Part 121 — CCAR-121 大型飞机公共航空运输

• FAR Part 121 原文
• CCAR-121 原文

FAR Part 121 原文

Part 121

Authority:

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§ 121.1

Applicability.

This part prescribes rules governing—

(a) The domestic, flag, and supplemental operations of each person who holds or is required to hold an Air Carrier Certificate or Operating Certificate under part 119 of this chapter.

(b) Each person employed or used by a certificate holder conducting operations under this part including maintenance, preventive maintenance, and alteration of aircraft.

(c) 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 this part, 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 this part.

(d) Nonstop Commercial Air Tours conducted for compensation or hire in accordance with § 119.1(e)(2) of this chapter must comply with drug and alcohol requirements in §§ 121.455, 121.457, 121.458 and 121.459, and with the provisions of part 136, subpart A of this chapter by September 11, 2007. An operator who does not hold an air carrier certificate or an operating certificate 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 prevention 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 the operator's principal base of operations 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 FAA-approved programs can perform the repairs.

(e) Each person who is on board an aircraft being operated under this part.

(f) Each person who is an applicant for an Air Carrier Certificate or an Operating Certificate under part 119 of this chapter, when conducting proving tests.

(g) This part also establishes requirements for operators to take actions to support the continued airworthiness of each aircraft.

§ 121.2

Compliance schedule for operators that transition to part 121; certain new entrant operators.

(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 SFAR No. 38-2 of 14 CFR part 121 before January 19, 1996, and that conducts scheduled passenger-carrying operations with:

(i) Nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats;

(ii) Transport category turbopropeller 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, after January 19, 1996, 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, after March 20, 1997, 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 this part on or before March 20, 1997.

(c) Regular or accelerated compliance. Except as provided in paragraphs (d), (e), and (i) of this section, each certificate holder described in paragraphs (a)(1) of this section shall comply with each applicable requirement of this part on and after March 20, 1997 or on and after the date on which the certificate holder is issued operations specifications under this part, whichever occurs first. 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 this part on and after the date on which that person is issued a certificate and operations specifications under this part.

(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 (d) unless that airplane meets the applicable requirement of this paragraph (d):

(1) Nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, 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) December 20, 1999: 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) March 12, 1999: Section 121.310(b)(1), Interior emergency exit locating sign.

(2) Transport category turbopropeller 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) December 20, 2010: § 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 this part an airplane manufactured on or after a date listed in this paragraph unless that airplane meets the applicable requirement listed in this paragraph (e).

(1) For nontransport category turbopropeller 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) Manufactured on or after December 20, 1997; Section 121.317(a), Fasten seat belt light.

(iii) Manufactured on or after December 20, 1999: Section 121.293, Takeoff warning system.

(iv) Manufactured on or after March 12, 1999: Section 121.310(b)(1), Interior emergency exit locating sign.

(2) For transport category turbopropeller 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 after March 29, 1995, in 14 CFR part 121 operations unless that airplane is type certificated under part 25 of this chapter.

(g) Transition plan. Before March 19, 1996 each certificate holder described in paragraph (a)(1) of this section must submit to the FAA 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 this part. 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 this part on or before March 20, 1997; and

(3) Plans for complying with the compliance date schedules contained in paragraphs (d) and (e) of this section.

(h) Continuing requirements. A certificate holder described in paragraph (a) of this section shall comply with the applicable airplane operating and equipment requirements of part 135 of this chapter for the airplanes described in paragraph (a)(1) of this section, until the airplane meets the specific compliance dates in paragraphs (d) and (e) of this section.

(i) Any training or qualification obtained by a crewmember under part 135 of this chapter before March 20, 1997, is entitled to credit under this part for the purpose of meeting the requirements of this part, as determined by the Administrator. Records kept by a certificate holder under part 135 of this chapter before March 20, 1997, can be annotated, with the approval of the Administrator, to reflect crewmember training and qualification credited toward part 121 requirements.

§ 121.4

Applicability of rules to unauthorized operators.

The rules in this part which refer to a person certificated under part 119 of this chapter apply also to any person who engages in an operation governed by this part without the appropriate certificate and operations specifications required by part 119 of this chapter.

§ 121.7

Definitions.

The following definitions apply to those sections of part 121 that apply to ETOPS:

Adequate Airport means an airport that an airplane operator may list with approval from the FAA because that airport meets the landing limitations of § 121.197 and is either—

(1) An airport that meets the requirements of part 139, subpart D of this chapter, excluding those that apply to aircraft rescue and firefighting service, or

(2) A military airport that is active and operational.

ETOPS Alternate Airport means an adequate airport listed in the certificate holder's operations specifications that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS. This definition applies to flight planning and does not in any way limit the authority of the pilot-in-command during flight.

ETOPS Area of Operation means one of the following areas:

(1) For turbine-engine-powered airplanes with two engines, an area beyond 60 minutes from an adequate airport, computed using a one-engine-inoperative cruise speed under standard conditions in still air.

(2) For turbine-engine-powered passenger-carrying airplanes with more than two engines, an area beyond 180 minutes from an adequate airport, computed using a one-engine-inoperative cruise speed under standard conditions in still air.

ETOPS Entry Point means the first point on the route of an ETOPS flight, determined using a one-engine-inoperative cruise speed under standard conditions in still air, that is—

(1) More than 60 minutes from an adequate airport for airplanes with two engines;

(2) More than 180 minutes from an adequate airport for passenger-carrying airplanes with more than two engines.

ETOPS Qualified Person means a person, performing maintenance for the certificate holder, who has satisfactorily completed the certificate holder's ETOPS training program.

Maximum Diversion Time means, for the purposes of ETOPS route planning, the longest diversion time authorized for a flight under the operator's ETOPS authority. It is calculated under standard conditions in still air at a one-engine-inoperative cruise speed.

North Pacific Area of Operation means Pacific Ocean areas north of 40° N latitudes including NOPAC ATS routes, and published PACOTS tracks between Japan and North America.

North Polar Area means the entire area north of 78° N latitude.

One-engine-inoperative-Cruise Speed means a speed within the certified operating limits of the airplane that is specified by the certificate holder and approved by the FAA for —

(1) Calculating required fuel reserves needed to account for an inoperative engine; or

(2) Determining whether an ETOPS alternate is within the maximum diversion time authorized for an ETOPS flight.

South Polar Area means the entire area South of 60° S latitude.

§ 121.9

Fraud and falsification.

(a) No person may make, or cause to be made, any of the following:

(1) A fraudulent or intentionally false statement in any application or any amendment thereto, or in any other record or test result required by this part.

(2) A fraudulent or intentionally false statement in, or a known omission from, any record or report that is kept, made, or used to show compliance with this part, or to exercise any privileges under this chapter.

(b) The commission by any person of any act prohibited under paragraph (a) of this section is a basis for any one or any combination of the following:

(1) A civil penalty.

(2) Suspension or revocation of any certificate held by that person that was issued under this chapter.

(3) The denial of an application for any approval under this part.

(4) The removal of any approval under this part.

§ 121.11

Rules applicable to operations in a foreign country.

Each certificate holder shall, while operating an airplane within a foreign country, comply with the air traffic rules of the country concerned and the local airport rules, except where any rule of this part is more restrictive and may be followed without violating the rules of that country.

§ 121.15

Carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances.

If a certificate holder operating under this part permits 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.

§ 121.91

Applicability.

This subpart prescribes rules for obtaining approval of routes by certificate holders conducting domestic or flag operations.

§ 121.93

Route requirements: General.

(a) Each certificate holder conducting domestic or flag operations seeking a route approval must show—

(1) That it is able to conduct satisfactorily scheduled operations between each regular, provisional, and refueling airport over that route or route segment; and

(2) That the facilities and services required by §§ 121.97 through 121.107 are available and adequate for the proposed operation.

The Administrator approves a route outside of controlled airspace if he determines that traffic density is such that an adequate level of safety can be assured.

(b) Paragraph (a) of this section does not require actual flight over a route or route segment if the certificate holder shows that the flight is not essential to safety, considering the availability and adequacy of airports, lighting, maintenance, communication, navigation, fueling, ground, and airplane radio facilities, and the ability of the personnel to be used in the proposed operation.

§ 121.95

Route width.

(a) Approved routes and route segments over U.S. Federal airways or foreign airways (and advisory routes in the case of certificate holders conducting flag operations) have a width equal to the designated width of those airways or routes. Whenever the Administrator finds it necessary to determine the width of other approved routes, he considers the following:

(1) Terrain clearance.

(2) Minimum en route altitudes.

(3) Ground and airborne navigation aids.

(4) Air traffic density.

(5) ATC procedures.

(b) Any route widths of other approved routes determined by the Administrator are specified in the certificate holder's operations specifications.

§ 121.97

Airports: Required data.

(a) Each certificate holder conducting domestic or flag operations must show that each route it submits for approval has enough airports that are properly equipped and adequate for the proposed operation, considering such items as size, surface, obstructions, facilities, public protection, lighting, navigational and communications aids, and ATC.

(b) Each certificate holder conducting domestic or flag operations must show that it has an approved system for obtaining, maintaining, and distributing to appropriate personnel current aeronautical data for each airport it uses to ensure a safe operation at that airport. The aeronautical data must include the following:

(1) Airports.

(i) Facilities.

(ii) Public protection. After February 15, 2008, for ETOPS beyond 180 minutes or operations in the North Polar area and South Polar area, this includes facilities at each airport or in the immediate area sufficient to protect the passengers from the elements and to see to their welfare.

(iii) Navigational and communications aids.

(iv) Construction affecting takeoff, landing, or ground operations.

(v) Air traffic facilities.

(2) Runways, clearways and stopways.

(i) Dimensions.

(ii) Surface.

(iii) Marking and lighting systems.

(iv) Elevation and gradient.

(3) Displaced thresholds.

(i) Location.

(ii) Dimensions.

(iii) Takeoff or landing or both.

(4) Obstacles.

(i) Those affecting takeoff and landing performance computations in accordance with Subpart I of this part.

(ii) Controlling obstacles.

(5) Instrument flight procedures.

(i) Departure procedure.

(ii) Approach procedure.

(iii) Missed approach procedure.

(6) Special information.

(i) Runway visual range measurement equipment.

(ii) Prevailing winds under low visibility conditions.

(c) If the responsible Flight Standards office charged with the overall inspection of the certificate holder's operations finds that revisions are necessary for the continued adequacy of the certificate holder's system for collection, dissemination, and usage of aeronautical data that has been granted approval, the certificate holder shall, after notification by the responsible Flight Standards office, make those revisions in the system. Within 30 days after the certificate holder receives such notice, the certificate holder may file a petition to reconsider the notice with the Executive Director, Flight Standards Service. This filing of a petition to reconsider stays the notice pending a decision by the Executive Director, Flight Standards Service. However, if the responsible Flight Standards office finds that there is an emergency that requires immediate action in the interest of safety in air transportation, the Executive Director, Flight Standards Service may, upon statement of the reasons, require a change effective without stay.

§ 121.99

Communications facilities—domestic and flag operations.

(a) Each certificate holder conducting domestic or flag operations must show that a two-way communication system, or other means of communication approved by the responsible Flight Standards office, is available over the entire route. The communications may be direct links or via an approved communication link that will provide reliable and rapid communications under normal operating conditions between each airplane and the appropriate dispatch office, and between each airplane and the appropriate air traffic control unit.

(b) Except in an emergency, for all flag and domestic kinds of operations, the communications systems between each airplane and the dispatch office must be independent of any system operated by the United States.

(c) Each certificate holder conducting flag operations must provide voice communications for ETOPS where voice communication facilities are available. In determining whether facilities are available, the certificate holder must consider potential routes and altitudes needed for diversion to ETOPS Alternate Airports. Where facilities are not available or are of such poor quality that voice communication is not possible, another communication system must be substituted.

(d) Except as provided in paragraph (e) of this section, after February 15, 2008 for ETOPS beyond 180 minutes, each certificate holder conducting flag operations must have a second communication system in addition to that required by paragraph (c) of this section. That system must be able to provide immediate satellite-based voice communications of landline-telephone fidelity. The system must be able to communicate between the flight crew and air traffic services, and the flight crew and the certificate holder. In determining whether such communications are available, the certificate holder must consider potential routes and altitudes needed for diversion to ETOPS Alternate Airports. Where immediate, satellite-based voice communications are not available, or are of such poor quality that voice communication is not possible, another communication system must be substituted.

(e) Operators of two-engine turbine-powered airplanes with 207 minute ETOPS approval in the North Pacific Area of Operation must comply with the requirements of paragraph (d) of this section as of February 15, 2007.

§ 121.101

Weather reporting facilities.

(a) Each certificate holder conducting domestic or flag operations must show that enough weather reporting services are available along each route to ensure weather reports and forecasts necessary for the operation.

(b) Except as provided in paragraph (d) of this section, no certificate holder conducting domestic or flag operations may use any weather report to control flight unless—

(1) For operations within the 48 contiguous States and the District of Columbia, it was prepared by the U.S. National Weather Service or a source approved by the U.S. National Weather Service; or

(2) For operations conducted outside the 48 contiguous States and the District of Columbia, it was prepared by a source approved by the Administrator.

(c) Each certificate holder conducting domestic or flag operations that uses forecasts to control flight movements shall use forecasts prepared from weather reports specified in paragraph (b) of this section and from any source approved under its system adopted pursuant to paragraph (d) of this section.

(d) Each certificate holder conducting domestic or flag operations shall adopt and put into use an approved system for obtaining forecasts and reports of adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, that may affect safety of flight on each route to be flown and at each airport to be used.

§ 121.103

En route navigation facilities.

(a) Except as provided in paragraph (b) of this section, each certificate holder conducting domestic or flag operations must show, for each proposed route (including to any regular, provisional, refueling or alternate airports), that suitable navigation aids are available to navigate the airplane along the route within the degree of accuracy required for ATC. Navigation aids required for approval of routes outside of controlled airspace are listed in the certificate holder's operations specifications except for those aids required for routes to alternate airports.

(b) Navigation aids are not required for any of the following operations—

(1) Day VFR operations that the certificate holder shows can be conducted safely by pilotage because of the characteristics of the terrain;

(2) Night VFR operations on routes that the certificate holder shows have reliably lighted landmarks adequate for safe operation; and

(3) Other operations approved by the responsible Flight Standards office.

§ 121.105

Servicing and maintenance facilities.

Each certificate holder conducting domestic or flag operations must show that competent personnel and adequate facilities and equipment (including spare parts, supplies, and materials) are available at such points along the certificate holder's route as are necessary for the proper servicing, maintenance, and preventive maintenance of airplanes and auxiliary equipment.

§ 121.106

ETOPS Alternate Airport: Rescue and fire fighting service.

(a) Except as provided in paragraph (b) of this section, the following rescue and fire fighting service (RFFS) must be available at each airport listed as an ETOPS Alternate Airport in a dispatch or flight release.

(1) For ETOPS up to 180 minutes, each designated ETOPS Alternate Airport must have RFFS equivalent to that specified by ICAO as Category 4, or higher.

(2) For ETOPS beyond 180 minutes, each designated ETOPS Alternate Airport must have RFFS equivalent to that specified by ICAO Category 4, or higher. In addition, the aircraft must remain within the ETOPS authorized diversion time from an Adequate Airport that has RFFS equivalent to that specified by ICAO Category 7, or higher.

(b) If the equipment and personnel required in paragraph (a) of this section are not immediately available at an airport, the certificate holder may still list the airport on the dispatch or flight release if the airport's RFFS can be augmented to meet paragraph (a) of this section from local fire fighting assets. A 30-minute response time for augmentation is adequate if the local assets can be notified while the diverting airplane is en route. The augmenting equipment and personnel must be available on arrival of the diverting airplane and must remain as long as the diverting airplane needs RFFS.

§ 121.107

Dispatch centers.

Each certificate holder conducting domestic or flag operations must show that it has enough dispatch centers, adequate for the operations to be conducted, that are located at points necessary to ensure proper operational control of each flight.

§ 121.111

Applicability.

This subpart prescribes rules for obtaining approval of areas and routes by certificate holders conducting supplemental operations.

§ 121.113

Area and route requirements: General.

(a) Each certificate holder conducting supplemental operations seeking route and area approval must show—

(1) That it is able to conduct operations within the United States in accordance with paragraphs (a) (3) and (4) of this section;

(2) That it is able to conduct operations in accordance with the applicable requirements for each area outside the United States for which authorization is requested;

(3) That it is equipped and able to conduct operations over, and use the navigational facilities associated with, the Federal airways, foreign airways, or advisory routes (ADR's) to be used; and

(4) That it will conduct all IFR and night VFR operations over Federal airways, foreign airways, controlled airspace, or advisory routes (ADR's).

(b) Notwithstanding paragraph (a)(4) of this section, the Administrator may approve a route outside of controlled airspace if the certificate holder conducting supplemental operations shows the route is safe for operations and the Administrator finds that traffic density is such that an adequate level of safety can be assured. The certificate holder may not use such a route unless it is approved by the Administrator and is listed in the certificate holder's operations specifications.

§ 121.115

Route width.

(a) Routes and route segments over Federal airways, foreign airways, or advisory routes have a width equal to the designated width of those airways or advisory routes. Whenever the Administrator finds it necessary to determine the width of other routes, he considers the following:

(1) Terrain clearance.

(2) Minimum en route altitudes.

(3) Ground and airborne navigation aids.

(4) Air traffic density.

(5) ATC procedures.

(b) Any route widths of other routes determined by the Administrator are specified in the certificate holder's operations specifications.

§ 121.117

Airports: Required data.

(a) No certificate holder conducting supplemental operations may use any airport unless it is properly equipped and adequate for the proposed operation, considering such items as size, surface, obstructions, facilities, public protection, lighting, navigational and communications aids, and ATC.

(b) Each certificate holder conducting supplemental operations must show that it has an approved system for obtaining, maintaining, and distributing to appropriate personnel current aeronautical data for each airport it uses to ensure a safe operation at that airport. The aeronautical data must include the following:

(1) Airports.

(i) Facilities.

(ii) Public protection.

(iii) Navigational and communications aids.

(iv) Construction affecting takeoff, landing, or ground operations.

(v) Air traffic facilities.

(2) Runways, clearways, and stopways.

(i) Dimensions.

(ii) Surface.

(iii) Marking and lighting systems.

(iv) Elevation and gradient.

(3) Displaced thresholds.

(i) Location.

(ii) Dimensions.

(iii) Takeoff or landing or both.

(4) Obstacles.

(i) Those affecting takeoff and landing performance computations in accordance with Subpart I of this part.

(ii) Controlling obstacles.

(5) Instrument flight procedures.

(i) Departure procedure.

(ii) Approach procedure.

(iii) Missed approach procedure.

(6) Special information.

(i) Runway visual range measurement equipment.

(ii) Prevailing winds under low visibility conditions.

(c) If the responsible Flight Standards office charged with the overall inspection of the certificate holder's operations finds that revisions are necessary for the continued adequacy of the certificate holder's system for collection, dissemination, and usage of aeronautical data that has been granted approval, the certificate holder shall, after notification by the responsible Flight Standards office, make those revisions in the system. Within 30 days after the certificate holder receives such notice, the certificate holder may file a petition to reconsider the notice with the Executive Director, Flight Standards Service. This filing of a petition to reconsider stays the notice pending a decision by the Director, Flight Standards Service. However, if the responsible Flight Standards office finds that there is an emergency that requires immediate action in the interest of safety in air transportation, the Executive Director, Flight Standards Service may, upon a statement of the reasons, require a change effective without stay.

§ 121.119

Weather reporting facilities.

(a) No certificate holder conducting supplemental operations may use any weather report to control flight unless it was prepared and released by the U.S. National Weather Service or a source approved by the Weather Bureau. For operations outside the U.S., or at U.S. Military airports, where those reports are not available, the certificate holder must show that its weather reports are prepared by a source found satisfactory by the Administrator.

(b) Each certificate holder conducting supplemental operations that uses forecasts to control flight movements shall use forecasts prepared from weather reports specified in paragraph (a) of this section.

§ 121.121

En route navigation facilities.

(a) Except as provided in paragraph (b) of this section, no certificate holder conducting supplemental operations may conduct any operation over a route (including to any destination, refueling or alternate airports) unless suitable navigation aids are available to navigate the airplane along the route within the degree of accuracy required for ATC. Navigation aids required for routes outside of controlled airspace are listed in the certificate holder's operations specifications except for those aids required for routes to alternate airports.

(b) Navigation aids are not required for any of the following operations—

(1) Day VFR operations that the certificate holder shows can be conducted safely by pilotage because of the characteristics of the terrain;

(2) Night VFR operations on routes that the certificate holder shows have reliably lighted landmarks adequate for safe operation; and

(3) Other operations approved by the responsible Flight Standards office.

§ 121.122

Communications facilities—supplemental operations.

(a) Each certificate holder conducting supplemental operations other than all-cargo operations in an airplane with more than two engines must show that a two-way radio communication system or other means of communication approved by the FAA is available. It must ensure reliable and rapid communications under normal operating conditions over the entire route (either direct or via approved point-to-point circuits) between each airplane and the certificate holder, and between each airplane and the appropriate air traffic services, except as specified in § 121.351(c).

(b) Except as provided in paragraph (d) of this section, each certificate holder conducting supplemental operations other than all-cargo operations in an airplane with more than two engines must provide voice communications for ETOPS where voice communication facilities are available. In determining whether facilities are available, the certificate holder must consider potential routes and altitudes needed for diversion to ETOPS Alternate Airports. Where facilities are not available or are of such poor quality that voice communication is not possible, another communication system must be substituted.

(c) Except as provided in paragraph (d) of this section, for ETOPS beyond 180 minutes each certificate holder conducting supplemental operations other than all-cargo operations in an airplane with more than two engines must have a second communication system in addition to that required by paragraph (b) of this section. That system must be able to provide immediate satellite-based voice communications of landline telephone-fidelity. The system must provide communication capabilities between the flight crew and air traffic services and the flight crew and the certificate holder. In determining whether such communications are available, the certificate holder must consider potential routes and altitudes needed for diversion to ETOPS Alternate Airports. Where immediate, satellite-based voice communications are not available, or are of such poor quality that voice communication is not possible, another communication system must be substituted.

(d) Operators of turbine engine powered airplanes do not need to meet the requirements of paragraphs (b) and (c) of this section until February 15, 2008.

§ 121.123

Servicing maintenance facilities.

Each certificate holder conducting supplemental operations must show that competent personnel and adequate facilities and equipment (including spare parts, supplies, and materials) are available for the proper servicing, maintenance, and preventive maintenance of aircraft and auxiliary equipment.

§ 121.125

Flight following system.

(a) Each certificate holder conducting supplemental operations must show that it has—

(1) An approved flight following system established in accordance with subpart U of this part and adequate for the proper monitoring of each flight, considering the operations to be conducted; and

(2) Flight following centers located at those points necessary—

(i) To ensure the proper monitoring of the progress of each flight with respect to its departure at the point of origin and arrival at its destination, including intermediate stops and diversions therefrom, and maintenance or mechanical delays encountered at those points or stops; and

(ii) To ensure that the pilot in command is provided with all information necessary for the safety of the flight.

(b) A certificate holder conducting supplemental operations may arrange to have flight following facilities provided by persons other than its employees, but in such a case the certificate holder continues to be primarily responsible for operational control of each flight.

(c) A flight following system need not provide for in-flight monitoring by a flight following center.

(d) The certificate holder's operations specifications specify the flight following system it is authorized to use and the location of the centers.

§ 121.127

Flight following system; requirements.

(a) Each certificate holder conducting supplemental operations using a flight following system must show that—

(1) The system has adequate facilities and personnel to provide the information necessary for the initiation and safe conduct of each flight to—

(i) The flight crew of each aircraft; and

(ii) The persons designated by the certificate holder to perform the function of operational control of the aircraft; and

(2) The system has a means of communication by private or available public facilities (such as telephone, telegraph, or radio) to monitor the progress of each flight with respect to its departure at the point of origin and arrival at its destination, including intermediate stops and diversions therefrom, and maintenance or mechanical delays encountered at those points or stops.

(b) The certificate holder conducting supplemental operations must show that the personnel specified in paragraph (a) of this section, and those it designates to perform the function of operational control of the aircraft, are able to perform their required duties.

§ 121.131

Applicability.

This subpart prescribes requirements for preparing and maintaining manuals by all certificate holders.

§ 121.133

Preparation.

(a) Each certificate holder shall prepare and keep current a manual for the use and guidance of flight, ground operations, and management personnel in conducting its operations.

(b) For the purpose of this subpart, the certificate holder may prepare that part of the manual containing maintenance information and instructions, in whole or in part, in printed form or other form acceptable to the Administrator.

§ 121.135

Manual contents.

(a) Each manual accessed in paper format must display the date of last revision on each page. Each manual accessed in electronic format must display the date of last revision in a manner in which a person can immediately ascertain it. Each manual required by § 121.133 must:

(1) Include instructions and information necessary to allow the personnel concerned to perform their duties and responsibilities with a high degree of safety;

(2) Be in a form that is easy to revise and;

(3) Not be contrary to any applicable Federal regulation and, in the case of a flag or supplemental operation, any applicable foreign regulation, or the certificate holder's operations specifications or operating certificate.

(b) The manual may be in two or more separate parts, containing together all of the following information, but each part must contain that part of the information that is appropriate for each group of personnel:

(1) General policies.

(2) Duties and responsibilities of each crewmember, appropriate members of the ground organization, and management personnel.

(3) Reference to appropriate Federal Aviation Regulations.

(4) Flight dispatching and operational control, including procedures for coordinated dispatch or flight control or flight following procedures, as applicable.

(5) En route flight, navigation, and communication procedures, including procedures for the dispatch or release or continuance of flight if any item of equipment required for the particular type of operation becomes inoperative or unserviceable en route.

(6) For domestic or flag operations, appropriate information from the en route operations specifications, including for each approved route the types of airplanes authorized, the type of operation such as VFR, IFR, day, night, etc., and any other pertinent information.

(7) For supplemental operations, appropriate information from the operations specifications, including the area of operations authorized, the types of airplanes authorized, the type of operation such as VFR, IFR, day, night, etc., and any other pertinent information.

(8) Appropriate information from the airport operations specifications, including for each airport—

(i) Its location (domestic and flag operations only);

(ii) Its designation (regular, alternate, provisional, etc.) (domestic and flag operations only);

(iii) The types of airplanes authorized (domestic and flag operations only);

(iv) Instrument approach procedures;

(v) Landing and takeoff minimums; and

(vi) Any other pertinent information.

(9) Takeoff, en route, and landing weight limitations.

(10) For ETOPS, airplane performance data to support all phases of these operations.

(11) Procedures for familiarizing passengers with the use of emergency equipment, during flight.

(12) Emergency equipment and procedures.

(13) The method of designating succession of command of flight crewmembers.

(14) Procedures for determining the usability of landing and takeoff areas, and for disseminating pertinent information thereon to operations personnel.

(15) Procedures for operating in periods of ice, hail, thunderstorms, turbulence, or any potentially hazardous meteorological condition.

(16) Each training program curriculum required by § 121.403.

(17) Instructions and procedures for maintenance, preventive maintenance, and servicing.

(18) Time limitations, or standards for determining time limitations, for overhauls, inspections, and checks of airframes, engines, propellers, appliances and emergency equipment.

(19) Procedures for refueling aircraft, eliminating fuel contamination, protection from fire (including electrostatic protection), and supervising and protecting passengers during refueling.

(20) Airworthiness inspections, including instructions covering procedures, standards, responsibilities, and authority of inspection personnel.

(21) Methods and procedures for maintaining the aircraft weight and center of gravity within approved limits.

(22) Where applicable, pilot and dispatcher route and airport qualification procedures.

(23) Accident notification procedures.

(24) After February 15, 2008, for passenger flag operations and for those supplemental operations that are not all-cargo operations outside the 48 contiguous States and Alaska,

(i) For ETOPS greater than 180 minutes a specific passenger recovery plan for each ETOPS Alternate Airport used in those operations, and

(ii) For operations in the North Polar Area and South Polar Area a specific passenger recovery plan for each diversion airport used in those operations.

(25)(i) Procedures and information, as described in paragraph (b)(25)(ii) of this section, to assist each crewmember and person performing or directly supervising the following job functions involving items for transport on an aircraft:

(A) Acceptance;

(B) Rejection;

(C) Handling;

(D) Storage incidental to transport;

(E) Packaging of company material; or

(F) Loading.

(ii) Ensure that the procedures and information described in this paragraph are sufficient to assist the 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:

(A) 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;

(B) 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

(C) The certificate holder's hazmat policies and whether the certificate holder is authorized to carry, or is prohibited from carrying, hazardous materials; and

(D) If the certificate holder's operations specifications permit the transport of hazardous materials, procedures and information to ensure the following:

( 1 ) That packages containing hazardous materials are properly offered and accepted in compliance with 49 CFR parts 171 through 180;

( 2 ) 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;

( 3 ) That the requirements for Notice to the Pilot in Command (49 CFR 175.33) are complied with; and

( 4 ) That aircraft replacement parts, consumable materials or other items regulated by 49 CFR parts 171 through 180 are properly handled, packaged, and transported.

(26) Other information or instructions relating to safety.

(c) Each certificate holder shall maintain at least one complete copy of the manual at its principal base of operations.

§ 121.137

Distribution and availability.

(a) Each certificate holder shall furnish copies of the manual required by § 121.133 (and the changes and additions thereto) or appropriate parts of the manual to—

(1) Its appropriate ground operations and maintenance personnel;

(2) Crewmembers; and

(3) Representatives of the Administrator assigned to it.

(b) Each person to whom a manual or appropriate parts of it are furnished under paragraph (a) of this section shall keep it up-to-date with the changes and additions furnished to that person and shall have the manual or appropriate parts of it accessible when performing assigned duties.

(c) For the purpose of complying with paragraph (a) of this section, a certificate holder may furnish the persons listed therein the maintenance part of the manual in printed form or other form, acceptable to the Administrator, that is retrievable in the English language.

§ 121.139

Manual accessibility: Supplemental operations.

Each certificate holder conducting supplemental operations must ensure the appropriate parts of the manual are accessible to flight, ground, and maintenance personnel at all times when such personnel are performing their assigned duties. The information and instructions contained in the manual must be displayed clearly and be retrievable in the English language.

§ 121.141

Airplane flight manual.

(a) Each certificate holder shall keep a current approved airplane flight manual for each type of airplane that it operates except for nontransport category airplanes certificated before January 1, 1965.

(b) In each airplane required to have an airplane flight manual in paragraph (a) of this section, the certificate holder shall carry either the manual required by § 121.133, if it contains the information required for the applicable flight manual and this information is clearly identified as flight manual requirements, or an approved Airplane Manual. If the certificate holder elects to carry the manual required by § 121.133, the certificate holder may revise the operating procedures sections and modify the presentation of performance data, except for the information required by § 38.23 of this chapter identifying compliance with the fuel efficiency requirements of part 38 of this chapter, from the applicable flight manual if the revised operating procedures and modified performance data presentation are—

(1) Approved by the Administrator; and

(2) Clearly identified as airplane flight manual requirements.

§ 121.151

Applicability.

This subpart prescribes aircraft requirements for all certificate holders.

§ 121.153

Aircraft requirements: General.

(a) Except as provided in paragraph (c) of this section, no certificate holder may operate an aircraft unless that aircraft—

(1) Is registered as a civil aircraft of the United States and carries an appropriate current airworthiness certificate issued under this chapter; and

(2) Is in an airworthy condition and meets the applicable airworthiness requirements of this chapter, including those relating to identification and equipment.

(b) A certificate holder may use an approved weight and balance control system based on average, assumed, or estimated weight to comply with applicable airworthiness requirements and operating limitations.

(c) 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 U.S. type certificate and complies with all of the requirements of this chapter (14 CFR Chapter 1) that would be applicable to that aircraft were it registered in the United States, including the requirements which must be met for issuance of a U.S. 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 U.S. registration certificate and a U.S. standard airworthiness certificate will not be issued for the aircraft;

(3) The aircraft is operated by U.S.-certificated airmen employed by the certificate holder; and

(4) The certificate holder files a copy of the aircraft lease or charter agreement with the FAA Aircraft Registry, Department of Transportation, 6400 South MacArthur Boulevard, Oklahoma City, OK (Mailing address: P.O. Box 25504, Oklahoma City, OK 73125).

§ 121.155

§ 121.157

Aircraft certification and equipment requirements.

(a) Airplanes certificated before July 1, 1942. No certificate holder may operate an airplane that was type certificated before July 1, 1942, unless—

(1) That airplane meets the requirements of § 121.173(c), or

(2) That airplane and all other airplanes of the same or related type operated by that certificate holder meet the performance requirements of sections 4a.737-T through 4a.750-T of the Civil Air Regulations as in effect on January 31, 1965; or §§ 25.45 through 25.75 and § 121.173(a), (b), (d), and (e) of this title.

(b) Airplanes certificated after June 30, 1942. Except as provided in paragraphs (c), (d), (e), and (f) of this section, no certificate holder may operate an airplane that was type certificated after June 30, 1942, unless it is certificated as a transport category airplane and meets the requirements of § 121.173(a), (b), (d), and (e).

(c) C-46 type airplanes: passenger-carrying operations. No certificate holder may operate a C-46 airplane in passenger-carrying operations unless that airplane is operated in accordance with the operating limitations for transport category airplanes and meets the requirements of paragraph (b) of this section or meets the requirements of part 4b, as in effect July 20, 1950, and the requirements of § 121.173 (a), (b), (d) and (e), except that—

(1) The requirements of sections 4b.0 through 4b.19 as in effect May 18, 1954, must be complied with;

(2) The birdproof windshield requirements of section 4b.352 need not be complied with;

(3) The provisions of sections 4b.480 through 4b.490 (except sections 4b.484(a)(1) and 4b.487(e)), as in effect May 16, 1953, must be complied with; and

(4) The provisions of paragraph 4b.484(a)(1), as in effect July 20, 1950, must be complied with.

In determining the takeoff path in accordance with section 4b.116 and the one-engine inoperative climb in accordance with section 4b.120 (a) and (b), the propeller of the inoperative engine may be assumed to be feathered if the airplane is equipped with either an approved means for automatically indicating when the particular engine has failed or an approved means for automatically feathering the propeller of the inoperative engine. The Administrator may authorize deviations from compliance with the requirements of sections 4b.130 through 4b.190 and subparts C, D, E, and F of part 4b (as designated in this paragraph) if he finds that (considering the effect of design changes) compliance is extremely difficult to accomplish and that service experience with the C-46 airplane justifies the deviation.

(d) C-46 type airplanes: cargo operations. No certificate holder may use a nontransport category C-46 type airplane in cargo operations unless—

(1) It is certificated at a maximum gross weight that is not greater than 48,000 pounds;

(2) It meets the requirements of §§ 121.199 through 121.205 using the performance data in appendix C to this part;

(3) Before each flight, each engine contains at least 25 gallons of oil; and

(4) After December 31, 1964—

(i) It is powered by a type and model engine as set forth in appendix C of this part, when certificated at a maximum gross takeoff weight greater than 45,000 pounds; and

(ii) It complies with the special airworthiness requirement set forth in §§ 121.213 through 121.287 of this part or in appendix C of this part.

(e) Commuter category airplanes. Except as provided in paragraph (f) of this section, no certificate holder may operate under this part a nontransport category airplane type certificated after December 31, 1964, and before March 30, 1995, unless it meets the applicable requirements of § 121.173 (a), (b), (d), and (e), and was type certificated in the commuter category.

(f) Other nontransport category airplanes. No certificate holder may operate under this part a nontransport category airplane type certificated after December 31, 1964, unless it meets the applicable requirements of § 121.173 (a), (b), (d), and (e), was manufactured before March 20, 1997, and meets one of the following:

(1) Until December 20, 2010:

(i) The airplane was type certificated in the normal category before July 1, 1970, and meets special conditions issued by the Administrator for airplanes intended for use in operations under part 135 of this chapter.

(ii) The airplane was type certificated in the normal category before July 19, 1970, and meets the additional airworthiness standards in SFAR No. 23, 14 CFR part 23.

(iii) The airplane was type certificated in the normal category and meets the additional airworthiness standards in appendix A of part 135 of this chapter.

(iv) The airplane was type certificated in the normal category and complies with either section 1.(a) or 1.(b) of SFAR No. 41 of 14 CFR part 21.

(2) The airplane was type certificated in the normal category, meets the additional requirements described in paragraphs (f)(1)(i) through (f)(1)(iv) of this section, and meets the performance requirements in appendix K of this part.

(g) Certain newly manufactured airplanes. No certificate holder may operate an airplane under this part that was type certificated as described in paragraphs (f)(1)(i) through (f)(1)(iv) of this section and that was manufactured after March 20, 1997, unless it meets the performance requirements in appendix K of this part.

(h) Newly type certificated airplanes. No person may operate under this part an airplane for which the application for a type certificate is submitted after March 29, 1995, unless the airplane is type certificated under part 25 of this chapter.

§ 121.159

Single-engine airplanes prohibited.

No certificate holder may operate a single-engine airplane under this part.

§ 121.161

Airplane limitations: Type of route.

(a) Except as provided in paragraph (e) of this section, unless approved by the Administrator in accordance with Appendix P of this part and authorized in the certificate holder's operations specifications, no certificate holder may operate a turbine-engine-powered airplane over a route that contains a point—

(1) Farther than a flying time from an Adequate Airport (at a one-engine-inoperative cruise speed under standard conditions in still air) of 60 minutes for a two-engine airplane or 180 minutes for a passenger-carrying airplane with more than two engines;

(2) Within the North Polar Area; or

(3) Within the South Polar Area.

(b) Except as provided in paragraph (c) of this section, no certificate holder may operate a land airplane (other than a DC-3, C-46, CV-240, CV-340, CV-440, CV-580, CV-600, CV-640, or Martin 404) in an extended overwater operation unless it is certificated or approved as adequate for ditching under the ditching provisions of part 25 of this chapter.

(c) Until December 20, 2010, a certificate holder may operate, in an extended overwater operation, a nontransport category land airplane type certificated after December 31, 1964, that was not certificated or approved as adequate for ditching under the ditching provisions of part 25 of this chapter.

(d) Unless authorized by the Administrator based on the character of the terrain, the kind of operation, or the performance of the airplane to be used, no certificate holder may operate a reciprocating-engine-powered airplane over a route that contains a point farther than 60 minutes flying time (at a one-engine-inoperative cruise speed under standard conditions in still air) from an Adequate Airport.

(e) Operators of turbine-engine powered airplanes with more than two engines do not need to meet the requirements of paragraph (a)(1) of this section until February 15, 2008.

§ 121.162

ETOPS Type Design Approval Basis.

Except for a passenger-carrying airplane with more than two engines manufactured prior to February 17, 2015 and except for a two-engine airplane that, when used in ETOPS, is only used for ETOPS of 75 minutes or less, no certificate holder may conduct ETOPS unless the airplane has been type design approved for ETOPS and each airplane used in ETOPS complies with its CMP document as follows:

(a) For a two-engine airplane, that is of the same model airplane-engine combination that received FAA approval for ETOPS up to 180 minutes prior to February 15, 2007, the CMP document for that model airplane-engine combination in effect on February 14, 2007.

(b) For a two-engine airplane, that is not of the same model airplane-engine combination that received FAA approval for ETOPS up to 180 minutes before February 15, 2007, the CMP document for that new model airplane-engine combination issued in accordance with § 25.3(b)(1) of this chapter.

(c) For a two-engine airplane approved for ETOPS beyond 180 minutes, the CMP document for that model airplane-engine combination issued in accordance with § 25.3(b)(2) of this chapter.

(d) For an airplane with more than 2 engines manufactured on or after February 17, 2015, the CMP document for that model airplane-engine combination issued in accordance with § 25.3(c) of this chapter.

§ 121.163

Aircraft proving tests.

(a) Initial airplane proving tests. No person may operate an airplane not before proven for use in a kind of operation under this part or part 135 of this chapter unless an airplane of that type has had, in addition to the airplane certification tests, at least 100 hours of proving tests acceptable to the Administrator, including a representative number of flights into en route airports. The requirement for at least 100 hours of proving tests may be reduced by the Administrator if the Administrator determines that a satisfactory level of proficiency has been demonstrated to justify the reduction. At least 10 hours of proving flights must be flown at night; these tests are irreducible.

(b) Proving tests for kinds of operations. Unless otherwise authorized by the Administrator, for each type of airplane, a certificate holder must conduct at least 50 hours of proving tests acceptable to the Administrator for each kind of operation it intends to conduct, including a representative number of flights into en route airports.

(c) Proving tests for materially altered airplanes. Unless otherwise authorized by the Administrator, for each type of airplane that is materially altered in design, a certificate holder must conduct at least 50 hours of proving tests acceptable to the Administrator for each kind of operation it intends to conduct with that airplane, including a representative number of flights into en route airports.

(d) Definition of materially altered. For the purposes of paragraph (c) of this section, a type of airplane is considered to be materially altered in design if the alteration includes—

(1) The installation of powerplants other than those of a type similar to those with which it is certificated; or

(2) Alterations to the aircraft or its components that materially affect flight characteristics.

(e) No certificate holder may carry passengers in an aircraft during proving tests, except for those needed to make the test and those designated by the Administrator. However, it may carry mail, express, or other cargo, when approved.

§ 121.171

Applicability.

(a) This subpart prescribes airplane performance operating limitations for all certificate holders.

(b) For purposes of this part, 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 far end thereof.

(c) For the purposes 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. Thereafter the centerline coincides with the takeoff path over the ground for the runway (in the case of takeoffs) 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; thereafter it extends laterally 500 feet on each side of the centerline.

§ 121.173

General.

(a) Except as provided in paragraph (c) of this section, each certificate holder operating a reciprocating-engine-powered airplane shall comply with §§ 121.175 through 121.187.

(b) Except as provided in paragraph (c) of this section, each certificate holder operating a turbine-engine-powered airplane shall comply with the applicable provisions of §§ 121.189 through 121.197, except that when it operates—

(1) A turbo-propeller-powered airplane type certificated after August 29, 1959, but previously type certificated with the same number of reciprocating engines, the certificate holder may comply with §§ 121.175 through 121.187; or

(2) Until December 20, 2010, a turbo-propeller-powered airplane described in § 121.157(f), the certificate holder may comply with the applicable performance requirements of appendix K of this part.

(c) Each certificate holder operating a large nontransport category airplane type certificated before January 1, 1965, shall comply with §§ 121.199 through 121.205 and any determination of compliance must be based only on approved performance data.

(d) The performance data in the Airplane Flight Manual applies in determining compliance with §§ 121.175 through 121.197. Where conditions are different from those on which the performance data is based, compliance is determined by interpolation or by computing the effects of changes in the specific variables if the results of the interpolation or computations are substantially as accurate as the results of direct tests.

(e) Except as provided in paragraph (c) of this section, no person may take off a reciprocating-engine-powered airplane at a weight that is more than the allowable weight for the runway being used (determined under the runway takeoff limitations of the operating rules of 14 CFR part 121, subpart I) after taking into account the temperature operating correction factors in the applicable Airplane Flight Manual.

(f) The Administrator may authorize in the operations specifications deviations from the requirements in the subpart if special circumstances make a literal observance of a requirement unnecessary for safety.

(g) The ten-mile width specified in §§ 121.179 through 121.183 may be reduced to five miles, for not more than 20 miles, when operating VFR or where navigation facilities furnish reliable and accurate identification of high ground and obstructions located outside of five miles, but within ten miles, on each side of the intended track.

§ 121.175

Airplanes: Reciprocating engine-powered: Weight limitations.

(a) No person may take off a reciprocating engine powered airplane from an airport located at an elevation outside of the range for which maximum takeoff weights have been determined for that airplane.

(b) No person may take off a reciprocating engine powered 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 airplane concerned.

(d) No person may take off a reciprocating engine powered airplane at a weight more than the maximum authorized takeoff weight for the elevation of the airport.

(e) No person may take off a reciprocating engine powered 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.

(f) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.177

Airplanes: Reciprocating engine-powered: Takeoff limitations.

(a) No person operating a reciprocating engine powered airplane may takeoff 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 takeoff until reaching critical-engine failure speed;

(2) If the critical engine fails at any time after the airplane reaches critical-engine failure speed V 1 , to continue the takeoff and reach a height of 50 feet, as indicated by the takeoff 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 takeoff 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 takeoff path data) and thereafter without banking more than 15 degrees.

(b) In applying this section, corrections must be made for the effective runway gradient. To allow for wind effect, takeoff 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.

(c) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.179

Airplanes: Reciprocating engine-powered: En route limitations: All engines operating.

(a) No person operating a reciprocating engine powered 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 V So (that is, the number of feet per minute is obtained by multiplying the number of knots by 6.90) at an altitude of at 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 airplanes certificated under part 4a of the Civil Air Regulations.

(c) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.181

Airplanes: Reciprocating engine-powered: En route limitations: One engine inoperative.

(a) Except as provided in paragraph (b) of this section, no person operating a reciprocating engine powered 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) V so 2

(where N is the number of engines installed and V So is expressed in knots) at an altitude of at 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 airplanes certificated under part 4a of the Civil Air Regulations is 0.026 V so 2.

(b) In place of the requirements of paragraph (a) of this section, a person may, under an approved procedure, operate a reciprocating engine powered 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 in accordance with § 121.187, 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) V so 2

(when N is the number of engines installed and V S o is expressed in knots) for airplanes certificated under part 25 of this chapter and by 0.026 V so 2 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 takeoff 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 radio 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 insure a safe procedure.

(6) The certificate holder shall specify in the dispatch or flight release an alternate airport that meets the requirements of § 121.625.

(d) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.183

Part 25 airplanes with four or more engines: Reciprocating engine powered: En route limitations: Two engines inoperative.

(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 the requirements of § 121.187; or

(2) It is operated at a weight allowing the airplane, with the two critical engines inoperative, to climb at 0.013 V so 2 feet per minute (that is, the number of feet per minute is 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 takeoff weight:

(2) Consumption of fuel and oil is normal with all engines operating up to the point where the two engines fail and 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 V so 2 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 the requirements of § 121.187 and to arrive at an altitude of at least 1,000 feet directly over that airport.

