to +6g |
±0.2g in addition to ±0.3g maximum datum |
4 (or 1 per second where peaks, ref. to 1g are
recorded) |
0.03g. |
|
Longitudinal acceleration |
±1.0g |
±1.5% max. range excluding datum error of ±5% |
2 |
0.01g. |
|
Pitch attitude |
100% of usable |
±2° |
1 |
0.8° |
|
Roll attitude |
±60° or 100% of usable range, whichever is
greater |
±2° |
1 |
0.8° |
|
Stabilizer trim position |
Full range |
±3% unless higher uniquely required |
1 |
1%3. |
|
Or |
|
|
|
|
|
Pitch control position |
Full range |
±3% unless higher uniquely required |
1 |
1%3. |
|
Engine Power, Each Engine |
|
|
|
|
|
Fan or N1speed or EPR or cockpit
indications used for aircraft certification |
Maximum range |
±5% |
1 |
1%3. |
|
Or |
|
|
|
|
|
Prop. speed and torque (sample once/sec as close
together as practicable) |
|
|
1 (prop speed), 1 (torque) |
|
|
Altitude rate2(need depends on
altitude resolution) |
±8,000 fpm |
±10%. Resolution 250 fpm below 12,000 ft.
indicated |
1 |
250 fpm Below 12,000 |
|
Angle of attack2(need depends on
altitude resolution) |
−20° to 40° or of usable range |
±2° |
1 |
0.8%3 |
|
Radio transmitter keying (discrete) |
On/off |
|
1 |
|
|
TE flaps (discrete or analog) |
Each discrete position (U, D, T/O, AAP) |
|
1 |
|
|
|
Or |
|
|
|
|
|
Analog 0–100% range |
±3° |
1 |
1%3 |
|
LE flaps (discrete or analog) |
Each discrete position (U, D, T/O, AAP) |
|
1 |
|
|
|
Or |
|
|
|
|
|
Analog 0–100% range |
±3° |
1 |
1%3. |
|
Thrust reverser, each engine (Discrete) |
Stowed or full reverse |
|
1 |
|
|
Spoiler/speedbrake (discrete) |
Stowed or out |
|
1 |
|
|
Autopilot engaged (discrete) |
Engaged or disengaged |
|
1 |
|
1When
data sources are aircraft instruments (except
altimeters) of acceptable quality to fly the
aircraft the recording system excluding these
sensors (but including all other characteristics of
the recording system) shall contribute no more than
half of the values in this column.
2If
data from the altitude encoding altimeter (100 ft.
resolution) is used, then either one of these
parameters should also be recorded. If however,
altitude is recorded at a minimum resolution of 25
feet, then these two parameters can be omitted.
3Per
cent of full range.
4This
column applies to aircraft manufacturing after
October 11, 1991.
|
Parameters |
Range |
Installed system1minimum accuracy
(to recovered data) |
Sampling interval (per second) |
Resolution3read out |
|
Relative time (from recorded on prior to
take-off) |
25 hr minimum |
±0.125% per hour |
1 |
1 sec. |
|
Indicated airspeed |
Vmin to VD(KIAS) (minimum
airspeed signal attainable with installed
pilot-static system) |
±5% or ±10 kts., whichever is greater |
1 |
1 kt. |
|
Altitude |
−1,000 ft. to 20,000 ft. pressure altitude |
±100 to ±700 ft. (see Table 1, TSO C51–a) |
1 |
25 to 150 ft. |
|
Magnetic heading |
360° |
±5° |
1 |
1°. |
|
Vertical acceleration |
−3g to +6g |
±0.2g in addition to ±0.3g maximum datum |
4 (or 1 per second where peaks, ref. to 1g are
recorded) |
0.05g. |
|
Longitudinal acceleration |
±1.0g |
±1.5% max. range excluding datum error of ±5% |
2 |
0.03g. |
|
Pitch attitude |
100% of usable range |
±2° |
1 |
0.8°. |
|
Roll attitude |
±60° or 100% of usable range, whichever is
greater |
±2° |
1 |
0.8°. |
|
Altitude rate |
±8,000 fpm |
±10% Resolution 250 fpm below 12,000 ft.
indicated |
1 |
250 fpm below 12,000. |
|
Engine Power, Each Engine |
|
|
|
|
|
Main rotor speed |
Maximum range |
±5% |
1 |
1%2 |
|
Free or power turbine |
Maximum range |
+5% |
1 |
1%2 |
|
Engine torque |
Maximum range |
±5% |
1 |
1%2 |
|
Flight Control—Hydraulic Pressure |
|
|
|
|
|
Primary (discrete) |
| | 