§ 121.185

Airplanes: Reciprocating engine-powered: Landing limitations: Destination airport.

(a) Except as provided in paragraph (b) of this section no person operating a reciprocating engine powered 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 the requirements of paragraph (a)(2) of this section may be taken off if an alternate airport is specified that meets all of the requirements of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

(c) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.187

Airplanes: Reciprocating engine-powered: Landing limitations: Alternate airport.

(a) No person may list an airport as an alternate airport in a dispatch or flight release unless the airplane (at the weight anticipated at the time of arrival at the airport), based on the assumptions in § 121.185, can be brought to a full stop landing, within 70 percent of the effective length of the runway.

(b) This section does not apply to large nontransport category airplanes operated under § 121.173(c).

§ 121.189

Airplanes: Turbine engine powered: Takeoff limitations.

(a) No person operating a turbine engine powered 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 takeoff.

(b) No person operating a turbine engine powered airplane certificated after August 26, 1957, but before August 30, 1959 (SR422, 422A), may take off that airplane at a weight greater than that listed in the Airplane Flight Manual for the minimum distances required for takeoff. In the case of an airplane certificated after September 30, 1958 (SR422A, 422B), the takeoff distance may include a clearway distance but the clearway distance included may not be greater than 1/2 of the takeoff run.

(c) No person operating a turbine engine powered airplane certificated after August 29, 1959 (SR422B), 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 must not exceed the length of the runway plus the length of any stopway.

(2) The takeoff 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 takeoff run must not be greater than the length of the runway.

(d) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Manual—

(1) In the case of an airplane certificated after August 26, 1957, but before October 1, 1958 (SR422), that allows a takeoff path that clears all obstacles either by at least (35 + 0.01D) 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) In the case of an airplane certificated after September 30, 1958 (SR 422A, 422B), that allows a net takeoff 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 takeoff, and, if operating limitations exist for the minimum distances required for takeoff 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 takeoff path or net takeoff flight path data (as appropriate) in the Airplane Flight Manual, and thereafter that the maximum bank is not more than 15 degrees.

(g) For the purposes of this section the terms, takeoff distance, takeoff run, net takeoff flight path and takeoff path have the same meanings as set forth in the rules under which the airplane was certificated.

§ 121.191

Airplanes: Turbine engine powered: En route limitations: One engine inoperative.

(a) No person operating a turbine engine powered 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, if that airplane was certificated after August 29, 1959 (SR 422B) 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 § 121.197, 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, if that airplane was certificated after September 30, 1958 (SR 422A, 422B), with a positive slope at 1,500 feet above the airport where the airplane lands after an engine fails.

(b) For the purposes 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 nearest approved radio 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 insure a safe procedure;

(5) The alternate airport is specified in the dispatch or flight release 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.

§ 121.193

Airplanes: Turbine engine powered: En route limitations: Two engines inoperative.

(a) Airplanes certificated after August 26, 1957, but before October 1, 1958 (SR 422). No person may operate a turbine engine powered airplane along an intended route unless he 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 the requirements of § 121.197.

(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 the requirements of § 121.197, 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 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) Aircraft certificated after September 30, 1958, but before August 30, 1959 (SR 422A). No person may operate a turbine engine powered airplane along an intended route unless he 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 the requirements of § 121.197.

(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 the requirements of § 121.197, 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 5 miles on each side of the intended track, or at an altitude of 2,000 feet, whichever is higher.

For the purposes 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 thereafter 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) Aircraft certificated after August 29, 1959 (SR 422B). No person may operate a turbine engine powered airplane along an intended route unless he 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 the requirements of § 121.197.

(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 the requirements of § 121.197, 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 (4.34 nautical miles) on each side of the intended track. For the purposes of this subparagraph, 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 thereafter to fly for 15 minutes at cruise power or thrust, or both; and

(v) The consumption of fuel and oil after the engine failure is the same as the consumption that is allowed for in the net flight path data in the Airplane Flight Manual.

§ 121.195

Airplanes: Turbine engine powered: Landing limitations: Destination airports.

(a) No person operating a turbine engine powered airplane may take off that airplane at such 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 set forth 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), or (e) of this section, no person operating a turbine engine powered 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 set forth in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions anticipated 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 turbopropeller powered airplane that would be prohibited from being taken off because it could not meet the requirements of paragraph (b)(2) of this section, may be taken off if an alternate airport is specified that meets all the requirements 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 takeoff a turbojet powered airplane when the appropriate weather reports and forecasts, or a combination thereof, 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 powered airplane that would be prohibited from being taken off because it could not meet the requirements of paragraph (b)(2) of this section may be taken off if an alternate airport is specified that meets all the requirements of paragraph (b) of this section.

§ 121.197

Airplanes: Turbine engine powered: Landing limitations: Alternate airports.

No person may list an airport as an alternate airport in a dispatch or flight release for a turbine engine powered airplane unless (based on the assumptions in § 121.195 (b)) that airplane at the weight anticipated at the time of arrival can be brought to a full stop landing within 70 percent of the effective length of the runway for turbopropeller powered airplanes and 60 percent of the effective length of the runway for turbojet powered airplanes, from a point 50 feet above the intersection of the obstruction clearance plane and the runway. In the case of an alternate airport for departure, as provided in § 121.617, allowance may be made for fuel jettisoning in addition to normal consumption of fuel and oil when determining the weight anticipated at the time of arrival.

§ 121.198

Cargo service airplanes: Increased zero fuel and landing weights.

(a) Notwithstanding the applicable structural provisions of the airworthiness regulations but subject to paragraphs (b) through (g) of this section, a certificate holder may operate (for cargo service only) any of the following airplanes (certificated under part 4b of the Civil Air Regulations effective before March 13, 1956) at increased zero fuel and landing weights—

(1) DC-6A, DC-6B, DC-7B, and DC-7C; and

(2) L1049B, C, D, E, F, G, and H, and the L1649A when modified in accordance with supplemental type certificate SA 4-1402.

(b) The zero fuel weight (maximum weight of the airplane with no disposable fuel and oil) and the structural landing weight may be increased beyond the maximum approved in full compliance with applicable regulations only if the Administrator finds that—

(1) The increase is not likely to reduce seriously the structural strength;

(2) The probability of sudden fatigue failure is not noticeably increased;

(3) The flutter, deformation, and vibration characteristics do not fall below those required by applicable regulations; and

(4) All other applicable weight limitations will be met.

(c) No zero fuel weight may be increased by more than five percent, and the increase in the structural landing weight may not exceed the amount, in pounds, of the increase in zero fuel weight.

(d) Each airplane must be inspected in accordance with the approved special inspection procedures, for operations at increased weights, established and issued by the manufacturer of the type of airplane.

(e) Each airplane operated under this section must be operated in accordance with the passenger-carrying performance operating limitations prescribed in this part.

(f) The Airplane Flight Manual for each airplane operated under this section must be appropriately revised to include the operating limitations and information needed for operation at the increased weights.

(g) Except as provided for the carrying of persons under § 121.583 each airplane operated at an increased weight under this section must, before it is used in passenger service, be inspected under the special inspection procedures for return to passenger service established and issued by the manufacturer and approved by the Administrator.

§ 121.199

Nontransport category airplanes: Takeoff limitations.

(a) No person operating a nontransport 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 takeoff 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 takeoff configuration, whichever is greater.

(b) For the purposes of this section—

(1) It may be assumed that takeoff 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 1 percent;

(4) It is assumed that the airplane is operating in standard atmosphere; and

(5) The effective length of the runway for takeoff means the distance from the end of the runway at which the takeoff is started to a point at which the obstruction clearance plane associated with the other end of the runway intersects the runway centerline.

§ 121.201

Nontransport category airplanes: En route limitations: One engine inoperative.

(a) Except as provided in paragraph (b) of this section, no person operating a nontransport 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) Notwithstanding 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 5 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 segment, 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 control problems.

(6) Any other operational factors that affect the operation.

(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.

§ 121.203

Nontransport category airplanes: Landing limitations: Destination airport.

(a) No person operating a nontransport 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 purposes 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 V S o ;

(2) The landing does not require exceptional pilot skill; and

(3) The airplane is operating in standard atmosphere.

§ 121.205

Nontransport category airplanes: Landing limitations: Alternate airport.

No person may list an airport as an alternate airport in a dispatch or flight release for a nontransport category airplane unless that airplane (at the weight anticipated at the time of arrival) based on the assumptions contained in § 121.203, can be brought to a full stop landing within 70 percent of the effective length of the runway.

§ 121.207

Provisionally certificated airplanes: Operating limitations.

In addition to the limitations in § 91.317 of this chapter, the following limitations apply to the operation of provisionally certificated airplanes by certificate holders:

(a) In addition to crewmembers, each certificate holder may carry on such an airplane only those persons who are listed in § 121.547(c) or who are specifically authorized by both the certificate holder and the Administrator.

(b) Each certificate holder shall keep a log of each flight conducted under this section and shall keep accurate and complete records of each inspection made and all maintenance performed on the airplane. The certificate holder shall make the log and records made under this section available to the manufacturer and the Administrator.

§ 121.211

Applicability.

(a) This subpart prescribes special airworthiness requirements applicable to certificate holders as stated in paragraphs (b) through (e) of this section.

(b) Except as provided in paragraph (d) of this section, each airplane type certificated under Aero Bulletin 7A or part 04 of the Civil Air Regulations in effect before November 1, 1946 must meet the special airworthiness requirements in §§ 121.215 through 121.283.

(c) Each certificate holder must comply with the requirements of §§ 121.285 through 121.291.

(d) If the Administrator determines that, for a particular model of airplane used in cargo service, literal compliance with any requirement under paragraph (b) of this section would be extremely difficult and that compliance would not contribute materially to the objective sought, he may require compliance only with those requirements that are necessary to accomplish the basic objectives of this part.

(e) No person may operate under this part a nontransport category airplane type certificated after December 31, 1964, unless the airplane meets the special airworthiness requirements in § 121.293.

§ 121.213

§ 121.215

Cabin interiors.

(a) Except as provided in § 121.312, each compartment used by the crew or passengers must meet the requirements of this section.

(b) Materials must be at least flash resistant.

(c) The wall and ceiling linings and the covering of upholstering, floors, and furnishings must be flame resist­ant.

(d) Each compartment where smoking is to be allowed must be equipped with self-contained ash trays that are completely removable and other compartments must be placarded against smoking.

(e) Each receptacle for used towels, papers, and wastes must be of fire-resistant material and must have a cover or other means of containing possible fires started in the receptacles.

§ 121.217

Internal doors.

In any case where internal doors are equipped with louvres or other ventilating means, there must be a means convenient to the crew for closing the flow of air through the door when necessary.

§ 121.219

Ventilation.

Each passenger or crew compartment must be suitably ventilated. Carbon monoxide concentration may not be more than one part in 20,000 parts of air, and fuel fumes may not be present. In any case where partitions between compartments have louvres or other means allowing air to flow between compartments, there must be a means convenient to the crew for closing the flow of air through the partitions, when necessary.

§ 121.221

Fire precautions.

(a) Each compartment must be designed so that, when used for storing cargo or baggage, it meets the following requirements:

(1) No compartment may include controls, wiring, lines, equipment, or accessories that would upon damage or failure, affect the safe operation of the airplane unless the item is adequately shielded, isolated, or otherwise protected so that it cannot be damaged by movement of cargo in the compartment and so that damage to or failure of the item would not create a fire hazard in the compartment.

(2) Cargo or baggage may not interfere with the functioning of the fire-protective features of the compartment.

(3) Materials used in the construction of the compartments, including tie-down equipment, must be at least flame resistant.

(4) Each compartment must include provisions for safeguarding against fires according to the classifications set forth in paragraphs (b) through (f) of this section.

(b) Class A. Cargo and baggage compartments are classified in the “A” category if—

(1) A fire therein would be readily discernible to a member of the crew while at his station; and

(2) All parts of the compartment are easily accessible in flight.

There must be a hand fire extinguisher available for each Class A compartment.

(c) Class B. Cargo and baggage compartments are classified in the “B” category if enough access is provided while in flight to enable a member of the crew to effectively reach all of the compartment and its contents with a hand fire extinguisher and the compartment is so designed that, when the access provisions are being used, no hazardous amount of smoke, flames, or extinguishing agent enters any compartment occupied by the crew or passengers. Each Class B compartment must comply with the following:

(1) It must have a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station.

(2) There must be a hand fire extinguisher available for the compartment.

(3) It must be lined with fire-resistant material, except that additional service lining of flame-resistant material may be used.

(d) Class C. Cargo and baggage compartments are classified in the “C” category if they do not conform with the requirements for the “A”, “B”, “D”, or “E” categories. Each Class C compartment must comply with the following:

(1) It must have a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station.

(2) It must have an approved built-in fire-extinguishing system controlled from the pilot or flight engineer station.

(3) It must be designed to exclude hazardous quantities of smoke, flames, or extinguishing agents from entering into any compartment occupied by the crew or passengers.

(4) It must have ventilation and draft controlled so that the extinguishing agent provided can control any fire that may start in the compartment.

(5) It must be lined with fire-resistant material, except that additional service lining of flame-resistant material may be used.

(e) Class D. Cargo and baggage compartments are classified in the “D” category if they are so designed and constructed that a fire occurring therein will be completely confined without endangering the safety of the airplane or the occupants. Each Class D compartment must comply with the following:

(1) It must have a means to exclude hazardous quantities of smoke, flames, or noxious gases from entering any compartment occupied by the crew or passengers.

(2) Ventilation and drafts must be controlled within each compartment so that any fire likely to occur in the compartment will not progress beyond safe limits.

(3) It must be completely lined with fire-resistant material.

(4) Consideration must be given to the effect of heat within the compartment on adjacent critical parts of the airplane.

(f) Class E. On airplanes used for the carriage of cargo only, the cabin area may be classified as a Class “E” compartment. Each Class E compartment must comply with the following:

(1) It must be completely lined with fire-resistant material.

(2) It must have a separate system of an approved type smoke or fire detector to give warning at the pilot or flight engineer station.

(3) It must have a means to shut off the ventilating air flow to or within the compartment and the controls for that means must be accessible to the flight crew in the crew compartment.

(4) It must have a means to exclude hazardous quantities of smoke, flames, or noxious gases from entering the flight crew compartment.

(5) Required crew emergency exits must be accessible under all cargo loading conditions.

§ 121.223

Proof of compliance with § 121.221.

Compliance with those provisions of § 121.221 that refer to compartment accessibility, the entry of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers, and the dissipation of the extinguishing agent in Class “C” compartments must be shown by tests in flight. During these tests it must be shown that no inadvertent operation of smoke or fire detectors in other compartments within the airplane would occur as a result of fire contained in any one compartment, either during the time it is being extinguished, or thereafter, unless the extinguishing system floods those compartments simultaneously.

§ 121.225

Propeller deicing fluid.

If combustible fluid is used for propeller deicing, the certificate holder must comply with § 121.255.

§ 121.227

Pressure cross-feed arrangements.

(a) Pressure cross-feed lines may not pass through parts of the airplane used for carrying persons or cargo unless—

(1) There is a means to allow crewmembers to shut off the supply of fuel to these lines; or

(2) The lines are enclosed in a fuel and fume-proof enclosure that is ventilated and drained to the exterior of the airplane.

However, such an enclosure need not be used if those lines incorporate no fittings on or within the personnel or cargo areas and are suitably routed or protected to prevent accidental damage.

(b) Lines that can be isolated from the rest of the fuel system by valves at each end must incorporate provisions for relieving excessive pressures that may result from exposure of the isolated line to high temperatures.

§ 121.229

Location of fuel tanks.

(a) Fuel tanks must be located in accordance with § 121.255.

(b) No part of the engine nacelle skin that lies immediately behind a major air outlet from the engine compartment may be used as the wall of an integral tank.

(c) Fuel tanks must be isolated from personnel compartments by means of fume- and fuel-proof enclosures.

§ 121.231

Fuel system lines and fittings.

(a) Fuel lines must be installed and supported so as to prevent excessive vibration and so as to be adequate to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Lines connected to components of the airplanes between which there may be relative motion must incorporate provisions for flexibility.

(c) Flexible connections in lines that may be under pressure and subject to axial loading must use flexible hose assemblies rather than hose clamp connections.

(d) Flexible hose must be of an acceptable type or proven suitable for the particular application.

§ 121.233

Fuel lines and fittings in designated fire zones.

Fuel lines and fittings in each designated fire zone must comply with § 121.259.

§ 121.235

Fuel valves.

Each fuel valve must—

(a) Comply with § 121.257;

(b) Have positive stops or suitable index provisions in the “on” and “off” positions; and

(c) Be supported so that loads resulting from its operation or from accelerated flight conditions are not transmitted to the lines connected to the valve.

§ 121.237

Oil lines and fittings in designated fire zones.

Oil line and fittings in each designated fire zone must comply with § 121.259.

§ 121.239

Oil valves.

(a) Each oil valve must—

(1) Comply with § 121.257;

(2) Have positive stops or suitable index provisions in the “on” and “off” positions; and

(3) Be supported so that loads resulting from its operation or from accelerated flight conditions are not transmitted to the lines attached to the valve.

(b) The closing of an oil shutoff means must not prevent feathering the propeller, unless equivalent safety provisions are incorporated.

§ 121.241

Oil system drains.

Accessible drains incorporating either a manual or automatic means for positive locking in the closed position, must be provided to allow safe drainage of the entire oil system.

§ 121.243

Engine breather lines.

(a) Engine breather lines must be so arranged that condensed water vapor that may freeze and obstruct the line cannot accumulate at any point.

(b) Engine breathers must discharge in a location that does not constitute a fire hazard in case foaming occurs and so that oil emitted from the line does not impinge upon the pilots' windshield.

(c) Engine breathers may not discharge into the engine air induction system.

§ 121.245

Fire walls.

Each engine, auxiliary power unit, fuel-burning heater, or other item of combustion equipment that is intended for operation in flight must be isolated from the rest of the airplane by means of firewalls or shrouds, or by other equivalent means.

§ 121.247

Fire-wall construction.

Each fire wall and shroud must—

(a) Be so made that no hazardous quantity of air, fluids, or flame can pass from the engine compartment to other parts of the airplane;

(b) Have all openings in the fire wall or shroud sealed with close-fitting fire-proof grommets, bushings, or firewall fittings;

(c) Be made of fireproof material; and

(d) Be protected against corrosion.

§ 121.249

Cowling.

(a) Cowling must be made and supported so as to resist the vibration inertia, and air loads to which it may be normally subjected.

(b) Provisions must be made to allow rapid and complete drainage of the cowling in normal ground and flight attitudes. Drains must not discharge in locations constituting a fire hazard. Parts of the cowling that are subjected to high temperatures because they are near exhaust system parts or because of exhaust gas impingement must be made of fireproof material. Unless otherwise specified in these regulations all other parts of the cowling must be made of material that is at least fire resistant.

§ 121.251

Engine accessory section diaphragm.

Unless equivalent protection can be shown by other means, a diaphragm that complies with § 121.247 must be provided on air-cooled engines to isolate the engine power section and all parts of the exhaust system from the engine accessory compartment.

§ 121.253

Powerplant fire protection.

(a) Designated fire zones must be protected from fire by compliance with §§ 121.255 through 121.261.

(b) Designated fire zones are—

(1) Engine accessory sections;

(2) Installations where no isolation is provided between the engine and accessory compartment; and

(3) Areas that contain auxiliary power units, fuel-burning heaters, and other combustion equipment.

§ 121.255

Flammable fluids.

(a) No tanks or reservoirs that are a part of a system containing flammable fluids or gases may be located in designated fire zones, except where the fluid contained, the design of the system, the materials used in the tank, the shutoff means, and the connections, lines, and controls provide equivalent safety.

(b) At least one-half inch of clear airspace must be provided between any tank or reservoir and a firewall or shroud isolating a designated fire zone.

§ 121.257

Shutoff means.

(a) Each engine must have a means for shutting off or otherwise preventing hazardous amounts of fuel, oil, deicer, and other flammable fluids from flowing into, within, or through any designated fire zone. However, means need not be provided to shut off flow in lines that are an integral part of an engine.

(b) The shutoff means must allow an emergency operating sequence that is compatible with the emergency operation of other equipment, such as feathering the propeller, to facilitate rapid and effective control of fires.

(c) Shutoff means must be located outside of designated fire zones, unless equivalent safety is provided, and it must be shown that no hazardous amount of flammable fluid will drain into any designated fire zone after a shut off.

(d) Adequate provisions must be made to guard against inadvertent operation of the shutoff means and to make it possible for the crew to reopen the shutoff means after it has been closed.

§ 121.259

Lines and fittings.

(a) Each line, and its fittings, that is located in a designated fire zone, if it carries flammable fluids or gases under pressure, or is attached directly to the engine, or is subject to relative motion between components (except lines and fittings forming an integral part of the engine), must be flexible and fire-resistant with fire-resistant, factory-fixed, detachable, or other approved fire-resistant ends.

(b) Lines and fittings that are not subject to pressure or to relative motion between components must be of fire-resistant materials.

§ 121.261

Vent and drain lines.

All vent and drain lines and their fittings, that are located in a designated fire zone must, if they carry flammable fluids or gases, comply with § 121.259, if the Administrator finds that the rupture or breakage of any vent or drain line may result in a fire hazard.

§ 121.263

Fire-extinguishing systems.

(a) Unless the certificate holder shows that equivalent protection against destruction of the airplane in case of fire is provided by the use of fireproof materials in the nacelle and other components that would be subjected to flame, fire-extinguishing systems must be provided to serve all designated fire zones.

(b) Materials in the fire-extinguishing system must not react chemically with the extinguishing agent so as to be a hazard.

§ 121.265

Fire-extinguishing agents.

Only methyl bromide, carbon dioxide, or another agent that has been shown to provide equivalent extinguishing action may be used as a fire-extinguishing agent. If methyl bromide or any other toxic extinguishing agent is used, provisions must be made to prevent harmful concentrations of fluid or fluid vapors from entering any personnel compartment either because of leakage during normal operation of the airplane or because of discharging the fire extinguisher on the ground or in flight when there is a defect in the extinguishing system. If a methyl bromide system is used, the containers must be charged with dry agent and sealed by the fire-extinguisher manufacturer or some other person using satisfactory recharging equipment. If carbon dioxide is used, it must not be possible to discharge enough gas into the personnel compartments to create a danger of suffocating the occupants.

§ 121.267

Extinguishing agent container pressure relief.

Extinguishing agent containers must be provided with a pressure relief to prevent bursting of the container because of excessive internal pressures. The discharge line from the relief connection must terminate outside the airplane in a place convenient for inspection on the ground. An indicator must be provided at the discharge end of the line to provide a visual indication when the container has discharged.

§ 121.269

Extinguishing agent container compartment temperature.

Precautions must be taken to insure that the extinguishing agent containers are installed in places where reasonable temperatures can be maintained for effective use of the extinguishing system.

§ 121.271

Fire-extinguishing system materials.

(a) Except as provided in paragraph (b) of this section, each component of a fire-extinguishing system that is in a designated fire zone must be made of fireproof materials.

(b) Connections that are subject to relative motion between components of the airplane must be made of flexible materials that are at least fire-resistant and be located so as to minimize the probability of failure.

§ 121.273

Fire-detector systems.

Enough quick-acting fire detectors must be provided in each designated fire zone to assure the detection of any fire that may occur in that zone.

§ 121.275

Fire detectors.

Fire detectors must be made and installed in a manner that assures their ability to resist, without failure, all vibration, inertia, and other loads to which they may be normally subjected. Fire detectors must be unaffected by exposure to fumes, oil, water, or other fluids that may be present.

§ 121.277

Protection of other airplane components against fire.

(a) Except as provided in paragraph (b) of this section, all airplane surfaces aft of the nacelles in the area of one nacelle diameter on both sides of the nacelle centerline must be made of material that is at least fire resistant.

(b) Paragraph (a) of this section does not apply to tail surfaces lying behind nacelles unless the dimensional configuration of the airplane is such that the tail surfaces could be affected readily by heat, flames, or sparks emanating from a designated fire zone or from the engine compartment of any nacelle.

§ 121.279

Control of engine rotation.

(a) Except as provided in paragraph (b) of this section, each airplane must have a means of individually stopping and restarting the rotation of any engine in flight.

(b) In the case of turbine engine installations, a means of stopping the rotation need be provided only if the Administrator finds that rotation could jeopardize the safety of the airplane.

§ 121.281

Fuel system independence.

(a) Each airplane fuel system must be arranged so that the failure of any one component does not result in the irrecoverable loss of power of more than one engine.

(b) A separate fuel tank need not be provided for each engine if the certificate holder shows that the fuel system incorporates features that provide equivalent safety.

§ 121.283

Induction system ice prevention.

A means for preventing the malfunctioning of each engine due to ice accumulation in the engine air induction system must be provided for each airplane.

§ 121.285

Carriage of cargo in passenger compartments.

(a) Except as provided in paragraph (b), (c), or (d) or this section, no certificate holder may carry cargo in the passenger compartment of an airplane.

(b) Cargo may be carried anywhere in the passenger compartment if it is carried in an approved cargo bin that meets the following requirements:

(1) The bin must withstand the load factors and emergency landing conditions applicable to the passenger seats of the airplane in which the bin is installed, multiplied by a factor of 1.15, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin.

(2) The maximum weight of cargo that the bin is approved to carry and any instructions necessary to insure proper weight distribution within the bin must be conspicuously marked on the bin.

(3) The bin may not impose any load on the floor or other structure of the airplane that exceeds the load limitations of that structure.

(4) The bin must be attached to the seat tracks or to the floor structure of the airplane, and its attachment must withstand the load factors and emergency landing conditions applicable to the passenger seats of the airplane in which the bin is installed, multiplied by either the factor 1.15 or the seat attachment factor specified for the airplane, whichever is greater, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin.

(5) The bin may not be installed in a position that restricts access to or use of any required emergency exit, or of the aisle in the passenger compartment.

(6) The bin must be fully enclosed and made of material that is at least flame resistant.

(7) Suitable safeguards must be provided within the bin to prevent the cargo from shifting under emergency landing conditions.

(8) The bin may not be installed in a position that obscures any passenger's view of the “seat belt” sign “no smoking” sign, or any required exit sign, unless an auxiliary sign or other approved means for proper notification of the passenger is provided.

(c) Cargo may be carried aft of a bulkhead or divider in any passenger compartment provided the cargo is restrained to the load factors in § 25.561(b)(3) and is loaded as follows:

(1) It is properly secured by a safety belt or other tiedown having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions.

(2) It is packaged or covered in a manner to avoid possible injury to passengers and passenger compartment occupants.

(3) It does not impose any load on seats or the floor structure that exceeds the load limitation for those components.

(4) Its location does not restrict access to or use of any required emergency or regular exit, or of the aisle in the passenger compartment.

(5) Its location does not obscure any passenger's view of the “seat belt” sign, “no smoking” sign, or required exit sign, unless an auxiliary sign or other approved means for proper notification of the passenger is provided.

(d) Cargo, including carry-on baggage, may be carried anywhere in the passenger compartment of a nontransport category airplane type certificated after December 31, 1964, if it is carried in an approved cargo rack, bin, or compartment installed in or on the airplane, if it is secured by an approved means, or if 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 in 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 is located in a position that obscures any passenger's view of the “seat belt” sign, “no smoking” sign or placard, 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 takeoff and landing.

(7) For cargo-only operations, paragraph (d)(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 airplane a means of unobstructed exit from the airplane if an emergency occurs.

§ 121.287

Carriage of cargo in cargo compartments.

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.

§ 121.289

Landing gear: Aural warning device.

(a) Except for airplanes that comply with the requirements of § 25.729 of this chapter on or after January 6, 1992, each airplane must have a landing gear aural warning device that functions continuously under the following conditions:

(1) For airplanes with an established approach wing-flap position, whenever the wing flaps are extended beyond the maximum certificated approach climb configuration position in the Airplane Flight Manual and the landing gear is not fully extended and locked.

(2) For airplanes without an established approach climb wing-flap position, whenever the wing flaps are extended beyond the position at which landing gear extension is normally performed and the landing gear is not fully extended and locked.

(b) The warning system required by paragraph (a) of this section—

(1) May not have a manual shutoff;

(2) Must be in addition to the throttle-actuated device installed under the type certification airworthiness requirements; and

(3) May utilize any part of the throttle-actuated system including the aural warning device.

(c) The flap position sensing unit may be installed at any suitable place in the airplane.

§ 121.291

Demonstration of emergency evacuation procedures.

(a) Except as provided in paragraph (a)(1) of this section, each certificate holder must conduct an actual demonstration of emergency evacuation procedures in accordance with paragraph (a) of appendix D to this part to show that each type and model of airplane with a seating capacity of more than 44 passengers to be used in its passenger-carrying operations allows the evacuation of the full capacity, including crewmembers, in 90 seconds or less.

(1) An actual demonstration need not be conducted if that airplane type and model has been shown to be in compliance with this paragraph in effect on or after October 24, 1967, or, if during type certification, with § 25.803 of this chapter in effect on or after December 1, 1978.

(2) Any actual demonstration conducted after September 27, 1993, must be in accordance with paragraph (a) of appendix D to this part in effect on or after that date or with § 25.803 in effect on or after that date.

(b) Each certificate holder conducting operations with airplanes with a seating capacity of more than 44 passengers must conduct a partial demonstration of emergency evacuation procedures in accordance with paragraph (c) of this section upon:

(1) Initial introduction of a type and model of airplane into passenger-carrying operation;

(2) Changing the number, location, or emergency evacuation duties or procedures of flight attendants who are required by § 121.391; or

(3) Changing the number, location, type of emergency exits, or type of opening mechanism on emergency exits available for evacuation.

(c) In conducting the partial demonstration required by paragraph (b) of this section, each certificate holder must:

(1) Demonstrate the effectiveness of its crewmember emergency training and evacuation procedures by conducting a demonstration, not requiring passengers and observed by the Administrator, in which the flight attendants for that type and model of airplane, using that operator's line operating procedures, open 50 percent of the required floor-level emergency exits and 50 percent of the required non-floor-level emergency exits whose opening by a flight attendant is defined as an emergency evacuation duty under § 121.397, and deploy 50 percent of the exit slides. The exits and slides will be selected by the administrator and must be ready for use within 15 seconds;

(2) Apply for and obtain approval from the responsible Flight Standards office before conducting the demonstration;

(3) Use flight attendants in this demonstration who have been selected at random by the Administrator, have completed the certificate holder's FAA-approved training program for the type and model of airplane, and have passed a written or practical examination on the emergency equipment and procedures; and

(4) Apply for and obtain approval from the responsible Flight Standards office before commencing operations with this type and model airplane.

(d) Each certificate holder operating or proposing to operate one or more landplanes in extended overwater operations, or otherwise required to have certain equipment under § 121.339, must show, by simulated ditching conducted in accordance with paragraph (b) of appendix D to this part, that it has the ability to efficiently carry out its ditching procedures. For certificate holders subject to § 121.2(a)(1), this paragraph applies only when a new type or model airplane is introduced into the certificate holder's operations after January 19, 1996.

(e) For a type and model airplane for which the simulated ditching specified in paragraph (d) has been conducted by a part 121 certificate holder, the requirements of paragraphs (b)(2), (b)(4), and (b)(5) of appendix D to this part are complied with if each life raft is removed from stowage, one life raft is launched and inflated (or one slide life raft is inflated) and crewmembers assigned to the inflated life raft display and describe the use of each item of required emergency equipment. The life raft or slide life raft to be inflated will be selected by the Administrator.

§ 121.293

Special airworthiness requirements for nontransport category airplanes type certificated after December 31, 1964.

No certificate holder may operate a nontransport category airplane manufactured after December 20, 1999 unless the airplane contains a takeoff warning system that meets the requirements of 14 CFR 25.703. However, the takeoff warning system does not have to cover any device for which it has been demonstrated that takeoff with that device in the most adverse position would not create a hazardous condition.

§ 121.295

Location for a suspect device.

After November 28, 2009, all airplanes with a maximum certificated passenger seating capacity of more than 60 persons must have a location where a suspected explosive or incendiary device found in flight can be placed to minimize the risk to the airplane.

§ 121.301

Applicability.

This subpart prescribes instrument and equipment requirements for all certificate holders.

§ 121.303

Airplane instruments and equipment.

(a) Unless otherwise specified, the instrument and equipment requirements of this subpart apply to all operations under this part.

(b) Instruments and equipment required by §§ 121.305 through 121.359 and 121.803 must be approved and installed in accordance with the airworthiness requirements applicable to them.

(c) Each airspeed indicator must be calibrated in knots, and each airspeed limitation and item of related information in the Airplane Flight Manual and pertinent placards must be expressed in knots.

(d) Except as provided in §§ 121.627(b) and 121.628, no person may take off any airplane unless the following instruments and equipment are in operable condition:

(1) Instruments and equipment required to comply with airworthiness requirements under which the airplane is type certificated and as required by §§ 121.213 through 121.283 and 121.289.

(2) Instruments and equipment specified in §§ 121.305 through 121.321, 121.359, 121.360, and 121.803 for all operations, and the instruments and equipment specified in §§ 121.323 through 121.351 for the kind of operation indicated, wherever these items are not already required by paragraph (d)(1) of this section.

§ 121.305

Flight and navigational equipment.

No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment:

(a) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(b) A sensitive altimeter.

(c) A sweep-second hand clock (or approved equivalent).

(d) A free-air temperature indicator.

(e) A gyroscopic bank and pitch indicator (artificial horizon).

(f) A gyroscopic rate-of-turn indicator combined with an integral slip-skid indicator (turn-and-bank indicator) except that only a slip-skid indicator is required when a third attitude instrument system usable through flight attitudes of 360° of pitch and roll is installed in accordance with paragraph (k) of this section.

(g) A gyroscopic direction indicator (directional gyro or equivalent).

(h) A magnetic compass.

(i) A vertical speed indicator (rate-of-climb indicator).

(j) On the airplane described in this paragraph, in addition to two gyroscopic bank and pitch indicators (artificial horizons) for use at the pilot stations, a third such instrument is installed in accordance with paragraph (k) of this section:

(1) On each turbojet powered airplane.

(2) On each turbopropeller powered airplane having a passenger-seat configuration of more than 30 seats, excluding each crewmember seat, or a payload capacity of more than 7,500 pounds.

(3) On each turbopropeller powered airplane having a passenger-seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less that is manufactured on or after March 20, 1997.

(4) After December 20, 2010, on each turbopropeller powered airplane having a passenger seat configuration of 10-30 seats and a payload capacity of 7,500 pounds or less that was manufactured before March 20, 1997.

(k) When required by paragraph (j) of this section, a third gyroscopic bank-and-pitch indicator (artificial horizon) that:

(1) Is powered from a source independent of the electrical generating system;

(2) Continues reliable operation for a minimum of 30 minutes after total failure of the electrical generating system;

(3) Operates independently of any other attitude indicating system;

(4) Is operative without selection after total failure of the electrical generating system;

(5) Is located on the instrument panel in a position acceptable to the Administrator that will make it plainly visible to and usable by each pilot at his or her station; and

(6) Is appropriately lighted during all phases of operation.

§ 121.306

Portable electronic devices.

(a) Except as provided in paragraph (b) of this section, no person may operate, nor may any operator or pilot in command of an aircraft allow the operation of, any portable electronic device on any U.S.-registered civil aircraft operating under this part.

(b) Paragraph (a) of this section does not apply to—

(1) Portable voice recorders;

(2) Hearing aids;

(3) Heart pacemakers;

(4) Electric shavers;

(5) Portable oxygen concentrators that comply with the requirements in § 121.574; or

(6) 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)(6) of this section shall be made by that part 119 certificate holder operating the particular device to be used.

§ 121.307

Engine instruments.

Unless the Administrator allows or requires different instrumentation for turbine engine powered airplanes to provide equivalent safety, no person may conduct any operation under this part without the following engine instruments:

(a) A carburetor air temperature indicator for each engine.

(b) A cylinder head temperature indicator for each air-cooled engine.

(c) A fuel pressure indicator for each engine.

(d) A fuel flowmeter or fuel mixture indicator for each engine not equipped with an automatic altitude mixture control.

(e) A means for indicating fuel quantity in each fuel tank to be used.

(f) A manifold pressure indicator for each engine.

(g) An oil pressure indicator for each engine.

(h) An oil quantity indicator for each oil tank when a transfer or separate oil reserve supply is used.

(i) An oil-in temperature indicator for each engine.

(j) A tachometer for each engine.

(k) An independent fuel pressure warning device for each engine or a master warning device for all engines with a means for isolating the individual warning circuits from the master warning device.

(l) A device for each reversible propeller, to indicate to the pilot when the propeller is in reverse pitch, that complies with the following:

(1) The device may be actuated at any point in the reversing cycle between the normal low pitch stop position and full reverse pitch, but it may not give an indication at or above the normal low pitch stop position.

(2) The source of indication must be actuated by the propeller blade angle or be directly responsive to it.

§ 121.308

Lavatory fire protection.

(a) Except as provided in paragraphs (c) and (d) of this section, no person may operate a passenger-carrying airplane unless each lavatory in the airplane is equipped with a smoke detector system or equivalent that provides a warning light in the cockpit or provides a warning light or audio warning in the passenger cabin which would be readily detected by a flight attendant, taking into consideration the positioning of flight attendants throughout the passenger compartment during various phases of flight.

(b) Except as provided in paragraph (c) of this section, no person may operate a passenger-carrying airplane unless each lavatory in the airplane is equipped with a built-in fire extinguisher for each disposal receptacle for towels, paper, or waste located within the lavatory. The built-in fire extinguisher must be designed to discharge automatically into each disposal receptacle upon occurrence of a fire in the receptacle.

(c) Until December 22, 1997, a certificate holder described in § 121.2(a) (1) or (2) may operate an airplane with a passenger seat configuration of 30 or fewer seats that does not comply with the smoke detector system requirements described in paragraph (a) of this section and the fire extinguisher requirements described in paragraph (b) of this section.

(d) After December 22, 1997, no person may operate a nontransport category airplane type certificated after December 31, 1964, with a passenger seat configuration of 10-19 seats unless that airplane complies with the smoke detector system requirements described in paragraph (a) of this section, except that the smoke detector system or equivalent must provide a warning light in the cockpit or an audio warning that would be readily detected by the flightcrew.

§ 121.309

Emergency equipment.

(a) General: No person may operate an airplane unless it is equipped with the emergency equipment listed in this section and in § 121.310.

(b) Each item of emergency and flotation equipment listed in this section and in §§ 121.310, 121.339, and 121.340—

(1) Must be inspected regularly in accordance with inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes;

(2) Must be readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers;

(3) Must be clearly identified and clearly marked to indicate its method of operation; and

(4) When carried in a compartment or container, must be carried in a compartment or container marked as to contents and the compartment or container, or the item itself, must be marked as to date of last inspection.

(c) Hand fire extinguishers for crew, passenger, cargo, and galley compartments. Hand fire extinguishers of an approved type must be provided for use in crew, passenger, cargo, and galley compartments in accordance with the following:

(1) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for passenger compartments, must be designed to minimize the hazard of toxic gas concentrations.

(2) Cargo compartments. At least one hand fire extinguisher must be conveniently located for use in each class E cargo compartment that is accessible to crewmembers during flight.

(3) Galley compartments. At least one hand fire extinguisher must be conveniently located for use in each galley located in a compartment other than a passenger, cargo, or crew compartment.

(4) Flightcrew compartment. At least one hand fire extinguisher must be conveniently located on the flight deck for use by the flightcrew.

(5) Passenger compartments. Hand fire extinguishers for use in passenger compartments must be conveniently located and, when two or more are required, uniformly distributed throughout each compartment. Hand fire extinguishers shall be provided in passenger compartments as follows:

(i) For airplanes having passenger seats accommodating more than 6 but fewer than 31 passengers, at least one.

(ii) For airplanes having passenger seats accommodating more than 30 but fewer than 61 passengers, at least two.

(iii) For airplanes having passenger seats accommodating more than 60 passengers, there must be at least the following number of hand fire extinguishers:

(6) Notwithstanding the requirement for uniform distribution of hand fire extinguishers as prescribed in paragraph (c)(5) of this section, for those cases where a galley is located in a passenger compartment, at least one hand fire extinguisher must be conveniently located and easily accessible for use in the galley.

(7) At least two of the required hand fire extinguisher installed in passenger-carrying airplanes must contain Halon 1211 (bromochlorofluoromethane) or equivalent as the extinguishing agent. At least one hand fire extinguisher in the passenger compartment must contain Halon 1211 or equivalent.

(d) [Reserved]

(e) Crash ax. Except for nontransport category airplanes type certificated after December 31, 1964, each airplane must be equipped with a crash ax.

(f) Megaphones. Each passenger-carrying airplane must have a portable battery-powered megaphone or megaphones readily accessible to the crewmembers assigned to direct emergency evacuation, installed as follows:

(1) One megaphone on each airplane with a seating capacity of more than 60 and less than 100 passengers, at the most rearward location in the passenger cabin where it would be readily accessible to a normal flight attendant seat. However, the Administrator may grant a deviation from the requirements of this subparagraph if he finds that a different location would be more useful for evacuation of persons during an emergency.

(2) Two megaphones in the passenger cabin on each airplane with a seating capacity of more than 99 passengers, one installed at the forward end and the other at the most rearward location where it would be readily accessible to a normal flight attendant seat.

§ 121.310

Additional emergency equipment.

(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, takeoffs, and landings. However, if the Administrator finds that the design of the exit makes compliance impractical, he may grant a deviation from the requirement of automatic deployment if the assisting means automatically erects upon deployment and, with respect to required emergency exits, if an emergency evacuation demonstration is conducted in accordance with § 121.291(a). This paragraph does not apply to the rear window emergency exit of DC-3 airplanes operated with less than 36 occupants, including crewmembers and less than five exits authorized for passenger use.

(b) Interior emergency exit marking. The following must be complied with for each passenger-carrying airplane:

(1) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked. The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin. The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign—

(i) Above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom;

(ii) Next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and

(iii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location.

(2) Each passenger emergency exit marking and each locating sign must meet the following:

(i) Except as provided in paragraph (b)(2)(iii) of this section, for an airplane for which the application for the type certificate was filed prior to May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the requirements of § 25.812(b) of this chapter in effect on April 30, 1972. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts. The colors may be reversed if it increases the emergency illumination of the passenger compartment. However, the Administrator may authorize deviation from the 2-inch background requirements if he finds that special circumstances exist that make compliance impractical and that the proposed deviation provides an equivalent level of safety.

(ii) For a transport category airplane for which the application for the type certificate was filed on or after May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the interior emergency exit marking requirements under which the airplane was type certificated. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 250 microlamberts.

(iii) For a nontransport category turbopropellerpowered airplane type certificated after December 31, 1964, each passenger emergency exit marking and each locating sign must be manufactured to have white letters 1 inch high on a red background 2 inches high, be self-illuminated or independently, internally electrically illuminated, and have a minimum brightness of at least 160 microlamberts. The color may be reversed if the passenger compartment illumination is essentially the same. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.

(c) Lighting for interior emergency exit markings. Except for nontransport category airplanes type certificated after December 31, 1964, 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) For airplanes type certificated after January 1, 1958, after November 26, 1986, include floor proximity emergency escape path marking which meets the requirements of § 25.812(e) of this chapter in effect on November 26, 1984.

(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 comply with the following:

(1) Each light must—

(i) Be operable manually both from the flightcrew station and, for airplanes on which a flight attendant is required, from a point in the passenger compartment that is readily accessible to a normal flight attendant seat;

(ii) Have a means to prevent inadvertent operation of the manual controls; and

(iii) When armed or turned on at either station, remain lighted or become lighted upon interruption of the airplane's normal electric power.

(2) Each light must be armed or turned on during taxiing, takeoff, and landing. In showing compliance with this paragraph a transverse vertical separation of the fuselage need not be considered.

(3) Each light must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing.

(4) Each light must 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 microlamberts.

(f) Emergency exit access. Access to emergency exits must be provided as follows for each passenger-carrying transport category airplane:

(1) Each passage way 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) For each Type I or Type II emergency exit equipped with an assist means, there must be enough space next to the 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. In addition, all airplanes manufactured on or after November 26, 2008 must comply with the provisions of §§ 25.813(b)(1), (b)(2), (b)(3) and (b)(4) in effect on November 26, 2004. However, a deviation from this requirement may be authorized for an airplane certificated under the provisions of part 4b of the Civil Air Regulations in effect before December 20, 1951, if the Administrator finds that special circumstances exist that provide an equivalent level of safety.

(3) There must be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition—

(i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the access must meet the requirements of § 25.813(c) of this chapter in effect on April 30, 1972; and

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the access must meet the emergency exit access requirements under which the airplane was type certificated; except that,

(iii) After December 3, 1992, the access for an airplane type certificated after January 1, 1958, must meet the requirements of § 25.813(c) of this chapter, effective June 3, 1992.

(iv) Contrary provisions of this section notwithstanding, the Director of the division of the Aircraft Certification Service responsible for the airworthiness rules may authorize deviation from the requirements of paragraph (f)(3)(iii) of this section if it is determined that special circumstances make compliance impractical. Such special circumstances include, but are not limited to, the following conditions when they preclude achieving compliance with § 25.813(c)(1)(i) or (ii) without a reduction in the total number of passenger seats: emergency exits located in close proximity to each other; fixed installations such as lavatories, galleys, etc.; permanently mounted bulkheads; an insufficient number of rows ahead of or behind the exit to enable compliance without a reduction in the seat row pitch of more than one inch; or an insufficient number of such rows to enable compliance without a reduction in the seat row pitch to less than 30 inches. A request for such grant of deviation must include credible reasons as to why literal compliance with § 25.813(c)(1)(i) or (ii) is impractical and a description of the steps taken to achieve a level of safety as close to that intended by § 25.813(c)(1)(i) or (ii) as is practical.

(v) The Director of the division of the Aircraft Certification Service responsible for the airworthiness rules may also authorize a compliance date later than December 3, 1992, if it is determined that special circumstances make compliance by that date impractical. A request for such grant of deviation must outline the airplanes for which compliance will be achieved by December 3, 1992, and include a proposed schedule for incremental compliance of the remaining airplanes in the operator's fleet. In addition, the request must include credible reasons why compliance cannot be achieved earlier.

(4) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must not be obstructed. However, curtains may be used if they allow free entry through the passageway.

(5) No door may be installed in any partition between passenger compartments.

(6) No person may operate an airplane manufactured after November 27, 2006, that incorporates a door installed between any passenger seat occupiable for takeoff and landing and any passenger emergency exit, such that the door crosses any egress path (including aisles, crossaisles and passageways).

(7) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach required emergency exit from any passenger seat, the door must have a means to latch it in open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate 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) Except for nontransport category airplanes certificated after December 31, 1964, 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 was filed prior to May 1, 1972, the requirements of § 25.812 (f) and (g) of this chapter in effect on April 30, 1972.

(ii) For an airplane for which the application for the type certificate 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 was filed prior to May 1, 1972, the requirements of § 25.803(e) of this chapter in effect on April 30, 1972.

(ii) For an airplane for which the application for the type certificate 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 M-404 and CV-240 airplanes), and each tail cone exit, must meet the requirements of this section for floor level emergency exits. However, the Administrator may grant a deviation from this paragraph if 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 tailcone exit must be—

(1) Designed and constructed so that it cannot be opened during flight; and

(2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

(l) Emergency exit features. (1) Each transport category airplane manufactured after November 26, 2007 must comply with the provisions of § 25.809(i) and

(2) After November 26, 2007 each transport category airplane must comply with the provisions of § 25.813(b)(6)(ii) in effect on November 26, 2007.

(m) Except for an airplane used in operations under this part on October 16, 1987, and having an emergency exit configuration installed and authorized for operation prior to October 16, 1987, for an airplane that is required to have more than one passenger emergency exit for each side of the fuselage, no passenger emergency exit shall be more than 60 feet from any adjacent passenger emergency exit on the same side of the same deck of the fuselage, as measured parallel to the airplane's longitudinal axis between the nearest exit edges.

(n) Portable lights. No person may operate a passenger-carrying airplane unless it is equipped with flashlight stowage provisions accessible from each flight attendant seat.

§ 121.311

Seats, safety belts, and shoulder harnesses.

(a) No person may operate an airplane unless there are available during the takeoff, en route flight, and landing—

(1) An approved seat or berth for each person on board the airplane who has reached his second birthday; and

(2) An approved safety belt for separate use by each person on board the airplane who has reached his second birthday, except that two persons occupying a berth may share one approved safety belt and two persons occupying a multiple lounge or divan seat may share one approved safety belt during en route flight only.

(b) Except as provided in this paragraph, each person on board an airplane operated under this part shall occupy an approved seat or berth with a separate safety belt properly secured about him or her during movement on the surface, takeoff, and landing. A safety belt provided for the occupant of a seat may not be used by more than one person who has reached his or her second birthday. Notwithstanding the preceding requirements, a child may:

(1) Be held by an adult who is occupying an approved seat or berth, provided the child has not reached his or her second birthday and the child does not occupy or use any restraining device; or

(2) Notwithstanding any other requirement of this chapter, occupy an approved child restraint system furnished by the certificate holder or one of the persons described in paragraph (b)(2)(i) of this section, provided:

(i) The child is accompanied by a parent, guardian, or attendant designated by the child's parent or guardian to attend to the safety of the child during the flight;

(ii) Except as provided in paragraph (b)(2)(ii)(D) of this section, the approved child restraint system bears one or more labels as follows:

(A) Seats manufactured to U.S. standards between January 1, 1981, and February 25, 1985, must bear the label: “This child restraint system conforms to all applicable Federal motor vehicle safety standards.”

(B) Seats manufactured to U.S. standards on or after February 26, 1985, must bear two labels:

( 1 ) “This child restraint system conforms to all applicable Federal motor vehicle safety standards”; and

( 2 ) “THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT” in red lettering;

(C) Seats that do not qualify under paragraphs (b)(2)(ii)(A) and (b)(2)(ii)(B) of this section must bear a label or markings showing:

( 1 ) That the seat was approved by a foreign government;

( 2 ) That the seat was manufactured under the standards of the United Nations;

( 3 ) That the seat or child restraint device furnished by the certificate holder was approved by the FAA through Type Certificate or Supplemental Type Certificate; or

( 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 FAA in accordance with § 21.8(d) of this chapter or Technical Standard Order C-100b, or a later version. The child restraint device manufactured by AmSafe, Inc. (CARES, Part No. 4082) and approved by the FAA in accordance with § 21.305(d) (2010 ed.) of this chapter may continue to bear a label or markings showing FAA approval in accordance with § 21.305(d) (2010 ed.) of this chapter.

(D) Except as provided in § 121.311(b)(2)(ii)(C)( 3 ) and § 121.311(b)(2)(ii)(C)( 4 ), booster-type child restraint systems (as defined in Federal Motor Vehicle Safety Standard No. 213 (49 CFR 571.213)), vest- and harness-type child restraint systems, and lap held child restraints are not approved for use in aircraft; and

(iii) The certificate holder complies with the following requirements:

(A) The restraint system must be properly secured to an approved forward-facing seat or berth;

(B) The child must be properly secured in the restraint system and must not exceed the specified weight limit for the restraint system; and

(C) The restraint system must bear the appropriate label(s).

(c) Except as provided in paragraph (c)(3) of this section, the following prohibitions apply to certificate holders:

(1) Except as provided in § 121.311(b)(2)(ii)(C)( 3 ) and § 121.311(b)(2)(ii)(C)( 4 ), no certificate holder may permit a child, in an aircraft, to occupy a booster-type child restraint system, a vest-type child restraint system, a harness-type child restraint system, or a lap held child restraint system during take off, landing, and movement on the surface.

(2) Except as required in paragraph (c)(1) of this section, no certificate holder may prohibit a child, if requested by the child's parent, guardian, or designated attendant, from occupying a child restraint system furnished by the child's parent, guardian, or designated attendant provided—

(i) The child holds a ticket for an approved seat or berth or such seat or berth is otherwise made available by the certificate holder for the child's use;

(ii) The requirements of paragraph (b)(2)(i) of this section are met;

(iii) The requirements of paragraph (b)(2)(iii) of this section are met; and

(iv) The child restraint system has one or more of the labels described in paragraphs (b)(2)(ii)(A) through (b)(2)(ii)(C) of this section.

(3) This section does not prohibit the certificate holder from providing child restraint systems authorized by this section or, consistent with safe operating practices, determining the most appropriate passenger seat location for the child restraint system.

(d) Each sideward facing seat must comply with the applicable requirements of § 25.785(c) of this chapter.

(e) Except as provided in paragraphs (e)(1) through (e)(3) of this section, no certificate holder may take off or land an airplane unless each passenger seat back is in the upright position. Each passenger shall comply with instructions given by a crewmember in compliance with this paragraph.

(1) This paragraph does not apply to seat backs placed in other than the upright position in compliance with § 121.310(f)(3).

(2) This paragraph does not apply to seats on which cargo or persons who are unable to sit erect for a medical reason are carried in accordance with procedures in the certificate holder's manual if the seat back does not obstruct any passenger's access to the aisle or to any emergency exit.

(3) On airplanes with no flight attendant, the certificate holder may take off or land as long as the flightcrew instructs each passenger to place his or her seat back in the upright position for takeoff and landing.

(f) No person may operate a transport category airplane that was type certificated after January 1, 1958, or a nontransport category airplane manufactured after March 20, 1997, unless it is equipped at each flight deck station with a combined safety belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter, effective March 6, 1980, except that—

(1) Shoulder harnesses and combined safety belt and shoulder harnesses that were approved and installed before March 6, 1980, may continue to be used; and

(2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane.

(g) Each flight attendant must have a seat for takeoff and landing in the passenger compartment that meets the requirements of § 25.785 of this chapter, effective March 6, 1980, except that—

(1) Combined safety belt and shoulder harnesses that were approved and installed before March, 6, 1980, may continue to be used; and

(2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane.

(3) The requirements of § 25.785(h) do not apply to passenger seats occupied by flight attendants not required by § 121.391.

(h) Each occupant of a seat equipped with a shoulder harness or with a combined safety belt and shoulder harness must have the shoulder harness or combined safety belt and shoulder harness properly secured about that occupant during takeoff and landing, except that a shoulder harness that is not combined with a safety belt may be unfastened if the occupant cannot perform the required duties with the shoulder harness fastened.

(i) At each unoccupied seat, the safety belt and shoulder harness, if installed, must be secured so as not to interfere with crewmembers in the performance of their duties or with the rapid egress of occupants in an emergency.

(j) After October 27, 2009, no person may operate a transport category airplane type certificated after January 1, 1958 and manufactured on or after October 27, 2009 in passenger-carrying operations under this part unless all passenger and flight attendant seats on the airplane meet the requirements of § 25.562 in effect on or after June 16, 1988.

(k) Seat dimension disclosure. (1) Each air carrier that conducts operations under this part and that has a Web site must make available on its Web site the width of the narrowest and widest passenger seats in each class of service for each airplane make, model and series operated by that air carrier in passenger-carrying operations.

(2) For purposes of paragraph (k)(1) of this section, the width of a passenger seat means the distance between the inside of the armrests for that seat.

§ 121.312

Materials for compartment interiors.

(a) All interior materials; transport category airplanes and nontransport category airplanes type certificated before January 1, 1965. Except for the materials covered by paragraph (b) of this section, all materials in each compartment of a transport category airplane, or a nontransport category airplane type certificated before January 1, 1965, used by the crewmembers and passengers, must meet the requirements of § 25.853 of this chapter in effect as follows, or later amendment thereto:

(1) Airplane with passenger seating capacity of 20 or more —(i) Manufactured after August 19, 1988, but prior to August 20, 1990. Except as provided in paragraph (a)(3)(ii) of this section, each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1988, but prior to August 20, 1990, must comply with the heat release rate testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986) (see App. L of this part), except that the total heat release over the first 2 minutes of sample exposure must not exceed 100 kilowatt minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter.

(ii) Manufactured after August 19, 1990. Each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1990, must comply with the heat release rate and smoke testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1)(see app. L of this part) in effect on September 26, 1988).

(2) Substantially complete replacement of the cabin interior on or after May 1, 1972 —(i) Airplane for which the application for type certificate was filed prior to May 1, 1972. Except as provided in paragraph (a)(3)(i) or (a)(3)(ii) of this section, each airplane for which the application for type certificate was filed prior to May 1, 1972, must comply with the provisions of § 25.853 in effect on April 30, 1972, regardless of passenger capacity, if there is a substantially complete replacement of the cabin interior after April 30, 1972.

(ii) Airplane for which the application for type certificate was filed on or after May 1, 1972. Except as provided in paragraph (a)(3)(i) or (a)(3)(ii) of this section, each airplane for which the application for type certificate was filed on or after May 1, 1972, must comply with the material requirements under which the airplane was type certificated, regardless of passenger capacity, if there is a substantially complete replacement of the cabin interior on or after that date.

(3) Airplane type certificated after January 1, 1958, with passenger capacity of 20 or more —(i) Substantially complete replacement of the cabin interior on or after March 6, 1995. Except as provided in paragraph (a)(3)(ii) of this section, each airplane that was type certificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986)(see app. L of this part), if there is a substantially complete replacement of the cabin interior components identified in § 25.853(d), 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 must not exceed 100 kilowatts per square meter.

(ii) Substantially complete replacement of the cabin interior on or after August 20, 1990. Each airplane that was type certificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate and smoke testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on September 26, 1988)(see app. L of this part), if there is a substantially complete replacement of the cabin interior components identified in § 25.853(d), on or after August 20, 1990.

(4) Contrary provisions of this section notwithstanding, the Director of the division of the Aircraft Certification Service responsible for the airworthiness rules may authorize deviation from the requirements of paragraph (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) 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(a-1), 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.

(5) Contrary provisions of this section notwithstanding, galley carts and galley standard containers that do not meet the flammability and smoke emission requirements of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1)) (see app. L of this part) may be used in airplanes that must meet the requirements of paragraphs (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) of this section, provided the galley carts or standard containers were manufactured prior to March 6, 1995.

(b) Seat cushions. Seat cushions, except those on flight crewmember seats, in each compartment occupied by crew or passengers, must comply with the requirements pertaining to seat cushions in § 25.853(c) effective on November 26, 1984, on each airplane as follows:

(1) Each transport category airplane type certificated after January 1, 1958; and

(2) On or after December 20, 2010, each nontransport category airplane type certificated after December 31, 1964.

(c) All interior materials; airplanes type certificated in accordance with SFAR No. 41 of 14 CFR part 21. No person may operate an airplane that conforms to an amended or supplemental type certificate issued in accordance with SFAR No. 41 of 14 CFR part 21 for a maximum certificated takeoff weight in excess of 12,500 pounds unless the airplane meets the compartment interior requirements set forth in § 25.853(a) in effect March 6, 1995 (formerly § 25.853(a), (b), (b-1), (b-2), and (b-3) of this chapter in effect on September 26, 1978)(see app. L of this part).

(d) All interior materials; other airplanes. For each material or seat cushion to which a requirement in paragraphs (a), (b), or (c) of this section does not apply, the material and seat cushion in each compartment used by the crewmembers and passengers must meet the applicable requirement under which the airplane was type certificated.

(e) Thermal/acoustic insulation materials. For transport category airplanes type certificated after January 1, 1958:

(1) For airplanes manufactured before September 2, 2005, when thermal/acoustic insulation is installed in the fuselage as replacements after September 2, 2005, the insulation must meet the flame propagation requirements of § 25.856 of this chapter, effective September 2, 2003, if it is:

(i) Of a blanket construction or

(ii) Installed around air ducting.

(2) For airplanes manufactured after September 2, 2005, thermal/acoustic insulation materials installed in the fuselage must meet the flame propagation requirements of § 25.856 of this chapter, effective September 2, 2003.

(3) For airplanes with a passenger capacity of 20 or greater, manufactured after September 2, 2009, thermal/acoustic insulation materials installed in the lower half of the fuselage must meet the flame penetration resistance requirements of § 25.856 of this chapter, effective September 2, 2003.

§ 121.313

Miscellaneous equipment.

No person may conduct any operation unless the following equipment is installed in the airplane:

(a) If protective fuses are installed on an airplane, the number of spare fuses approved for that airplane and appropriately described in the certificate holder's manual.

(b) A windshield wiper or equivalent for each pilot station.

(c) A power supply and distribution system that meets the requirements of §§ 25.1309, 25.1331, 25.1351(a) and (b)(1) through (4), 25.1353, 25.1355, and 25.1431(b) or that is able to produce and distribute the load for the required instruments and equipment, with use of an external power supply if any one power source or component of the power distribution system fails. The use of common elements in the system may be approved if the Administrator finds that they are designed to be reasonably protected against malfunctioning. Engine-driven sources of energy, when used, must be on separate engines.

(d) A means for indicating the adequacy of the power being supplied to required flight instruments.

(e) Two independent static pressure systems, vented to the outside atmospheric pressure so that they will be least affected by air flow variation or moisture or other foreign matter, and installed so as to be airtight except for the vent. When a means is provided for transferring an instrument from its primary operating system to an alternate system, the means must include a positive positioning control and must be marked to indicate clearly which system is being used.

(f) A door between the passenger and pilot compartments ( i.e. , flightdeck door), with a locking means to prevent passengers from opening it without the pilot's permission, except that nontransport category airplanes certificated after December 31, 1964, are not required to comply with this paragraph. For airplanes equipped with a crew rest area having separate entries from the flightdeck and the passenger compartment, a door with such a locking means must be provided between the crew rest area and the passenger compartment.

(g) A key for each door that separates a passenger compartment from another compartment that has emergency exit provisions. Except for flightdeck doors, a key must be readily available for each crewmember. Except as provided below, no person other than a person who is assigned to perform duty on the flightdeck may have a key to the flightdeck door. Before April 22, 2003, any crewmember may have a key to the flightdeck door but only if the flightdeck door has an internal flightdeck locking device installed, operative, and in use. Such “internal flightdeck locking device” has to be designed so that it can only be unlocked from inside the flightdeck.

(h) A placard on each door that is the means of access to a required passenger emergency exit, to indicate that it must be open during takeoff and landing.

(i) A means for the crew, in an emergency to unlock each door that leads to a compartment that is normally accessible to passengers and that can be locked by passengers.

(j) After April 9, 2003, for airplanes required by paragraph (f) of this section to have a door between the passenger and pilot or crew rest compartments, and for transport category, all-cargo airplanes that have a door installed between the pilot compartment and any other occupied compartment on January 15, 2002;

(1) After April 9, 2003, for airplanes required by paragraph (f) of this section to have a door between the passenger and pilot or crew rest compartments,

(i) Each such door must meet the requirements of § 25.795(a)(1) and (2) in effect on January 15, 2002; and

(ii) Each operator must establish methods to enable a flight attendant to enter the pilot compartment in the event that a flightcrew member becomes incapacitated. Any associated signal or confirmation system must be operable by each flightcrew member from that flightcrew member's duty station.

(2) After October 1, 2003, for transport category, all-cargo airplanes that had a door installed between the pilot compartment and any other occupied compartment on or after January 15, 2002, each such door must meet the requirements of § 25.795(a)(1) and (2) in effect on January 15, 2002; or the operator must implement a security program approved by the Transportation Security Administration (TSA) for the operation of all airplanes in that operator's fleet.

(k) Except for all-cargo operations as defined in § 110.2 of this chapter, for all passenger-carrying airplanes that require a lockable flightdeck door in accordance with paragraph (f) of this section, a means to monitor from the flightdeck side of the door the area outside the flightdeck door to identify persons requesting entry and to detect suspicious behavior and potential threats.

(l) For airplanes required by paragraph (f) of this section to have a door between the passenger and pilot or crew rest compartments, and for passenger-carrying transport category airplanes that have a door installed between the pilot compartment and any other occupied compartment, that were manufactured after August 25, 2025, an installed physical secondary barrier (IPSB) that meets the requirements of § 25.795(a)(4) of this chapter in effect on August 25, 2023.

§ 121.314

Cargo and baggage compartments.

For each transport category airplane type certificated after January 1, 1958:

(a) Each Class C or Class D compartment, as defined in § 25.857 of this Chapter in effect on June 16, 1986 (see Appendix L to this part), that is greater than 200 cubic feet in volume must have ceiling and sidewall liner panels which are constructed of:

(1) Glass fiber reinforced resin;

(2) Materials which meet the test requirements of part 25, appendix F, part III of this chapter; or

(3) In the case of liner installations approved prior to March 20, 1989, aluminum.

(b) For compliance with paragraph (a) of this section, 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.

(c) After March 19, 2001, each Class D compartment, regardless of volume, must meet the standards of §§ 25.857(c) and 25.858 of this Chapter for a Class C compartment unless the operation is an all-cargo operation in which case each Class D compartment may meet the standards in § 25.857(e) for a Class E compartment.

(d) Reports of conversions and retrofits. (1) Until such time as all Class D compartments in aircraft operated under this part by the certificate have been converted or retrofitted with appropriate detection and suppression systems, each certificate holder must submit written progress reports to the FAA that contain the information specified below.

(i) The serial number of each airplane listed in the operations specifications issued to the certificate holder for operation under this part in which all Class D compartments have been converted to Class C or Class E compartments;

(ii) The serial number of each airplane listed in the operations specification issued to the certificate holder for operation under this part, in which all Class D compartments have been retrofitted to meet the fire detection and suppression requirements for Class C or the fire detection requirements for Class E; and

(iii) The serial number of each airplane listed in the operations specifications issued to the certificate holder for operation under this part that has at least one Class D compartment that has not been converted or retrofitted.

(2) The written report must be submitted to the responsible Flight Standards office by July 1, 1998, and at each three-month interval thereafter.

§ 121.315

Cockpit check procedure.

(a) Each certificate holder shall provide an approved cockpit check procedure for each type of aircraft.

(b) The approved procedures must include each item necessary for flight crewmembers to check for safety before starting engines, taking off, or landing, and in engine and systems emergencies. The procedures must be designed so that a flight crewmember will not need to rely upon his memory for items to be checked.

(c) The approved procedures must be readily usable in the cockpit of each aircraft and the flight crew shall follow them when operating the aircraft.

§ 121.316

Fuel tanks.

Each turbine powered transport category airplane operated after October 30, 1991, must meet the requirements of § 25.963(e) of this chapter in effect on October 30, 1989.

§ 121.317

Passenger information requirements, smoking prohibitions, and additional seat belt requirements.

(a) Except as provided in paragraph (l) of this section, no person may operate an airplane unless it is equipped with passenger information signs that meet the requirements of § 25.791 of this chapter.

(b) Except as provided in paragraph (l) of this section, the “Fasten Seat Belt” sign shall be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command.

(c) No person may operate an airplane on a flight on which smoking is prohibited by part 252 of this title unless either 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 segment. If both the lighted signs and the placards are used, the signs must remain lighted during the entire flight segment.

(d) No person may operate a passenger-carrying airplane under this part unless at least one legible sign or placard that reads “Fasten Seat Belt While Seated” is visible from each passenger seat. These signs or placards need not meet the requirements of paragraph (a) of this section.

(e) No person may operate an airplane unless there is installed in each lavatory a sign or placard that reads: “Federal law provides for a penalty of up to $2,000 for tampering with the smoke detector installed in this lavatory.” These signs or placards need not meet the requirements of paragraph (a) of this section.

(f) Each passenger required by § 121.311(b) to occupy a seat or berth shall fasten his or her safety belt about him or her and keep it fastened while the “Fasten Seat Belt” sign is lighted.

(g) No person may smoke while a “No Smoking” sign is lighted or while “No Smoking” placards are posted, except as follows:

(1) Supplemental operations. The pilot in command of an airplane engaged in a supplemental operation may authorize smoking on the flight deck (if it is physically separated from any passenger compartment), but not in any of the following situations:

(i) During airplane movement on the surface or during takeoff or landing;

(ii) During scheduled passenger-carrying public charter operations conducted under part 380 of this title; or

(iii) During any operation where smoking is prohibited by part 252 of this title or by international agreement.

(2) Certain intrastate domestic operations. Except during airplane movement on the surface or during takeoff or landing, a pilot in command of an airplane engaged in a domestic operation may authorize smoking on the flight deck (if it is physically separated from the passenger compartment) 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 United States (a flight from one place in Hawaii to another place in Hawaii through the airspace over a place outside of Hawaii is not entirely within the same State); and

(iii) The airplane is either not turbojet-powered or the airplane is not capable of carrying at least 30 passengers.

(h) No person may smoke in any airplane lavatory.

(i) No person may tamper with, disable, or destroy any smoke detector installed in any airplane lavatory.

(j) On flight segments other than those described in paragraph (c) of this section, the “No Smoking” sign must be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command.

(k) Each passenger shall comply with instructions given him or her by a crewmember regarding compliance with paragraphs (f), (g), (h), and (l) of this section.

(l) A certificate holder may operate a nontransport category airplane type certificated after December 31, 1964, that is manufactured before December 20, 1997, if it is equipped with at least one placard that is legible to each person seated in the cabin that states “Fasten Seat Belt,” and if, during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command, a crewmember orally instructs the passengers to fasten their seat belts.

§ 121.318

Public address system.

No person may operate an airplane with a seating capacity of more than 19 passengers unless it is equipped with a public address system which—

(a) Is capable of operation independent of the crewmember interphone system required by § 121.319, except for handsets, headsets, microphones, selector switches, and signaling devices;

(b) Is approved in accordance with § 21.305 of this chapter;

(c) Is accessible for immediate use from each of two flight crewmember stations in the pilot compartment;

(d) 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;

(e) 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;

(f) Is audible at all passenger seats, lavatories, and flight attendant seats and work stations; and

(g) For transport category airplanes manufactured on or after November 27, 1990, meets the requirements of § 25.1423 of this chapter.

§ 121.319

Crewmember interphone system.

(a) No person may operate an airplane with a seating capacity of more than 19 passengers unless the airplane is equipped with a crewmember interphone system that:

(1) [Reserved]

(2) Is capable of operation independent of the public address system required by § 121.318(a) except for handsets, headsets, microphones, selector switches, and signaling devices; and

(3) Meets the requirements of paragraph (b) of this section.

(b) The crewmember interphone system required by paragraph (a) of this section must be approved in accordance with § 21.305 of this chapter and meet the following requirements:

(1) It must provide 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.

(2) It must be accessible for immediate use from each of two flight crewmember stations in the pilot compartment;

(3) It must be accessible for use from at least one normal flight attendant station in each passenger compartment;

(4) It must be capable of operation within 10 seconds by a flight attendant at those stations in each passenger compartment from which its use is accessible; and

(5) For large turbojet-powered airplanes:

(i) It must be 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) It must have 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) The alerting system required by paragraph (b)(5)(ii) of this section must have 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, it must provide 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.

§ 121.321

Operations in icing.

After October 21, 2013, no person may operate an airplane with a certificated maximum takeoff weight less than 60,000 pounds in conditions conducive to airframe icing unless it complies with this section. As used in this section, the phrase “conditions conducive to airframe icing” means visible moisture at or below a static air temperature of 5 °C or a total air temperature of 10 °C, unless the approved Airplane Flight Manual provides another definition.

(a) When operating in conditions conducive to airframe icing, compliance must be shown with paragraph (a)(1), or (2), or (3) of this section.

(1) The airplane must be equipped with a certificated primary airframe ice detection system.

(i) The airframe ice protection system must be activated automatically, or manually by the flightcrew, when the primary ice detection system indicates activation is necessary.

(ii) When the airframe ice protection system is activated, any other procedures in the Airplane Flight Manual for operating in icing conditions must be initiated.

(2) Visual cues of the first sign of ice formation anywhere on the airplane and a certificated advisory airframe ice detection system must be provided.

(i) The airframe ice protection system must be activated when any of the visual cues are observed or when the advisory airframe ice detection system indicates activation is necessary, whichever occurs first.

(ii) When the airframe ice protection system is activated, any other procedures in the Airplane Flight Manual for operating in icing conditions must be initiated.

(3) If the airplane is not equipped to comply with the provisions of paragraph (a)(1) or (2) of this section, then the following apply:

(i) When operating in conditions conducive to airframe icing, the airframe ice protection system must be activated prior to, and operated during, the following phases of flight:

(A) Takeoff climb after second segment,

(B) En route climb,

(C) Go-around climb,

(D) Holding,

(E) Maneuvering for approach and landing, and

(F) Any other operation at approach or holding airspeeds.

(ii) During any other phase of flight, the airframe ice protection system must be activated and operated at the first sign of ice formation anywhere on the airplane, unless the Airplane Flight Manual specifies that the airframe ice protection system should not be used or provides other operational instructions.

(iii) Any additional procedures for operation in conditions conducive to icing specified in the Airplane Flight Manual or in the manual required by § 121.133 must be initiated.

(b) If the procedures specified in paragraph (a)(3)(i) of this section are specifically prohibited in the Airplane Flight Manual, compliance must be shown with the requirements of paragraph (a)(1) or (2) of this section.

(c) Procedures necessary for safe operation of the airframe ice protection system must be established and documented in:

(1) The Airplane Flight Manual for airplanes that comply with paragraph (a)(1) or (2) of this section, or

(2) The Airplane Flight Manual or in the manual required by § 121.133 for airplanes that comply with paragraph (a)(3) of this section.

(d) Procedures for operation of the airframe ice protection system must include initial activation, operation after initial activation, and deactivation. Procedures for operation after initial activation of the ice protection system must address—

(1) Continuous operation,

(2) Automatic cycling,

(3) Manual cycling if the airplane is equipped with an ice detection system that alerts the flightcrew each time the ice protection system must be cycled, or

(4) Manual cycling based on a time interval if the airplane type is not equipped with features necessary to implement (d)(1)-(3) of this section.

(e) System installations used to comply with paragraph (a)(1) or (a)(2) of this section must be approved through an amended or supplemental type certificate in accordance with part 21 of this chapter.

§ 121.323

Instruments and equipment for operations at night.

No person may operate an airplane at night under this part unless it is equipped with the following instruments and equipment in addition to those required by §§ 121.305 through 121.321 and 121.803:

(a) Position lights.

(b) An anti-collision light.

(c) Two landing lights, except that only one landing light is required for nontransport category airplanes type certificated after December 31, 1964.

(d) Instrument lights providing enough light to make each required instrument, switch, or similar instrument, easily readable and installed so that the direct rays are shielded from the flight crewmembers' eyes and that no objectionable reflections are visible to them. There must be a means of controlling the intensity of illumination unless it is shown that nondimming instrument lights are satisfactory.

(e) An airspeed-indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(f) A sensitive altimeter.

§ 121.325

Instruments and equipment for operations under IFR or over-the-top.

No person may operate an airplane under IFR or over-the-top conditions under this part unless it is equipped with the following instruments and equipment, in addition to those required by §§ 121.305 through 121.321 and 121.803:

(a) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(b) A sensitive altimeter.

(c) Instrument lights providing enough light to make each required instrument, switch, or similar instrument, easily readable and so installed that the direct rays are shielded from the flight crewmembers' eyes and that no objectionable reflections are visible to them, and a means of controlling the intensity of illumination unless it is shown that nondimming instrument lights are satisfactory.

§ 121.327

Supplemental oxygen: Reciprocating engine powered airplanes.

(a) General. Except where supplemental oxygen is provided in accordance with § 121.331, no person may operate an airplane unless supplemental oxygen is furnished and used as set forth in paragraphs (b) and (c) of this section. The amount of supplemental oxygen required for a particular operation is determined on the basis of flight altitudes and flight duration, consistent with the operation procedures established for each operation and route.

(b) Crewmembers. (1) At cabin pressure altitudes above 10,000 feet up to and including 12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and must be provided for other crewmembers, for that part of the flight at those altitudes that is of more than 30 minutes duration.

(2) At cabin pressure altitudes above 12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and must be provided for other crewmembers, during the entire flight time at those altitudes.

(3) When a flight crewmember is required to use oxygen, he must use it continuously, except when necessary to remove the oxygen mask or other dispenser in connection with his regular duties. Standby crewmembers who are on call or are definitely going to have flight deck duty before completing the flight must be provided with an amount of supplemental oxygen equal to that provided for crewmembers on duty other than on flight deck duty. If a standby crewmember is not on call and will not be on flight deck duty during the remainder of the flight, he is considered to be a passenger for the purposes of supplemental oxygen requirements.

(c) Passengers. Each certificate holder shall provide a supply of oxygen, approved for passenger safety, in accordance with the following:

(1) For flights of more than 30 minutes duration at cabin pressure altitudes above 8,000 feet up to and including 14,000 feet, enough oxygen for 30 minutes for 10 percent of the passengers.

(2) For flights at cabin pressure altitudes above 14,000 feet up to and including 15,000 feet, enough oxygen for that part of the flight at those altitudes for 30 percent of the passengers.

(3) For flights at cabin pressure altitudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.

(d) For the purposes of this subpart cabin pressure altitude means the pressure altitude corresponding with the pressure in the cabin of the airplane, and flight altitude means the altitude above sea level at which the airplane is operated. For airplanes without pressurized cabins, “cabin pressure altitude” and “flight altitude” mean the same thing.

§ 121.329

Supplemental oxygen for sustenance: Turbine engine powered airplanes.

(a) General. When operating a turbine engine powered airplane, each certificate holder shall equip the airplane with sustaining oxygen and dispensing equipment for use as set forth in this section:

(1) The amount of oxygen provided must be at least the quantity necessary to comply with paragraphs (b) and (c) of this section.

(2) The amount of sustaining and first-aid oxygen required for a particular operation to comply with the rules in this part is determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route.

(3) The requirements for airplanes with pressurized cabins are determined on the basis of cabin pressure altitude and the assumption that a cabin pressurization failure will occur at the altitude or point of flight that is most critical from the standpoint of oxygen need, and that after the failure the airplane will descend in accordance with the emergency procedures specified in the Airplane Flight Manual, without exceeding its operating limitations, to a flight altitude that will allow successful termination of the flight.

(4) Following the failure, the cabin pressure altitude is considered to be the same as the flight altitude unless it is shown that no probable failure of the cabin or pressurization equipment will result in a cabin pressure altitude equal to the flight altitude. Under those circumstances, the maximum cabin pressure altitude attained may be used as a basis for certification or determination of oxygen supply, or both.

(b) Crewmembers. Each certificate holder shall provide a supply of oxygen for crewmembers in accordance with the following:

(1) At cabin pressure altitudes above 10,000 feet, up to and including 12,000 feet, oxygen must be provided for and used by each member of the flight crew on flight deck duty and must be provided for other crewmembers for that part of the flight at those altitudes that is of more than 30 minutes duration.

(2) At cabin pressure altitudes above 12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and must be provided for other crewmembers during the entire flight at those altitudes.

(3) When a flight crewmember is required to use oxygen, he must use it continuously except when necessary to remove the oxygen mask or other dispenser in connection with his regular duties. Standby crewmembers who are on call or are definitely going to have flight deck duty before completing the flight must be provided with an amount of supplemental oxygen equal to that provided for crewmembers on duty other than on flight duty. If a standby crewmember is not on call and will not be on flight deck duty during the remainder of the flight, he is considered to be a passenger for the purposes of supplemental oxygen requirements.

(c) Passengers. Each certificate holder shall provide a supply of oxygen for passengers in accordance with the following:

(1) For flights at cabin pressure altitudes above 10,000 feet, up to and including 14,000 feet, enough oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10 percent of the passengers.

(2) For flights at cabin pressure altitudes above 14,000 feet, up to and including 15,000 feet, enough oxygen for that part of the flight at those altitudes for 30 percent of the passengers.

(3) For flights at cabin pressure altitudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.

§ 121.331

Supplemental oxygen requirements for pressurized cabin airplanes: Reciprocating engine powered airplanes.

(a) When operating a reciprocating engine powered airplane pressurized cabin, each certificate holder shall equip the airplane to comply with paragraphs (b) through (d) of this section in the event of cabin pressurization failure.

(b) For crewmembers. When operating at flight altitudes above 10,000 feet, the certificate holder shall provide enough oxygen for each crewmember for the entire flight at those altitudes and not less than a two-hour supply for each flight crewmember on flight deck duty. The required two hours supply is that quantity of oxygen necessary for a constant rate of descent from the airplane's maximum certificated operating altitude to 10,000 feet in ten minutes and followed by 110 minutes at 10,000 feet. The oxygen required by § 121.337 may be considered in determining the supplemental breathing supply required for flight crewmembers on flight deck duty in the event of cabin pressurization failure.

(c) For passengers. When operating at flight altitudes above 8,000 feet, the certificate holder shall provide oxygen as follows:

(1) When an airplane is not flown at a flight altitude above flight level 250, enough oxygen for 30 minutes for 10 percent of the passengers, if at any point along the route to be flown the airplane can safely descend to a flight altitude of 14,000 feet or less within four minutes.

(2) If the airplane cannot descend to a flight altitude of 14,000 feet or less within four minutes, the following supply of oxygen must be provided:

(i) For that part of the flight that is more than four minutes duration at flight altitudes above 15,000 feet, the supply required by § 121.327(c)(3).

(ii) For that part of the flight at flight altitudes above 14,000 feet, up to and including 15,000 feet, the supply required by § 121.327(c)(2).

(iii) For flight at flight altitudes above 8,000 feet up to and including 14,000 feet, enough oxygen for 30 minutes for 10 percent of the passengers.

(3) When an airplane is flown at a flight altitude above flight level 250, enough oxygen for 30 minutes for 10 percent of the passengers for the entire flight (including emergency descent) above 8,000 feet, up to and including 14,000 feet, and to comply with § 121.327(c) (2) and (3) for flight above 14,000 feet.

(d) For the purposes of this section it is assumed that the cabin pressurization failure occurs at a time during flight that is critical from the standpoint of oxygen need and that after the failure the airplane will descend, without exceeding its normal operating limitations, to flight altitudes allowing safe flight with respect to terrain clearance.

§ 121.333

Supplemental oxygen for emergency descent and for first aid; turbine engine powered airplanes with pressurized cabins.

(a) General. When operating a turbine engine powered airplane with a pressurized cabin, the certificate holder shall furnish oxygen and dispensing equipment to comply with paragraphs (b) through (e) of this section in the event of cabin pressurization failure.

(b) Crewmembers. When operating at flight altitudes above 10,000 feet, the certificate holder shall supply enough oxygen to comply with § 121.329, but not less than a two-hour supply for each flight crewmember on flight deck duty. The required two hours supply is that quantity of oxygen necessary for a constant rate of descent from the airplane's maximum certificated operating altitude to 10,000 feet in ten minutes and followed by 110 minutes at 10,000 feet. The oxygen required in the event of cabin pressurization failure by § 121.337 may be included in determining the supply required for flight crewmembers on flight deck duty.

(c) Use of oxygen masks by flight crewmembers. (1) When operating at flight altitudes above flight level 250, each flight crewmember on flight deck duty must be provided with an oxygen mask so designed that it can be rapidly placed on his face from its ready position, properly secured, sealed, and supplying oxygen upon demand; and so designed that after being placed on the face it does not prevent immediate communication between the flight crewmember and other crewmembers over the airplane intercommunication system. When it is not being used at flight altitudes above flight level 250, the oxygen mask must be kept in condition for ready use and located so as to be within the immediate reach of the flight crewmember while at his duty station.

(2) When operating at flight altitudes above flight level 250, one pilot at the controls of the airplane shall at all times wear and use an oxygen mask secured, sealed, and supplying oxygen, in accordance with the following:

(i) The one pilot need not wear and use an oxygen mask at or below the following flight levels if each flight crewmember on flight deck duty has a quick-donning type of oxygen mask that the certificate holder has shown can be placed on the face from its ready position, properly secured, sealed, and supplying oxygen upon demand, with one hand and within five seconds:

(A) For airplanes having a passenger seat configuration of more than 30 seats, excluding any required crewmember seat, or a payload capacity of more than 7,500 pounds, at or below flight level 410.

(B) For airplanes having a passenger seat configuration of less than 31 seats, excluding any required crewmember seat, and a payload capacity of 7,500 pounds or less, at or below flight level 350.

(ii) Whenever a quick-donning type of oxygen mask is to be used under this section, the certificate holder shall also show that the mask can be put on without disturbing eye glasses and without delaying the flight crewmember from proceeding with his assigned emergency duties. The oxygen mask after being put on must not prevent immediate communication between the flight crewmember and other crewmembers over the airplane intercommunication system.

(3) Notwithstanding paragraph (c)(2) of this section, if for any reason at any time it is necessary for one pilot to leave his station at the controls of the airplane when operating at flight altitudes above flight level 410, the remaining pilot at the controls shall put on and use his oxygen mask until the other pilot has returned to his duty station.

(4) Before the takeoff of a flight, each flight crewmember shall personally preflight his oxygen equipment to insure that the oxygen mask is functioning, fitted properly, and connected to appropriate supply terminals, and that the oxygen supply and pressure are adequate for use.

(d) Use of portable oxygen equipment by cabin attendants. After November 28, 2005 each mask used for portable oxygen equipment must be connected to its oxygen supply. Above flight level 250, one of the following is required:

(1) Each attendant shall carry portable oxygen equipment with a 15 minute supply of oxygen; or

(2) There must be sufficient portable oxygen equipment (including masks and spare outlets) distributed throughout the cabin so that such equipment is immediately available to each attendant, regardless of their location in the cabin; or

(3) There are sufficient spare outlets and masks distributed throughout the cabin to ensure immediate availability of oxygen to each cabin attendant, regardless of their location in the cabin.

(e) Passenger cabin occupants. When the airplane is operating at flight altitudes above 10,000 feet, the following supply of oxygen must be provided for the use of passenger cabin occupants:

(1) When an airplane certificated to operate at flight altitudes up to and including flight level 250, can at any point along the route to be flown, descend safely to a flight altitude of 14,000 feet or less within four minutes, oxygen must be available at the rate prescribed by this part for a 30-minute period for at least 10 percent of the passenger cabin occupants.

(2) When an airplane is operated at flight altitudes up to and including flight level 250 and cannot descend safely to a flight altitude of 14,000 feet within four minutes, or when an airplane is operated at flight altitudes above flight level 250, oxygen must be available at the rate prescribed by this part for not less than 10 percent of the passenger cabin occupants for the entire flight after cabin depressurization, at cabin pressure altitudes above 10,000 feet up to and including 14,000 feet and, as applicable, to allow compliance with § 121.329(c) (2) and (3), except that there must be not less than a 10-minute supply for the passenger cabin occupants.

(3) For first-aid treatment of occupants who for physiological reasons might require undiluted oxygen following descent from cabin pressure altitudes above flight level 250, a supply of oxygen in accordance with the requirements of § 25.1443(d) must be provided for two percent of the occupants for the entire flight after cabin depressurization at cabin pressure altitudes above 8,000 feet, but in no case to less than one person. An appropriate number of acceptable dispensing units, but in no case less than two, must be provided, with a means for the cabin attendants to use this supply.

(f) Passenger briefing. Before flight is conducted above flight level 250, a crewmember shall instruct the passengers on the necessity of using oxygen in the event of cabin depressurization and shall point out to them the location and demonstrate the use of the oxygen-dispensing equipment.

§ 121.335

Equipment standards.

(a) Reciprocating engine powered airplanes. The oxygen apparatus, the minimum rates of oxygen flow, and the supply of oxygen necessary to comply with § 121.327 must meet the standards established in section 4b.651 of the Civil Air Regulations as in effect on July 20, 1950, except that if the certificate holder shows full compliance with those standards to be impracticable, the Administrator may authorize any change in those standards that he finds will provide an equivalent level of safety.

(b) Turbine engine powered airplanes. The oxygen apparatus, the minimum rate of oxygen flow, and the supply of oxygen necessary to comply with §§ 121.329 and 121.333 must meet the standards established in section 4b.651 of the Civil Air Regulations as in effect on September 1, 1958, except that if the certificate holder shows full compliance with those standards to be impracticable, the Administrator may authorize any changes in those standards that he finds will provide an equivalent level of safety.

§ 121.337

Protective breathing equipment.

(a) The certificate holder shall furnish approved protective breathing equipment (PBE) meeting the equipment, breathing gas, and communication requirements contained in paragraph (b) of this section.

(b) Pressurized and nonpressurized cabin airplanes. Except as provided in paragraph (f) of this section, no person may operate an airplane unless protective breathing equipment meeting the requirements of this section is provided as follows:

(1) General. The equipment must protect the flightcrew from the effects of smoke, carbon dioxide or other harmful gases or an oxygen deficient environment caused by other than an airplane depressurization while on flight deck duty and must protect crewmembers from the above effects while combatting fires on board the airplane.

(2) The equipment must be inspected regularly in accordance with inspection guidelines and the inspection periods established by the equipment manufacturer to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes. The inspection periods may be changed upon a showing by the certificate holder that the changes would provide an equivalent level of safety.

(3) That part of the equipment protecting the eyes must not impair the wearer's vision to the extent that a crewmember's duties cannot be accomplished and must allow corrective glasses to be worn without impairment of vision or loss of the protection required by paragraph (b)(1) of this section.

(4) The equipment, while in use, must allow the flightcrew to communicate using the airplane radio equipment and to communicate by interphone with each other while at their assigned duty stations. The equipment, while in use, must also allow crewmember interphone communications between each of two flight crewmember stations in the pilot compartment and at least one normal flight attendant station in each passenger compartment.

(5) The equipment, while in use, must allow any crewmember to use the airplane interphone system at any of the flight attendant stations referred to in paragraph (b)(4) of this section.

(6) The equipment may also be used to meet the supplemental oxygen requirements of this part provided it meets the oxygen equipment standards of § 121.335 of this part.

(7) Protective breathing gas duration and supply system equipment requirements are as follows:

(i) The equipment must supply breathing gas for 15 minutes at a pressure altitude of 8,000 feet for the following:

(A) Flight crewmembers while performing flight deck duties; and

(B) Crewmembers while combatting an in-flight fire.

(ii) The breathing gas system must be free from hazards in itself, in its method of operation, and in its effect upon other components.

(iii) For breathing gas systems other than chemical oxygen generators, there must be a means to allow the crew to readily determine, during the equipment preflight described in paragraph (c) of this section, that the gas supply is fully charged.

(iv) For each chemical oxygen generator, the supply system equipment must meet the requirements of § 25.1450 (b) and (c) of this chapter.

(8) Smoke and fume protection. Protective breathing equipment with a fixed or portable breathing gas supply meeting the requirements of this section must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crewmember at his or her assigned duty station.

(9) Fire combatting. Except for nontransport category airplanes type certificated after December 31, 1964, protective breathing equipment with a portable breathing gas supply meeting the requirements of this section must be easily accessible and conveniently located for immediate use by crewmembers in combatting fires as follows:

(i) One PBE is required for each hand fire extinguisher located for use in a galley other than a galley located in a passenger, cargo, or crew compartment.

(ii) One on the flight deck, except that the Administrator may authorize another location for this PBE if special circumstances exist that make compliance impractical and the proposed deviation would provide an equivalent level of safety.

(iii) In each passenger compartment, one for each hand fire extinguisher required by § 121.309 of this part, to be located within 3 feet of each required hand fire extinguisher, except that the Administrator may authorize a deviation allowing locations of PBE more than 3 feet from required hand fire extinguisher locations if special circumstances exist that make compliance impractical and if the proposed deviation provides an equivalent level of safety.

(c) Equipment preflight. (1) Before each flight, each item of PBE at flight crewmember duty stations must be checked by the flight crewmember who will use the equipment to ensure that the equipment—

(i) For other than chemical oxygen generator systems, is functioning, is serviceable, fits properly (unless a universal-fit type), and is connected to supply terminals and that the breathing gas supply and pressure are adequate for use; and

(ii) For chemical oxygen generator systems, is serviceable and fits properly (unless a universal-fit type).

(2) Each item of PBE located at other than a flight crewmember duty station must be checked by a designated crewmember to ensure that each is properly stowed and serviceable, and, for other than chemical oxygen generator systems, the breathing gas supply is fully charged. Each certificate holder, in its operations manual, must designate at least one crewmember to perform those checks before he or she takes off in that airplane for his or her first flight of the day.

§ 121.339

Emergency equipment for extended over-water operations.

(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 airplane in extended overwater operations without having on the airplane the following equipment:

(1) A life preserver equipped with an approved survivor locator light, for each occupant of the airplane.

(2) Enough life rafts (each equipped with an approved survivor locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the airplane in the event of a loss of one raft of the largest rated capacity.

(3) At least one pyrotechnic signaling device for each life raft.

(4) An approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is 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.

(b) The required life rafts, life preservers, and survival type emergency locator transmitter must be easily accessible in the event of a ditching without appreciable time for preparatory procedures. This equipment must be installed in conspicuously marked, approved locations.

(c) A survival kit, appropriately equipped for the route to be flown, must be attached to each required life raft.

§ 121.340

Emergency flotation means.

(a) Except as provided in paragraph (b) of this section, no person may operate an airplane in any overwater operation unless it is equipped with life preservers in accordance with § 121.339(a)(1) or with an approved flotation means for each occupant. This means must be within easy reach of each seated occupant and must be readily removable from the airplane.

(b) Upon application by the air carrier or commercial operator, the Administrator may approve the operation of an airplane over water without the life preservers or flotation means required by paragraph (a) of this section, if the air carrier or commercial operator shows that the water over which the airplane is to be operated is not of such size and depth that life preservers or flotation means would be required for the survival of its occupants in the event the flight terminates in that water.

§ 121.341

Equipment for operations in icing conditions.

(a) Except as permitted in paragraph (c)(2) of this section, unless an airplane is type certificated under the transport category airworthiness requirements relating to ice protection, or unless an airplane is a non-transport category airplane type certificated after December 31, 1964, that has the ice protection provisions that meet section 34 of appendix A of part 135 of this chapter, no person may operate an airplane in icing conditions unless it is equipped with means for the prevention or removal of ice on windshields, wings, empennage, propellers, and other parts of the airplane where ice formation will adversely affect the safety of the airplane.

(b) No person may operate an airplane in icing conditions at night unless means are provided for illuminating or otherwise determining the formation of ice on the parts of the wings that are critical from the standpoint of ice accumulation. Any illuminating that is used must be of a type that will not cause glare or reflection that would handicap crewmembers in the performance of their duties.

(c) Non-transport category airplanes type certificated after December 31, 1964. Except for an airplane that has ice protection provisions that meet section 34 of appendix A of part 135 of this chapter, or those for transport category airplane type certification, no person may operate—

(1) Under IFR into known or forecast light or moderate icing conditions;

(2) Under VFR into known light or moderate icing conditions; unless the airplane has functioning deicing anti-icing equipment protecting each propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system; or

(3) Into known or forecast severe icing conditions.

(d) 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 paragraph (c) of this section based on forecast conditions do not apply.

§ 121.342

Pitot heat indication systems.

No person may operate a transport category airplane or, after December 20, 1999, a nontransport category airplane type certificated after December 31, 1964, that is equipped with a flight instrument pitot heating system unless the airplane is also equipped with an operable pitot heat indication system that complies § 25.1326 of this chapter in effect on April 12, 1978.

§ 121.343

Flight data recorders.

(a) Except as provided in paragraphs (b), (c), (d), (e), and (f) of this section, no person may operate a large airplane that is certificated for operations above 25,000 feet altitude or is turbine-engine powered unless it is equipped with one or more approved flight recorders that record data from which the following may be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading; and

(6) Time of each radio transmission either to or from air traffic control.

(b) No person may operate a large airplane type certificated up to and including September 30, 1969, for operations above 25,000 feet altitude, or a turbine-engine powered airplane certificated before the same date, unless it is equipped before May 26, 1989 with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading; and

(6) Time of each radio transmission either to or from air traffic control.

(c) Except as provided in paragraph (l) of this section, no person may operate an airplane specified in paragraph (b) of this section unless it is equipped, before May 26, 1995, with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading;

(6) Time of each radio transmission either to or from air traffic control;

(7) Pitch attitude;

(8) Roll attitude;

(9) Longitudinal acceleration;

(10) Control column or pitch control surface position; and

(11) Thrust of each engine.

(d) No person may operate an airplane specified in paragraph (b) of this section that is manufactured after May 26, 1989, as well as airplanes specified in paragraph (a) of this section that have been type certificated after September 30, 1969, unless it is equipped with one or more approved flight recorders that utlitize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading;

(6) Time of each radio transmission either to or from air traffic control;

(7) Pitch attitude;

(8) Roll attitude;

(9) Longitudinal acceleration;

(10) Pitch trim position;

(11) Control column or pitch control surface position;

(12) Control wheel or lateral control surface position;

(13) Rudder pedal or yaw control surface position;

(14) Thrust of each engine;

(15) Position of each thrust reverser;

(16) Trailing edge flap or cockpit flap control position; and

(17) Leading edge flap or cockpit flap control position.

For the purpose of this section, manufactured means the point in time at which the airplane inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data.

(e) After October 11, 1991, no person may operate a large airplane equipped with a digital data bus and ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. Any parameters specified in appendix B of this part that are available on the digital data bus must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(f) After October 11, 1991, no person may operate an airplane specified in paragraph (b) of this section that is manufactured after October 11, 1991, nor an airplane specified in paragraph (a) of this section that has been type certificated after September 30, 1969, and manufactured after October 11, 1991, unless it is equipped with one or more flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The parameters specified in appendix B of this part must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(g) Whenever a flight recorder required by this section is installed, it must be operated continuously from the instant the airplane begins the takeoff roll until it has completed the landing roll at an airport.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed in paragraph (a), (b), (c), or (d) of this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in § 121.359(a). A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

(i) In the event of an accident or occurrence that requires immediate notification of the National Transportation Safety Board under part 830 of its regulations and that results in termination of the flight, the certificate holder shall remove the recording media from the airplane and keep the recorded data required by paragraph (a), (b), (c), or (d) of this section, as appropriate, for at least 60 days or for a longer period upon the request of the Board or the Administrator.

(j) Each flight recorder required by this section must be installed in accordance with the requirements of § 25.1459 of this chapter in effect on August 31, 1977. The correlation required by § 25.1459(c) of this chapter need be established only on one airplane of any group of airplanes—

(1) That are of the same type;

(2) On which the model flight recorder and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those 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.

(k) Each flight recorder required by this section that records the data specified in paragraph (a), (b), (c), or (d) of this section, as appropriate, must have an approved device to assist in locating that recorder under water.

(l) No person may operate an airplane specified in paragraph (b) of this section that meets the Stage 2 noise levels of part 36 of this chapter and is subject to § 91.801(c) of this chapter unless it is equipped with one or more approved flight data recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The information specified in paragraphs (c)(1) through (c)(11) of this section must be able to be determined within the ranges, accuracies and recording intervals specified in appendix B of this part. In addition—

(1) This flight data recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of service for 4 or more days.

(2) By June 23, 1994, each carrier must submit to the FAA Flight Standards Service, Air Transportation Division (AFS-200), documentation listing those airplanes covered under this paragraph and evidence that it has ordered a sufficient number of flight data recorders to meet the May 26, 1995, compliance date for all aircraft on that list.

(3) After May 26, 1994, any aircraft that is modified to meet Stage 3 noise levels must have the flight data recorder described in paragraph (c) of this section installed before operating under this part.

(m) After August 20, 2001, this section applies only to the airplane models listed in § 121.344(l)(2). All other airplanes must comply with the requirements of § 121.344, as applicable.

§ 121.344

Digital flight data recorders for transport category airplanes.

(a) Except as provided in paragraph (l) of this section, no person may operate under this part a turbine-engine-powered transport category airplane unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The operational parameters required to be recorded by digital flight data recorders required by this section are as follows: The phrase “when an information source is installed” following a parameter indicates that recording of that parameter is not intended to require a change in installed equipment:

(1) Time;

(2) Pressure altitude;

(3) Indicated airspeed;

(4) Heading—primary flight crew reference (if selectable, record discrete, true or magnetic);

(5) Normal acceleration (Vertical);

(6) Pitch attitude;

(7) Roll attitude;

(8) Manual radio transmitter keying, or CVR/DFDR synchronization reference;

(9) Thrust/power of each engine—primary flight crew reference;

(10) Autopilot engagement status;

(11) Longitudinal acceleration;

(12) Pitch control input;

(13) Lateral control input;

(14) Rudder pedal input;

(15) Primary pitch control surface position;

(16) Primary lateral control surface position;

(17) Primary yaw control surface position;

(18) Lateral acceleration;

(19) Pitch trim surface position or parameters of paragraph (a)(82) of this section if currently recorded;

(20) Trailing edge flap or cockpit flap control selection (except when parameters of paragraph (a)(85) of this section apply);

(21) Leading edge flap or cockpit flap control selection (except when parameters of paragraph (a)(86) of this section apply);

(22) Each Thrust reverser position (or equivalent for propeller airplane);

(23) Ground spoiler position or speed brake selection (except when parameters of paragraph (a)(87) of this section apply);

(24) Outside or total air temperature;

(25) Automatic Flight Control System (AFCS) modes and engagement status, including autothrottle;

(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 M 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;

(88) All cockpit flight control input forces (control wheel, control column, rudder pedal);

(89) Yaw damper status;

(90) Yaw damper command; and

(91) Standby rudder valve status.

(b) For all turbine-engine powered transport category airplanes manufactured on or before October 11, 1991, by August 20, 2001.

(1) For airplanes not equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the parameters listed in paragraphs (a)(1) through (a)(18) of this section must be recorded within the ranges and accuracies specified in Appendix B of this part, and—

(i) For airplanes with more than two engines, the parameter described in paragraph (a)(18) is not required unless sufficient capacity is available on the existing recorder to record that parameter;

(ii) Parameters listed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(2) For airplanes that were equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the parameters listed in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, and recording intervals specified in Appendix M of this part. Parameters listed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(3) The approved flight recorder required by this section must be installed at the earliest time practicable, but no later than the next heavy maintenance check after August 18, 1999 and no later than August 20, 2001. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service for 4 or more days and is scheduled to include access to major structural components.

(c) For all turbine-engine powered transport category airplanes manufactured on or before October 11, 1991—

(1) That were equipped as of July 16, 1996, with one or more digital data bus(es) and an ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent, the parameters specified in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system (DFDAU or equivalent and the DFDR), all additional parameters for which information sources are installed and which are connected to the recording system must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001.

(3) That were subject to § 121.343(e) of this part, all conditions of § 121.343(e) must continue to be met until compliance with paragraph (c)(1) of this section is accomplished.

(d) For all turbine-engine-powered transport category airplanes that were manufactured after October 11, 1991—

(1) The parameters listed in paragraph (a)(1) through (a)(34) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system, 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 M of this part by August 20, 2001.

(e) For all turbine-engine-powered transport category airplanes that are manufactured after August 18, 2000—

(1) The parameters listed in paragraph (a)(1) through (57) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M 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 M of this part.

(3) In addition to the requirements of paragraphs (e)(1) and (e)(2) of this section, all Boeing 737 model airplanes must also comply with the requirements of paragraph (n) of this section, as applicable.

(f) For all turbine-engine-powered transport category airplanes manufactured after August 19, 2002—

(1) The parameters listed in paragraphs (a)(1) through (a)(88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in appendix M to this part.

(2) In addition to the requirements of paragraphs (f)(1) of this section, all Boeing 737 model airplanes must also comply with the requirements of paragraph (n) of this section.

(g) Whenever a flight data recorder required by this section is installed, it must be operated continuously from the instant the airplane begins its takeoff roll until it has completed its landing roll.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed by this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in § 121.359(a) of this part. A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

(i) In the event of an accident or occurrence that requires immediate notification of the National Transportation Safety Board under 49 CFR 830 of its regulations and that results in termination of the flight, the certificate holder shall remove the recorder from the airplane and keep the recorder data prescribed by this section, as appropriate, for at least 60 days or for a longer period upon the request of the Board or the Administrator.

(j) Each flight data recorder system required by this section must be installed in accordance with the requirements of § 25.1459(a) (except paragraphs (a)(3)(ii) and (a)(7)), (b), (d) and (e) of this chapter. A correlation must be established between the values recorded by the flight data recorder and the corresponding values being measured. The correlation must contain a sufficient number of correlation points to accurately establish the conversion from the recorded values to engineering units or discrete state over the full operating range of the parameter. Except for airplanes having separate altitude and airspeed sensors that are an integral part of the flight data recorder system, a single correlation may be established for any group of airplanes—

(1) That are of the same type;

(2) On which the flight recorder system and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Documentation sufficient to convert recorded data into the engineering units and discrete values specified in the applicable appendix must be maintained by the certificate holder.

(k) Each flight data recorder required by this section must have an approved device to assist in locating that recorder under water.

(l) The following airplanes that were manufactured before August 18, 1997 need not comply with this section, but must continue to comply with applicable paragraphs of § 121.343 of this chapter, as appropriate:

(1) Airplanes that meet the State 2 noise levels of part 36 of this chapter and are subject to § 91.801(c) of this chapter, until January 1, 2000. On and after January 1, 2000, any Stage 2 airplane otherwise allowed to be operated under Part 91 of this chapter must comply with the applicable flight data recorder requirements of this section for that airplane.

(2) British Aerospace 1-11, General Dynamics Convair 580, General Dynamics Convair 600, General Dynamics Convair 640, deHavilland Aircraft Company Ltd. DHC-7, Fairchild Industries FH 227, Fokker F-27 (except Mark 50), F-28 Mark 1000 and Mark 4000, Gulfstream Aerospace G-159, Jetstream 4100 Series, Lockheed Aircraft Corporation Electra 10-A, Lockheed Aircraft Corporation Electra 10-B, Lockheed Aircraft Corporation Electra 10-E, Lockheed Aircraft Corporation Electra L-188, Lockheed Martin Model 382 (L-100) Hercules, Maryland Air Industries, Inc. F27, Mitsubishi Heavy Industries, Ltd. YS-11, Short Bros. Limited SD3-30, Short Bros. Limited SD3-60.

(m) All aircraft subject to the requirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

(1) Meets the requirements of § 25.1459(a)(3), (a)(7), and (a)(8) of this chapter; and

(2) Retains the 25 hours of recorded information required in paragraph (h) of this section using a recorder that meets the standards of TSO-C124a, or later revision.

(n) In addition to all other applicable requirements of this section, all Boeing 737 model airplanes manufactured after August 18, 2000 must record the parameters listed in paragraphs (a)(88) through (a)(91) of this section within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M to this part. Compliance with this paragraph is required no later than February 2, 2011.

§ 121.344a

Digital flight data recorders for 10-19 seat airplanes.

(a) Except as provided in paragraph (f) of this section, no person may operate under this part a turbine-engine-powered airplane having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that was brought onto the U.S. register after, or was registered outside the United States and added to the operator's U.S. operations specifications after, October 11, 1991, 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. On or before August 20, 2001, airplanes brought onto the U.S. register after October 11, 1991, must comply with either the requirements in this section or the applicable paragraphs in § 135.152 of this chapter. In addition, by August 20, 2001.

(1) The parameters listed in §§ 121.344(a)(1) through 121.344(a)(18) of this part must be recorded with the ranges, accuracies, and resolutions specified in Appendix B of part 135 of this chapter, except that—

(i) Either the parameter listed in § 121.344 (a)(12) or (a)(15) of this part must be recorded; either the parameters listed in § 121.344(a)(13) or (a)(16) of this part must be recorded; and either the parameter listed in § 121.344(a)(14) or (a)(17) of this part must be recorded.

(ii) For airplanes with more than two engines, the parameter described in § 121.344(a)(18) of this part must also be recorded if sufficient capacity is available on the existing recorder to record that parameter;

(iii) Parameters listed in §§ 121.344(a)(12) through 121.344(a)(17) of this part each may be recorded from a single source;

(iv) Any parameter for which no value is contained in Appendix B of part 135 of this chapter must be recorded within the ranges, accuracies, and resolutions specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system (FDAU or equivalent and the DFDR), the parameters listed in §§ 121.344(a)(19) through 121.344(a)(22) of this part also must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix B of part 135 of this chapter.

(3) The approved flight recorder required by this section must be installed as soon as practicable, but no later than the next heavy maintenance check or equivalent after August 18, 1999. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service for 4 more days and is scheduled to include access to major structural components.

(b) For a turbine-engine-powered airplanes having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that are manufactured after August 18, 2000.

(1) The parameters listed in §§ 121.344(a)(1) through 121.344(a)(57) of this part, must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system, all additional parameters listed in § 121.344(a) of this part 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 M of this part by August 20, 2001.

(c) For all turbine-engine-powered airplanes having a passenger seating configuration, excluding any required crewmember seats, of 10 to 19 seats, that are manufactured after August 19, 2002, the parameters listed in § 121.344(a)(1) through (a)(88) of this part must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(d) Each flight data recorder system required by this section must be installed in accordance with the requirements of § 23.1459(a) (except paragraphs (a)(3)(ii) and (6)), (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. A single correlation may be established for any group of airplanes—

(1) That are of the same type;

(2) On which the flight recorder system and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Correlation documentation must be maintained by the certificate holder.

(e) All airplanes subject to this section are also subject to the requirements and exceptions stated in § 121.344(g) through (k) and § 121.346.

(f) For airplanes that were manufactured before August 18, 1997, the following airplane types need not comply with this section, but must continue to comply with applicable paragraphs of § 135.152 of this chapter, as appropriate: Beech Aircraft-99 Series, Beech Aircraft 1300, Beech Aircraft 1900C, Construcciones Aeronauticas, S.A. (CASA) C-212, deHavilland DHC-6, Dornier 228, HS-748, Embraer EMB 110, Jetstream 3101, Jetstream 3201, Fairchild Aircraft SA-226, Fairchild Metro SA-227.

(g) All airplanes subject to the requirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

(1) Meets the requirements in § 23.1459(a)(3), (a)(6), and (a)(7) or § 25.1459(a)(3), (a)(7), and (a)(8) of this chapter, as applicable; and

(2) Retains the 25 hours of recorded information required in § 121.344(g) using a recorder that meets the standards of TSO-C124a, or later revision.

§ 121.345

Radio equipment.

(a) No person may operate an airplane unless it is equipped with radio equipment required for the kind of operation being conducted.

(b) Where two independent (separate and complete) radio systems are required by §§ 121.347 and 121.349, each system must have an independent antenna installation except that, where rigidly supported nonwire antennas or other antenna installations of equivalent reliability are used, only one antenna is required.

(c) ATC transponder equipment installed within the time periods indicated below must meet the performance and environmental requirements of the following TSO's:

(1) Through January 1, 1992: (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) After January 1, 1992: 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.

§ 121.346

Flight data recorders: filtered data.

(a) A flight data signal is filtered when an original sensor signal has been changed in any way, other than changes necessary to:

(1) Accomplish analog to digital conversion of the signal;

(2) Format a digital signal to be DFDR compatible; or

(3) Eliminate a high frequency component of a signal that is outside the operational bandwidth of the sensor.

(b) An original sensor signal for any flight recorder parameter required to be recorded under § 121.344 may be filtered only if the recorded signal value continues to meet the requirements of Appendix B or M of this part, as applicable.

(c) For a parameter described in § 121.344(a) (12) through (17), (42), or (88), or the corresponding parameter in Appendix B of this part, if the recorded signal value is filtered and does not meet the requirements of Appendix B or M of this part, as applicable, the certificate holder must:

(1) Remove the filtering and ensure that the recorded signal value meets the requirements of Appendix B or M of this part, as applicable; or

(2) Demonstrate by test and analysis that the original sensor signal value can be reconstructed from the recorded data. This demonstration requires that:

(i) The FAA determine that the procedure and the test results submitted by the certificate holder as its compliance with paragraph (c)(2) of this section are repeatable; and

(ii) The certificate holder maintains documentation of the procedure required to reconstruct the original sensor signal value. This documentation is also subject to the requirements of § 121.344(i).

(d) Compliance. Compliance is required as follows:

(1) No later than October 20, 2011, each operator must determine, for each airplane on its operations specifications, whether the airplane's DFDR system is filtering any of the parameters listed in paragraph (c) of this section. The operator must create a record of this determination for each airplane it operates, and maintain it as part of the correlation documentation required by § 121.344(j)(3) of this part.

(2) For airplanes that are not filtering any listed parameter, no further action is required unless the airplane's DFDR system is modified in a manner that would cause it to meet the definition of filtering on any listed parameter.

(3) For airplanes found to be filtering a parameter listed in paragraph (c) of this section, the operator must either:

(i) No later than April 21, 2014, remove the filtering; or

(ii) No later than April 22, 2013, submit the necessary procedure and test results required by paragraph (c)(2) of this section.

(4) After April 21, 2014, no aircraft flight data recording system may filter any parameter listed in paragraph (c) of this section that does not meet the requirements of Appendix B or M of this part, unless the certificate holder possesses test and analysis procedures and the test results that have been approved by the FAA. All records of tests, analysis and procedures used to comply with this section must be maintained as part of the correlation documentation required by § 121.344(j)(3) of this part.

§ 121.347

Communication and navigation equipment for operations under VFR over routes navigated by pilotage.

(a) No person may operate an airplane under VFR over routes that can be navigated by pilotage unless the airplane is equipped with the 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 by either of two independent systems. One of the means provided to comply with this subparagraph may be used to comply with paragraphs (a)(1) and (2) of this section.

(b) No person may operate an airplane at night under VFR over routes that can be navigated by pilotage unless that airplane is equipped with—

(1) 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.

§ 121.349

Communication and navigation equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over the top.

(a) Navigation equipment requirements—General. No person may conduct operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top, unless—

(1) The en route navigation aids necessary for navigating the airplane along the route (e.g., ATS routes, arrival and departure routes, and instrument approach procedures, including missed approach procedures if a missed approach routing is specified in the procedure) are available and suitable for use by the aircraft navigation systems required by this section;

(2) The airplane used in those operations is equipped with at least—

(i) Except as provided in paragraph (c) of this section, two approved independent navigation systems suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC;

(ii) One marker beacon receiver providing visual and aural signals; and

(iii) One ILS receiver; and

(3) Any RNAV system used to meet the navigation equipment requirements of this section is authorized in the certificate holder's operations specifications.

(b) Communication equipment requirements. No person may operate an airplane under VFR over routes that cannot be navigated by pilotage, and no person may operate an airplane under IFR or over the top, 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); and

(2) At least one of the communication systems required by paragraph (b)(1) of this section must have two-way voice communication capability.

(c) Use of a single independent navigation system for operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top. Notwithstanding the requirements of paragraph (a)(2)(i) of this section, the airplane may be equipped with a single independent navigation system suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC if:

(1) It can be shown that the airplane is equipped with at least one other independent navigation system suitable, in the event of loss of the navigation capability of the single independent navigation system permitted by this paragraph at any point along the route, for proceeding safely to a suitable airport and completing an instrument approach; and

(2) The airplane has sufficient fuel so that the flight may proceed safely to a suitable airport by use of the remaining navigation system, and complete an instrument approach and land.

(d) Use of VOR navigation equipment. If VOR navigation equipment is used to comply with paragraph (a) or (c) of this section, no person may operate an airplane unless it is equipped with at least one approved DME or suitable RNAV system.

(e) Additional communication system equipment requirements for operators subject to § 121.2. In addition to the requirements in paragraph (b) of this section, no person may operate an airplane having a passenger seat configuration of 10 to 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds or less, under IFR, over the top, 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.

§ 121.351

Communication and navigation equipment for extended over-water operations and for certain other operations.

(a) Except as provided in paragraph (c) of this section, no person may conduct an extended over-water operation unless the airplane is equipped with at least two independent long-range navigation systems and at least two independent long-range communication systems necessary under normal operating conditions to fulfill the following functions—

(1) Communicate with at least one appropriate station from any point on the route;

(2) Receive meteorological information from any point on the route by either of two independent communication systems. One of the communication systems used to comply with this paragraph may be used to comply with paragraphs (a)(1) and (a)(3) of this section; and

(3) At least one of the communication systems must have two-way voice communication capability.

(b) No certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska may conduct an operation without the equipment specified in paragraph (a) of this section, if the Administrator finds that equipment to be necessary for search and rescue operations because of the nature of the terrain to be flown over.

(c) Notwithstanding the requirements of paragraph (a) of this section, installation and use of a single LRNS and a single LRCS may be authorized by the Administrator and approved in the certificate holder's operations specifications for operations and routes in certain geographic areas. The following are among the operational factors the Administrator may consider in granting an authorization:

(1) The ability of the flightcrew 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.

§ 121.353

Emergency equipment for operations over uninhabited terrain areas: Flag, supplemental, and certain domestic operations.

Unless the airplane has the following equipment, no person may conduct a flag or supplemental operation or a domestic operation within the States of Alaska or Hawaii over an uninhabited area or any other area that (in its operations specifications) the Administrator specifies required equipment for search and rescue in case of an emergency:

(a) Suitable pyrotechnic signaling devices.

(b) An approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is 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.

(c) Enough survival kits, appropriately equipped for the route to be flown for the number of occupants of the airplane.

§ 121.354

Terrain awareness and warning system.

(a) Airplanes manufactured after March 29, 2002. No person may operate a turbine-powered airplane 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.

(b) Airplanes manufactured on or before March 29, 2002. No person may operate a turbine-powered airplane 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.

(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.

§ 121.355

Equipment for operations on which specialized means of navigation are used.

(a) No certificate holder may conduct an operation—

(1) Using Doppler Radar or an Inertial Navigation System outside the 48 contiguous States and the District of Columbia, unless such systems have been approved in accordance with appendix G to this part; or

(2) Using Doppler Radar or an Inertial Navigation System within the 48 contiguous States and the District of Columbia, or any other specialized means of navigation, unless it shows that an adequate airborne system is provided for the specialized navigation authorized for the particular operation.

(b) Notwithstanding paragraph (a) of this section, Doppler Radar and Inertial Navigation Systems, and the training programs, maintenance programs, relevant operations manual material, and minimum equipment lists prepared in accordance therewith, approved before April 29, 1972, are not required to be approved in accordance with that paragraph.

§ 121.356

Collision avoidance system.

Effective January 1, 2005, any airplane you operate under this part must be equipped and operated according to the following table:

§ 121.357

Airborne weather radar equipment requirements.

(a) No person may operate any transport category airplane (except C-46 type airplanes) or a nontransport category airplane certificated after December 31, 1964, unless approved airborne weather radar equipment has been installed in the airplane.

(b) [Reserved]

(c) Each person operating an airplane required to have approved airborne weather radar equipment installed shall, when using it under this part, operate it in accordance with the following:

(1) Dispatch. No person may dispatch an airplane (or begin the flight of an airplane in the case of a certificate holder, that does not use a dispatch system) 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, may reasonably be expected along the route to be flown, unless the airborne weather radar equipment is in satisfactory operating condition.

(2) If the airborne weather radar becomes inoperative en route, the airplane must be operated in accordance with the approved instructions and procedures specified in the operations manual for such an event.

(d) This section does not apply to airplanes used solely within the State of Hawaii or within the State of Alaska and that part of Canada west of longitude 130 degrees W, between latitude 70 degrees N, and latitude 53 degrees N, or during any training, test, or ferry flight.

(e) Notwithstanding any other provision of this chapter, an alternate electrical power supply is not required for airborne weather radar equipment.

§ 121.358

Low-altitude windshear system equipment requirements.

(a) Airplanes manufactured after January 2, 1991. No person may operate a turbine-powered airplane manufactured after January 2, 1991, unless it is equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems.

(b) Airplanes manufactured before January 3, 1991. Except as provided in paragraph (c) of this section, after January 2, 1991, no person may operate a turbine-powered airplane manufactured before January 3, 1991 unless it meets one of the following requirements as applicable.

(1) The makes/models/series listed below must be equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems:

(i) A-300-600;

(ii) A-310—all series;

(iii) A-320—all series;

(iv) B-737-300, 400, and 500 series;

(v) B-747-400;

(vi) B-757—all series;

(vii) B-767—all series;

(viii) F-100—all series;

(ix) MD-11—all series; and

(x) MD-80 series equipped with an EFIS and Honeywell-970 digital flight guidance computer.

(2) All other turbine-powered airplanes not listed above must be equipped with as a minimum requirement, an approved airborne windshear warning system. These airplanes may be equipped with an approved airborne windshear detection and avoidance system, or an approved combination of these systems.

(c) Extension of the compliance date. A certificate holder may obtain an extension of the compliance date in paragraph (b) of this section if it obtains FAA approval of a retrofit schedule. To obtain approval of a retrofit schedule and show continued compliance with that schedule, a certificate holder must do the following:

(1) Submit a request for approval of a retrofit schedule by June 1, 1990, to the appropriate Flight Standards division manager in the responsible Flight Standards office.

(2) Show that all of the certificate holder's airplanes required to be equipped in accordance with this section will be equipped by the final compliance date established for TCAS II retrofit.

(3) Comply with its retrofit schedule and submit status reports containing information acceptable to the Administrator. The initial report must be submitted by January 2, 1991, and subsequent reports must be submitted every six months thereafter until completion of the schedule. The reports must be submitted to the certificate holder's assigned Principal Avionics Inspector.

(d) Definitions. For the purposes of this section the following definitions apply—

(1) Turbine-powered airplane includes, e.g., turbofan-, turbojet-, propfan-, and ultra-high bypass fan-powered airplanes. The definition specifically excludes turbopropeller-powered airplanes.

(2) An airplane is considered manufactured on the date the inspection acceptance records reflect that the airplane is complete and meets the FAA Approved Type Design data.

§ 121.359

Cockpit voice recorders.

(a) No certificate holder may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is installed in that airplane and is operated continuously from the start of the use of the checklist (before starting engines for the purpose of flight), to completion of the final checklist at the termination of the flight.

(b) [Reserved]

(c) The cockpit voice recorder required by paragraph (a) of this section must meet the following application standards:

(1) The requirements of part 25 of this chapter in affect on August 31, 1977.

(2) After September 1, 1980, each recorder container must—

(i) Be either bright orange or bright yellow;

(ii) Have reflective tape affixed to the external surface to facilitate its location under water; and

(iii) Have an approved underwater locating device on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact, unless the cockpit voice recorder, and the flight recorder required by § 121.343, are installed adjacent to each other in such a manner that they are not likely to be separated during crash impact.

(d) No person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19 seats 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)(1)(i), (2) and (3), (e), (f), and (g); or § 25.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g) of this chapter, as applicable; and

(2) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(e) No person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 20 to 30 seats unless it is equipped with an approved cockpit voice recorder that—

(1) Is installed in accordance with the requirements of § 23.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) or § 25.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) of this chapter, as applicable; and

(2) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(f) In complying with this section, an approved cockpit voice recorder having an erasure feature may be used, so that at any time during the operation of the recorder, information recorded more than 30 minutes earlier may be erased or otherwise obliterated.

(g) For those aircraft equipped to record the uninterrupted audio signals received by a boom or a mask microphone, the flight crewmembers are required to use the boom microphone below 18,000 feet mean sea level. No person may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines 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.

(h) In the event of an accident or occurrence requiring immediate notification of the National Transportation Safety Board under 49 CFR part 830 of its regulations, which results in the termination of the flight, the certificate holder shall keep the recorded information for at least 60 days or, if requested by the Administrator or the Board, for a longer period. Information obtained from the record is used to assist in determining the cause of accidents or occurrences in connection with investigations under 49 CFR part 830. The Administrator does not use the record in any civil penalty or certificate action.

(i) By April 7, 2012, all turbine engine-powered airplanes subject to this section that are manufactured before April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Meets the requirements of § 23.1457(d)(6) or § 25.1457(d)(6) of this chapter, as applicable;

(2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and

(3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) If transport category, meets the requirements in § 25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

(j) All turbine engine-powered airplanes subject to this section that are manufactured on or after April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Is installed in accordance with the requirements of § 23.1457 (except for paragraph (a)(6) or § 25.1457 (except for paragraph (a)(6)) of this chapter, as applicable;

(2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and

(3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) For all airplanes manufactured on or after December 6, 2010, also meets the requirements of § 23.1457(a)(6) or § 25.1457(a)(6) of this chapter, as applicable.

(k) All airplanes required by this part to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after December 6, 2010, must record all datalink messages as required by the certification rule applicable to the airplane.

§ 121.360

§ 121.361

Applicability.

(a) Except as provided by paragraph (b) of this section, this subpart prescribes requirements for maintenance, preventive maintenance, and alterations for all certificate holders.

(b) The Administrator may amend a certificate holder's operations specifications to permit deviation from those provisions of this subpart that would prevent the return to service and use of airframe components, powerplants, appliances, and spare parts thereof because those items have been maintained, altered, or inspected by persons employed outside the United States who do not hold U.S. airman certificates. Each certificate holder who uses parts under this deviation must provide for surveillance of facilities and practices to assure that all work performed on these parts is accomplished in accordance with the certificate holder's manual.

§ 121.363

Responsibility for airworthiness.

(a) Each certificate holder is primarily responsible for—

(1) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and parts thereof; and

(2) The performance of the maintenance, preventive maintenance, and alteration of its aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, in accordance with its manual and the regulations of this chapter.

(b) A certificate holder may make arrangements with another person for the performance of any maintenance, preventive maintenance, or alterations. However, this does not relieve the certificate holder of the responsibility specified in paragraph (a) of this section.

§ 121.365

Maintenance, preventive maintenance, and alteration organization.

(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 in accordance with § 121.369(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 are exercised.

§ 121.367

Maintenance, preventive maintenance, and alterations programs.

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 in accordance with 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.

§ 121.368

Contract maintenance.

(a) A certificate holder may arrange with another person for the performance of maintenance, preventive maintenance, and alterations as authorized in § 121.379(a) only if the certificate holder has met all the requirements in this section. For purposes of this section—

(1) A maintenance provider is any person who performs maintenance, preventive maintenance, or an alteration for a certificate holder other than a person who is trained by and employed directly by that certificate holder.

(2) Covered work means any of the following:

(i) Essential maintenance that could result in a failure, malfunction, or defect endangering the safe operation of an aircraft if not performed properly or if improper parts or materials are used;

(ii) Regularly scheduled maintenance; or

(iii) A required inspection item on an aircraft.

(3) Directly in charge means having responsibility for covered work performed by a maintenance provider. A representative of the certificate holder directly in charge of covered work does not need to physically observe and direct each maintenance provider constantly, but must be available for consultation on matters requiring instruction or decision.

(b) Each certificate holder must be directly in charge of all covered work done for it by a maintenance provider.

(c) Each maintenance provider must perform all covered work in accordance with the certificate holder's maintenance manual.

(d) No maintenance provider may perform covered work unless that work is carried out under the supervision and control of the certificate holder.

(e) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must develop and implement policies, procedures, methods, and instructions for the accomplishment of all contracted maintenance, preventive maintenance, and alterations. These policies, procedures, methods, and instructions must provide for the maintenance, preventive maintenance, and alterations to be performed in accordance with the certificate holder's maintenance program and maintenance manual.

(f) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must ensure that its system for the continuing analysis and surveillance of the maintenance, preventive maintenance, and alterations carried out by the maintenance provider, as required by § 121.373(a), contains procedures for oversight of all contracted covered work.

(g) The policies, procedures, methods, and instructions required by paragraphs (e) and (f) of this section must be acceptable to the FAA and included in the certificate holder's maintenance manual as required by§ 121.369(b)(10).

(h) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must provide to its responsible Flight Standards office, in a format acceptable to the FAA, a list that includes the name and physical (street) address, or addresses, where the work is carried out for each maintenance provider that performs work for the certificate holder, and a description of the type of maintenance, preventive maintenance, or alteration that is to be performed at each location. The list must be updated with any changes, including additions or deletions, and the updated list provided to the FAA in a format acceptable to the FAA by the last day of each calendar month.

§ 121.369

Manual requirements.

(a) The certificate holder shall put in its manual a chart or description of the certificate holder's organization required by § 121.365 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) The certificate holder's manual must contain the programs required by § 121.367 that must be followed in performing maintenance, preventive maintenance, and alterations of that certificate holder's airplanes, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, and must include at least the following:

(1) The method of performing routine and nonroutine 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, malfunction, 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 reinspection of work performed pursuant to 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 that 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 shift changes or similar work interruptions are properly completed before the aircraft is released to service.

(10) Policies, procedures, methods, and instructions for the accomplishment of all maintenance, preventive maintenance, and alterations carried out by a maintenance provider. These policies, procedures, methods, and instructions must be acceptable to the FAA and provide for the maintenance, preventive maintenance, and alterations to be performed in accordance with the certificate holder's maintenance program and maintenance manual.

(c) The certificate holder must set forth in its manual a suitable system (which may include a coded system) that provides for preservation and retrieval of information in a manner acceptable to the Administrator and that provides—

(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.

§§ 121.370-121.370a

§ 121.371

Required inspection personnel.

(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 that 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 he performed the item of work required to be inspected.

(d) 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 his responsibilities, authorities, and inspectional limitations. The list shall be made available for inspection by the Administrator upon request.

§ 121.373

Continuing analysis and surveillance.

(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 the requirements of this part, the certificate holder shall, after notification by the Administrator, make any changes in those programs that are necessary to meet those requirements.

(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 responsible Flight Standards office charged with the overall inspection of the certificate holder's operations 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.

§ 121.374

Continuous airworthiness maintenance program (CAMP) for two-engine ETOPS.

In order to conduct an ETOPS flight using a two-engine airplane, each certificate holder must develop and comply with the ETOPS continuous airworthiness maintenance program, as authorized in the certificate holder's operations specifications, for each airplane-engine combination used in ETOPS. The certificate holder must develop this ETOPS CAMP by supplementing the manufacturer's maintenance program or the CAMP currently approved for the certificate holder. This ETOPS CAMP must include the following elements:

(a) ETOPS maintenance document. The certificate holder must have an ETOPS maintenance document for use by each person involved in ETOPS.

(1) The document must—

(i) List each ETOPS significant system,

(ii) Refer to or include all of the ETOPS maintenance elements in this section,

(iii) Refer to or include all supportive programs and procedures,

(iv) Refer to or include all duties and responsibilities, and

(v) Clearly state where referenced material is located in the certificate holder's document system.

(b) ETOPS pre-departure service check. Except as provided in Appendix P of this part, the certificate holder must develop a pre-departure check tailored to their specific operation.

(1) The certificate holder must complete a pre-departure service check immediately before each ETOPS flight.

(2) At a minimum, this check must—

(i) Verify the condition of all ETOPS Significant Systems;

(ii) Verify the overall status of the airplane by reviewing applicable maintenance records; and

(iii) Include an interior and exterior inspection to include a determination of engine and APU oil levels and consumption rates.

(3) An appropriately trained maintenance person, who is ETOPS qualified, must accomplish and certify by signature ETOPS specific tasks. Before an ETOPS flight may commence, an ETOPS pre-departure service check (PDSC) Signatory Person, who has been authorized by the certificate holder, must certify by signature, that the ETOPS PDSC has been completed.

(4) For the purposes of this paragraph (b) only, the following definitions apply:

(i) ETOPS qualified person: A person is ETOPS qualified when that person satisfactorily completes the operator's ETOPS training program and is authorized by the certificate holder.

(ii) ETOPS PDSC Signatory Person: A person is an ETOPS PDSC Signatory Person when that person is ETOPS qualified and that person:

(A) When certifying the completion of the ETOPS PDSC in the United States:

( 1 ) Works for an operator authorized to engage in part 121 operation or works for a part 145 repair station; and

( 2 ) Holds a U.S. Mechanic's Certificate with airframe and powerplant ratings.

(B) When certifying the completion of the ETOPS PDSC outside of the U.S. holds a certificate in accordance with § 43.17(c)(1) of this chapter; or

(C) When certifying the completion of the ETOPS PDSC outside the U.S. holds the certificates needed or has the requisite experience or training to return aircraft to service on behalf of an ETOPS maintenance entity.

(iii) ETOPS maintenance entity: An entity authorized to perform ETOPS maintenance and complete ETOPS PDSC and that entity is:

(A) Certificated to engage in part 121 operations;

(B) Repair station certificated under part 145 of this chapter; or

(C) Entity authorized pursuant to § 43.17(c)(2) of this chapter.

(c) Limitations on dual maintenance. (1) Except as specified in paragraph (c)(2), the certificate holder may not perform scheduled or unscheduled dual maintenance during the same maintenance visit on the same or a substantially similar ETOPS Significant System listed in the ETOPS maintenance document, if the improper maintenance could result in the failure of an ETOPS Significant System.

(2) In the event dual maintenance as defined in paragraph (c)(1) of this section cannot be avoided, the certificate holder may perform maintenance provided:

(i) The maintenance action on each affected ETOPS Significant System is performed by a different technician, or

(ii) The maintenance action on each affected ETOPS Significant System is performed by the same technician under the direct supervision of a second qualified individual; and

(iii) For either paragraph (c)(2)(i) or (ii) of this section, a qualified individual conducts a ground verification test and any in-flight verification test required under the program developed pursuant to paragraph (d) of this section.

(d) Verification program. The certificate holder must develop and maintain a program for the resolution of discrepancies that will ensure the effectiveness of maintenance actions taken on ETOPS Significant Systems. The verification program must identify potential problems and verify satisfactory corrective action. The verification program must include ground verification and in-flight verification policy and procedures. The certificate holder must establish procedures to indicate clearly who is going to initiate the verification action and what action is necessary. The verification action may be performed on an ETOPS revenue flight provided the verification action is documented as satisfactorily completed upon reaching the ETOPS Entry Point.

(e) Task identification. The certificate holder must identify all ETOPS-specific tasks. An appropriately trained mechanic who is ETOPS qualified must accomplish and certify by signature that the ETOPS-specific task has been completed.

(f) Centralized maintenance control procedures. The certificate holder must develop and maintain procedures for centralized maintenance control for ETOPS.

(g) Parts control program. The certificate holder must develop an ETOPS parts control program to ensure the proper identification of parts used to maintain the configuration of airplanes used in ETOPS.

(h) Reliability program. The certificate holder must have an ETOPS reliability program. This program must be the certificate holder's existing reliability program or its Continuing Analysis and Surveillance System (CASS) supplemented for ETOPS. This program must be event-oriented and include procedures to report the events listed below, as follows:

(1) The certificate holder must report the following events within 96 hours of the occurrence to its responsible Flight Standards office:

(i) IFSDs, except planned IFSDs performed for flight training.

(ii) Diversions and turnbacks for failures, malfunctions, or defects associated with any airplane or engine system.

(iii) Uncommanded power or thrust changes or surges.

(iv) Inability to control the engine or obtain desired power or thrust.

(v) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.

(vi) Failures, malfunctions or defects associated with ETOPS Significant Systems.

(vii) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight.

(2) The certificate holder must investigate the cause of each event listed in paragraph (h)(1) of this section and submit findings and a description of corrective action to its responsible Flight Standards office. The report must include the information specified in § 121.703(e). The corrective action must be acceptable to its responsible Flight Standards office.

(i) Propulsion system monitoring. (1) If the IFSD rate (computed on a 12-month rolling average) for an engine installed as part of an airplane-engine combination exceeds the following values, the certificate holder must do a comprehensive review of its operations to identify any common cause effects and systemic errors. The IFSD rate must be computed using all engines of that type in the certificate holder's entire fleet of airplanes approved for ETOPS.

(i) A rate of 0.05 per 1,000 engine hours for ETOPS up to and including 120 minutes.

(ii) A rate of 0.03 per 1,000 engine hours for ETOPS beyond 120-minutes up to and including 207 minutes in the North Pacific Area of Operation and up to and including 180 minutes elsewhere.

(iii) A rate of 0.02 per 1,000 engine hours for ETOPS beyond 207 minutes in the North Pacific Area of Operation and beyond 180 minutes elsewhere.

(2) Within 30 days of exceeding the rates above, the certificate holder must submit a report of investigation and any necessary corrective action taken to its responsible Flight Standards office.

(j) Engine condition monitoring. (1) The certificate holder must have an engine condition monitoring program to detect deterioration at an early stage and to allow for corrective action before safe operation is affected.

(2) This program must describe the parameters to be monitored, the method of data collection, the method of analyzing data, and the process for taking corrective action.

(3) The program must ensure that engine-limit margins are maintained so that a prolonged engine-inoperative diversion may be conducted at approved power levels and in all expected environmental conditions without exceeding approved engine limits. This includes approved limits for items such as rotor speeds and exhaust gas temperatures.

(k) Oil-consumption monitoring. The certificate holder must have an engine oil consumption monitoring program to ensure that there is enough oil to complete each ETOPS flight. APU oil consumption must be included if an APU is required for ETOPS. The operator's oil consumption limit may not exceed the manufacturer's recommendation. Monitoring must be continuous and include oil added at each ETOPS departure point. The program must compare the amount of oil added at each ETOPS departure point with the running average consumption to identify sudden increases.

(l) APU in-flight start program. If the airplane type certificate requires an APU but does not require the APU to run during the ETOPS portion of the flight, the certificate holder must develop and maintain a program acceptable to the FAA for cold soak in-flight start-and-run reliability.

(m) Maintenance training. For each airplane-engine combination, the certificate holder must develop a maintenance training program that provides training adequate to support ETOPS. It must include ETOPS specific training for all persons involved in ETOPS maintenance that focuses on the special nature of ETOPS. This training must be in addition to the operator's maintenance training program used to qualify individuals to perform work on specific airplanes and engines.

(n) Configuration, maintenance, and procedures (CMP) document. If an airplane-engine combination has a CMP document, the certificate holder must use a system that ensures compliance with the applicable FAA-approved document.

(o) Procedural changes. Each substantial change to the maintenance or training procedures that were used to qualify the certificate holder for ETOPS, must be submitted to the CHDO for review. The certificate holder cannot implement a change until its responsible Flight Standards office notifies the certificate holder that the review is complete.

§ 121.375

Maintenance and preventive maintenance training program.

Each certificate holder or 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 his duties.

§ 121.377

Maintenance and preventive maintenance personnel duty time limitations.

Within the United States, each certificate holder (or person performing maintenance or preventive maintenance functions for it) shall relieve each person performing maintenance or preventive maintenance from duty for a period of at least 24 consecutive hours during any seven consecutive days, or the equivalent thereof within any one calendar month.

§ 121.378

Certificate requirements.

(a) Except for maintenance, preventive maintenance, alterations, and required inspections performed by a certificated repair station that is located outside the United 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 purposes of this section, a person directly in charge is each person assigned to a position in which he is responsible for the work of a shop or station that performs maintenance, preventive maintenance, alterations, or other functions affecting aircraft 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 persons performing the work.

§ 121.379

Authority to perform and approve maintenance, preventive maintenance, and alterations.

(a) A certificate holder may perform, or it may make arrangements with other persons to perform, maintenance, preventive maintenance, and alterations as provided in its continuous airworthiness maintenance program and its maintenance manual. In addition, a certificate holder may perform these functions for another certificate holder as provided in the continuous airworthiness maintenance program and maintenance manual of the other certificate holder.

(b) A certificate holder may approve any aircraft, airframe, aircraft engine, propeller, 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 major alteration, the work must have been done in accordance with technical data approved by the Administrator.

§ 121.380

Maintenance recording requirements.

(a) Each certificate holder shall keep (using the system specified in the manual required in § 121.369) the following records for the periods specified in paragraph (c) of this section:

(1) All the records necessary to show that all requirements for the issuance of an airworthiness release under § 121.709 have been met.

(2) Records containing the following information:

(i) The total time in service of the airframe.

(ii) Except as provided in paragraph (b) of this section, the total time in service of each engine and propeller.

(iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance.

(iv) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.

(v) The identification of the current inspection status of the aircraft, including the times since the last inspections required by the inspection program under which the aircraft and its appliances are maintained.

(vi) 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.

(vii) A list of current major alterations to each airframe, engine, propeller, and appliance.

(b) A certificate holder need not record the total time in service of an engine or propeller on a transport category cargo airplane, a transport category airplane that has a passenger seat configuration of more than 30 seats, or a nontransport category airplane type certificated before January 1, 1958, until the following, whichever occurs first:

(1) March 20, 1997; or

(2) The date of the first overhaul of the engine or propeller, as applicable, after January 19, 1996.

(c) 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, 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, 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.

(d) The certificate holder shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).

§ 121.380a

Transfer of maintenance ­records.

Each certificate holder who sells a U.S. registered aircraft shall transfer to the purchaser, at the time of sale, the following records of that aircraft, in plain language form or in coded form at the election of the purchaser, if the coded form provides for the preservation and retrieval of information in a manner acceptable to the Administrator:

(a) The record specified in § 121.380(a)(2).

(b) The records specified in § 121.380(a)(1) which are not included in the records covered by paragraph (a) of this section, except that the purchaser may permit the seller to keep physical custody of such records. However, custody of records in the seller does not relieve the purchaser of his responsibility under § 121.380(c) to make the records available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).

§ 121.381

Applicability.

This subpart prescribes airman and crewmember requirements for all certificate holders.

§ 121.383

Airman: Limitations on use of services.

(a) No certificate holder may use any person as an airman nor may any person serve as an airman unless that person—

(1) Holds an appropriate current airman certificate issued by the FAA;

(2) Has in his or her possession while engaged in operations under this part—

(i) Any required appropriate current airman and medical certificates; or

(ii) A temporary document issued in accordance with paragraph (c) of this section; and

(3) Is otherwise qualified for the operation for which he is to be used.

(b) Each airman covered by paragraph (a)(2) of this section shall present his or her certificates or temporary document for inspection upon request of the Administrator.

(c) A certificate holder may obtain approval to provide a temporary document verifying a flightcrew member's airman certificate and medical certificate privileges under an approved certificate verification plan set forth in the certificate holder's operations specifications. A document provided by the certificate holder may be carried as an airman certificate or medical certificate on flights within the United States for up to 72 hours.

(d) No certificate holder may use the services of any person as a pilot on an airplane engaged in operations under this part if that person has reached his or her 65th birthday.

(e) No pilot may serve as a pilot in operations under this part if that person has reached his or her 65th birthday.

§ 121.385

Composition of flight crew.

(a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type airplane and required by this part for the kind of operation being conducted.

(b) In any case in which this part requires the performance of two or more functions for which an airman certificate is necessary, that requirement is not satisfied by the performance of multiple functions at the same time by one airman.

(c) The minimum pilot crew is two pilots and the certificate holder shall designate one pilot as pilot in command and the other second in command.

(d) On each flight requiring a flight engineer at least one flight crewmember, other than the flight engineer, must be qualified to provide emergency performance of the flight engineer's functions for the safe completion of the flight if the flight engineer becomes ill or is otherwise incapacitated. A pilot need not hold a flight engineer's certificate to perform the flight engineer's functions in such a situation.

§ 121.387

Flight engineer.

No certificate holder may operate an airplane for which a type certificate was issued before January 2, 1964, having a maximum certificated takeoff weight of more than 80,000 pounds without a flight crewmember holding a current flight engineer certificate. For each airplane type certificated after January 1, 1964, the requirement for a flight engineer is determined under the type certification requirements of § 25.1523.

§ 121.389

Flight navigator and specialized navigation equipment.

(a) No certificate holder may operate an airplane outside the 48 contiguous States and the District of Columbia, when its position cannot be reliably fixed for a period of more than 1 hour, without—

(1) A flight crewmember who holds a current flight navigator certificate; or

(2) Specialized means of navigation approved in accordance with § 121.355 which enables a reliable determination to be made of the position of the airplane by each pilot seated at his duty station.

(b) Notwithstanding paragraph (a) of this section, the Administrator may also require a flight navigator or special navigation equipment, or both, when specialized means of navigation are necessary for 1 hour or less. In making this determination, the Administrator considers—

(1) The speed of the airplane;

(2) Normal weather conditions en route;

(3) Extent of air traffic control;

(4) Traffic congestion;

(5) Area of navigational radio coverage at destination;

(6) Fuel requirements;

(7) Fuel available for return to point of departure or alternates;

(8) Predication of flight upon operation beyond the point of no return; and

(9) Any other factors he determines are relevant in the interest of safety.

(c) Operations where a flight navigator or special navigation equipment, or both, are required are specified in the operations specifications of the air carrier or commercial operator.

§ 121.391

Flight attendants.

(a) Except as specified in § 121.393 and § 121.394, each certificate holder must provide at least the following flight attendants on board each passenger-carrying airplane when passengers are on board:

(1) For airplanes having a maximum payload capacity of more than 7,500 pounds and having a seating capacity of more than 9 but less than 51 passengers—one flight attendant.

(2) For airplanes having a maximum payload capacity of 7,500 pounds or less and having a seating capacity of more than 19 but less than 51 passengers—one flight attendant.

(3) For airplanes having a seating capacity of more than 50 but less than 101 passengers—two flight attendants.

(4) For airplanes having a seating capacity of more than 100 passengers—two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passenger seats above a seating capacity of 100 passengers.

(b) If, in conducting the emergency evacuation demonstration required under § 121.291 (a) or (b), the certificate holder used more flight attendants than is required under paragraph (a) of this section for the maximum seating capacity of the airplane used in the demonstration, he may not, thereafter, take off that airplane—

(1) In its maximum seating capacity configuration with fewer flight attendants than the number used during the emergency evacuation demonstration; or

(2) In any reduced seating capacity configuration with fewer flight attendants than the number required by paragraph (a) of this section for that seating capacity plus the number of flight attendants used during the emergency evacuation demonstration that were in excess of those required under paragraph (a) of this section.

(c) The number of flight attendants approved under paragraphs (a) and (b) of this section are set forth in the certificate holder's operations specifications.

(d) During takeoff and landing, flight attendants required by this section shall be located as near as practicable to required floor level exits and shall be uniformly distributed throughout the airplane in order to provide the most effective egress of passengers in event of an emergency evacuation. During taxi, flight attendants required by this section must remain at their duty stations with safety belts and shoulder harnesses fastened except to perform duties related to the safety of the airplane and its occupants.

§ 121.392

Personnel identified as flight attendants.

(a) Any person identified by the certificate holder as a flight attendant on an aircraft in operations under this part must be trained and qualified in accordance with subparts N and O of this part. This includes:

(1) Flight attendants provided by the certificate holder in excess of the number required by § 121.391(a); and

(2) Flight attendants provided by the certificate holder when flight attendants are not required by § 121.391(a).

(b) A qualifying flight attendant who is receiving operating experience on an aircraft in operations under subpart O of this part must be identified to passengers as a qualifying flight attendant.

§ 121.393

Crewmember requirements at stops where passengers remain on board.

At stops where passengers remain on board, the certificate holder must meet the following requirements:

(a) On each airplane for which a flight attendant is not required by § 121.391(a), the certificate holder must ensure that a person who is qualified in the emergency evacuation procedures for the airplane, as required in § 121.417, and who is identified to the passengers, remains:

(1) On board the airplane; or

(2) Nearby the airplane, in a position to adequately monitor passenger safety, and:

(i) The airplane engines are shut down; and

(ii) At least one floor level exit remains open to provide for the deplaning of passengers.

(b) On each airplane for which flight attendants are required by § 121.391(a), but the number of flight attendants remaining on board is fewer than required by § 121.391(a), the certificate holder must meet the following requirements:

(1) The certificate holder shall ensure that:

(i) The airplane engines are shut down;

(ii) At least one floor level exit remains open to provide for the deplaning of passengers; and

(iii) the number of flight attendants on board is at least half the number required by § 121.391(a), rounded down to the next lower number in the case of fractions, but never fewer than one.

(2) The certificate holder may substitute for the required flight attendants other persons qualified in the emergency evacuation procedures for that aircraft as required in § 121.417, if these persons are identified to the passengers.

(3) If only one flight attendant or other qualified person is on board during a stop, that flight attendant or other qualified person shall be located in accordance with the certificate holder's FAA-approved operating procedures. If more than one flight attendant or other qualified person is on board, the flight attendants or other qualified persons shall be spaced throughout the cabin to provide the most effective assistance for the evacuation in case of an emergency.

§ 121.394

Flight attendant requirements during passenger boarding and deplaning.

(a) During passenger boarding, on each airplane for which more than one flight attendant is required by § 121.391, the certificate holder may:

(1) Reduce the number of required flight attendants by one, provided that:

(i) The flight attendant that leaves the aircraft remains within the immediate vicinity of the door through which passengers are boarding;

(ii) The flight attendant that leaves the aircraft only conducts safety duties related to the flight being boarded;

(iii) The airplane engines are shut down; and

(iv) At least one floor level exit remains open to provide for passenger egress; or

(2) Substitute a pilot or flight engineer employed by the certificate holder and trained and qualified on that type airplane for one flight attendant, provided the certificate holder—

(i) Describes in the manual required by § 121.133:

(A) The necessary functions to be performed by the substitute pilot or flight engineer in an emergency, to include a situation requiring an emergency evacuation. The certificate holder must show those functions are realistic, can be practically accomplished, and will meet any reasonably anticipated emergency; and

(B) How other regulatory functions performed by a flight attendant will be accomplished by the substitute pilot or flight engineer on the airplane.

(ii) Ensures that the following requirements are met:

(A) The substitute pilot or flight engineer is not assigned to operate the flight for which that person is substituting for a required flight attendant.

(B) The substitute pilot or flight engineer is trained in all assigned flight attendant duties regarding passenger handling.

(C) The substitute pilot or flight engineer meets the emergency training requirements for flight attendants in evacuation management and evacuation commands, as appropriate, and frequency of performance drills regarding operation of exits in the normal and emergency modes on that type aircraft.

(D) The substitute pilot or flight engineer is in possession of all items required for duty.

(E) The substitute pilot or flight engineer is located in the passenger cabin.

(F) The substitute pilot or flight engineer is identified to the passengers.

(G) The substitution of a pilot or flight engineer for a required flight attendant does not interfere with the safe operation of the flight.

(H) The airplane engines are shut down.

(I) At least one floor-level exit remains open to provide for passenger egress.

(b) During passenger deplaning, on each airplane for which more than one flight attendant is required by § 121.391, the certificate holder may reduce the number of flight attendants required by that paragraph provided:

(1) The airplane engines are shut down;

(2) At least one floor level exit remains open to provide for passenger egress; and

(3) The number of flight attendants on board is at least half the number required by § 121.391, rounded down to the next lower number in the case of fractions, but never fewer than one.

(c) If only one flight attendant is on the airplane during passenger boarding or deplaning, that flight attendant must be located in accordance with the certificate holder's FAA-approved operating procedures. If more than one flight attendant is on the airplane during passenger boarding or deplaning, the flight attendants must be evenly distributed throughout the airplane cabin, in the vicinity of the floor-level exits, to provide the most effective assistance in the event of an emergency.

(d) The time spent by any crewmember conducting passenger boarding or deplaning duties is considered duty time.

§ 121.395

Aircraft dispatcher: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall provide enough qualified aircraft dispatchers at each dispatch center to ensure proper operational control of each flight.

§ 121.397

Emergency and emergency evacuation duties.

(a) Each certificate holder shall, for each type and model of airplane, assigned to each category of required crewmember, as appropriate, the necessary functions to be performed in an emergency or a situation requiring emergency evacuation. The certificate holder shall show those functions are realistic, can be practically accomplished, and will meet any reasonably anticipated emergency including the possible incapacitation of individual crewmembers or their inability to reach the passenger cabin because of shifting cargo in combination cargo-passenger airplanes.

(b) The certificate holder shall describe in its manual the functions of each category of required crewmembers under paragraph (a) of this section.

§ 121.400

Applicability and terms used.

(a) This subpart prescribes the requirements applicable to each certificate holder for establishing and maintaining a training program for crewmembers, aircraft dispatchers, and other operations personnel, and for the approval and use of flight simulation training devices and training equipment in the conduct of the program.

(b) For the purpose of this subpart, airplane groups are as follows:

(1) Group I. Propeller driven, including—

(i) Reciprocating powered; and

(ii) Turbopropeller powered.

(2) Group II. Turbojet powered.

(c) For the purpose of this subpart, the following terms and definitions apply:

(1) Initial training. The training required for crewmembers and dispatchers who have not qualified and served in the same capacity on another airplane of the same group.

(2) Transition training. The training required for crewmembers and dispatchers who have qualified and served in the same capacity on another airplane of the same group.

(3) Upgrade training. The training required for flightcrew members who have qualified and served as second in command on a particular airplane type, before they serve as pilot in command on that airplane.

(4) Conversion training. The training required for flightcrew members who have qualified and served as flight engineer on a particular airplane type, before they serve as second in command on that airplane.

(5) Differences training. The training required for crewmembers and dispatchers who have qualified and served on a particular type airplane, when the Administrator finds differences training is necessary before a crewmember serves in the same capacity on a particular variation of that airplane.

(6) Programmed hours. The hours of training prescribed in this subpart which may be reduced by the Administrator upon a showing by the certificate holder that circumstances justify a lesser amount.

(7) Inflight. Refers to maneuvers, procedures, or functions that must be conducted in the airplane.

(8) Training center. An organization governed by the applicable requirements of part 142 of this chapter that provides training, testing, and checking under contract or other arrangement to certificate holders subject to the requirements of this part.

(9) Requalification training. The training required for crewmembers previously trained and qualified, but who have become unqualified due to not having met within the required period the recurrent training requirements of § 121.427 or the proficiency check requirements of § 121.441.

(10) Related aircraft. Any two or more aircraft of the same make with either the same or different type certificates that have been demonstrated and determined by the Administrator to have commonality to the extent that credit between those aircraft may be applied for flightcrew member training, checking, recent experience, operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills.

(11) Related aircraft differences training. The flightcrew member training required for aircraft with different type certificates that have been designated as related by the Administrator.

(12) Base aircraft. An aircraft identified by a certificate holder for use as a reference to compare differences with another aircraft.

§ 121.401

Training program: General.

(a) Each certificate holder shall:

(1) Establish and implement a training program that satisfies the requirements of this subpart and appendices E and F of this part and that ensures that each crewmember, aircraft dispatcher, flight instructor, check pilot, and check flight engineer is adequately trained to perform his or her assigned duties. Prior to implementation, the certificate holder must obtain initial and final FAA 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 with respect to each airplane type and, if applicable, the particular variations within that airplane type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks required by this part; and

(4) Provide enough flight instructors and approved check pilots and check flight engineers to conduct the flight training and checks required under this part.

(b) Whenever a crewmember or aircraft dispatcher who is required to take recurrent training, a flight check, or a competence check, takes the check or completes the training in the calendar month before or after the calendar month in which that training or check is required, he is considered to have taken or completed it in the calendar month in which it was required.

(c) Each instructor, supervisor, check pilot, or check flight engineer 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, aircraft dispatcher, flight instructor, check pilot, or check flight engineer concerned upon completion of that training or check. That certification shall be made a part of the crewmember's or dispatcher's record. When the certification required by this paragraph is made by an entry in a computerized recordkeeping system, the certifying instructor, supervisor, check pilot, or check flight engineer must be identified with that entry. However, the signature of the certifying instructor, supervisor, check pilot, or check flight engineer is not required for computerized entries.

(d) Training subjects that are applicable to more than one airplane or crewmember position and that have been satisfactorily completed in connection with prior training for another airplane or another crewmember position, need not be repeated during subsequent training other than recurrent training.

(e) A person who progresses successfully through flight training; is recommended by his instructor, check pilot, or check flight engineer; and successfully completes the appropriate flight check for a check pilot, check flight engineer, or the Administrator need not complete the programmed hours of flight training for the particular airplane. However, whenever the Administrator finds that 20 percent of the flight checks given at a particular training base during the previous 6 months under this paragraph are unsuccessful, this paragraph may not be used by the certificate holder at that base until the Administrator finds that the effectiveness of the flight training there has improved.

§ 121.402

Training program: Special rules.

(a) Other than the certificate holder, only another certificate holder certificated under this part or a flight training center certificated under part 142 of this chapter is eligible under this subpart to provide flight 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 provide 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 instructors, check pilots, and check flight engineers qualified under the applicable requirements of §§ 121.411 or 121.412 to provide training, testing, and checking to persons subject to the requirements of this subpart.

§ 121.403

Training program: Curriculum.

(a) Each certificate holder must prepare and keep current a written training program curriculum for each type of airplane with respect to dispatchers and each crewmember required for that type airplane. The curriculum must include ground and flight training required by this subpart.

(b) Each training program curriculum must include:

(1) A list of principal ground training subjects, including emergency training subjects, that are provided.

(2) A list of all the training equipment approved under § 121.408 as well as 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 inflight portions of flight training and flight checks.

(4) A list of FSTDs approved under § 121.407, including approvals for particular maneuvers, procedures, or functions.

(5) The programmed hours of training that will be applied to each phase of training.

(6) A copy of each statement issued by the Administrator under § 121.405(d) for reduction of programmed hours of training.

§ 121.404

Crew and dispatcher resource management training.

No certificate holder may use a person as a flightcrew member, flight attendant, or aircraft dispatcher unless that person has completed approved crew resource management (CRM) or dispatcher resource management (DRM) initial training, as applicable, with that certificate holder or with another certificate holder.

§ 121.405

Training program and revision: Initial and final approval.

(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 program or revision, including an outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revised training program; and

(2) Additional relevant information as 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 in accordance with 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 training program or revision if the certificate holder shows that the training conducted under the initial approval set forth in paragraph (b) of this section ensures that each person that successfully completes the training is adequately trained to perform his assigned duties.

(d) In granting initial and final approval of training programs or revisions, including reductions in programmed hours specified in this subpart, the Administrator considers the training aids, devices, methods, and procedures listed in the certificate holder's curriculum as set forth in § 121.403 that increase the quality and effectiveness of the teaching-learning process.

If approval of reduced programmed hours of training is granted, the Administrator provides the certificate holder with a statement of the basis for the approval.

(e) 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 such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. 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 in air transportation, he may, upon a statement of the reasons, require a change effective without stay.

(f) Each certificate holder described in § 135.3 (b) and (c) of this chapter must include the material required by § 121.403 in the manual required by § 135.21 of this chapter.

(g) The Administrator may grant a deviation to certificate holders described in § 135.3 (b) and (c) of this chapter to allow reduced programmed hours of ground training required by § 121.419 if it is found that a reduction is warranted based on the certificate holder's operations and the complexity of the make, model, and series of the aircraft used.

§ 121.406

Credit for previous CRM/DRM training.

(a) For flightcrew members, the Administrator may credit CRM training received before March 19, 1998 toward all or part of the initial ground CRM training required by § 121.419.

(b) For flight attendants, the Administrator may credit CRM training received before March 19, 1999 toward all or part of the initial ground CRM training required by § 121.421.

(c) For aircraft dispatchers, the Administrator may credit CRM training received before March 19, 1999 toward all or part of the initial ground CRM training required by § 121.422.

(d) In granting credit for initial ground CRM or DRM training, the Administrator considers training aids, devices, methods, and procedures used by the certificate holder in a voluntary CRM or DRM program or in an AQP program that effectively meets the quality of an approved CRM or DRM initial ground training program under section 121.419, 121.421, or 121.422 as appropriate.

§ 121.407

Training program: Approval of flight simulation training devices.

(a) Each FSTD used to satisfy a training requirement of this part in an approved training program, must meet all of the following requirements:

(1) Be specifically approved by the Administrator for—

(i) Use in the certificate holder's approved training program;

(ii) The type airplane and, if applicable, the particular variation within type, for which the training or check is being conducted; and

(iii) The particular maneuver, procedure, or flightcrew member function involved.

(2) Maintain the performance, function, and other characteristics that are required for qualification in accordance with part 60 of this chapter or a previously qualified device, as permitted in accordance with § 60.17 of this chapter.

(3) Be modified in accordance with part 60 of this chapter to conform with any modification to the airplane being simulated that results in changes to performance, function, or other characteristics required for qualification.

(4) Be given a daily functional preflight check before being used.

(5) Have a daily discrepancy log kept with each discrepancy entered in that log by the appropriate instructor, check pilot, or check flight engineer at the end of each training or check flight.

(b) A particular FSTD may be approved for use by more than one certificate holder.

(c) A Level B or higher FFS may be used instead of the airplane to satisfy the inflight requirements of §§ 121.439 and 121.441 and appendices E and F of this part, if the FFS—

(1) Is approved under this section and meets the appropriate FFS requirements of appendix H of this part; and

(2) Is used as part of an approved program that meets the training requirements of §§ 121.424 (a) and (c), 121.426, and appendix H of this part.

(d) An FFS approved under this section must be used instead of the airplane to satisfy the pilot flight training requirements prescribed in the certificate holder's approved low-altitude windshear flight training program set forth in § 121.409(d) of this part.

(e) An FFS approved under this section must be used instead of the airplane to satisfy the pilot flight training requirements prescribed in the extended envelope training set forth in § 121.423 of this part.

§ 121.408

Training equipment other than flight simulation training devices.

(a) The Administrator must approve training equipment used in a training program approved under this part and that functionally replicates aircraft equipment for the certificate holder and the crewmember duty or procedure. Training equipment does not include FSTDs qualified under part 60 of this chapter.

(b) The certificate holder must demonstrate that the training equipment described in paragraph (a) of this section, used to meet the training requirements of this subpart, meets all of the following:

(1) The form, fit, function, and weight, as appropriate, of the aircraft equipment.

(2) Replicates the normal operation (and abnormal and emergency operation, if appropriate) of the aircraft equipment including the following:

(i) The required force, actions and travel of the aircraft equipment.

(ii) Variations in aircraft equipment operated by the certificate holder, if applicable.

(3) Replicates the operation of the aircraft equipment under adverse conditions, if appropriate.

(c) Training equipment must be modified to ensure that it maintains the performance and function of the aircraft type or aircraft equipment replicated.

(d) All training equipment must have a record of discrepancies. The documenting system must be readily available for review by each instructor, check pilot, check flight engineer, or supervisor prior to conducting training or checking with that equipment.

(1) Each instructor, check pilot, check flight engineer or supervisor conducting training or checking, and each person conducting an inspection of the equipment who discovers a discrepancy, including any missing, malfunctioning, or inoperative components, must record a description of that discrepancy and the date that the discrepancy was identified.

(2) All corrections to discrepancies must be recorded when the corrections are made. This record must include the date of the correction.

(3) A record of a discrepancy must be maintained for at least 60 days.

(e) No person may use, allow the use of, or offer the use of training equipment with a missing, malfunctioning, or inoperative component to meet the crewmember training or checking requirements of this chapter for tasks that require the use of the correctly operating component.

§ 121.409

Training courses using flight simulation training devices.

(a) Training courses utilizing FSTDs may be included in the certificate holder's approved training program for use as provided in this section.

(b) Except for the airline transport pilot certification training program approved to satisfy the requirements of § 61.156 of this chapter, a course of training in an FFS may be included for use as provided in § 121.441 if that course—

(1) Provides at least 4 hours of training at the pilot controls of an FFS as well as a proper briefing before and after the training.

(2) Provides training in at least the following:

(i) The procedures and maneuvers set forth in appendix F to this part; or

(ii) Line-oriented flight training (LOFT) that—

(A) Utilizes a complete flight crew;

(B) Includes at least the maneuvers and procedures (abnormal and emergency) that may be expected in line operations;

(C) Includes scenario-based or maneuver-based stall prevention training before, during or after the LOFT scenario for each pilot;

(D) Is representative of two flight segments appropriate to the operations being conducted by the certificate holder;

(E) Provides an opportunity to demonstrate workload management and pilot monitoring skills; and

(F) Provides an opportunity for each pilot in command to demonstrate leadership and command skills.

(3) Is given by an instructor who meets the applicable requirements of § 121.412.

(c) The programmed hours of flight training set forth in this subpart do not apply if the training program for the airplane type includes—

(1) A course of pilot training in an FFS as provided in § 121.424(e); or

(2) A course of flight engineer training in an FSTD as provided in § 121.425(d).

(d) Each certificate holder required to comply with § 121.358 of this part must use an approved FFS for each airplane type in each of its pilot training courses that provides training in at least the procedures and maneuvers set forth in the certificate holder's approved low-altitude windshear flight training program. The approved low-altitude windshear flight training, if applicable, must be included in each of the pilot flight training courses prescribed in §§ 121.409(b), 121.418, 121.424, 121.426, and 121.427 of this part.

§ 121.410

Airline transport pilot certification training program.

(a) A certificate holder may obtain approval to establish and implement a training program to satisfy the requirements of § 61.156 of this chapter. The training program must be separate from the air carrier training program required by this part.

(b) No certificate holder may use a person nor may any person serve as an instructor in a training program approved to meet the requirements of § 61.156 of this chapter unless the instructor:

(1) Holds an airline transport pilot certificate with an airplane category multiengine class rating;

(2) Has at least 2 years of experience as a pilot in command in operations conducted under § 91.1053(a)(2)(i) or § 135.243(a)(1) of this chapter, or as a pilot in command or second in command in any operation conducted under this part;

(3) Except for the holder of a flight instructor certificate, receives initial training on the following topics:

(i) The fundamental principles of the learning process;

(ii) Elements of effective teaching, instruction methods, and techniques;

(iii) Instructor duties, privileges, responsibilities, and limitations;

(iv) Training policies and procedures; and

(v) Evaluation.

(4) If providing training in a flight simulation training device, hold an aircraft type rating for the aircraft represented by the flight simulation training device utilized in the training program and have received training within the preceding 12 months from the certificate holder on:

(i) Proper operation of flight simulator and flight training device controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation;

(iv) Minimum equipment requirements for each curriculum; and

(v) The maneuvers that will be demonstrated in the flight simulation training device.

(c) A certificate holder may not issue a graduation certificate to a student unless that student has completed all the curriculum requirements of the course.

(d) A certificate holder must conduct evaluations to ensure that training techniques, procedures, and standards are acceptable to the Administrator.

§ 121.411

Qualifications: Check pilots and check flight engineers.

(a) For the purposes of this part:

(1) A check pilot (airplane) or check flight engineer (airplane) is a person who is qualified, and permitted, to conduct flight checks or instruction in an airplane for a particular type airplane.

(2) A check pilot (FSTD) or check flight engineer (FSTD) is a person who is qualified to conduct flight checks or instruction-only in an FSTD for a particular type airplane.

(3) Check pilots and check flight engineers are those persons who perform the functions described in § 121.401(a)(4).

(b) No certificate holder may use a person, nor may any person serve as a check pilot or check flight engineer in a training program established under this subpart unless, with respect to the airplane type involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command or a flight engineer certificate, as applicable, in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the airplane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(3) Has satisfactorily completed the appropriate proficiency or flight checks that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 121.413; and

(5) Has been approved by the Administrator for the check pilot or check flight engineer duties involved.

(c) Completion of the requirements in paragraphs (b)(2), (3), and (4) of this section, as applicable, shall be entered in the individual's training record maintained by the certificate holder.

(d) A check pilot (FSTD) and check flight engineer (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type airplane involved within the 12-month period preceding the performance of any check pilot or check flight engineer duty in an FSTD; 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 pilot or check flight engineer duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section are considered to be completed in the month required if completed in the calendar month before or in the calendar month after the month in which it is due.

(f) A person who serves as a required flightcrew member while performing check pilot or check flight engineer duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 121.412

Qualifications: Flight instructors.

(a) For the purposes of this part:

(1) A flight instructor (airplane) is a person who is qualified to instruct in an airplane for a particular type airplane.

(2) A flight instructor (FSTD) is a person who is qualified to instruct only in an FSTD for a particular type airplane.

(3) Flight instructors are those instructors who perform the functions described in § 121.401(a)(4).

(b) No certificate holder may use a person nor may any person serve as a flight instructor in a training program established under this subpart unless, with respect to the airplane type involved, that person—

(1) Holds the pilot certificates and rating required to serve as a pilot in command or a flight engineer certificate, as applicable, in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the airplane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(3) Has satisfactorily completed the appropriate proficiency or flight checks that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 121.414.

(c) Completion of the requirements in paragraphs (b) (2), (3), and (4) of this section, as applicable, shall be entered in the individual's training record maintained by the certificate holder.

(d) A flight instructor (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type of airplane within the 12-month period preceding the performance of any flight instructor duty in an FSTD; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program preceding the performance of any flight instructor duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section is considered completed in the month required if completed in the calendar month before, or the calendar month after the month in which it is due.

(f) A person who serves as a required flightcrew member while performing flight instructor duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 121.413

Initial, transition and recurrent training and checking requirements: Check pilots and check flight engineers.

(a) No certificate holder may use a person nor may any person serve as a check pilot or check flight engineer unless—

(1) That person has satisfactorily completed initial or transition check pilot or check flight engineer training, as applicable; and

(2) Within the preceding 24 calendar months, that person satisfactorily conducts a check or supervises operating experience under the observation of an FAA inspector or an aircrew designated examiner employed by the operator. The observation check may be accomplished in part or in full in an airplane and in an FSTD.

(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 pilots or check flight engineers must include the following, as applicable:

(1) Check pilot or check flight engineer duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the certificate holder's policies and procedures.

(3) The appropriate 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 appropriate 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 airplane.

(7) For check pilots or check flight engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(d) The transition ground training for check pilots or check flight engineers must include the following:

(1) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the check pilot or check flight engineer is transitioning.

(2) For check pilots or check flight engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type to which the check pilot or check flight engineer is transitioning:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight training for check pilots (airplane) and check flight engineers (airplane) 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) For check pilots (airplane)—

(i) 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

(ii) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during a check.

(4) For check flight engineers (airplane), training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part inflight and in an FSTD, as appropriate.

(g) The initial and transition flight training for check pilots or check flight engineers who conduct training or checking in an FSTD 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 an FSTD.

(2) Training in the operation of FSTDs to ensure competence to conduct the flight checks required by this part.

(h) Recurrent ground training for check pilots or check flight engineers who conduct training or checking in an FSTD must be completed every 12 calendar months and must include the subjects required in paragraph (c)(7) of this section.

§ 121.414

Initial, transition and recurrent training and checking requirements: Flight instructors.

(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 FAA inspector, an operator check pilot, a check flight engineer, or an aircrew designated examiner employed by the operator, as appropriate. The observation check may be accomplished in part or in full in an airplane and an FSTD.

(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 Federal Regulations and the certificate holder's policies and procedures.

(3) The appropriate 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 airplane.

(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.

(8) For flight instructors who conduct training in an FSTD, the following subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part 121 or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(d) The transition ground training for flight instructors must include the following:

(1) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the flight instructor is transitioning.

(2) For flight instructors who conduct training in an FSTD, the following subjects specific to the device(s) for the airplane type to which the flight instructor is transitioning:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight training for flight instructors (airplane) must include the following:

(1) The safety measures for emergency situations that are likely to develop during instruction.

(2) The potential results of improper, untimely, or non-execution of safety measures during instruction.

(3) For pilot flight instructor (airplane)—

(i) Inflight training and practice in conducting flight instruction from the left and right pilot seats in the required normal, abnormal, and emergency procedures to ensure competence as an instructor; and

(ii) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during instruction.

(4) For flight engineer instructors (airplane), inflight training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part inflight and in an FSTD, as appropriate.

(g) The initial and transition flight training for flight instructors who conduct training in an FSTD 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. This training and practice must be accomplished in full or in part in an FSTD.

(2) Training in the operation of FSTDs to ensure competence to conduct the flight instruction required by this part.

(h) Recurrent flight instructor ground training for flight instructors who conduct training in an FSTD must be completed every 12 calendar months and must include the subjects required in paragraph (c)(8) of this section.

§ 121.415

Crewmember and dispatcher training program requirements.

(a) Each training program must provide the following ground training as appropriate to the particular assignment of the crewmember or dispatcher:

(1) Basic indoctrination ground training for newly hired crewmembers or dispatchers including 40 programmed hours of instruction, unless reduced under § 121.405 or as specified in § 121.401(d), in at least the following—

(i) Duties and responsibilities of crewmembers or dispatchers, as applicable;

(ii) Appropriate provisions of the Federal Aviation Regulations;

(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 specified in §§ 121.419, 121.421 and 121.422, as applicable.

(3) For crewmembers, emergency training as specified in §§ 121.417 and 121.805.

(4) After February 15, 2008, training for crewmembers and dispatchers in their roles and responsibilities in the certificate holder's passenger recovery plan, if applicable.

(b) Each training program must provide the flight training specified in §§ 121.424 through 121.426, as applicable.

(c) Each training program must provide recurrent ground and flight training as provided in § 121.427.

(d) Each training program must provide the differences training specified in § 121.418(a) if the Administrator finds that, due to differences between airplanes of the same type operated by the certificate holder, additional training is necessary to insure that each crewmember and dispatcher is adequately trained to perform their assigned duties.

(e) Upgrade training as specified in §§ 121.420 and 121.426 for a particular type airplane may be included in the training program for flightcrew members who have qualified and served as second in command pilot on that airplane.

(f) Conversion training as specified in §§ 121.419 and 121.424 for a particular type airplane may be included in the training program for flightcrew members who have qualified and served as flight engineer on that airplane.

(g) Particular subjects, maneuvers, procedures, or parts thereof specified in §§ 121.419, 121.420, 121.421, 121.422, 121.424, 121.425, and 121.426 for transition, conversion or upgrade training, as applicable, may be omitted, or the programmed hours of ground instruction or inflight training may be reduced, as provided in § 121.405.

(h) In addition to initial, transition, conversion, upgrade, recurrent and differences training, each training program must also provide ground and flight training, instruction, and practice as necessary to insure that each crewmember and aircraft dispatcher—

(1) Remains adequately trained and currently proficient with respect to each airplane, crewmember position, and type of operation in which he serves; and

(2) Qualifies in new equipment, facilities, procedures, and techniques, including modifications to airplanes.

(i) Each training program must include a process to provide for the regular analysis of individual pilot performance to identify pilots with performance deficiencies during training and checking and multiple failures during checking.

(j) Each training program must include methods for remedial training and tracking of pilots identified in the analysis performed in accordance with paragraph (i) of this section.

§ 121.417

Crewmember emergency training.

(a) Each training program must provide the emergency training set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar 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) [Reserved]

(iii) Portable fire extinguishers, with emphasis on type of extinguisher to be used on different classes of fires; and

(iv) Emergency exits in the emergency mode with the evacuation slide/raft pack attached (if applicable), with training emphasis on the operation of the exits under adverse conditions.

(3) Instruction in the handling of emergency situations including—

(i) Rapid decompression;

(ii) Fire inflight or on the surface, and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas including all galleys, service centers, lifts, lavatories and movie screens;

(iii) Ditching and other evacuation, including the evacuation of persons and their attendants, if any, who may need the assistance of another person to move expeditiously to an exit in the event of an emergency.

(iv) [Reserved]

(v) Hijacking and other unusual situations.

(4) Review and discussion of previous aircraft accidents and incidents pertaining to actual emergency situations.

(c) Each crewmember must accomplish the following emergency training during the specified training periods, using those items of installed emergency equipment for each type of airplane in which he or she is to serve (Alternate recurrent training required by § 121.433(c) of this part may be accomplished by approved pictorial presentation or demonstration):

(1) One-time emergency drill requirements to be accomplished during initial training. Each crewmember must perform—

(i) At least one approved protective breathing equipment (PBE) drill in which the crewmember combats an actual or simulated fire using at least one type of installed hand fire extinguisher or approved fire extinguisher that is appropriate for the type of actual fire or simulated fire to be fought while using the type of installed PBE required by § 121.337 or approved PBE simulation device as defined by paragraph (d) of this section for combatting fires aboard airplanes;

(ii) At least one approved firefighting drill in which the crewmember combats an actual fire using at least one type of installed hand fire extinguisher or approved fire extinguisher that is appropriate for the type of fire to be fought. This firefighting drill is not required if the crewmember performs the PBE drill of paragraph (c)(1)(i) by combating an actual fire; and

(iii) An emergency evacuation drill with each person egressing the airplane or approved training device using at least one type of installed emergency evacuation slide. The crewmember may either observe the airplane exits being opened in the emergency mode and the associated exit slide/raft pack being deployed and inflated, or perform the tasks resulting in the accomplishment of these actions.

(2) Additional emergency drill requirements to be accomplished during initial training and once each 24 calendar months during recurrent training. Each crewmember must—

(i) Perform the following emergency drills and operate the following equipment:

(A) Each type of emergency exit in the normal and emergency modes, including the actions and forces required in the deployment of the emergency evacuation slides;

(B) Each type of installed hand fire extinguisher;

(C) Each type of emergency oxygen system to include protective breathing equipment;

(D) Donning, use, and inflation of individual flotation means, if applicable; and

(E) Ditching, if applicable, including but not limited to, as appropriate:

( 1 ) Cockpit preparation and procedures;

( 2 ) Crew coordination;

( 3 ) Passenger briefing and cabin preparation;

( 4 ) Donning and inflation of life preservers;

( 5 ) Use of life-lines; and

( 6 ) Boarding of passengers and crew into raft or a slide/raft pack.

(ii) Observe the following drills:

(A) Removal from the airplane (or training device) and inflation of each type of life raft, if applicable;

(B) Transfer of each type of slide/raft pack from one door to another;

(C) Deployment, inflation, and detachment from the airplane (or training device) of each type of slide/raft pack; and

(D) Emergency evacuation including the use of a slide.

(d) After September 1, 1993, no crewmember may serve in operations under this part unless that crewmember has performed the PBE drill and the firefighting drill described by paragraphs (c)(1)(i) and (c)(1)(ii) of this section, as part of a one-time training requirement of paragraphs (c)(1) or (c)(2) of this section as appropriate. Any crewmember who performs the PBE drill and the firefighting drill prescribed in paragraphs (c)(1)(i) and (c)(1)(ii) of this section after May 26, 1987, is deemed to be in compliance with this regulation upon presentation of information or documentation, in a form and manner acceptable to the Executive Director, Flight Standards Service, showing that the appropriate drills have been accomplished.

(e) Crewmembers 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.

(f) For the purposes of this section the following definitions apply:

(1) Actual fire means an ignited combustible material, in controlled conditions, of sufficient magnitude and duration to accomplish the training objectives outlined in paragraphs (c)(1)(i) and (c)(1)(ii) of this section.

(2) Approved fire extinguisher means a training device that has been approved by the Administrator for use in meeting the training requirements of § 121.417(c).

(3) Approved PBE simulation device means a training device that has been approved by the Administrator for use in meeting the training requirements of § 121.417(c).

(4) Combats, in this context, means to properly fight an actual or simulated fire using an appropriate type of fire extinguisher until that fire is extinguished.

(5) Observe means to watch without participating actively in the drill.

(6) PBE drill means an emergency drill in which a crewmember demonstrates the proper use of protective breathing equipment while fighting an actual or simulated fire.

(7) Perform means to satisfactorily accomplish a prescribed emergency drill using established procedures that stress the skill of the persons involved in the drill.

(8) Simulated fire means an artificial duplication of smoke or flame used to create various aircraft firefighting scenarios, such as lavatory, galley oven, and aircraft seat fires.

§ 121.418

Differences training and related aircraft differences training.

(a) Differences training. (1) Differences training for crewmembers and dispatchers must consist of at least the following as applicable to their assigned duties and responsibilities:

(i) Instruction in each appropriate subject or part thereof required for initial ground training in the airplane unless the Administrator finds that particular subjects are not necessary.

(ii) Flight training in each appropriate maneuver or procedure required for initial flight training in the airplane unless the Administrator finds that particular maneuvers or procedures are not necessary.

(iii) The number of programmed hours of ground and flight training determined by the Administrator to be necessary for the airplane, the operation, and the crewmember or aircraft dispatcher involved.

(2) Differences training for all variations of a particular type airplane may be included in initial, transition, conversion, upgrade, and recurrent training for the airplane.

(b) Related aircraft differences training. (1) In order to seek approval of related aircraft differences training for flightcrew members, a certificate holder must submit a request for related aircraft designation to the Administrator, and obtain approval of that request.

(2) If the Administrator determines under paragraph (b)(1) of this section that a certificate holder is operating related aircraft, the certificate holder may submit to the Administrator a request for approval of a training program that includes related aircraft differences training.

(3) A request for approval of a training program that includes related aircraft differences training must include at least the following:

(i) Each appropriate subject required for the ground training for the related aircraft.

(ii) Each appropriate maneuver or procedure required for the flight training and crewmember emergency training for the related aircraft.

(iii) The number of programmed hours of ground training, flight training and crewmember emergency training necessary based on review of the related aircraft and the duty position.

(c) Approved related aircraft differences training. Approved related aircraft differences training for flightcrew members may be included in initial, transition, conversion, upgrade and recurrent training for the base aircraft. If the certificate holder's approved training program includes related aircraft differences training in accordance with paragraph (b) of this section, the training required by §§ 121.419, 121.420, 121.424, 121.425, 121.426, and 121.427, as applicable to flightcrew members, may be modified for the related aircraft.

§ 121.419

Pilots and flight engineers: Initial, transition, conversion and upgrade ground training.

(a) Except as provided in paragraph (b) of this section, initial and conversion ground training for pilots and initial and transition ground training for flight engineers, must include instruction in at least the following as applicable to their assigned duties:

(1) General subjects—

(i) The certificate holder's dispatch or flight release procedures;

(ii) Principles and methods for determining weight and balance, and runway limitations for takeoff and landing;

(iii) Enough meteorology to insure a practical knowledge of weather phenomena, including the principles of frontal systems, icing, fog, thunderstorms, and high altitude weather situations;

(iv) Air traffic control systems, procedures, and phraseology;

(v) Navigation and the use of navigation aids, including instrument approach procedures;

(vi) Normal and emergency communication procedures;

(vii) Visual cues prior to and during descent below DA/DH or MDA;

(viii) Approved crew resource management initial training; and

(ix) Other instructions as necessary to ensure pilot and flight engineer competence.

(2) For each airplane type—

(i) A general description;

(ii) Performance characteristics;

(iii) Engines and propellers;

(iv) Major components;

(v) Major airplane systems (e.g., flight controls, electrical, hydraulic); other systems as appropriate; principles of normal, abnormal, and emergency operations; appropriate procedures and limitations;

(vi) Procedures for—

(A) Recognizing and avoiding severe weather situations;

(B) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear, and

(C) Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions;

(vii) Operating limitations;

(viii) Fuel consumption and cruise control;

(ix) Flight planning;

(x) Each normal and emergency procedure;

(xi) For pilots, stall prevention and recovery in clean configuration, takeoff and maneuvering configuration, and landing configuration.

(xii) For pilots, upset prevention and recovery; and

(xiii) The approved Airplane Flight Manual.

(b) Initial and conversion ground training for pilots who have completed the airline transport pilot certification training program in § 61.156 of this chapter, and transition ground training for pilots, must include instruction in at least the following as applicable to their assigned duties:

(1) Ground training specific to the certificate holder's—

(i) Dispatch or flight release procedures;

(ii) Method for determining weight and balance and runway limitations for takeoff and landing;

(iii) Meteorology hazards applicable to the certificate holder's areas of operation;

(iv) Approved departure, arrival, and approach procedures;

(v) Normal and emergency communication procedures; and

(vi) Approved crew resource management training.

(2) The training required by paragraph (a)(2) of this section for the airplane type.

(c) In addition to the requirements in paragraph (a) or (b) of this section, as applicable, initial ground training for pilots in command must include instruction and facilitated discussion on the following:

(1) Leadership and command, including flightcrew member duties under § 121.542; and

(2) Mentoring, including techniques for instilling and reinforcing the highest standards of technical performance, airmanship, and professionalism in newly hired pilots.

(d) Initial ground training for pilots and flight engineers must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 64 hours; and

(ii) Turbopropeller powered, 80 hours.

(2) Group II airplanes, 120 hours.

(e) Initial ground training for pilots who have completed the airline transport pilot certification training program in § 61.156 must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (b) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 54 hours; and

(ii) Turbopropeller powered, 70 hours.

(2) Group II airplanes, 110 hours.

(f) Initial programmed hours applicable to pilots as specified in paragraphs (d) and (e) of this section must include 2 additional hours to meet the requirements in paragraphs (a)(2)(xi) and (xii) of this section.

§ 121.420

Pilots: Upgrade ground training.

(a) Upgrade ground training must include instruction in at least the following subjects as applicable to the duties assigned to the pilot in command:

(1) Seat dependent procedures, as applicable;

(2) Duty position procedures, as applicable; and

(3) Crew resource management, including decision making, authority and responsibility, and conflict resolution.

(b) In addition to the requirements in paragraph (a) of this section, upgrade ground training must include instruction and facilitated discussion on the following:

(1) Leadership and command, including flightcrew member duties under § 121.542; and

(2) Mentoring, including techniques for reinforcing the highest standards of technical performance, airmanship, and professional development in newly hired pilots.

§ 121.421

Flight attendants: Initial and transition ground training.

(a) Initial and transition ground training for flight attendants must include instruction in at least the following:

(1) General subjects—

(i) The authority of the pilot in command;

(ii) Passenger handling, including the procedures to be followed in the case of deranged persons or other persons whose conduct might jeopardize safety; and

(iii) Approved crew resource management initial training.

(2) For each airplane type—

(i) A general description of the airplane emphasizing physical characteristics that may have a bearing on ditching, evacuation, and inflight emergency procedures and on other related duties;

(ii) The use of both the public address system and the means of communicating with other flight crewmembers, including emergency means in the case of attempted hijacking or other unusual situations; and

(iii) Proper use of electrical galley equipment and the controls for cabin heat and ventilation.

(b) Initial and transition ground training for flight attendants must include a competence check to determine ability to perform assigned duties and responsibilities.

(c) Initial ground training for flight attendants must consist of at least the following programmed hours of instruction in the subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405.

(1) Group I airplanes—

(i) Reciprocating powered, 8 hours; and

(ii) Turbopropeller powered, 8 hours.

(2) Group II airplanes, 16 hours.

§ 121.422

Aircraft dispatchers: Initial and transition ground training.

(a) Initial and transition ground training for aircraft dispatchers must include instruction in at least the following:

(1) General subjects—

(i) Use of communications systems including the characteristics of those systems and the appropriate normal and emergency procedures;

(ii) Meteorology, including various types of meteorological information and forecasts, interpretation of weather data (including forecasting of en route and terminal temperatures and other weather conditions), frontal systems, wind conditions, and use of actual and prognostic weather charts for various altitudes;

(iii) The NOTAM system;

(iv) Navigational aids and publications;

(v) Joint dispatcher-pilot responsibilities;

(vi) Characteristics of appropriate airports;

(vii) Prevailing weather phenomena and the available sources of weather information;

(viii) Air traffic control and instrument approach procedures; and

(ix) Approved dispatcher resource management (DRM) initial training.

(2) For each airplane—

(i) A general description of the airplane emphasizing operating and performance characteristics, navigation equipment, instrument approach and communication equipment, emergency equipment and procedures, and other subjects having a bearing on dispatcher duties and responsibilities;

(ii) Flight operation procedures including procedures specified in § 121.419(a)(2)(vi);

(iii) Weight and balance computations;

(iv) Basic airplane performance dispatch requirements and procedures;

(v) Flight planning including track selection, flight time analysis, and fuel requirements; and

(vi) Emergency procedures.

(3) Emergency procedures must be emphasized, including the alerting of proper governmental, company, and private agencies during emergencies to give maximum help to an airplane in distress.

(b) Initial and transition ground training for aircraft dispatchers must include a competence check given by an appropriate supervisor or ground instructor that demonstrates knowledge and ability with the subjects set forth in paragraph (a) of this section.

(c) Initial ground training for aircraft dispatchers must consist of at least the following programmed hours of instruction in the subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 30 hours; and

(ii) Turbopropeller powered, 40 hours.

(2) Group II airplanes, 40 hours.

§ 121.423

Pilots: Extended Envelope Training.

(a) Each certificate holder must include in its approved training program, the extended envelope training set forth in this section with respect to each airplane type for each pilot. The extended envelope training required by this section must be performed in a Level C or higher full flight simulator, approved by the Administrator in accordance with § 121.407 of this part.

(b) Extended envelope training must include the following maneuvers and procedures:

(1) Manually controlled slow flight;

(2) Manually controlled loss of reliable airspeed;

(3) Manually controlled instrument departure and arrival;

(4) Upset recovery maneuvers; and

(5) Recovery from bounced landing.

(c) Extended envelope training must include instructor-guided hands on experience of recovery from full stall and stick pusher activation, if equipped.

(d) Recurrent training: Within 24 calendar months preceding service as a pilot, each person must satisfactorily complete the extended envelope training described in paragraphs (b)(1) through (4) and (c) of this section. Within 36 calendar months preceding service as a pilot, each person must satisfactorily complete the extended envelope training described in paragraph (b)(5) of this section.

(e) Deviation from use of Level C or higher full flight simulator:

(1) A certificate holder may submit a request to the Administrator for approval of a deviation from the requirements of paragraph (a) of this section to conduct the extended envelope training using an alternative method to meet the learning objectives of this section.

(2) A request for deviation from paragraph (a) of this section must include the following information:

(i) A simulator availability assessment, including hours by specific simulator and location of the simulator, and a simulator shortfall analysis that includes the training that cannot be completed in a Level C or higher full flight simulator; and

(ii) Alternative methods for achieving the learning objectives of this section.

(3) A certificate holder may request an extension of a deviation issued under this section.

(4) Deviations or extensions to deviations will be issued for a period not to exceed 12 months.

§ 121.424

Pilots: Initial, transition, conversion, and upgrade flight training.

(a) Initial, transition, and conversion flight training for pilots must include the following:

(1) Flight training and practice in the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program and in appendix E to this part, as applicable; and

(2) Extended envelope training set forth in § 121.423.

(b) In addition to the requirements in paragraph (a) of this section, initial flight training for pilots in command must include sufficient scenario-based training incorporating CRM and leadership and command skills to ensure the pilot's proficiency as pilot in command. The training required by this paragraph (b) may be completed inflight or in an FSTD.

(c) The training required by paragraph (a) of this section must be performed inflight except—

(1) That windshear maneuvers and procedures must be performed in an FFS in which the maneuvers and procedures are specifically authorized to be accomplished;

(2) That the extended envelope training required by § 121.423 must be performed in a Level C or higher full flight simulator unless the Administrator has issued to the certificate holder a deviation in accordance with § 121.423(e); and

(3) To the extent that certain other maneuvers and procedures may be performed in an FFS, an FTD, or a static airplane as permitted in appendix E to this part.

(d) Except as permitted in paragraph (e) of this section, the initial flight training required by paragraph (a)(1) of this section must include at least the following programmed hours of inflight training and practice unless reduced under § 121.405;

(1) Group I airplanes—

(i) Reciprocating powered. Pilot in command, 10 hours; second in command, 6 hours; and

(ii) Turbopropeller powered. Pilot in command, 15 hours; second in command, 7 hours.

(2) Group II airplanes. Pilot in command, 20 hours; second in command, 10 hours.

(e) If the certificate holder's approved training program includes a course of training utilizing an FFS under § 121.409 (c) and (d) of this part, each pilot must successfully complete—

(1) With respect to § 121.409(c) of this part—

(i) Training and practice in the FFS in at least all of the maneuvers and procedures set forth in appendix E of this part for initial flight training that are capable of being performed in an FFS; and

(ii) A proficiency check in the FFS or the airplane to the level of proficiency of a pilot in command or second in command, as applicable, in at least the maneuvers and procedures set forth in appendix F of this part that are capable of being performed in an FFS.

(2) With respect to § 121.409(d) of this part, training and practice in at least the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program that are capable of being performed in an FFS in which the maneuvers and procedures are specifically authorized.

§ 121.425

Flight engineers: Initial and transition flight training.

(a) Initial and transition flight training for flight engineers must include at least the following:

(1) Training and practice in procedures related to the carrying out of flight engineer duties and functions. This training and practice may be accomplished either inflight or in an FSTD.

(2) A flight check that includes—

(i) Preflight inspection;

(ii) Inflight performance of assigned duties accomplished from the flight engineer station during taxi, runup, takeoff, climb, cruise, descent, approach, and landing;

(iii) Accomplishment of other functions, such as fuel management and preparation of fuel consumption records, and normal and emergency or alternate operation of all airplane flight systems, performed either inflight or in an FSTD.

(b) Flight engineers possessing a commercial pilot certificate with an instrument, category and class rating, or pilots already qualified as second in command and reverting to flight engineer, may complete the entire flight check, required by paragraph (a)(2) of this section, in an approved FFS.

(c) Except as permitted in paragraph (d) of this section, the initial flight training required by paragraph (a) of this section must include at least the same number of programmed hours of flight training and practice that are specified for a second in command pilot under § 121.424(c) unless reduced under § 121.405.

(d) If the certificate holder's approved training program includes a course of training utilizing an FSTD under § 121.409(c), each flight engineer must successfully complete in the FSTD —

(1) Training and practice in at least all of the assigned duties, procedures, and functions required by paragraph (a) of this section; and

(2) A flight check to a flight engineer level of proficiency in the assigned duties, procedures, and functions.

§ 121.426

Pilots: Upgrade flight training.

(a) Upgrade flight training for pilots must include the following:

(1) Seat dependent maneuvers and procedures, as applicable;

(2) Duty position maneuvers and procedures, as applicable;

(3) Extended envelope training set forth in § 121.423;

(4) Maneuvers and procedures set forth in the certificate holder's low altitude windshear flight training program;

(5) Sufficient scenario-based training incorporating CRM and leadership and command skills, to ensure the pilot's proficiency as pilot in command; and

(6) Sufficient training to ensure the pilot's knowledge and skill with respect to the following:

(i) The airplane, its systems and components;

(ii) Proper control of airspeed, configuration, direction, altitude, and attitude in accordance with the Airplane Flight Manual, the certificate holder's operations manual, checklists, or other approved material appropriate to the airplane type; and

(iii) Compliance with ATC, instrument procedures, or other applicable procedures.

(b) The training required by paragraph (a) of this section must be performed inflight except—

(1) That windshear maneuvers and procedures must be performed in an FFS in which the maneuvers and procedures are specifically authorized to be accomplished;

(2) That the extended envelope training required by § 121.423 must be performed in a Level C or higher FFS unless the Administrator has issued to the certificate holder a deviation in accordance with § 121.423(e); and

(3) To the extent that certain other maneuvers and procedures may be performed in an FFS, an FTD, or a static airplane as permitted in Appendix E of this part.

(c) If the certificate holder's approved training program includes a course of training utilizing an FFS under § 121.409(c) and (d), each pilot must successfully complete—

(1) With respect to § 121.409(c)—A proficiency check in the FFS or the airplane to the level of proficiency of a pilot in command in at least the maneuvers and procedures set forth in Appendix F of this part that are capable of being performed in an FFS.

(2) With respect to § 121.409(d), training and practice in at least the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program that are capable of being performed in an FFS in which the maneuvers and procedures are specifically authorized.

§ 121.427

Recurrent training.

(a) Recurrent training must ensure that each crewmember or aircraft dispatcher is adequately trained and currently proficient with respect to the type airplane (including differences training, if applicable) and crewmember position involved.

(b) Recurrent ground training for crewmembers and dispatchers must include at least the following:

(1) A quiz or other review to determine the state of the crewmember's or dispatcher's knowledge with respect to the airplane and position involved.

(2) Instruction as necessary in the following:

(i) For pilots, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.419(b);

(ii) For flight engineers, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.419(a);

(iii) For flight attendants, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.421(a); and

(iv) For aircraft dispatchers, the subjects required for ground training by §§ 121.415(a)(1) and (4) and 121.422(a).

(3) For flight attendants and dispatchers, a competence check as required by §§ 121.421(b) and 121.422(b), respectively.

(4) For crewmembers, CRM training and for aircraft dispatchers, DRM training. For flightcrew members, CRM training or portions thereof may be accomplished during an approved FFS line-oriented flight training (LOFT) session.

(c) Recurrent ground training for crewmembers and aircraft dispatchers must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (b) of this section unless reduced under § 121.405:

(1) For pilots—

(i) Group I reciprocating powered airplanes, 15 hours;

(ii) Group I turbopropeller powered airplanes, 19 hours; and

(iii) Group II airplanes, 24 hours.

(2) For flight engineers—

(i) Group I, reciprocating powered airplanes, 16 hours;

(ii) Group I turbopropeller powered airplanes, 20 hours; and

(iii) Group II airplanes, 25 hours.

(3) For flight attendants—

(i) Group I reciprocating powered airplanes, 4 hours;

(ii) Group I turbopropeller powered airplanes, 5 hours; and

(iii) Group II airplanes, 12 hours.

(4) For aircraft dispatchers—

(i) Group I reciprocating powered airplanes, 8 hours;

(ii) Group I turbopropeller powered airplanes, 10 hours; and

(iii) Group II airplanes, 20 hours.

(d) Recurrent ground training for pilots serving as pilot in command:

(1) Within 36 months preceding service as pilot in command, each person must complete recurrent ground training on leadership and command and mentoring. This training is in addition to the ground training required in paragraph (b) of this section and the programmed hours required in paragraph (c) of this section. This training must include instruction and facilitated discussion on the following:

(i) Leadership and command, including instruction on flightcrew member duties under § 121.542; and

(ii) Mentoring, including techniques for instilling and reinforcing the highest standards of technical performance, airmanship, and professionalism in newly hired pilots.

(2) The requirements of paragraph (d)(1) do not apply until after a pilot has completed ground training on leadership and command and mentoring, as required by §§ 121.419, 121.420 and 121.429, as applicable.

(e) Recurrent flight training for flightcrew members must include at least the following:

(1) For pilots—

(i) Extended envelope training as required by § 121.423 of this part; and

(ii) Flight training in an approved FFS in maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program and flight training in maneuvers and procedures set forth in Appendix F of this part, or in a flight training program approved by the Administrator, except as follows—

(A) The number of programmed inflight hours is not specified; and

(B) Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in § 121.433(c) and (d).

(2) For flight engineers, flight training as provided by § 121.425(a) except as follows—

(i) The specified number of inflight hours is not required; and

(ii) The flight check, other than the preflight inspection, may be conducted in an FSTD. The preflight inspection may be conducted in an airplane, or by using an approved pictorial means that realistically portrays the location and detail of preflight inspection items and provides for the portrayal of abnormal conditions. Satisfactory completion of an approved line-oriented flight training may be substituted for the flight check.

(f) Recurrent programmed hours applicable to pilots as specified in paragraph (c)(1) of this section must include 30 additional minutes to meet the requirements in paragraph (e)(1)(i) of this section.

§ 121.429

Pilots in command: Leadership and command and mentoring training.

(a) No certificate holder may use a pilot as pilot in command in an operation under this part unless the pilot has completed the following ground training in accordance with the certificate holder's approved training program:

(1) Leadership and command training in § 121.419(c)(1) and mentoring training in § 121.419(c)(2); or

(2) Leadership and command training in § 121.420(b)(1) and mentoring training in § 121.420(b)(2).

(b) Credit for training provided by the certificate holder:

(1) The Administrator may credit leadership and command training and mentoring training completed by the pilot, with that certificate holder, after April 27, 2017, and prior to April 27, 2020, toward all or part of the training required by paragraph (a) of this section.

(2) In granting credit for the training required by paragraph (a) of this section, the Administrator may consider training aids, devices, methods, and procedures used by the certificate holder in voluntary leadership and command and mentoring instruction.

§ 121.431

Applicability.

(a) This subpart:

(1) Prescribes crewmember qualifications for all certificate holders except where otherwise specified; and

(2) Permits training center personnel authorized under part 142 of this chapter who meet the requirements of §§ 121.411 through 121.414 to provide training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) For the purpose of this subpart, the airplane groups and terms and definitions prescribed in § 121.400 and the following definitions apply:

Consolidation is the process by which a person through practice and practical experience increases proficiency in newly acquired knowledge and skills.

Line operating flight time is flight time performed in operations under this part.

Operating cycle is a complete flight segment consisting of a takeoff, climb, enroute portion, descent, and a landing.

§ 121.432

General.

(a) Except in the case of operating experience under § 121.434 and ground training for mentoring required by §§ 121.419, 121.420, 121.427, and 121.429, as applicable, a pilot who serves as second in command of an operation that requires three or more pilots must be fully qualified to act as pilot in command of that operation.

(b) No certificate holder may conduct a check or any training in operations under this part, except for the following checks and training required by this part or the certificate holder:

(1) Line checks for pilots.

(2) Flight engineer checks (except for emergency procedures), if the person being checked is qualified and current in accordance with § 121.453(a).

(3) Flight attendant training and competence checks.

(c) Except for pilot line checks and flight engineer flight checks, the person being trained or checked may not be used as a required crewmember.

§ 121.433

Training required.

(a) Initial training. No certificate holder may use any person nor may any person serve as a required crewmember on an airplane unless that person has satisfactorily completed, in a training program approved under subpart N of this part, initial ground and flight training for that type airplane and for the particular crewmember position, except as follows:

(1) Crewmembers who have qualified and served as a crewmember on another type airplane of the same group may serve in the same crewmember capacity upon completion of transition training as provided in § 121.415.

(2) Crewmembers who have qualified and served as second in command or flight engineer on a particular type airplane may serve as pilot in command or second in command, respectively, upon completion of upgrade or conversion training, as applicable, for that airplane as provided in § 121.415.

(b) Differences training. No certificate holder may use any person nor may any person serve as a required crewmember on an airplane of a type for which differences training is included in the certificate holder's approved training program unless that person has satisfactorily completed, with respect to both the crewmember position and the particular variation of the airplane in which the person serves, either initial or transition ground and flight training, or differences training, as provided in § 121.415.

(c) Recurrent training. (1) No certificate holder may use any person nor may any person serve as a required crewmember on an airplane unless, within the preceding 12 calendar months—

(i) For flight crewmembers, the person has satisfactorily completed recurrent ground and flight training for that airplane and crewmember position and a flight check as applicable;

(ii) For flight attendants and dispatchers, the person has satisfactorily completed recurrent ground training and a competence check; and

(iii) In addition, for pilots in command the person has satisfactorily completed, within the preceding 6 calendar months, recurrent flight training in addition to the recurrent flight training required in paragraph (c)(1)(i) of this section, in an airplane in which the person serves as pilot in command in operations under this part.

(2) For pilots, a proficiency check as provided in § 121.441 of this part may be substituted for the recurrent flight training required by this paragraph and the approved FFS course of training under § 121.409(b) of this part may be substituted for alternate periods of recurrent flight training required in that airplane, except as provided in paragraphs (d) and (e) of this section.

(d) Notwithstanding paragraph (c)(2) of this section, a proficiency check as provided in § 121.441 may not be substituted for the extended envelope training required by § 121.423 or training in those maneuvers and procedures set forth in a certificate holder's approved low-altitude windshear flight training program when that program is included in a recurrent flight training course as required by § 121.409(d).

§ 121.434

Operating experience, operating cycles, and consolidation of knowledge and skills.

(a) No certificate holder may use a person nor may any person serve as a required crewmember of an airplane unless the person has satisfactorily completed, on that type airplane and in that crewmember position, the operating experience, operating cycles, and the line operating flight time for consolidation of knowledge and skills, required by this section, except as follows:

(1) Crewmembers other than pilots in command may serve as provided herein for the purpose of meeting the requirements of this section.

(2) Pilots who are meeting the pilot in command requirements may serve as second in command.

(3) Separate operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills are not required for variations within the same type airplane.

(4) Deviation based upon designation of related aircraft in accordance with § 121.418(b).

(i) The Administrator may authorize a deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(ii) A request for deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft must be submitted to the Administrator. The request must include the following:

(A) Identification of aircraft operated by the certificate holder designated as related aircraft.

(B) Hours of operating experience and number of operating cycles necessary based on review of the related aircraft, the operation, and the duty position.

(C) Consolidation hours necessary based on review of the related aircraft, the operation, and the duty position.

(iii) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (a)(4).

(b) In acquiring the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills, crewmembers must comply with the following:

(1) In the case of a flight crewmember, the person must hold the appropriate certificates and ratings for the crewmember position and the airplane, except that a pilot who is meeting the pilot in command requirements must hold the appropriate certificates and ratings for a pilot in command in the airplane.

(2) The operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills must be acquired after satisfactory completion of the appropriate ground and flight training for the particular airplane type and crewmember position.

(3) In the case of a pilot who satisfactorily completed the preflight visual inspection of an aircraft by approved pictorial means during an initial, transition, conversion, or upgrade proficiency check, the pilot must also demonstrate proficiency to a check pilot on at least one complete preflight visual inspection of the interior and exterior of a static airplane. This demonstration of proficiency must be completed by the pilot and certified by the check pilot before the completion of operating experience.

(4) The experience must be acquired inflight during 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.

(c) Pilot crewmembers must acquire operating experience and operating cycles as follows:

(1) A pilot in command must—

(i) Perform the duties of a pilot in command under the supervision of a check pilot; and

(ii) For a qualifying pilot in command completing initial or upgrade training specified in § 121.424 or § 121.426, be observed in the performance of prescribed duties by an FAA inspector during at least one flight leg which includes a takeoff and landing. During the time that a qualifying pilot in command is acquiring the operating experience in paragraphs (c)(l)(i) and (ii) of this section, a check pilot who is also serving as the pilot in command must occupy a pilot station. However, in the case of a transitioning pilot in command the check pilot serving as pilot in command may occupy the observer's seat, if the transitioning pilot has made at least two takeoffs and landings in the type airplane used, and has satisfactorily demonstrated to the check pilot that he is qualified to perform the duties of a pilot in command of that type of airplane.

(2) A second in command pilot must perform the duties of a second in command under the supervision of an appropriately qualified check pilot.

(3) The hours of operating experience and operating cycles for all pilots are as follows:

(i) For initial training, 15 hours in Group I reciprocating powered airplanes, 20 hours in Group I turbopropeller powered airplanes, and 25 hours in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cycles (at least 2 as the pilot flying the airplane).

(ii) For transition training, except as provided in paragraph (c)(3)(iii) of this section, 10 hours in Group I reciprocating powered airplanes, 12 hours in Group I turbopropeller powered airplanes, 25 hours for pilots in command in Group II airplanes, and 15 hours for second in command pilots in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cycles (at least 2 as the pilot flying the airplane).

(iii) In the case of transition training where the certificate holder's approved training program includes a course of training in an FFS under § 121.409(c), each pilot in command must comply with the requirements prescribed in paragraph (c)(3)(i) of this section for initial training.

(d) A flight engineer must perform the duties of a flight engineer under the supervision of a check flight engineer or a qualified flight engineer for at least the following number of hours:

(1) Group I reciprocating powered airplanes, 8 hours.

(2) Group I turbopropeller powered airplanes, 10 hours.

(3) Group II airplanes, 12 hours.

(e) A flight attendant must, for at least 5 hours, perform the assigned duties of a flight attendant under the supervision of a flight attendant supervisor qualified under this part who personally observes the performance of these duties. However, operating experience is not required for a flight attendant who has previously acquired such experience on any large passenger carrying airplane of the same group, if the certificate holder shows that the flight attendant has received sufficient ground training for the airplane in which the flight attendant is to serve. Flight attendants receiving operating experience may not be assigned as a required crewmember. Flight attendants who have satisfactorily completed training time acquired in an approved training program conducted in a full-scale (except for length) cabin training device of the type airplane in which they are to serve may substitute this time for 50 percent of the hours required by this paragraph.

(f) Flight crewmembers may substitute one additional takeoff and landing for each hour of flight to meet the operating experience requirements of this section, up to a maximum reduction of 50% of flight hours, except those in Group II initial training, and second in command pilots in Group II transition training.

(g) Except as provided in paragraph (h) of this section, pilot in command and second in command crewmembers must each acquire at least 100 hours of line operating flight time for consolidation of knowledge and skills (including operating experience required under paragraph (c) of this section) within 120 days after the satisfactory completion of:

(1) Any part of the flight maneuvers and procedures portion of either an airline transport pilot certificate with type rating practical test or an additional type rating practical test, or

(2) A § 121.441 proficiency check.

(h) The following exceptions apply to the consolidation requirement of paragraph (g) of this section:

(1) Pilots who have qualified and served as pilot in command or second in command on a particular type airplane in operations under this part before August 25, 1995 are not required to complete line operating flight time for consolidation of knowledge and skills.

(2) Pilots who have completed the line operating flight time requirement for consolidation of knowledge and skills while serving as second in command on a particular type airplane in operations under this part after August 25, 1995 are not required to repeat the line operating flight time before serving as pilot in command on the same type airplane.

(3) If, before completing the required 100 hours of line operating flight time, a pilot serves as a pilot in another airplane type operated by the certificate holder, the pilot may not serve as a pilot in the airplane for which the pilot has newly qualified unless the pilot satifactorily completes refresher training as provided in the certificate holder's approved training program and that training is conducted by an appropriately qualified instructor or check pilot.

(4) If the required 100 hours of line operating flight time are not completed within 120 days, the certificate holder may extend the 120-day period to no more than 150 days if—

(i) The pilot continues to meet all other applicable requirements of subpart O of this part; and

(ii) On or before the 120th day the pilot satisfactorily completes refresher training conducted by an appropriately qualified instructor or check pilot as provided in the certificate holder's approved training program, or a check pilot determines that the pilot has retained an adequate level of proficiency after observing that pilot in a supervised line operating flight.

(5) The Administrator, upon application by the certificate holder, may authorize deviations from the requirements of paragraph (g) of this section, by an appropriate amendment to the operations specifications, to the extent warranted by any of the following circumstances:

(i) A newly certificated certificate holder does not employ any pilots who meet the minimum requirements of paragraph (g) of this section.

(ii) An existing certificate holder adds to its fleet an airplane type not before proven for use in its operations.

(iii) A certificate holder establishes a new domicile to which it assigns pilots who will be required to become qualified on the airplanes operated from that domicile.

(i) Notwithstanding the reductions in programmed hours permitted under §§ 121.405 and 121.409 of subpart N of this part, the hours of operating experience for crewmembers are not subject to reduction other than as provided in accordance with a deviation authorized under paragraph (a) of this section or as provided in paragraphs (e) and (f) of this section.

§ 121.435

Pilots: Operations Familiarization.

(a) Applicability. The operations familiarization requirements in paragraph (b) of this section apply to all persons newly hired by the certificate holder to serve as a pilot in part 121 operations and who began the certificate holder's basic indoctrination ground training on or after April 27, 2022. The requirements in paragraph (b) of this section also apply to all certificate holders required to comply with this subpart, except for those certificate holders operating under part 135 of this chapter that have been authorized to comply with this subpart instead of the requirements of part 135, subparts E, G, and H, pursuant to § 135.3(c), and those fractional ownership program managers operating under part 91, subpart K, of this chapter that have been authorized to comply with this subpart instead of §§ 91.1065 through 91.1107, pursuant to § 91.1063(b) of this chapter.

(b) Operations familiarization requirements. (1) No certificate holder may use, and no person may serve as, a pilot in operations under this part unless that person has completed the operations familiarization required by this paragraph (b). Operations familiarization may be completed during or after basic indoctrination training, but must be completed before the pilot begins operating experience under § 121.434.

(2) Operations familiarization must include at least two operating cycles conducted by the certificate holder in accordance with the operating rules of this part.

(3) All pilots completing operations familiarization must occupy the observer seat on the flight deck and have access to and use an operational headset.

(c) Deviation. (1) A certificate holder who operates an aircraft that does not have an observer seat on the flight deck may submit a request to the Administrator for approval of a deviation from the requirements of paragraphs (a) and (b) of this section.

(2) A request for deviation from any of the requirements in paragraphs (a) and (b) of this section must include the following information:

(i) The total number and types of aircraft operated by the certificate holder in operations under this part that do not have an observer seat on the flight deck;

(ii) The total number and types of aircraft operated by the certificate holder in operations under this part that do have an observer seat on the flight deck; and

(iii) Alternative methods for achieving the objectives of this section.

(3) A certificate holder may request an extension of a deviation issued under this section.

(4) Deviations or extensions to deviations will be issued for a period not to exceed 12 months.

§ 121.436

Pilot Qualification: Certificates and experience requirements.

(a) No certificate holder may use nor may any pilot act as pilot in command of an aircraft (or as second in command of an aircraft in a flag or supplemental operation that requires three or more pilots) unless the pilot:

(1) Holds an airline transport pilot certificate not subject to the limitations in § 61.167 of this chapter;

(2) Holds an appropriate aircraft type rating for the aircraft being flown; and

(3) If serving as pilot in command in part 121 operations, has 1,000 hours as:

(i) Second in command in operations under this part;

(ii) Pilot in command in operations under § 91.1053(a)(2)(i) of this chapter;

(iii) Pilot in command in operations under § 135.243(a)(1) of this chapter;

(iv) Pilot in command in eligible on-demand operations that require the pilot to satisfy § 135.4(a)(2)(ii)(A) of this chapter; or

(v) Any combination thereof.

(b) No certificate holder may use nor may any pilot act as second in command unless the pilot holds an airline transport pilot certificate and an appropriate aircraft type rating for the aircraft being flown. A second-in-command type rating obtained under § 61.55 does not satisfy the requirements of this section.

(c) For the purpose of satisfying the flight hour requirement in paragraph (a)(3) of this section, a pilot may credit 500 hours of military flight time provided the flight time was obtained—

(1) As pilot in command in a multiengine, turbine-powered, fixed-wing airplane or powered-lift aircraft, or any combination thereof; and

(2) In an operation requiring more than one pilot.

(d) For the purpose of satisfying the flight hour requirement in paragraph (a)(3) of this section, a pilot may credit flight time obtained as pilot in command in operations under this part prior to July 31, 2013.

(e) For those pilots who were employed as pilot in command in part 121 operations on July 31, 2013, compliance with the requirements of paragraph (a)(3) of this section is not required.

§ 121.438

Pilot operating limitations and pairing requirements.

(a) If the second in command has fewer than 100 hours of flight time as second in command in operations under this part in the type airplane being flown, and the pilot in command is not an appropriately qualified check pilot, the pilot in command must make all takeoffs and landings in the following situations:

(1) At special airports designated by the Administrator or at special airports designated by the certificate holder; and

(2) In any of the following conditions:

(i) The prevailing visibility value in the latest weather report for the airport is at or below 3/4 mile.

(ii) The runway visual range for the runway to be used is at or below 4,000 feet.

(iii) The runway to be used has water, snow, slush or similar conditions that may adversely affect airplane performance.

(iv) The braking action on the runway to be used is reported to be less than “good”.

(v) The crosswind component for the runway to be used is in excess of 15 knots.

(vi) Windshear is reported in the vicinity of the airport.

(vii) Any other condition in which the PIC determines it to be prudent to exercise the PIC's prerogative.

(b) No person may conduct operations under this part unless, for that type airplane, either the pilot in command or the second in command has at least 75 hours of line operating flight time, either as pilot in command or second in command. The Administrator may, upon application by the certificate holder, authorize deviations from the requirements of this paragraph (b) by an appropriate amendment to the operations specifications in any of the following circumstances:

(1) A newly certificated certificate holder does not employ any pilots who meet the minimum requirements of this paragraph.

(2) An existing certificate holder adds to its fleet a type airplane not before proven for use in its operations.

(3) An existing certificate holder establishes a new domicile to which it assigns pilots who will be required to become qualified on the airplanes operated from that domicile.

§ 121.439

Pilot qualification: Recent experience.

(a) No certificate holder may use any person nor may any person serve as a required pilot flightcrew member, unless within the preceding 90 days, that person has made at least three takeoffs and landings in the type airplane in which that person is to serve. The takeoffs and landings required by this paragraph may be performed in a Level B or higher FFS approved under § 121.407 to include takeoff and landing maneuvers. In addition, any person who fails to make the three required takeoffs and landings within any consecutive 90-day period must re-establish recency of experience as provided in paragraph (b) of this section.

(b) In addition to meeting all applicable training and checking requirements of this part, a required pilot flightcrew member who has not met the requirements of paragraph (a) of this section must re-establish recency of experience as follows:

(1) Under the supervision of a check pilot, make at least three takeoffs and landings in the type airplane in which that person is to serve or in a Level B or higher FFS.

(2) The takeoffs and landings required in paragraph (b)(1) of this section must include—

(i) At least one takeoff with a simulated failure of the most critical powerplant;

(ii) At least one landing from an ILS approach to the lowest ILS minimum authorized for the certificate holder; and

(iii) At least one landing to a full stop.

(c) [Reserved]

(d) When using an FFS to accomplish any of the requirements of paragraphs (a) or (b) of this section, each required flightcrew member position must be occupied by an appropriately qualified person, and the FFS must be operated as if in a normal inflight environment without use of the repositioning features of the FFS.

(e) A check pilot who observes the takeoffs and landings prescribed in paragraph (b)(1) of this section shall certify that the person being observed is proficient and qualified to perform flight duty in operations under this part and may require any additional maneuvers that are determined necessary to make this certifying statement.

(f) Deviation authority based upon designation of related aircraft in accordance with § 121.418(b).

(1) The Administrator may authorize a deviation from the requirements of paragraph (a) of this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from paragraph (a) of this section must be submitted to the Administrator. The request must include the following:

(i) Identification of aircraft operated by the certificate holder designated as related aircraft.

(ii) The number of takeoffs, landings, maneuvers, and procedures necessary to maintain or re-establish recency based on review of the related aircraft, the operation, and the duty position.

(3) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (f).

§ 121.440

Line checks.

(a) No certificate holder may use any person nor may any person serve as pilot in command of an airplane unless, within the preceding 12 calendar months, that person has passed a line check in which he satisfactorily performs the duties and responsibilities of a pilot in command in one of the types of airplanes he is to fly.

(b) A pilot in command line check for domestic and flag operations must—

(1) Be given by a check pilot who is currently qualified on both the route and the airplane; and

(2) Consist of at least one flight over a typical part of the certificate holder's route, or over a foreign or Federal airway, or over a direct route.

(c) A pilot in command line check for supplemental operations must—

(1) Be given by a check pilot who is currently qualified on the airplane; and

(2) Consist of at least one flight over a part of a Federal airway, foreign airway, or advisory route over which the pilot may be assigned.

§ 121.441

Proficiency checks.

(a) No certificate holder may use any person nor may any person serve as a required pilot flight crewmember unless that person has satisfactorily completed either a proficiency check, or an approved FFS course of training under § 121.409, as follows:

(1) For a pilot in command—

(i) A proficiency check within the preceding 12 calendar months in the aircraft type in which the person is to serve and,

(ii) In addition, within the preceding 6 calendar months, either a proficiency check or the approved FFS course of training.

(2) For all other pilots—

(i) Within the preceding 24 calendar months either a proficiency check or the line-oriented flight training course under § 121.409; and

(ii) Within the preceding 12 calendar months, either a proficiency check or any FFS training course under § 121.409

(b) Except as provided in paragraphs (c) and (d) of this section, a proficiency check must meet the following requirements:

(1) It must include at least the procedures and maneuvers set forth in appendix F to this part unless otherwise specifically provided in that appendix.

(2) It must be given by the Administrator or a check pilot.

(c) An approved FFS or FTD may be used in the conduct of a proficiency check as provided in appendix F to this part.

(d) A person giving a proficiency check may, in his or her discretion, waive any of the maneuvers or procedures for which a specific waiver authority is set forth in Appendix F of this part if the conditions in paragraphs (d)(1) through (3) of this section are satisfied:

(1) The Administrator has not specifically required the particular maneuver or procedure to be performed.

(2) The pilot being checked is, at the time of the check, employed by a certificate holder as a pilot.

(3) The pilot being checked meets one of the following conditions:

(i) The pilot is currently qualified for operations under this part in the particular type airplane and flightcrew member position.

(ii) The pilot has, within the preceding six calendar months, satisfactorily completed an approved training curriculum, except for an upgrade training curriculum in accordance with §§ 121.420 and 121.426, for the particular type airplane.

(e) If the pilot being checked fails any of the required maneuvers, the person giving the proficiency check may give additional training to the pilot during the course of the proficiency check. In addition to repeating the maneuvers failed, the person giving the proficiency check may require the pilot being checked to repeat any other maneuvers he finds 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 him nor may he serve in operations under this part until he has satisfactorily completed a proficiency check.

(f) Deviation authority based upon designation of related aircraft in accordance with § 121.418(b) of this part.

(1) The Administrator may authorize a deviation from the proficiency check requirements of paragraphs (a), (b)(1), and (c) of this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from paragraphs (a), (b)(1), and (c) of this section must be submitted to the Administrator. The request must include the following:

(i) Identification of aircraft operated by the certificate holder designated as related aircraft.

(ii) Based on review of the related aircraft, the operation, and the duty position:

(A) For recurrent proficiency checks, the frequency of the related aircraft proficiency check, the maneuvers and procedures to be included in the related aircraft proficiency check, and the level of FSTD to be used for each maneuver and procedure.

(B) For qualification proficiency checks, the maneuvers and procedures to be included in the related aircraft proficiency check and the level of FSTD to be used for each maneuver and procedure.

(3) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (f).

§ 121.443

Pilot in command qualification: Route and airports.

(a) Each certificate holder shall provide a system acceptable to the Administrator for disseminating the information required by paragraph (b) of this section to the pilot in command and appropriate flight operation personnel. The system must also provide an acceptable means for showing compliance with § 121.445.

(b) No certificate holder may use any person, nor may any person serve, as pilot in command unless the certificate holder has provided that person current information concerning the following subjects pertinent to the areas over which that person is to serve, and to each airport and terminal area into which that person is to operate, and ensures that that person has adequate knowledge of, and the ability to use, the information:

(1) Weather characteristics appropriate to the season.

(2) Navigation facilities.

(3) Communication procedures, including airport visual aids.

(4) Kinds of terrain and obstructions.

(5) Minimum safe flight levels.

(6) En route and terminal area arrival and departure procedures, holding procedures and authorized instrument approach procedures for the airports involved.

(7) Congested areas and physical layout of each airport in the terminal area in which the pilot will operate.

(8) Notices to Airmen.

§ 121.445

Pilot in command airport qualification: Special areas and airports.

(a) The Administrator may determine that certain airports (due to items such as surrounding terrain, obstructions, or complex approach or departure procedures) are special airports requiring special airport qualifications and that certain areas or routes, or both, require a special type of navigation qualification.

(b) Except as provided in paragraph (c) of this section, no certificate holder may use any person, nor may any person serve, as pilot in command to or from an airport determined to require special airport qualifications unless, within the preceding 12 calendar months:

(1) The pilot in command or second in command has made an entry to that airport (including a takeoff and landing) while serving as a pilot flight crewmember; or

(2) The pilot in command has qualified by using pictorial means acceptable to the Administrator for that airport.

(c) Paragraph (b) of this section does not apply when an entry to that airport (including a takeoff or a landing) is being made if the ceiling at that airport is at least 1,000 feet above the lowest MEA or MOCA, or initial approach altitude prescribed for the instrument approach procedure for that airport, and the visibility at that airport is at least 3 miles.

(d) No certificate holder may use any person, nor may any person serve, as pilot in command between terminals over a route or area that requires a special type of navigation qualification unless, within the preceding 12 calendar months, that person has demonstrated qualification on the applicable navigation system in a manner acceptable to the Administrator, by one of the following methods:

(1) By flying over a route or area as pilot in command using the applicable special type of navigation system.

(2) By flying over a route or area as pilot in command under the supervision of a check pilot using the special type of navigation system.

(3) By completing the training program requirements of appendix G of this part.

§ 121.447

§ 121.453

Flight engineer qualifications.

(a) No certificate holder may use any person nor may any person serve as a flight engineer on an airplane unless, within the preceding 6 calendar months, he has had at least 50 hours of flight time as a flight engineer on that type airplane or the certificate holder or the Administrator has checked him on that type airplane and determined that he is familiar and competent with all essential current information and operating procedures.

(b) A flight check given in accordance with § 121.425(a)(2) satisfies the requirements of paragraph (a) of this section.

§§ 121.455-121.459

§ 121.461

Applicability.

This subpart prescribes—

(a) Qualifications and duty time limitations for aircraft dispatchers for certificate holders conducting domestic flag operations; and

(b) Duty period limitations and rest requirements for flight attendants used by certificate holders conducting domestic, flag, or supplemental operations.

§ 121.463

Aircraft dispatcher qualifications.

(a) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a particular airplane group unless that person has, with respect to an airplane of that group, satisfactorily completed the following:

(1) Initial dispatcher training, except that a person who has satisfactorily completed such training for another type airplane of the same group need only complete the appropriate transition training.

(2) Operating familiarization consisting of at least 5 hours observing operations under this part from the flight deck or, for airplanes without an observer seat on the flight deck, from a forward passenger seat with headset or speaker. This requirement may be reduced to a minimum of 2 1/2 hours by the substitution of one additional takeoff and landing for an hour of flight. A person may serve as an aircraft dispatcher without meeting the requirement of this paragraph (a) for 90 days after initial introduction of the airplane into operations under this part.

(b) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a particular type airplane unless that person has, with respect to that airplane, satisfactorily completed differences training, if applicable.

(c) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher unless within the preceding 12 calendar months the aircraft dispatcher has satisfactorily completed operating familiarization consisting of at least 5 hours observing operations under this part, in one of the types of airplanes in each group to be dispatched. This observation shall be made from the flight deck or, for airplanes without an observer seat on the flight deck, from a forward passenger seat with headset or speaker. The requirement of paragraph (a) of this section may be reduced to a minimum of 2 1/2 hours by the substitution of one additional takeoff and landing for an hour of flight. The requirement of this paragraph may be satisfied by observation of 5 hours of simulator training for each airplane group in one of the simulators approved under § 121.407 for the group. However, if the requirement of paragraph (a) is met by the use of a simulator, no reduction in hours is permitted.

(d) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve as an aircraft dispatcher to dispatch airplanes in operations under this part unless the certificate holder has determined that he is familiar with all essential operating procedures for that segment of the operation over which he exercises dispatch jurisdiction. However, a dispatcher who is qualified to dispatch airplanes through one segment of an operation may dispatch airplanes through other segments of the operation after coordinating with dispatchers who are qualified to dispatch airplanes through those other segments.

(e) For the purposes of this section, the airplane groups, terms, and definitions in § 121.400 apply.

§ 121.465

Aircraft dispatcher duty time limitations: Domestic and flag operations.

(a) Each certificate holder conducting domestic or flag operations shall establish the daily duty period for a dispatcher so that it begins at a time that allows him or her to become thoroughly familiar with existing and anticipated weather conditions along the route before he or she dispatches any airplane. He or she shall remain on duty until each airplane dispatched by him or her has completed its flight, or has gone beyond his or her jurisdiction, or until he or she is relieved by another qualified dispatcher.

(b) Except in cases where circumstances or emergency conditions beyond the control of the certificate holder require otherwise—

(1) No certificate holder conducting domestic or flag operations may schedule a dispatcher for more than 10 consecutive hours of duty;

(2) If a dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, the certificate holder shall provide him or her a rest period of at least eight hours at or before the end of 10 hours of duty.

(3) Each dispatcher must be relieved of all duty with the certificate holder for at least 24 consecutive hours during any seven consecutive days or the equivalent thereof within any calendar month.

(c) Notwithstanding paragraphs (a) and (b) of this section, a certificate holder conducting flag operations may, if authorized by the Administrator, schedule an aircraft dispatcher at a duty station outside of the 48 contiguous States and the District of Columbia, for more than 10 consecutive hours of duty in a 24-hour period if that aircraft dispatcher is relieved of all duty with the certificate holder for at least eight hours during each 24-hour period.

§ 121.467

Flight attendant duty period limitations and rest requirements: Domestic, flag, and supplemental operations.

(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 conducting domestic, flag, or supplemental operations. 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 crewmember, who is assigned by a certificate holder conducting domestic, flag, or supplemental operations, 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 restraint or duty for a certificate holder conducting domestic, flag, or supplemental operations and 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 14 hours.

(2) 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 10 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 not be reduced to less than 10 consecutive hours.

(4) A certificate holder conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations 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 48 contiguous states and the District of Columbia, 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 domestic 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations 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 conducting domestic, flag, or supplemental operations must relieve each flight attendant engaged in air transportation and each commercial operator must relieve each flight attendant engaged in air commerce 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 conducting domestic, flag, or supplemental operations (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 conducting domestic, flag, or supplemental operations may apply the flightcrew member flight time and duty limitations and rest requirements of part 117 of this chapter 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 flightcrew member requirements contained in part 117, as appropriate to the operation being conducted, except that rest facilities on board the aircraft are not required;

(iii) Include provisions to add one flight attendant to the minimum flight attendant complement for each flightcrew member 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 part 117, as applicable, of this part;

(iv) Are approved by the Administrator and are 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 the written 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 responsible Flight Standards office. The filing of a petition to reconsider stays the notice, pending decision by the Administrator. However, if the Administrator finds that an emergency requires immediate action in the interest of safety, the Administrator may, upon a statement of the reasons, require a change effective without stay.

§ 121.470

Applicability.

This subpart prescribes flight time limitations and rest requirements for domestic all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) Certificate holders conducting scheduled operations entirely within the States of Alaska or Hawaii with aircraft having a passenger seat configuration of more than 30 seats, excluding each crewmember seat, or a payload capacity of more than 7,500 pounds, may comply with the requirements of this subpart or subpart R of this part for those operations.

(c) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) Cargo operations conducted under contract to a U.S. government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (c)(1) and (c)(2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.471

Flight time limitations and rest requirements: All flight crewmembers.

(a) No certificate holder conducting domestic operations may schedule any flight crewmember and no flight crewmember may accept an assignment for flight time in scheduled air transportation or in other commercial flying if that crewmember's total flight time in all commercial flying will exceed—

(1) 1,000 hours in any calendar year;

(2) 100 hours in any calendar month;

(3) 30 hours in any 7 consecutive days;

(4) 8 hours between required rest periods.

(b) Except as provided in paragraph (c) of this section, no certificate holder conducting domestic operations 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.

(4) No certificate holder may assign, nor may any flight crewmember perform any flight time with the certificate holder unless the flight crewmember has had at least the minimum rest required under this paragraph.

(d) Each certificate holder conducting domestic operations 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.

(e) No certificate holder conducting domestic operations may assign any flight crewmember and no flight crewmember may accept assignment to any duty with the air carrier during any required rest period.

(f) 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.

(g) A flight crewmember is not considered to be scheduled for flight time in excess of flight time limitations if the flights to which he 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.

§ 121.473

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.480

Applicability.

This subpart prescribes flight time limitations and rest requirements for flag all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted under contract to a U.S. government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (b)(1) and (b) (2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.481

Flight time limitations: One or two pilot crews.

(a) A certificate holder conducting flag operations may schedule a pilot to fly in an airplane that has a crew of one or two pilots for eight hours or less during any 24 consecutive hours without a rest period during these eight hours.

(b) If a certificate holder conducting flag operations schedules a pilot to fly more than eight hours during any 24 consecutive hours, it shall give him an intervening rest period, at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. The certificate holder shall relieve that pilot of all duty with it during that rest period.

(c) Each pilot who has flown more than eight hours during 24 consecutive hours must be given at least 18 hours of rest before being assigned to any duty with the certificate holder.

(d) No pilot may fly more than 32 hours during any seven consecutive days, and each pilot must be relieved from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

(e) No pilot may fly as a member of a crew more than 100 hours during any one calendar month.

(f) No pilot may fly as a member of a crew more than 1,000 hours during any 12-calendar-month period.

§ 121.483

Flight time limitations: Two pilots and one additional flight crewmember.

(a) No certificate holder conducting flag operations may schedule a pilot to fly, in an airplane that has a crew of two pilots and at least one additional flight crewmember, for a total of more than 12 hours during any 24 consecutive hours.

(b) If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the air carrier. In any case, he must be given at least 24 consecutive hours of rest during any seven consecutive days.

(c) No pilot may fly as a flight crewmember more than—

(1) 120 hours during any 30 consecutive days;

(2) 300 hours during any 90 consecutive days; or

(3) 1,000 hours during any 12-calendar-month period.

§ 121.485

Flight time limitations: Three or more pilots and an additional flight crewmember.

(a) Each certificate holder conducting flag operations shall schedule its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crew of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive hours.

(b) The certificate holder conducting flag operations shall give each pilot, upon return to his base from any flight or series of flights, a rest period that is at least twice the total number of hours he flew since the last rest period at his base. During the rest period required by this paragraph, the air carrier may not require him to perform any duty for it. If the required rest period is more than seven days, that part of the rest period in excess of seven days may be given at any time before the pilot is again scheduled for flight duty on any route.

(c) No pilot may fly as a flight crewmember more than—

(1) 350 hours during any 90 consecutive days; or

(2) 1,000 hours during any 12-calendar-month period.

§ 121.487

Flight time limitations: Pilots not regularly assigned.

(a) Except as provided in paragraphs (b) through (e) of this section, a pilot who is not regularly assigned as a flight crewmember for an entire calendar month under § 121.483 or 121.485 may not fly more than 100 hours in any 30 consecutive days.

(b) The monthly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of two or more pilots and an additional flight crewmember, are those set forth in § 121.481.

(c) Except for a pilot covered by paragraph (b) of this section, the monthly and quarterly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of three pilots and additional flight crewmember, are those set forth in § 121.483.

(d) The quarterly flight time limitations for a pilot to whom paragraphs (b) and (c) of this section do not apply and who is scheduled for duty aloft for a total of not more than 20 hours within any calendar month in two-pilot crews (with or without additional flight crewmembers) are those set forth in § 121.485.

(e) The monthly and quarterly flight time limitations for a pilot assigned to each of two-pilot, two-pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in a given calendar month, and who is not subject to paragraph (b), (c), or (d) of this section, are those set forth in § 121.483.

§ 121.489

Flight time limitations: Other commercial flying.

No pilot that is employed as a pilot by a certificate holder conducting flag operations may do any other commercial flying if that commercial flying plus his flying in air transportation will exceed any flight time limitation in this part.

§ 121.491

Flight time limitations: Deadhead transportation.

Time spent in deadhead transportation to or from duty assignment is not considered to be a part of a rest period.

§ 121.493

Flight time limitations: Flight engineers and flight navigators.

(a) In any operation in which one flight engineer or flight navigator is required, the flight time limitations in § 121.483 apply to that flight engineer or flight navigator.

(b) In any operation in which more than one flight engineer or flight navigator is required, the flight time limitations in § 121.485 apply to those flight engineers or flight navigators.

§ 121.495

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.500

Applicability.

This subpart prescribes flight time limitations and rest requirements for supplemental all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pound or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted under contract to a U.S. Government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (b)(1) and (b)(2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.503

Flight time limitations: Pilots: airplanes.

(a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24 consecutive hours without a rest period during those eight hours.

(b) Each pilot who has flown more than eight hours during any 24 consecutive hours must be given at least 16 hours of rest before being assigned to any duty with the certificate holder.

(c) Each certificate holder conducting supplemental operations shall relieve each pilot from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

(d) No pilot may fly as a crewmember in air transportation more than 100 hours during any 30 consecutive days.

(e) No pilot may fly as a crewmember in air transportation more than 1,000 hours during any calendar year.

(f) Notwithstanding paragraph (a) of this section, the certificate holder may, in conducting a transcontinental nonstop flight, schedule a flight crewmember for more than eight but not more than 10 hours of continuous duty aloft without an intervening rest period, if—

(1) The flight is in an airplane with a pressurization system that is operative at the beginning of the flight;

(2) The flight crew consists of at least two pilots and a flight engineer; and

(3) The certificate holder uses, in conducting the operation, an air/ground communication service that is independent of systems operated by the United States, and a dispatch organization, both of which are approved by the Administrator as adequate to serve the terminal points concerned.

§ 121.505

Flight time limitations: Two pilot crews: airplanes.

(a) If a certificate holder conducting supplemental operations schedules a pilot to fly more than eight hours during any 24 consecutive hours, it shall give him an intervening rest period at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. The certificate holder conducting supplemental operations shall relieve that pilot of all duty with it during that rest period.

(b) No pilot of an airplane that has a crew of two pilots may be on duty for more than 16 hours during any 24 consecutive hours.

§ 121.507

Flight time limitations: Three pilot crews: airplanes.

(a) No certificate holder conducting supplemental operations may schedule a pilot—

(1) For flight deck duty in an airplane that has a crew of three pilots for more than eight hours in any 24 consecutive hours; or

(2) To be aloft in an airplane that has a crew of three pilot for more than 12 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a crew of three pilots may be on duty for more than 18 hours in any 24 consecutive hours.

§ 121.509

Flight time limitations: Four pilot crews: airplanes.

(a) No certificate holder conducting supplemental operations may schedule a pilot—

(1) For flight deck duty in an airplane that has a crew of four pilots for more than eight hours in any 24 consecutive hours; or

(2) To be aloft in an airplane that has a crew of four pilots for more than 16 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a crew of four pilots may be on duty for more than 20 hours in any 24 consecutive hours.

§ 121.511

Flight time limitations: Flight engineers: airplanes.

(a) In any operation in which one flight engineer is serving the flight time limitations in §§ 121.503 and 121.505 apply to that flight engineer.

(b) In any operation in which more than one flight engineer is serving and the flight crew contains more than two pilots the flight time limitations in § 121.509 apply in place of those in § 121.505.

§ 121.513

Flight time limitations: Overseas and international operations: airplanes.

In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder conducting supplemental operations may elect to comply with the flight time limitations of §§ 121.515 and 121.521 through 121.525 for operations conducted—

(a) Between a place in the 48 contiguous States and the District of Columbia, or Alaska, and any place outside thereof;

(b) Between any two places outside the 48 contiguous States, the District of Columbia, and Alaska; or

(c) Between two places within the State of Alaska or the State of Hawaii.

§ 121.515

Flight time limitations: All airmen: airplanes.

No airman may be aloft as a flight crewmember more than 1,000 hours in any 12-calendar-month period.

§ 121.517

Flight time limitations: Other commercial flying: airplanes.

No airman who is employed by a certificate holder conducting supplemental operations may do any other commercial flying, if that commercial flying plus his flying in operations under this part will exceed any flight time limitation in this part.

§ 121.519

Flight time limitations: Deadhead transportation: airplanes.

Time spent by an airman in deadhead transportation to or from a duty assignment is not considered to be part of any rest period.

§ 121.521

Flight time limitations: Crew of two pilots and one additional airman as required.

(a) No certificate holder conducting supplemental operations may schedule an airman to be aloft as a member of the flight crew in an airplane that has a crew of two pilots and at least one additional flight crewmember for more than 12 hours during any 24 consecutive hours.

(b) If an airman has been aloft as a member of a flight crew for 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the certificate holder. In any case, he must be relieved of all duty for at least 24 consecutive hours during any seven consecutive days.

(c) No airman may be aloft as a flight crewmember more than—

(1) 120 hours during any 30 consecutive days; or

(2) 300 hours during any 90 consecutive days.

§ 121.523

Flight time limitations: Crew of three or more pilots and additional airmen as required.

(a) No certificate holder conducting supplemental operations may schedule an airman for flight deck duty as a flight engineer, or navigator in a crew of three or more pilots and additional airmen for a total of more than 12 hours during any 24 consecutive hours.

(b) Each certificate holder conducting supplemental operations shall schedule its flight hours to provide adequate rest periods on the ground for each airman who is away from his principal operations base. It shall also provide adequate sleeping quarters on the airplane whenever an airman is scheduled to be aloft as a flight crewmember for more than 12 hours during any 24 consecutive hours.

(c) No certificate holder conducting supplemental operations may schedule any flight crewmember to be on continuous duty for more than 30 hours. Such a crewmember is considered to be on continuous duty from the time he reports for duty until the time he is released from duty for a rest period of at least 10 hours on the ground. If a flight crewmember is on continuous duty for more than 24 hours (whether scheduled or not) during any scheduled duty period, he must be given at least 16 hours for rest on the ground after completing the last flight scheduled for that scheduled duty period before being assigned any further flight duty.

(d) If a flight crewmember is required to engage in deadhead transportation for more than four hours before beginning flight duty, one half of the time spent in deadhead transportation must be treated as duty time for the purpose of complying with duty time limitations, unless he is given at least 10 hours of rest on the ground before being assigned to flight duty.

(e) Each certificate holder conducting supplemental operations shall give each airman, upon return to his operations base from any flight or series of flights, a rest period that is at least twice the total number of hours he was aloft as a flight crewmember since the last rest period at his base, before assigning him to any further duty. If the required rest period is more than seven days, that part of the rest period that is more than seven days may be given at any time before the pilot is again scheduled for flight duty.

(f) No airman may be aloft as a flight crewmember for more than 350 hours in any 90 consecutive days.

§ 121.525

Flight time limitations: Pilots serving in more than one kind of flight crew.

(a) This section applies to each pilot assigned during any 30 consecutive days to more than one type of flight crew.

(b) The flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in 30 consecutive days, or whose assignment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew of two or more pilots and an additional flight crewmember, are those listed in §§ 121.503 through 121.509, as appropriate.

(c) Except for a pilot covered by paragraph (b) of this section, the flight time limitations for a pilot scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in 30 consecutive days or whose assignment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew consisting of three pilots and an additional flight crewmember, are those set forth in § 121.521.

(d) The flight time limitations for a pilot to whom paragraphs (b) and (c) of this section do not apply, and who is scheduled for duty aloft for a total of not more than 20 hours within 30 consecutive days in two-pilot crews (with or without additional flight crewmembers) are those set forth in § 121.523.

(e) The flight time limitations for a pilot assigned to each of two-pilot, two-pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in 30 consecutive days, and who is not subject to paragraph (b), (c), or (d) of this section, are those listed in § 121.523.

§ 121.527

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.531

Applicability.

This subpart prescribes requirements for flight operations applicable to all certificate holders, except where otherwise specified.

§ 121.533

Responsibility for operational control: Domestic operations.

(a) Each certificate holder conducting domestic operations is responsible for operational control.

(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.

(c) The aircraft dispatcher is responsible for—

(1) Monitoring the progress of each flight;

(2) Issuing necessary information for the safety of the flight; and

(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.

(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

§ 121.535

Responsibility for operational control: Flag operations.

(a) Each certificate holder conducting flag operations is responsible for operational control.

(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.

(c) The aircraft dispatcher is responsible for—

(1) Monitoring the progress of each flight;

(2) Issuing necessary instructions and information for the safety of the flight; and

(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.

(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

(f) No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or property.

§ 121.537

Responsibility for operational control: Supplemental operations.

(a) Each certificate holder conducting supplemental operations—

(1) Is responsible for operational control; and

(2) Shall list each person authorized by it to exercise operational control in its operator's manual.

(b) The pilot in command and the director of operations are jointly responsible for the initiation, continuation, diversion, and termination of a flight in compliance with this chapter and the operations specifications. The director of operations may delegate the functions for the initiation, continuation, diversion, and termination of a flight but he may not delegate the responsibility for those functions.

(c) The director of operations is responsible for cancelling, diverting, or delaying a flight if in his opinion or the opinion of the pilot in command the flight cannot operate or continue to operate safely as planned or released. The director of operations is responsible for assuring that each flight is monitored with respect to at least the following:

(1) Departure of the flight from the place of origin and arrival at the place of destination, including intermediate stops and any diversions therefrom.

(2) Maintenance and mechanical delays encountered at places of origin and destination and intermediate stops.

(3) Any known conditions that may adversely affect the safety of flight.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and aircraft. The pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

(e) Each pilot in command of an aircraft is responsible for the preflight planning and the operation of the flight in compliance with this chapter and the operations specifications.

(f) No pilot may operate an aircraft, in a careless or reckless manner, so as to endanger life or property.

§ 121.538

Aircraft security.

Certificate holders conducting operations under this part must comply with the applicable security requirements in 49 CFR chapter XII.

§ 121.539

Operations notices.

Each certificate holder shall notify its appropriate operations personnel of each change in equipment and operating procedures, including each known change in the use of navigation aids, airports, air traffic control procedures and regulations, local airport traffic control rules, and known hazards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigation facilities.

§ 121.541

Operations schedules: Domestic and flag operations.

In establishing flight operations schedules, each certificate holder conducting domestic or flag operations shall allow enough time for the proper servicing of aircraft at intermediate stops, and shall consider the prevailing winds en route and the cruising speed of the type of aircraft used. This cruising speed may not be more than that resulting from the specified cruising output of the engines.

§ 121.542

Flight crewmember duties.

(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 nonsafety 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, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

(d) During all flight time as defined in 14 CFR 1.1, no flight crewmember may use, nor may any pilot in command permit the use of, a personal wireless communications device (as defined in 49 U.S.C. 44732(d)) or laptop computer while at a flight crewmember duty station unless the purpose is directly related to operation of the aircraft, or for emergency, safety-related, or employment-related communications, in accordance with air carrier procedures approved by the Administrator.

§ 121.543

Flight crewmembers at controls.

(a) Except as provided in paragraph (b) of this section, each required flight crewmember on flight deck duty must remain at the assigned duty station with seat belt fastened while the aircraft is taking off or landing, and while it is en route.

(b) A required flight crewmember may leave the assigned duty station—

(1) If the crewmember's absence is necessary for the performance of duties in connection with the operation of the aircraft;

(2) If the crewmember's absence is in connection with physiological needs; or

(3) If the crewmember is taking a rest period, and relief is provided—

(i) In the case of the assigned pilot in command during the en route cruise portion of the flight, by a pilot who holds an airline transport pilot certificate not subject to the limitations in § 61.167 of this chapter and an appropriate type rating, is currently qualified as pilot in command or second in command, and is qualified as pilot in command of that aircraft during the en route cruise portion of the flight. A second in command qualified to act as a pilot in command en route need not have completed the following pilot in command requirements: The 6-month recurrent flight training required by § 121.433(c)(1)(iii); the operating experience required by § 121.434; the takeoffs and landings required by § 121.439; the line check required by § 121.440; and the 6-month proficiency check or simulator training required by § 121.441(a)(1); and

(ii) In the case of the assigned second in command, by a pilot qualified to act as second in command of that aircraft during en route operations. However, the relief pilot need not meet the recent experience requirements of § 121.439(b).

§ 121.544

Pilot monitoring.

Each pilot who is seated at the pilot controls of the aircraft while not flying the aircraft must accomplish pilot monitoring duties as appropriate in accordance with the certificate holder's procedures contained in the manual required by § 121.133.

§ 121.545

Manipulation of controls.

No pilot in command may allow any person to manipulate the controls of an aircraft during flight nor may any person manipulate the controls during flight unless that person is—

(a) A qualified pilot of the certificate holder operating that aircraft.

(b) An authorized pilot safety representative of the Administrator or of the National Transportation Safety Board who has the permission of the pilot in command, is qualified in the aircraft, and is checking flight operations; or

(c) A pilot of another certificate holder who has the permission of the pilot in command, is qualified in the aircraft, and is authorized by the certificate holder operating the aircraft.

§ 121.547

Admission to flight deck.

(a) No person may admit any person to the flight deck of an aircraft unless the person being admitted is—

(1) A crewmember;

(2) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties;

(3) Any person who—

(i) Has permission of the pilot in command, an appropriate management official of the part 119 certificate holder, and the Administrator; and

(ii) Is an employee of—

(A) The United States, or

(B) A part 119 certificate holder and whose duties are such that admission to the flightdeck is necessary or advantageous for safe operation; or

(C) An aeronautical enterprise certificated by the Administrator and whose duties are such that admission to the flightdeck is necessary or advantageous for safe operation.

(4) Any person who has the permission of the pilot in command, an appropriate management official of the part 119 certificate holder and the Administrator. Paragraph (a)(2) of this section does not limit the emergency authority of the pilot in command to exclude any person from the flightdeck in the interests of safety.

(b) For the purposes of paragraph (a)(3) of this section, employees of the United States who deal responsibly with matters relating to safety and employees of the certificate holder whose efficiency would be increased by familiarity with flight conditions, may be admitted by the certificate holder. However, the certificate holder may not admit employees of traffic, sales, or other departments that are not directly related to flight operations, unless they are eligible under paragraph (a)(4) of this section.

(c) No person may admit any person to the flight deck unless there is a seat available for his use in the passenger compartment, except—

(1) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or authorized representative of the Administrator or National Transportation Safety Board who is checking or observing flight operations;

(2) An air traffic controller who is authorized by the Administrator to observe ATC procedures;

(3) A certificated airman employed by the certificate holder whose duties require an airman certificate;

(4) A certificated airman employed by another part 119 certificate holder whose duties with that part 119 certificate holder require an airman certificate and who is authorized by the part 119 certificate holder operating the aircraft to make specific trips over a route;

(5) An employee of the part 119 certificate holder operating the aircraft whose duty is directly related to the conduct or planning of flight operations or the in-flight monitoring of aircraft equipment or operating procedures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by a responsible supervisor, listed in the Operations Manual as having that authority; and

(6) A technical representative of the manufacturer of the aircraft or its components whose duties are directly related to the in-flight monitoring of aircraft equipment or operating procedures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by the Administrator and by a responsible supervisor of the operations department of the part 119 certificate holder, listed in the Operations Manual as having that authority.

§ 121.548

Aviation safety inspector's credentials: Admission to pilot's compartment.

Whenever, in performing the duties of conducting an inspection, an inspector of the Federal Aviation Administration presents form FAA 110A, “Aviation Safety Inspector's Credential,” to the pilot in command of an aircraft operated by a certificate holder, the inspector must be given free and uninterrupted access to the pilot's compartment of that aircraft.

§ 121.548a

DOD Commercial Air Carrier Evaluator's Credential.

Whenever, in performing the duties of conducting an evaluation, a DOD commercial air carrier evaluator presents S&A Form 110B, “DOD Commercial Air Carrier Evaluator's Credential,” to the pilot in command of an airplane operated by the certificate holder, the evaluator must be given free and uninterrupted access to the pilot's compartment of that airplane.

§ 121.549

Flying equipment.

(a) The pilot in command shall ensure that appropriate aeronautical charts containing adequate information concerning navigation aids and instrument approach procedures are aboard the aircraft for each flight.

(b) Each crewmember shall, on each flight, have readily available for his use a flashlight that is in good working order.

§ 121.550

Secret Service Agents: Admission to flight deck.

Whenever an Agent of the Secret Service who is assigned the duty of protecting a person aboard an aircraft operated by a certificate holder considers it necessary in the performance of his duty to ride on the flight deck of the aircraft, he must, upon request and presentation of his Secret Service credentials to the pilot in command of the aircraft, be admitted to the flight deck and permitted to occupy an observer seat thereon.

§ 121.551

Restriction or suspension of operation: Domestic and flag operations.

When a certificate holder conducting domestic or flag operations knows of conditions, including airport and runway conditions, that are a hazard to safe operations, it shall restrict or suspend operations until those conditions are corrected.

§ 121.553

Restriction or suspension of operation: Supplemental operations.

When a certificate holder conducting supplemental operations 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 until those conditions are corrected.

§ 121.555

Compliance with approved routes and limitations: Domestic and flag operations.

No pilot may operate an airplane in scheduled air transportation—

(a) Over any route or route segment unless it is specified in the certificate holder's operations specifications; or

(b) Other than in accordance with the limitations in the operations specifications.

§ 121.557

Emergencies: Domestic and flag operations.

(a) In an emergency situation that requires immediate decision and action the pilot in command may take any action that he considers necessary under the circumstances. In such a case he may deviate from prescribed operations procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, and that is known to him, the aircraft dispatcher shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If the aircraft dispatcher cannot communicate with the pilot, he shall declare an emergency and take any action that he considers necessary under the circumstances.

(c) Whenever a pilot in command or dispatcher exercises emergency authority, he shall keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation through the certificate holder's operations manager, to the Administrator. A dispatcher shall send his report within 10 days after the date of the emergency, and a pilot in command shall send his report within 10 days after returning to his home base.

§ 121.559

Emergencies: Supplemental operations.

(a) In an emergency situation that requires immediate decision and action, the pilot in command may take any action that he considers necessary under the circumstances. In such a case, he may deviate from prescribed operations, procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising during flight that requires immediate decision and action by appropriate management personnel in the case of operations conducted with a flight following service and which is known to them, those personnel shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If they cannot communicate with the pilot, they shall declare an emergency and take any action that they consider necessary under the circumstances.

(c) Whenever emergency authority is exercised, the pilot in command or the appropriate management personnel shall keep the appropriate communication facility fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation, through the certificate holder's director of operations, to the Administrator within 10 days after the flight is completed or, in the case of operations outside the United States, upon return to the home base.

§ 121.561

Reporting potentially hazardous meteorological conditions and irregularities of ground facilities or navigation aids.

(a) Whenever he encounters a meteorological condition or an irregularity in aground facility or navigation aid, in flight, the knowledge of which he considers essential to the safety of other flights, the pilot in command shall notify an appropriate ground station as soon as practicable.

(b) The ground radio station that is notified under paragraph (a) of this section shall report the information to the agency directly responsible for operating the facility.

§ 121.563

Reporting mechanical irregularities.

The pilot in command shall ensure that all mechanical irregularities occurring during flight time are entered in the maintenance log of the airplane at the end of that flight time. Before each flight the pilot in command shall ascertain the status of each irregularity entered in the log at the end of the preceding flight.

§ 121.565

Engine inoperative: Landing; reporting.

(a) Except as provided in paragraph (b) of this section, whenever an airplane engine fails or whenever an engine is shutdown to prevent possible damage, the pilot in command must land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be made.

(b) If not more than one engine of an airplane that has three or more engines fails or is shut down to prevent possible damage, the pilot-in-command may proceed to an airport that the pilot selects if, after considering the following, the pilot makes a reasonable decision that proceeding to that airport is as safe as landing at the nearest suitable airport:

(1) The nature of the malfunction and the possible mechanical difficulties that may occur if flight is continued.

(2) The altitude, weight, and useable fuel at the time that the engine is shutdown.

(3) The weather conditions en route and at possible landing points.

(4) The air traffic congestion.

(5) The kind of terrain.

(6) His familiarity with the airport to be used.

(c) The pilot-in-command must report each engine shutdown in flight to the appropriate communication facility as soon as practicable and must keep that facility fully informed of the progress of the flight.

(d) If the pilot in command lands at an airport other than the nearest suitable airport, in point of time, he or she shall (upon completing the trip) send a written report, in duplicate, to his or her director of operations stating the reasons for determining that the selection of an airport, other than the nearest airport, was as safe a course of action as landing at the nearest suitable airport. The director of operations shall, within 10 days after the pilot returns to his or her home base, send a copy of this report with the director of operation's comments to the responsible Flight Standards office.

§ 121.567

Instrument approach procedures and IFR landing minimums.

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.

§ 121.569

Equipment interchange: Domestic and flag operations.

(a) Before operating under an interchange agreement, each certificate holder conducting domestic or flag operations shall show that—

(1) The procedures for the interchange operation conform with this chapter and with safe operating practices;

(2) Required crewmembers and dispatchers meet approved training requirements for the airplanes and equipment to be used and are familiar with the communications and dispatch procedures to be used;

(3) Maintenance personnel meet training requirements for the airplanes and equipment, and are familiar with the maintenance procedures to be used;

(4) Flight crewmembers and dispatchers meet appropriate route and airport qualifications; and

(5) The airplanes to be operated are essentially similar to the airplanes of the certificate holder with whom the interchange is effected with respect to the arrangement of flight instruments and the arrangement and motion of controls that are critical to safety unless the Administrator determines that the certificate holder has adequate training programs to insure that any potentially hazardous dissimilarities are safely overcome by flight crew familiarization.

(b) Each certificate holder conducting domestic or flag operations shall include the pertinent provisions and procedures involved in the equipment interchange agreement in its manuals.

§ 121.570

Airplane evacuation capability.

(a) No person may cause an airplane carrying passengers to be moved on the surface, take off, or land unless each automatically deployable emergency evacuation assisting means, installed pursuant to § 121.310(a), is ready for evacuation.

(b) Each certificate holder shall ensure that, at all times passengers are on board prior to airplane movement on the surface, at least one floor-level exit provides for the egress of passengers through normal or emergency means.

§ 121.571

Briefing passengers before takeoff.

(a) Each certificate holder operating a passenger-carrying airplane shall insure that all passengers are orally briefed by the appropriate crewmember as follows:

(1) Before each takeoff, on each of the following:

(i) 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 Federal Aviation Regulations require passenger compliance with the lighted passenger information signs, posted placards, areas designated for safety purposes as no smoking areas, and crewmember instructions with regard to these items. The briefing shall also include a statement that Federal law prohibits tampering with, disabling, or destroying any smoke detector in an airplane lavatory; smoking in lavatories; and, when applicable, smoking in passenger compartments.

(ii) The location of emergency exits.

(iii) 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 Federal Aviation Regulations require passenger compliance with lighted passenger information signs and crewmember instructions concerning the use of safety belts.

(iv) The location and use of any required emergency flotation means.

(v) On operations that do not use a flight attendant, the following additional information:

(A) The placement of seat backs in an upright position before takeoff and landing.

(B) Location of survival equipment.

(C) If the flight involves operations above 12,000 MSL, the normal and emergency use of oxygen.

(D) Location and operation of fire extinguisher.

(2) After each takeoff, immediately before or immediately after turning the seat belt sign off, an announcement shall be made that passengers should keep their seat belts fastened, while seated, even when the seat belt sign is off.

(3) Except as provided in paragraph (a)(4) of this section, before each takeoff a required crewmember assigned to the flight shall conduct an individual briefing of each person who may need the assistance of another person to move expeditiously to an exit in the event of an emergency. In the briefing the required crewmember shall—

(i) Brief the person and his attendant, if any, on the routes to each appropriate exit and on the most appropriate time to begin moving to an exit in the event of an emergency; and

(ii) Inquire of the person and his attendant, if any, as to the most appropriate manner of assisting the person so as to prevent pain and further injury.

(4) The requirements of paragraph (a)(3) of this section do not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft when the crewmembers on duty have been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury.

(b) Each certificate holder must carry on each passenger-carrying airplane, in convenient locations for use of each passenger, printed cards supplementing the oral briefing. Each card must contain information pertinent only to the type and model of airplane used for that flight, including—

(1) Diagrams of, and methods of operating, the emergency exits;

(2) Other instructions necessary for use of emergency equipment; and

(3) No later than June 12, 2005, for Domestic and Flag scheduled passenger-carrying flights, the sentence, “Final assembly of this airplane was completed in [INSERT NAME OF COUNTRY].”

(c) The certificate holder shall describe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

§ 121.573

Briefing passengers: Extended overwater operations.

(a) In addition to the oral briefing required by § 121.571(a), each certificate holder operating an airplane in extended overwater operations shall ensure that all passengers are orally briefed by the appropriate crewmember on the location and operation of life preservers, liferafts, and other flotation means, including a demonstration of the method of donning and inflating a life preserver.

(b) The certificate holder shall describe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

(c) If the airplane proceeds directly over water after takeoff, the briefing required by paragraph (a) of this section must be done before takeoff.

(d) If the airplane does not proceed directly over water after takeoff, no part of the briefing required by paragraph (a) of this section has to be given before takeoff, but the entire briefing must be given before reaching the overwater part of the flight.

§ 121.574

Oxygen and portable oxygen concentrators for medical use by passengers.

(a) A certificate holder may allow a passenger to carry and operate equipment for the storage, generation, or dispensing of oxygen when all of the conditions in paragraphs (a) through (d) of this section are satisfied. Beginning August 22, 2016, a certificate holder may allow a passenger to carry and operate a portable oxygen concentrator when the conditions in paragraphs (b) and (e) of this section are satisfied.

(1) The equipment is—

(i) Furnished by the certificate holder;

(ii) Of an approved type or is in conformity with the manufacturing, packaging, marking, labeling, and maintenance requirements of 49 CFR parts 171, 172, and 173, except § 173.24(a)(1);

(iii) Maintained by the certificate holder in accordance with an approved maintenance program;

(iv) Free of flammable contaminants on all exterior surfaces;

(v) Capable of providing a minimum mass flow of oxygen to the user of four liters per minute;

(vi) Constructed so that all valves, fittings, and gauges are protected from damage; and

(vii) Appropriately secured.

(2) When the oxygen is stored in the form of a liquid, the equipment has 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 49 CFR 173.115(b)—

(i) The equipment has been under the certificate holder's approved maintenance program since its purchase new or since the last hydrostatic test of the storage cylinder; and

(ii) The pressure in any oxygen cylinder does not exceed the rated cylinder pressure.

(4) Each person using the equipment has a medical need to use it evidenced by a written statement to be kept in that person's possession, signed by a licensed physician which specifies the maximum quantity of oxygen needed each hour and the maximum flow rate needed for the pressure altitude corresponding to the pressure in the cabin of the airplane under normal operating conditions. This paragraph does not apply to the carriage of oxygen in an airplane in which the only passengers carried are persons who may have a medical need for oxygen during flight, no more than one relative or other interested person for each of those persons, and medical attendants.

(5) When a physician's statement is required by paragraph (a)(4) of this section, the total quantity of oxygen carried is equal to the maximum quantity of oxygen needed each hour, as specified in the physician's statement, multiplied by the number of hours used to compute the amount of airplane fuel required by this part.

(6) The pilot in command is advised when the equipment is on board, and when it is intended to be used.

(7) The equipment is stowed, and each person using the equipment is 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 or create an open flame and no certificate holder may allow any person to smoke or create an open flame within 10 feet of oxygen storage and dispensing equipment carried in accordance with paragraph (a) of this section or a portable oxygen concentrator carried and operated in accordance with paragraph (e) of this section.

(c) No certificate holder may allow any person to connect or disconnect oxygen dispensing equipment, to or from a gaseous oxygen cylinder while any passenger is aboard the airplane.

(d) The requirements of this section do not apply to the carriage of supplemental or first-aid oxygen and related equipment required by this chapter.

(e) Portable oxygen concentrators —(1) Acceptance criteria. A passenger may carry or operate a portable oxygen concentrator for personal use on board an aircraft and a certificate holder may allow a passenger to carry or operate a portable oxygen concentrator on board an aircraft operated under this part during all phases of flight if the portable oxygen concentrator satisfies all of the requirements in this paragraph (e):

(i) Is legally marketed in the United States in accordance with Food and Drug Administration requirements in title 21 of the CFR;

(ii) Does not radiate radio frequency emissions that interfere with aircraft systems;

(iii) Generates a maximum oxygen pressure of less than 200 kPa gauge (29.0 psig/43.8 psia) at 20 °C (68 °F);

(iv) Does not contain any hazardous materials subject to the Hazardous Materials Regulations (49 CFR parts 171 through 180) except as provided in 49 CFR 175.10 for batteries used to power portable electronic devices and that do not require aircraft operator approval; and

(v) Bears a label on the exterior of the device applied in a manner that ensures the label will remain affixed for the life of the device and containing the following certification statement in red lettering: “The manufacturer of this POC has determined this device conforms to all applicable FAA acceptance criteria for POC carriage and use on board aircraft.” The label requirements in this paragraph (e)(1)(v) do not apply to the following portable oxygen concentrators approved by the FAA for use on board aircraft prior to May 24, 2016:

(A) AirSep Focus;

(B) AirSep FreeStyle;

(C) AirSep FreeStyle 5;

(D) AirSep LifeStyle;

(E) Delphi RS-00400;

(F) DeVilbiss Healthcare iGo;

(G) Inogen One;

(H) Inogen One G2;

(I) Inogen One G3;

(J) Inova Labs LifeChoice;

(K) Inova Labs LifeChoice Activox;

(L) International Biophysics LifeChoice;

(M) Invacare Solo2;

(N) Invacare XPO2;

(O) Oxlife Independence Oxygen Concentrator;

(P) Oxus RS-00400;

(Q) Precision Medical EasyPulse;

(R) Respironics EverGo;

(S) Respironics SimplyGo;

(T) SeQual Eclipse;

(U) SeQual eQuinox Oxygen System (model 4000);

(V) SeQual Oxywell Oxygen System (model 4000);

(W) SeQual SAROS; and

(X) VBox Trooper Oxygen Concentrator.

(2) Operating requirements. Portable oxygen concentrators that satisfy the acceptance criteria identified in paragraph (e)(1) of this section may be carried or operated by a passenger on an aircraft provided the aircraft operator ensures that all of the conditions in this paragraph (e)(2) are satisfied:

(i) Exit seats. No person operating a portable oxygen concentrator is permitted to occupy an exit seat.

(ii) Stowage of device. During movement on the surface, takeoff and landing, the device must be stowed under the seat in front of the user, or in another approved stowage location so that it does not block the aisle way or the entryway to the row. If the device is to be operated by the user, it must be operated only at a seat location that does not restrict any passenger's access to, or use of, any required emergency or regular exit, or the aisle(s) in the passenger compartment.

§ 121.575

Alcoholic beverages.

(a) No person may drink any alcoholic beverage aboard an aircraft unless the certificate holder operating the aircraft has served that beverage to him.

(b) No certificate holder may serve any alcoholic beverage to any person aboard any of its aircraft who—

(1) Appears to be intoxicated;

(2) Is escorting a person or being escorted in accordance with 49 CFR 1544.221; or

(3) Has a deadly or dangerous weapon accessible to him while aboard the aircraft in accordance with 49 CFR 1544.219, 1544.221, or 1544.223.

(c) No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated.

(d) Each certificate holder shall, within five days after the incident, report to the Administrator the refusal of any person to comply with paragraph (a) of this section, or of any disturbance caused by a person who appears to be intoxicated aboard any of its aircraft.

§ 121.576

Retention of items of mass in passenger and crew compartments.

The certificate holder must provide and use means to prevent each item of galley equipment and each serving cart, when not in use, and each item of crew baggage, which is carried in a passenger or crew compartment from becoming a hazard by shifting under the appropriate load factors corresponding to the emergency landing conditions under which the airplane was type certificated.

§ 121.577

Stowage of food, beverage, and passenger service equipment during airplane movement on the surface, takeoff, and landing.

(a) No certificate holder may move an airplane on the surface, take off, or land when any food, beverage, or tableware furnished by the certificate holder is located at any passenger seat.

(b) No certificate holder may move an airplane on the surface, take off, or land unless each food and beverage tray and seat back tray table is secured in its stowed position.

(c) No certificate holder may permit an airplane to move on the surface, take off, or land unless each passenger serving cart is secured in its stowed position.

(d) No certificate holder may permit an airplane to move on the surface, take off, or land unless each movie screen that extends into an aisle is stowed.

(e) Each passenger shall comply with instructions given by a crewmember with regard to compliance with this section.

§ 121.578

Cabin ozone concentration.

(a) For the purpose of this section, the following definitions apply:

(1) Flight segment means scheduled nonstop flight time between two airports.

(2) Sea level equivalent refers to conditions of 25 °C and 760 millimeters of mercury pressure.

(b) Except as provided in paragraphs (d) and (e) of this section, no certificate holder may operate an airplane above the following flight levels unless it is successfully demonstrated to the Administrator that the concentration of ozone inside the cabin will not exceed—

(1) For flight above flight level 320, 0.25 parts per million by volume, sea level equivalent, at any time above that flight level; and

(2) For flight above flight level 270, 0.1 parts per million by volume, sea level equivalent, time-weighted average for each flight segment that exceeds 4 hours and includes flight above that flight level. (For this purpose, the amount of ozone below flight level 180 is considered to be zero.)

(c) Compliance with this section must be shown by analysis or tests, based on either airplane operational procedures and performance limitations or the certificate holder's operations. The analysis or tests must show either of the following:

(1) Atmospheric ozone statistics indicate, with a statistical confidence of at least 84%, that at the altitudes and locations at which the airplane will be operated cabin ozone concentrations will not exceed the limits prescribed by paragraph (b) of this section.

(2) The airplane ventilation system including any ozone control equipment, will maintain cabin ozone concentrations at or below the limits prescribed by paragraph (b) of this section.

(d) A certificate holder may obtain an authorization to deviate from the requirements of paragraph (b) of this section, by an amendment to its operations specifications, if—

(1) It shows that due to circumstances beyond its control or to unreasonable economic burden it cannot comply for a specified period of time; and

(2) It has submitted a plan acceptable to the Administrator to effect compliance to the extent possible.

(e) A certificate holder need not comply with the requirements of paragraph (b) of this section for an aircraft—

(1) When the only persons carried are flight crewmembers and persons listed in § 121.583;

(2) If the aircraft is scheduled for retirement before January 1, 1985; or

(3) If the aircraft is scheduled for re-engining under the provisions of subpart E of part 91, until it is re-engined.

§ 121.579

Minimum altitudes for use of autopilot.

(a) Definitions. For purpose of this section—

(1) Altitudes for takeoff/initial climb and go-around/missed approach are defined as above the airport elevation.

(2) Altitudes for enroute operations are defined as above terrain elevation.

(3) Altitudes for approach are defined as above the touchdown zone elevation (TDZE), unless the altitude is specifically in reference to DA (H) or MDA, in which case the altitude is defined by reference to the DA(H) or MDA itself.

(b) Takeoff and initial climb. No person may use an autopilot for takeoff or initial climb below the higher of 500 feet or an altitude that is no lower than twice the altitude loss specified in the Airplane Flight Manual (AFM), except as follows—

(1) At a minimum engagement altitude specified in the AFM; or

(2) At an altitude specified by the Administrator, whichever is greater.

(c) Enroute. No person may use an autopilot enroute, including climb and descent, below the following—

(1) 500 feet;

(2) At an altitude that is no lower than twice the altitude loss specified in the AFM for an autopilot malfunction in cruise conditions; or

(3) At an altitude specified by the Administrator, whichever is greater.

(d) Approach. No person may use an autopilot at an altitude lower than 50 feet below the DA(H) or MDA for the instrument procedure being flown, except as follows—

(1) For autopilots with an AFM specified altitude loss for approach operations—

(i) An altitude no lower than twice the specified altitude loss if higher than 50 feet below the MDA or DA(H);

(ii) An altitude no lower than 50 feet higher than the altitude loss specified in the AFM, when the following conditions are met—

(A) Reported weather conditions are less than the basic VFR weather conditions in § 91.155 of this chapter;

(B) Suitable visual references specified in § 91.175 of this chapter have been established on the instrument approach procedure; and

(C) The autopilot is coupled and receiving both lateral and vertical path references;

(iii) An altitude no lower than the higher of the altitude loss specified in the AFM or 50 feet above the TDZE, when the following conditions are met—

(A) Reported weather conditions are equal to or better than the basic VFR weather conditions in § 91.155 of this chapter; and

(B) The autopilot is coupled and receiving both lateral and vertical path references; or

(iv) A greater altitude specified by the Administrator.

(2) For autopilots with AFM specified approach altitude limitations, the greater of—

(i) The minimum use altitude specified for the coupled approach mode selected;

(ii) 50 feet; or

(iii) An altitude specified by Administrator.

(3) For autopilots with an AFM specified negligible or zero altitude loss for an autopilot approach mode malfunction, the greater of—

(i) 50 feet; or

(ii) An altitude specified by Administrator.

(4) If executing an autopilot coupled go-around or missed approach using a certificated and functioning autopilot in accordance with paragraph (e) in this section.

(e) Go-Around/Missed Approach. No person may engage an autopilot during a go-around or missed approach below the minimum engagement altitude specified for takeoff and initial climb in paragraph (b) in this section. An autopilot minimum use altitude does not apply to a go-around/missed approach initiated with an engaged autopilot. Performing a go-around or missed approach with an engaged autopilot must not adversely affect safe obstacle clearance.

(f) Landing. Notwithstanding paragraph (d) of this section, autopilot minimum use altitudes do not apply to autopilot operations when an approved automatic landing system mode is being used for landing. Automatic landing systems must be authorized in an operations specification issued to the operator.

§ 121.580

Prohibition on interference with crewmembers.

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.

§ 121.581

Observer's seat: En route inspections.

(a) Except as provided in paragraph (c) of this section, each certificate holder shall make available a seat on the flight deck of each airplane, used by it in air commerce, for occupancy by the Administrator while conducting en route inspections. The location and equipment of the seat, with respect to its suitability for use in conducting en route inspections, is determined by the Administrator.

(b) In each airplane that has more than one observer's seat, in addition to the seats required for the crew complement for which the airplane was certificated, the forward observer's seat or the observer's seat selected by the Administrator must be made available when complying with paragraph (a) of this section.

(c) For any airplane type certificated before December 20, 1995, for not more than 30 passengers that does not have an observer seat on the flightdeck, the certificate holder must provide a forward passenger seat with headset or speaker for occupancy by the Administrator while conducting en route inspections.

§ 121.582

Means to discreetly notify a flightcrew.

Except for all-cargo operations as defined in § 110.2 of this chapter, after October 15, 2007, for all passenger carrying airplanes that require a lockable flightdeck door in accordance with § 121.313(f), the certificate holder must have an approved means by which the cabin crew can discreetly notify the flightcrew in the event of suspicious activity or security breaches in the cabin.

§ 121.583

Carriage of persons without compliance with the passenger-carrying requirements of this part.

(a) When authorized by the certificate holder, the following persons, but no others, may be carried aboard an airplane without complying with the passenger-carrying airplane requirements in §§ 121.309(f), 121.310, 121.391, 121.571, and 121.587; the passenger-carrying operation requirements in part 117 and §§ 121.157(c) and 121.291; the requirements pertaining to passengers in §§ 121.285, 121.313(f), 121.317, 121.547, and 121.573; and the information disclosure requirements in § 121.311(k):

(1) A crewmember.

(2) A company employee.

(3) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties.

(4) A person necessary for—

(i) The safety of the flight;

(ii) The safe handling of animals;

(iii) The safe handling of hazardous materials whose carriage is governed by regulations in 49 CFR part 175;

(iv) The security of valuable or confidential cargo;

(v) The preservation of fragile or perishable cargo;

(vi) Experiments on, or testing of, cargo containers or cargo handling devices;

(vii) The operation of special equipment for loading or unloading cargo; and

(viii) The loading or unloading of outsize cargo.

(5) A person described in paragraph (a)(4) of this section, when traveling to or from his assignment.

(6) A person performing duty as an honor guard accompanying a shipment made by or under the authority of the United States.

(7) A military courier, military route supervisor, military cargo contract coordinator, or a flight crewmember of another military cargo contract air carrier or commercial operator, 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 armed forces.

(8) A dependent of an employee of the certificate holder when traveling with the employee on company business to or from outlying stations not served by adequate regular passenger flights.

(b) No certificate holder may operate an airplane carrying a person covered by paragraph (a) of this section unless—

(1) Each person has unobstructed access from his seat to the pilot compartment or to a regular or emergency exit;

(2) The pilot in command has a means of notifying each person when smoking is prohibited and when safety belts must be fastened; and

(3) The airplane has an approved seat with an approved safety belt for each person. The seat must be located so that the occupant is not in any position to interfere with the flight crewmembers performing their duties.

(c) Before each takeoff, each certificate holder operating an airplane carrying persons covered by paragraph (a) of this section shall ensure that all such persons have been orally briefed by the appropriate crewmember on—

(1) Smoking;

(2) The use of seat belts;

(3) The location and operation of emergency exits;

(4) The use of oxygen and emergency oxygen equipment; and

(5) For extended overwater operations, the location of life rafts, and the location and operation of life preservers including a demonstration of the method of donning and inflating a life preserver.

(d) Each certificate holder operating an airplane carrying persons covered by paragraph (a) of this section shall incorporate procedures for the safe carriage of such persons into the certificate holder's operations manual.

(e) The pilot in command may authorize a person covered by paragraph (a) of this section to be admitted to the crew compartment of the airplane.

§ 121.584

Requirement to view the area outside the flightdeck door.

From the time the airplane moves in order to initiate a flight segment through the end of that flight segment, no person may unlock or open the flightdeck door unless:

(a) A person authorized to be on the flightdeck uses an approved audio procedure and an approved visual device to verify that:

(1) The area outside the flightdeck door is secure, and;

(2) If someone outside the flightdeck is seeking to have the flightdeck door opened, that person is not under duress, and;

(3) If the airplane is in flight, any installed physical secondary barrier (IPSB) required by § 121.313(l) has been deployed; and

(b) After the requirements of paragraph (a) of this section have been satisfactorily accomplished, the crewmember in charge on the flightdeck authorizes the door to be unlocked and open.

§ 121.585

Exit seating.

(a)(1) 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, in accordance with this section. 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.

(2) 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.

(3) 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 similar in size and weight to 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 nondiscernible 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 nondiscernible 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 listed in paragraph (d) of this section; or,

(4) Does not wish to perform those functions listed in paragraph (d) of this section.

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 responsible Flight Standards 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 Executive Director, Flight Standards Service, Washington, DC. Approval will be based solely upon the safety aspects of the certificate holder's procedures.

§ 121.586

Authority to refuse transportation.

(a) No certificate holder may refuse transportation to a passenger on the basis that, because the passenger may need the assistance of another person to move expeditiously to an exit in the event of an emergency, his transportation would or might be inimical to safety of flight unless—

(1) The certificate holder has established procedures (including reasonable notice requirements) for the carriage of passengers who may need the assistance of another person to move expeditiously to an exit in the event of an emergency; and

(2) At least one of the following conditions exist:

(i) The passenger fails to comply with the notice requirements in the certificate holder's procedures.

(ii) The passenger cannot be carried in accordance with the certificate holder's procedures.

(b) Each certificate holder shall provide the responsible Flight Standards office with a copy of each procedure it establishes in accordance with paragraph (a)(2) of this section.

(c) Whenever the Administrator finds that revisions in the procedures described in paragraph (a)(2) of this section are necessary in the interest of safety or in the public interest, the certificate holder, after notification by the Administrator, shall make those revisions in its procedures. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. 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 in air commerce, he may, upon a statement of the reasons, require a change effective without stay.

(d) Each certificate holder shall make available to the public at each airport it serves a copy of each procedure it establishes in accordance with paragraph (a)(1) of this section.

§ 121.587

Closing and locking of flightcrew compartment door.

(a) Except as provided in paragraph (b) of this section, a pilot in command of an airplane that has a lockable flightcrew compartment door in accordance with § 121.313 and that is carrying passengers shall ensure that the door separating the flightcrew compartment from the passenger compartment is closed and locked at all times when the aircraft is being operated.

(b) The provisions of paragraph (a) of this section do not apply at any time when it is necessary to permit access and egress by persons authorized in accordance with § 121.547 and provided the part 119 operator complies with FAA approved procedures regarding the opening, closing and locking of the flightdeck doors.

§ 121.589

Carry-on baggage.

(a) No certificate holder may allow the boarding of carry-on baggage on an airplane unless each passenger's baggage has been scanned to control the size and amount carried on board in accordance with an approved carry-on baggage program in its operations specifications. In addition, no passenger may board an airplane if his/her carry-on baggage exceeds the baggage allowance prescribed in the carry-on baggage program in the certificate holder's operations specifications.

(b) No certificate holder may allow all passenger entry doors of an airplane to be closed in preparation for taxi or pushback unless at least one required crewmember has verified that each article of baggage is stowed in accordance with this section and § 121.285 (c) and (d).

(c) No certificate holder may allow an airplane to take off or land unless each article of baggage is stowed:

(1) In a suitable closet or baggage or cargo stowage compartment placarded for its maximum weight and providing proper restraint for all baggage or cargo stowed within, and in a manner that does not hinder the possible use of any emergency equipment; or

(2) As provided in § 121.285 (c) and (d); or

(3) Under a passenger seat.

(d) Baggage, other than articles of loose clothing, may not be placed in an overhead rack unless that rack is equipped with approved restraining devices or doors.

(e) Each passenger must comply with instructions given by crewmembers regarding compliance with paragraphs (a), (b), (c), (d), and (g) of this section.

(f) Each passenger seat under which baggage is allowed to be stowed shall be fitted with a means to prevent articles of baggage stowed under it from sliding forward. In addition, each aisle seat shall be fitted with a means to prevent articles of baggage stowed under it from sliding sideward into the aisle under crash impacts severe enough to induce the ultimate inertia forces specified in the emergency landing condition regulations under which the airplane was type certificated.

(g) In addition to the methods of stowage in paragraph (c) of this section, flexible travel canes carried by blind individuals may be stowed—

(1) Under any series of connected passenger seats in the same row, if the cane does not protrude into an aisle and if the cane is flat on the floor; or

(2) Between a nonemergency exit window seat and the fuselage, if the cane is flat on the floor; or

(3) Beneath any two nonemergency exit window seats, if the cane is flat on the floor; or

(4) In accordance with any other method approved by the Administrator.

§ 121.590

Use of certificated land airports in the United States.

(a) Except as provided in paragraphs (b) or (c) of this section, or unless authorized by the Administrator under 49 U.S.C. 44706(c), no air carrier and no pilot being used by an air carrier may operate, in the conduct of a domestic type operation, flag type operation, or supplemental type operation, an airplane at a land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States unless that airport is certificated under part 139 of this chapter. Further, after June 9, 2005 for Class I airports and after December 9, 2005 for Class II, III, and IV airports, when an air carrier and a pilot being used by the air carrier are required to operate at an airport certificated under part 139 of this chapter, the air carrier and the pilot may only operate at that airport if the airport is classified under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(b)(1) An air carrier and a pilot being used by the air carrier in the conduct of a domestic type operation, flag type operation, or supplemental type operation may designate and use as a required alternate airport for departure or destination an airport that is not certificated under part 139 of this chapter.

(2) Until December 9, 2005, an air carrier and a pilot being used by the air carrier in the conduct of domestic type operations and flag type operations, may operate an airplane designed for more than 9 but less than 31 passenger seats, at a land airport, in any State of the United States, the District of Columbia, or any territory or possession of the United States, that does not hold an airport operating certificate issued under part 139 of this chapter, and that serves small air carrier aircraft (as defined under “Air carrier aircraft” and “Class III airport” in § 139.5 of this Chapter).

(c) An air carrier and a pilot used by the air carrier in conducting a domestic type operation, flag type operation, or supplemental type operation may operate an airplane at an airport operated by the U.S. Government that is not certificated under part 139 of this chapter, only if that airport meets the equivalent—

(1) Safety standards for airports certificated under part 139 of this chapter; and

(2) Airport classification requirements under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(d) An air carrier, a commercial operator, and a pilot being used by the air carrier or the commercial operator—when conducting a passenger-carrying airplane operation under this part that is not a domestic type operation, a flag type operation, or a supplemental type operation—may operate at a land airport not certificated under part 139 of this chapter only when the following conditions are met:

(1) The airport is adequate for the proposed operation, considering such items as size, surface, obstructions, and lighting.

(2) For an airplane carrying passengers at night, the pilot may not take off from, or land at, an airport unless—

(i) The pilot has determined the wind direction from an illuminated wind direction indicator or local ground communications or, in the case of takeoff, that pilot's personal observations; and

(ii) The limits of the area to be used for landing or takeoff are clearly shown by boundary or runway marker lights. If the area to be used for takeoff or landing is marked by flare pots or lanterns, their use must be authorized by the Administrator.

(e) A commercial operator and a pilot used by the commercial operator in conducting a domestic type operation, flag type operation, or supplemental type operation may operate an airplane at an airport operated by the U.S. Government that is not certificated under part 139 of this chapter only if that airport meets the equivalent—

(1) Safety standards for airports certificated under part 139 of this chapter; and

(2) Airport classification requirements under part 139 of this chapter to serve the type airplane to be operated and the type of operation to be conducted.

(f) For the purpose of this section, the terms—

Domestic type operation means any domestic operation conducted with—

(1) An airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States; or

(2) An airplane designed for more than 9 passenger seats but less than 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States (except Alaska), the District of Columbia, or any territory or possession of the United States.

Flag type operation means any flag operation conducted with—

(1) An airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States; or

(2) An airplane designed for more than 9 passenger seats but less than 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States (except Alaska), the District of Columbia, or any territory or possession of the United States.

Supplemental type operation means any supplemental operation (except an all-cargo operation) conducted with an airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States.

United States means the States of the United States, the District of Columbia, and the territories and possessions of the United States.

§ 121.591

Applicability.

This subpart prescribes dispatching rules for domestic and flag operations and flight release rules for supplemental operations.

§ 121.593

Dispatching authority: Domestic operations.

Except when an airplane lands at an intermediate airport specified in the original dispatch release and remains there for not more than one hour, no person may start a flight unless an aircraft dispatcher specifically authorizes that flight.

§ 121.595

Dispatching authority: Flag operations.

(a) No person may start a flight unless an aircraft dispatcher specifically authorizes that flight.

(b) No person may continue a flight from an intermediate airport without redispatch if the airplane has been on the ground more than six hours.

§ 121.597

Flight release authority: Supplemental operations.

(a) No person may start a flight under a flight following system without specific authority from the person authorized by the operator to exercise operational control over the flight.

(b) No person may start a flight unless the pilot in command or the person authorized by the operator to exercise operational control over the flight has executed a flight release setting forth the conditions under which the flights will be conducted. The pilot in command may sign the flight release only when he and the person authorized by the operator to exercise operational control believe that the flight can be made with safety.

(c) No person may continue a flight from an intermediate airport without a new flight release if the aircraft has been on the ground more than six hours.

§ 121.599

Familiarity with weather conditions.

(a) Domestic and flag operations. No aircraft dispatcher may release a flight unless he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

(b) Supplemental operations. No pilot in command may begin a flight unless he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

§ 121.601

Aircraft dispatcher information to pilot in command: Domestic and flag operations.

(a) The aircraft dispatcher shall provide the pilot in command all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight.

(b) Before beginning a flight, the aircraft dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight, including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, for each route to be flown and each airport to be used.

(c) During a flight, the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear), and irregularities of facilities and services that may affect the safety of the flight.

§ 121.603

Facilities and services: Supplemental operations.

(a) Before beginning a flight, each pilot in command shall obtain all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight.

(b) During a flight, the pilot in command shall obtain any additional available information of meteorological conditions and irregularities of facilities and services that may affect the safety of the flight.

§ 121.605

Airplane equipment.

No person may dispatch or release an airplane unless it is airworthy and is equipped as prescribed in § 121.303.

§ 121.607

Communication and navigation facilities: Domestic and flag operations.

(a) Except as provided in paragraph (b) of this section for a certificate holder conducting flag operations, no person may dispatch an airplane over an approved route or route segment unless the communication and navigation facilities required by §§ 121.99 and 121.103 for the approval of that route or segment are in satisfactory operating condition.

(b) If, because of technical reasons or other reasons beyond the control of a certificate holder conducting flag operations, the facilities required by §§ 121.99 and 121.103 are not available over a route or route segment outside the United States, the certificate holder may dispatch an airplane over that route or route segment if the pilot in command and dispatcher find that communication and navigation facilities equal to those required are available and are in satisfactory operating condition.

§ 121.609

Communication and navigation facilities: Supplemental operations.

No person may release an aircraft over any route or route segment unless communication and navigation facilities equal to those required by § 121.121 are in satisfactory operating condition.

§ 121.611

Dispatch or flight release under VFR.

No person may dispatch or release an aircraft for VFR operation unless the ceiling and visibility en route, as indicated by available weather reports or forecasts, or any combination thereof, are and will remain at or above applicable VFR minimums until the aircraft arrives at the airport or airports specified in the dispatch or flight release.

§ 121.613

Dispatch or flight release under IFR or over the top.

Except as provided in § 121.615, no person may dispatch or release an aircraft for operations under IFR or over-the-top, unless appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which dispatched or released.

§ 121.615

Dispatch or flight release over water: Flag and supplemental operations.

(a) No person may dispatch or release an aircraft for a flight that involves extended overwater operation unless appropriate weather reports or forecasts or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at any airport to which dispatched or released or to any required alternate airport.

(b) Each certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska shall conduct extended overwater operations under IFR unless it shows that operating under IFR is not necessary for safety.

(c) Each certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska shall conduct other overwater operations under IFR if the Administrator determines that operation under IFR is necessary for safety.

(d) Each authorization to conduct extended overwater operations under VFR and each requirement to conduct other overwater operations under IFR will be specified in the certificate holder's operations specifications.

§ 121.617

Alternate airport for departure.

(a) If the weather conditions at the airport of takeoff are below the landing minimums in the certificate holder's operations specifications for that airport, no person may dispatch or release an aircraft from that airport unless the dispatch or flight release specifies an alternate airport located within the following distances from the airport of takeoff:

(1) Aircraft having two engines. Not more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative.

(2) Aircraft having three or more engines. Not more than two hours from the departure airport at normal cruising speed in still air with one engine inoperative.

(b) For the purpose of paragraph (a) of this section, the alternate airport weather conditions must meet the requirements of the certificate holder's operations specifications.

(c) No person may dispatch or release an aircraft from an airport unless he lists each required alternate airport in the dispatch or flight release.

§ 121.619

Alternate airport for destination: IFR or over-the-top: Domestic operations.

(a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated. However, no alternate airport is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, or any combination of them, indicate—

(1) The ceiling will be at least 2,000 feet above the airport elevation; and

(2) Visibility will be at least 3 miles.

(b) For the purposes of paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of § 121.625.

(c) No person may dispatch a flight unless he lists each required alternate airport in the dispatch release.

§ 121.621

Alternate airport for destination: Flag operations.

(a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release, unless—

(1) The flight is scheduled for not more than 6 hours and, for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport, the appropriate weather reports or forecasts, or any combination of them, indicate the ceiling will be:

(i) At least 1,500 feet above the lowest circling MDA, if a circling approach is required and authorized for that airport; or

(ii) At least 1,500 feet above the lowest published instrument approach minimum or 2,000 feet above the airport elevation, whichever is greater; and

(iii) The visibility at that airport will be at least 3 miles, or 2 miles more than the lowest applicable visibility minimums, whichever is greater, for the instrument approach procedures to be used at the destination airport; or

(2) The flight is over a route approved without an available alternate airport for a particular destination airport and the airplane has enough fuel to meet the requirements of § 121.641(b) or § 121.645(c).

(b) For the purposes of paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of the certificate holder's operations specifications.

(c) No person may dispatch a flight unless he lists each required alternate airport in the dispatch release.

§ 121.623

Alternate airport for destination: IFR or over-the-top: Supplemental operations.

(a) Except as provided in paragraph (b) of this section, each person releasing an aircraft for operation under IFR or over-the-top shall list at least one alternate airport for each destination airport in the flight release.

(b) An alternate airport need not be designated for IFR or over-the-top operations where the aircraft carries enough fuel to meet the requirements of §§ 121.643 and 121.645 for flights outside the 48 contiguous States and the District of Columbia over routes without an available alternate airport for a particular airport of destination.

(c) For the purposes of paragraph (a) of this section, the weather requirements at the alternate airport must meet the requirements of the certificate holder's operations specifications.

(d) No person may release a flight unless he lists each required alternate airport in the flight release.

§ 121.624

ETOPS Alternate Airports.

(a) No person may dispatch or release an airplane for an ETOPS flight unless enough ETOPS Alternate Airports are listed in the dispatch or flight release such that the airplane remains within the authorized ETOPS maximum diversion time. In selecting these ETOPS Alternate Airports, the certificate holder must consider all adequate airports within the authorized ETOPS diversion time for the flight that meet the standards of this part.

(b) No person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release unless, when it might be used (from the earliest to the latest possible landing time)—

(1) The appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the ETOPS Alternate Airport minima specified in the certificate holder's operations specifications; and

(2) The field condition reports indicate that a safe landing can be made.

(c) Once a flight is en route, the weather conditions at each ETOPS Alternate Airport must meet the requirements of § 121.631 (c).

(d) No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight release unless that airport meets the public protection requirements of § 121.97(b)(1)(ii).

§ 121.625

Alternate Airport weather minima.

Except as provided in § 121.624 for ETOPS Alternate Airports, no person may list an airport as an alternate in the dispatch or flight release unless the appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the alternate weather minima specified in the certificate holder's operations specifications for that airport when the flight arrives.

§ 121.627

Continuing flight in unsafe conditions.

(a) No pilot in command may allow a flight to continue toward any airport to which it has been dispatched or released if, in the opinion of the pilot in command or dispatcher (domestic and flag operations only), the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in § 121.557.

(b) If any instrument or item of equipment required under this chapter for the particular operation becomes inoperative en route, the pilot in command shall comply with the approved procedures for such an occurrence as specified in the certificate holder's manual.

§ 121.628

Inoperable instruments and equipment.

(a) No person may take off an airplane with inoperable instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that airplane.

(2) The responsible Flight Standards 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 airplane with certain instruments and equipment in an inoperable condition.

(4) Records identifying the inoperable instruments and equipment and the information required by paragraph (a)(3)(ii) of this section must be available to the pilot.

(5) The airplane is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the operations specifications authorizing use of the Minimum Equipment List.

(b) The following instruments and equipment may not be included in the Minimum Equipment List:

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the airplane is type certificated and which are essential for safe operations under all operating conditions.

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

(3) Instruments and equipment required for specific operations by this part.

(c) Notwithstanding paragraphs (b)(1) and (b)(3) of this section, an airplane with inoperable instruments or equipment may be operated under a special flight permit under §§ 21.197 and 21.199 of this chapter.

§ 121.629

Operation in icing conditions.

(a) No person may dispatch or release an aircraft, continue to operate an aircraft en route, or land an aircraft when in the opinion of the pilot in command or aircraft dispatcher (domestic and flag operations only), icing conditions are expected or met that might adversely affect the safety of the flight.

(b) No person may take off an aircraft when frost, ice, or snow is adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft or when the takeoff would not be in compliance with paragraph (c) of this section. Takeoffs with frost under the wing in the area of the fuel tanks may be authorized by the Administrator.

(c) Except as provided in paragraph (d) of this section, no person may dispatch, release, or take off an aircraft any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, unless the certificate holder has an approved ground deicing/anti-icing program in its operations specifications and unless the dispatch, release, and takeoff comply with that program. The approved ground deicing/anti-icing program must include at least the following items:

(1) A detailed description of—

(i) How the certificate holder determines that conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft and that ground deicing/anti-icing operational procedures must be in effect;

(ii) Who is responsible for deciding that ground deicing/anti-icing operational procedures must be in effect;

(iii) The procedures for implementing ground deicing/anti-icing operational procedures;

(iv) The specific duties and responsibilities of each operational position or group responsible for getting the aircraft safely airborne while ground deicing/anti-icing operational procedures are in effect.

(2) Initial and annual recurrent ground training and testing for flight crewmembers and qualification for all other affected personnel (e.g., aircraft dispatchers, ground crews, contract personnel) concerning the specific requirements of the approved program and each person's responsibilities and duties under the approved program, specifically covering the following areas:

(i) The use of holdover times.

(ii) Aircraft deicing/anti-icing procedures, including inspection and check procedures and responsibilities.

(iii) Communications procedures.

(iv) Aircraft surface contamination ( i.e. , adherence of frost, ice, or snow) and critical area identification, and how contamination adversely affects aircraft performance and flight characteristics.

(v) Types and characteristics of deicing/anti-icing fluids.

(vi) Cold weather preflight inspection procedures;

(vii) Techniques for recognizing contamination on the aircraft.

(3) The certificate holder's holdover timetables and the procedures for the use of these tables by the certificate holder's personnel. Holdover time is the estimated time deicing/anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft. Holdover time begins when the final application of deicing/anti-icing fluid commences and expires when the deicing/anti-icing fluid applied to the aircraft loses its effectiveness. The holdover times must be supported by data acceptable to the Administrator. The certificate holder's program must include procedures for flight crewmembers to increase or decrease the determined holdover time in changing conditions. The program must provide that takeoff after exceeding any maximum holdover time in the certificate holder's holdover timetable is permitted only when at least one of the following conditions exists:

(i) A pretakeoff contamination check, as defined in paragraph (c)(4) of this section, determines that the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, or snow.

(ii) It is otherwise determined by an alternate procedure approved by the Administrator in accordance with the certificate holder's approved program that the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, or snow.

(iii) The wings, control surfaces, and other critical surfaces are redeiced and a new holdover time is determined.

(4) Aircraft deicing/anti-icing procedures and responsibilities, pretakeoff check procedures and responsibilities, and pretakeoff contamination check procedures and responsibilities. A pretakeoff check is a check of the aircraft's wings or representative aircraft surfaces for frost, ice, or snow within the aircraft's holdover time. A pretakeoff contamination check is a check to make sure the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, and snow. It must be conducted within five minutes prior to beginning take off. This check must be accomplished from outside the aircraft unless the program specifies otherwise.

(d) A certificate holder may continue to operate under this section without a program as required in paragraph (c) of this section, if it includes in its operations specifications a requirement that, any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, no aircraft will take off unless it has been checked to ensure that the wings, control surfaces, and other critical surfaces are free of frost, ice, and snow. The check must occur within five minutes prior to beginning takeoff. This check must be accomplished from outside the aircraft.

§ 121.631

Original dispatch or flight release, redispatch or amendment of dispatch or flight release.

(a) A certificate holder may specify any regular, provisional, or refueling airport, authorized for the type of aircraft, as a destination for the purpose of original dispatch or release.

(b) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuel range of the aircraft as specified in §§ 121.639 through 121.647.

(c) No person may allow a flight to continue beyond the ETOPS Entry Point unless—

(1) Except as provided in paragraph (d) of this section, the weather conditions at each ETOPS Alternate Airport required by § 121.624 are forecast to be at or above the operating minima for that airport in the certificate holder's operations specifications when it might be used (from the earliest to the latest possible landing time); and

(2) All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed and the flight crew advised of any changes in conditions that have occurred since dispatch.

(d) If paragraph (c)(1) of this section cannot be met for a specific airport, the dispatch or flight release may be amended to add an ETOPS Alternate Airport within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima.

(e) Before the ETOPS Entry Point, the pilot in command for a supplemental operator or a dispatcher for a flag operator must use company communications to update the flight plan if needed because of a re-evaluation of aircraft system capabilities.

(f) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en route unless the other airport is authorized for that type of aircraft and the appropriate requirements of §§ 121.593 through 121.661 and 121.173 are met at the time of redispatch or amendment of the flight release.

(g) Each person who amends a dispatch or flight release en route shall record that amendment.

§ 121.633

Considering time-limited systems in planning ETOPS alternates.

(a) For ETOPS up to and including 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport (at the approved one-engine inoperative cruise speed under standard conditions in still air) would exceed the approved time for the airplane's most limiting ETOPS Significant System (including the airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems) minus 15 minutes.

(b) For ETOPS beyond 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport:

(1) at the all engine operating cruise speed, corrected for wind and temperature, exceeds the airplane's most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire suppression systems (except as provided in paragraph (c) of this section), or

(2) at the one-engine-inoperative cruise speed, corrected for wind and temperature, exceeds the airplane's most limiting ETOPS Significant System time (other than the airplane's most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire-suppression systems).

(c) For turbine-engine powered airplanes with more than two engines, the certificate holder need not meet paragraph (b)(1) of this section until February 15, 2013.

§ 121.635

Dispatch to and from refueling or provisional airports: Domestic and flag operations.

No person may dispatch an airplane to or from a refueling or provisional airport except in accordance with the requirements of this part applicable to dispatch from regular airports and unless that airport meets the requirements of this part applicable to regular airports.

§ 121.637

Takeoffs from unlisted and alternate airports: Domestic and flag operations.

(a) No pilot may takeoff an airplane from an airport that is not listed in the operations specifications unless—

(1) The airport and related facilities are adequate for the operation of the airplane;

(2) He can comply with the applicable airplane operating limitations;

(3) The airplane has been dispatched according to dispatching rules applicable to operation from an approved airport; and

(4) The weather conditions at that airport are equal to or better than the following:

(i) Airports in the United States. The weather minimums for takeoff prescribed in part 97 of this chapter; or where minimums are not prescribed for the airport, 800-2, 900-1 1/2 , or 1,000-1.

(ii) Airports outside the United States. The weather minimums for takeoff prescribed or approved by the government of the country in which the airport is located; or where minimums are not prescribed or approved for the airport, 800-2, 900-1 1/2 , or 1,000-1.

(b) No pilot may take off from an alternate airport unless the weather conditions are at least equal to the minimums prescribed in the certificate holder's operations specifications for alternate airports.

§ 121.639

Fuel supply: All domestic operations.

No person may dispatch or take off an airplane unless it has enough fuel—

(a) To fly to the airport to which it is dispatched;

(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and

(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

§ 121.641

Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Flag operations.

(a) No person may dispatch or take off a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is dispatched;

(2) Thereafter, to fly to and land at the most distant alternate airport specified in the dispatch release; and

(3) Thereafter, to fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs (a) (1) and (2) of this section or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

(b) No person may dispatch a nonturbine or turbo-propeller-powered airplane to an airport for which an alternate is not specified under § 121.621(a)(2), unless it has enough fuel, considering wind and forecast weather conditions, to fly to that airport and thereafter to fly for three hours at normal cruising fuel consumption.

§ 121.643

Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Supplemental operations.

(a) Except as provided in paragraph (b) of this section, no person may release for flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is released;

(2) Thereafter, to fly to and land at the most distant alternate airport specified in the flight release; and

(3) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

(b) If the airplane is released for any flight other than from one point in the contiguous United States to another point in the contiguous United States, it must carry enough fuel to meet the requirements of paragraphs (a) (1) and (2) of this section and thereafter fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs (a) (1) and (2) of this section, or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

(c) No person may release a nonturbine or turbo-propeller-powered airplane to an airport for which an alternate is not specified under § 121.623(b), unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for three hours at normal cruising fuel consumption.

§ 121.645

Fuel supply: Turbine-engine powered airplanes, other than turbo propeller: Flag and supplemental operations.

(a) Any flag operation within the 48 contiguous United States and the District of Columbia may use the fuel requirements of § 121.639.

(b) For any certificate holder conducting flag or supplemental operations outside the 48 contiguous United States and the District of Columbia, unless authorized by the Administrator in the operations specifications, no person may release for flight or takeoff a turbine-engine powered airplane (other than a turbo-propeller powered airplane) unless, considering wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is released;

(2) After that, to fly for a period of 10 percent of the total time required to fly from the airport of departure to, and land at, the airport to which it was released;

(3) After that, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required; and

(4) After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport (or the destination airport if no alternate is required) under standard temperature conditions.

(c) No person may release a turbine-engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified under § 121.621(a)(2) or § 121.623(b) unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for at least two hours at normal cruising fuel consumption.

(d) The Administrator may amend the operations specifications of a certificate holder conducting flag or supplemental operations to require more fuel than any of the minimums stated in paragraph (a) or (b) of this section if he finds that additional fuel is necessary on a particular route in the interest of safety.

(e) For a supplemental operation within the 48 contiguous States and the District of Columbia with a turbine engine powered airplane the fuel requirements of § 121.643 apply.

§ 121.646

En-route fuel supply: flag and supplemental operations.

(a) No person may dispatch or release for flight a turbine-engine powered airplane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met:

(1) The airplane has enough fuel to meet the requirements of § 121.645(b);

(2) The airplane has enough fuel to fly to the Adequate Airport—

(i) Assuming a rapid decompression at the most critical point;

(ii) Assuming a descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333; and

(iii) Considering expected wind and other weather conditions.

(3) The airplane has enough fuel to hold for 15 minutes at 1500 feet above field elevation and conduct a normal approach and landing.

(b) No person may dispatch or release for flight an ETOPS flight unless, considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements:

(1) Fuel to fly to an ETOPS Alternate Airport.

(i) Fuel to account for rapid decompression and engine failure. The airplane must carry the greater of the following amounts of fuel:

(A) Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333 of this chapter;

(B) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of § 121.333 of this chapter; or

(C) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine inoperative cruise speed) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude.

(ii) Fuel to account for errors in wind forecasting. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section, the certificate holder must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model accepted by the FAA, the airplane must carry additional fuel equal to 5% of the fuel required for paragraph (b)(1)(i) of this section, as reserve fuel to allow for errors in wind data.

(iii) Fuel to account for icing. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the certificate holder must ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion:

(A) Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast (including the fuel used by engine and wing anti-ice during this period).

(B) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast.

(iv) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a program to monitor airplane in-service deterioration to cruise fuel burn performance.

(2) Fuel to account for holding, approach, and landing. In addition to the fuel required by paragraph (b)(1) of this section, the airplane must carry fuel sufficient to hold at 1500 feet above field elevation for 15 minutes upon reaching an ETOPS Alternate Airport and then conduct an instrument approach and land.

(3) Fuel to account for APU use. If an APU is a required power source, the certificate holder must account for its fuel consumption during the appropriate phases of flight.

§ 121.647

Factors for computing fuel required.

Each person computing fuel required for the purposes of this subpart shall consider the following:

(a) Wind and other weather conditions forecast.

(b) Anticipated traffic delays.

(c) One instrument approach and possible missed approach at destination.

(d) Any other conditions that may delay landing of the aircraft.

For the purposes of this section, required fuel is in addition to unusable fuel.

§ 121.649

Takeoff and landing weather minimums: VFR: Domestic operations.

(a) Except as provided in paragraph (b) of this section, regardless of any clearance from ATC, no pilot may takeoff or land an airplane under VFR when the reported ceiling or visibility is less than the following:

(1) For day operations—1,000-foot ceiling and one-mile visibility.

(2) For night operations—1,000-foot ceiling and two-mile visibility.

(b) Where a local surface restriction to visibility exists (e.g., smoke, dust, blowing snow or sand) the visibility for day and night operations may be reduced to 1/2 mile, if all turns after takeoff and prior to landing, and all flight beyond one mile from the airport boundary can be accomplished above or outside the area of local surface visibility restriction.

(c) The weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the locations where the special weather minimums of § 91.157 of this chapter are not applicable (See part 91, appendix D, section 3 of this chapter). The basic VFR weather minimums of § 91.155 of this chapter apply at those locations.

§ 121.651

Takeoff and landing weather minimums: IFR: All certificate holders.

(a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather conditions reported by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, are less than those specified in—

(1) The certificate holder's operations specifications; or

(2) Parts 91 and 97 of this chapter, if the certificate holder's operations specifications do not specify takeoff minimums for the airport.

(b) Except as provided in paragraphs (d) and (e) of this section, no pilot may continue an approach past the final approach fix, or where a final approach fix is not used, begin the final approach segment of an instrument approach procedure—

(1) At any airport, unless the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, issues a weather report for that airport; and

(2) At airports within the United States and its territories or at U.S. military airports, unless the latest weather report for that airport issued by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, reports the visibility to be equal to or more than the visibility minimums prescribed for that procedure. For the purpose of this section, the term “U.S. military airports” means airports in foreign countries where flight operations are under the control of U.S. military authority.

(c) A pilot who has begun the final approach segment of an instrument approach procedure in accordance with paragraph (b) of this section, and after that receives a later weather report indicating below-minimum conditions, may continue the approach to DA/DH or MDA. Upon reaching DA/DH or at MDA, and at any time before the missed approach point, the pilot may continue the approach below DA/DH or MDA if either the requirements of § 91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach procedure being used;

(3) Except for Category II or Category III approaches where any necessary visual reference requirements are specified by authorization of the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual approach slope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights; and

(4) When the aircraft is on a straight-in nonprecision approach procedure which incorporates a visual descent point, the aircraft has reached the visual descent point, except where the aircraft is not equipped for or capable of establishing that point, or a descent to the runway cannot be made using normal procedures or rates of descent if descent is delayed until reaching that point.

(d) A pilot may begin the final approach segment of an instrument approach procedure other than a Category II or Category III procedure at an airport when the visibility is less than the visibility minimums prescribed for that procedure if the airport is served by an operative ILS and an operative PAR, and both are used by the pilot. However, no pilot may continue an approach below the authorized DA/DH unless the requirements of § 91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers and where such a descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach procedure being used; and

(3) Except for Category II or Category III approaches where any necessary visual reference requirements are specified by the authorization of the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual approach slope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights.

(e) A pilot may begin the final approach segment of an instrument approach procedure, or continue that approach procedure, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS in accordance with § 91.176 of this chapter and the certificate holder's operations specifications for EFVS operations.

(f) For the purpose of this section, the final approach segment begins at the final approach fix or facility prescribed in the instrument approach procedure. When a final approach fix is not prescribed for a procedure that includes a procedure turn, the final approach segment begins at the point where the procedure turn is completed and the aircraft is established inbound toward the airport on the final approach course within the distance prescribed in the procedure.

(g) Unless otherwise authorized in the certificate holder's operations specifications, each pilot making an IFR takeoff, approach, or landing at a foreign airport shall comply with the applicable instrument approach procedures and weather minimums prescribed by the authority having jurisdiction over the airport.

§ 121.652

Landing weather minimums: IFR: All certificate holders.

(a) If the pilot in command of an airplane has not served 100 hours as pilot in command in operations under this part in the type of airplane he is operating, the MDA or DA/DH and visibility landing minimums in the certificate holder's operations specification for regular, provisional, or refueling airports are increased by 100 feet and one-half mile (or the RVR equivalent). The MDA or DA/DH and visibility minimums need not be increased above those applicable to the airport when used as an alternate airport, but in no event may the landing minimums be less than 300 and 1. However, a Pilot in command employed by a certificate holder conducting operations in large aircraft under part 135 of this chapter, may credit flight time acquired in operations conducted for that operator under part 91 in the same type airplane for up to 50 percent of the 100 hours of pilot in command experience required by this paragraph.

(b) The 100 hours of pilot in command experience required by paragraph (a) of this section may be reduced (not to exceed 50 percent) by substituting one landing in operations under this part in the type of airplane for 1 required hour of pilot in command experience, if the pilot has at least 100 hours as pilot in command of another type airplane in operations under this part.

(c) Category II minimums and the sliding scale when authorized in the certificate holder's operations specifications do not apply until the pilot in command subject to paragraph (a) of this section meets the requirements of that paragraph in the type of airplane he is operating.

§ 121.653

§ 121.655

Applicability of reported weather minimums.

In conducting operations under §§ 121.649 through 121.653, the ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather report, including an oral report from the control tower, contains a visibility value specified as runway visibility or runway visual range for a particular runway of an airport, that specified value controls for VFR and IFR landings and takeoffs and straight-in instrument approaches for that runway.

§ 121.657

Flight altitude rules.

(a) General. Notwithstanding § 91.119 or any rule applicable outside the United States, no person may operate an aircraft below the minimums set forth in paragraphs (b) and (c) of this section, except when necessary for takeoff or landing, or except when, after considering the character of the terrain, the quality and quantity of meteorological services, the navigational facilities available, and other flight conditions, the Administrator prescribes other minimums for any route or part of a route where he finds that the safe conduct of the flight requires other altitudes. Outside of the United States the minimums prescribed in this section are controlling unless higher minimums are prescribed in the certificate holder's operations specifications or by the foreign country over which the aircraft is operating.

(b) Day VFR operations. No certificate holder conducting domestic operations may operate a passenger-carrying aircraft and no certificate holder conducting flag or supplemental operations may operate any aircraft under VFR during the day at an altitude less than 1,000 feet above the surface or less than 1,000 feet from any mountain, hill, or other obstruction to flight.

(c) Night VFR, IFR, and over-the-top operations. No person may operate an aircraft under IFR including over-the- top or at night under VFR at an altitude less than 1,000 feet above the highest obstacle within a horizontal distance of five miles from the center of the intended course, or, in designated mountainous areas, less than 2,000 feet above the highest obstacle within a horizontal distance of five miles from the center of the intended course.

(d) Day over-the-top operations below minimum en route altitudes. A person may conduct day over-the-top operations in an airplane at flight altitudes lower than the minimum en route IFR altitudes if—

(1) The operation is conducted at least 1,000 feet above the top of lower broken or overcast cloud cover;

(2) The top of the lower cloud cover is generally uniform and level;

(3) Flight visibility is at least five miles; and

(4) The base of any higher broken or overcast cloud cover is generally uniform and level and is at least 1,000 feet above the minimum en route IFR altitude for that route segment.

§ 121.659

Initial approach altitude: Domestic and supplemental operations.

(a) Except as provided in paragraph (b) of this section, when making an initial approach to a radio navigation facility under IFR, no person may descend an aircraft below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

(b) When making an initial approach on a flight being conducted under § 121.657(d), no pilot may commence an instrument approach until his arrival over the radio facility has definitely been established. In making an instrument approach under these circumstances no person may descend an aircraft lower than 1,000 feet above the top of the lower cloud or the minimum altitude determined by the Administrator for that part of the IFR approach, whichever is lower.

§ 121.661

Initial approach altitude: Flag operations.

When making an initial approach to a radio navigation facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

§ 121.663

Responsibility for dispatch release: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall prepare a dispatch release for each flight between specified points, based on information furnished by an authorized aircraft dispatcher. The pilot in command and an authorized aircraft dispatcher shall sign the release only if they both believe that the flight can be made with safety. The aircraft dispatcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dispatch.

§ 121.665

Load manifest.

Each certificate holder is responsible for the preparation and accuracy of a load manifest form before each takeoff. The form must be prepared and signed for each flight by employees of the certificate holder who have the duty of supervising the loading of aircraft and preparing the load manifest forms or by other qualified persons authorized by the certificate holder.

§ 121.667

Flight plan: VFR and IFR: Supplemental operations.

(a) No person may take off an aircraft unless the pilot in command has filed a flight plan, containing the appropriate information required by part 91, with the nearest FAA communication station or appropriate military station or, when operating outside the United States, with other appropriate authority. However, if communications facilities are not readily available, the pilot in command shall file the flight plan as soon as practicable after the aircraft is airborne. A flight plan must continue in effect for all parts of the flight.

(b) When flights are operated into military airports, the arrival or completion notice required by §§ 91.153 and 91.169 may be filed with the appropriate airport control tower or aeronautical communication facility used for that airport.

§ 121.681

Applicability.

This subpart prescribes requirements for the preparation and maintenance of records and reports for all certificate holders.

§ 121.683

Crewmember and dispatcher record.

(a) Each certificate holder shall—

(1) Maintain current records of each crewmember and each aircraft dispatcher (domestic and flag operations only) that show whether the crewmember or aircraft dispatcher complies with the applicable sections of this chapter, including, but not limited to, proficiency and route checks, airplane and route qualifications, training, any required physical examinations, flight, duty, and rest time records; and

(2) Record each action taken concerning the release from employment or physical or professional disqualification of any flight crewmember or aircraft dispatcher (domestic and flag operations only) and keep the record for at least six months thereafter.

(b) Each certificate holder conducting supplemental operations shall maintain the records required by paragraph (a) of this section at its principal base of operations, or at another location used by it and approved by the Administrator.

(c) Computer record systems approved by the Administrator may be used in complying with the requirements of paragraph (a) of this section.

§ 121.685

Aircraft record: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall maintain a current list of each aircraft that it operates in scheduled air transportation and shall send a copy of the record and each change to the responsible Flight Standards office. Airplanes of another certificate holder operated under an interchange agreement may be incorporated by reference.

§ 121.687

Dispatch release: Flag and domestic operations.

(a) The dispatch release may be in any form but must contain at least the following information concerning each flight:

(1) Identification number of the aircraft.

(2) Trip number.

(3) Departure airport, intermediate stops, destination airports, and alternate airports.

(4) A statement of the type of operation (e.g., IFR, VFR).

(5) Minimum fuel supply.

(6) For each flight dispatched as an ETOPS flight, the ETOPS diversion time for which the flight is dispatched.

(b) The dispatch release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destination airport, intermediate stops, and alternate airports, that are the latest available at the time the release is signed by the pilot in command and dispatcher. It may include any additional available weather reports or forecasts that the pilot in command or the aircraft dispatcher considers necessary or desirable.

§ 121.689

Flight release form: Supplemental operations.

(a) Except as provided in paragraph (c) of this section, the flight release may be in any form but must contain at least the following information concerning each flight:

(1) Company or organization name.

(2) Make, model, and registration number of the aircraft being used.

(3) Flight or trip number, and date of flight.

(4) Name of each flight crewmember, flight attendant, and pilot designated as pilot in command.

(5) Departure airport, destination airports, alternate airports, and route.

(6) Minimum fuel supply (in gallons or pounds).

(7) A statement of the type of operation (e.g., IFR, VFR).

(8) For each flight released as an ETOPS flight, the ETOPS diversion time for which the flight is released.

(b) The aircraft flight release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destination airport, and alternate airports, that are the latest available at the time the release is signed. It may include any additional available weather reports or forecasts that the pilot in command considers necessary or desirable.

(c) Each certificate holder conducting domestic or flag operations under the rules of this part applicable to supplemental operations shall comply with the dispatch or flight release forms required for scheduled operations under this subpart.

§ 121.691

§ 121.693

Load manifest: All certificate holders.

The load manifest must contain the following information concerning the loading of the airplane at takeoff time:

(a) The weight of the aircraft, fuel and oil, cargo and baggage, passengers and crewmembers.

(b) The maximum allowable weight for that flight that must not exceed the least of the following weights:

(1) Maximum allowable takeoff weight for the runway intended to be used (including corrections for altitude and gradient, and wind and temperature conditions existing at the takeoff time).

(2) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with applicable en route performance limitations.

(3) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with the maximum authorized design landing weight limitations on arrival at the destination airport.

(4) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with landing distance limitations on arrival at the destination and alternate airports.

(c) The total weight computed under approved procedures.

(d) Evidence that the aircraft is loaded according to an approved schedule that insures that the center of gravity is within approved limits.

(e) Names of passengers, unless such information is maintained by other means by the certificate holder.

§ 121.695

Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

(a) The pilot in command of an airplane shall carry in the airplane to its destination—

(1) A copy of the completed load manifest (or information from it, except information concerning cargo and passenger distribution);

(2) A copy of the dispatch release; and

(3) A copy of the flight plan.

(b) The certificate holder shall keep copies of the records required in this section for at least three months.

§ 121.697

Disposition of load manifest, flight release, and flight plans: Supplemental operations.

(a) The pilot in command of an airplane shall carry in the airplane to its destination the original or a signed copy of the—

(1) Load manifest;

(2) Flight release;

(3) Airworthiness release;

(4) Pilot route certification; and

(5) Flight plan.

(b) If a flight originates at the certificate holder's principal base of operations, it shall retain at that base a signed copy of each document listed in paragraph (a) of this section.

(c) Except as provided in paragraph (d) of this section, if a flight originates at a place other than the certificate holder's principal base of operations, the pilot in command (or another person not aboard the airplane who is authorized by the certificate holder) shall, before or immediately after departure of the flight, mail signed copies of the documents listed in paragraph (a) of this section, to the principal base of operations.

(d) If a flight originates at a place other than the certificate holder's principal base of operations, and there is at that place a person to manage the flight departure for the certificate holder who does not himself or herself depart on the airplane, signed copies of the documents listed in paragraph (a) of this section may be retained at that place for not more than 30 days before being sent to the certificate holder's principal base of operations. However, the documents for a particular flight need not be further retained at that place or be sent to the principal base of operations, if the originals or other copies of them have been previously returned to the principal base of operations.

(e) The certificate holder conducting supplemental operations shall:

(1) Identify in its operations manual the person having custody of the copies of documents retained in accordance with paragraph (d) of this section; and

(2) Retain at its principal base of operations either an original or a copy of the records required by this section for at least three months.

§§ 121.698-121.699

§ 121.701

Maintenance log: Aircraft.

(a) Each person who takes action in the case of a reported or observed failure or malfunction of an airframe, engine, propeller, or appliance that is critical to the safety of flight shall make, or have made, a record of that action in the airplane's maintenance log.

(b) Each certificate holder shall have an approved procedure for keeping adequate copies of the record required in paragraph (a) of this section in the airplane in a place readily accessible to each flight crewmember and shall put that procedure in the certificate holder's manual.

§ 121.703

Service difficulty reports.

(a) Each certificate holder shall report the occurrence or detection of each failure, malfunction, or defect concerning—

(1) Fires during flight and whether the related fire-warning system functioned properly;

(2) Fires during flight not protected by a related fire-warning system;

(3) False fire warning during flight;

(4) An engine 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 airplane structure occurs;

(8) Engine shutdown during flight due to foreign object ingestion or icing;

(9) Engine shutdown during flight of more than one engine;

(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 an unwanted opening or closing of landing gear doors during flight;

(13) Brake system components that result in loss of brake actuating force when the airplane 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 FAA;

(16) Aircraft components or systems that result in taking emergency actions during flight (except action to shut down an engine); and

(17) Emergency evacuation systems or components including all exit doors, passenger emergency evacuation lighting systems, or evacuation equipment that are found defective, or that fail to perform the intended functions during an actual emergency or during training, testing, maintenance, demonstrations, or inadvertent deployments.

(b) For the purpose of this section during flight means the period from the moment the aircraft leaves the surface of the earth on takeoff 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, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it.

(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 FAA 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 work day.

(e) The certificate holder shall submit the reports required by this section on a form or in another format acceptable to the Administrator. The reports shall include the following information:

(1) Type and identification number of the aircraft.

(2) The name of the operator.

(3) The date, flight number, and stage during which the incident occurred (e.g., preflight, takeoff, climb, cruise, descent landing, and inspection).

(4) The emergency procedure effected (e.g., unscheduled landing and emergency descent).

(5) The nature of the failure, malfunction, or defect.

(6) Identification of the part and system involved, including available information pertaining to type designation of the major component and time since overhaul.

(7) Apparent cause of the failure, malfunction, or defect (e.g., wear, crack, design deficiency, or personnel error).

(8) Whether the part was repaired, replaced, sent to the manufacturer, or other action taken.

(9) Whether the aircraft was grounded.

(10) 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 holder, 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 of this chapter or under the accident reporting provisions of 49 CFR part 830.

(g) No person may withhold a report required by this section even though all information required in this section is not available.

(h) When 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.

§ 121.705

Mechanical interruption summary report.

Each certificate holder shall submit to the Administrator, before the end of the 10th day of the following month, a summary report for the previous month of:

(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 § 121.703.

(b) The number of engines removed prematurely because of malfunction, failure or defect, listed by make and model and the aircraft type in which it was installed.

(c) 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.

§ 121.707

Alteration and repair reports.

(a) Each certificate holder shall, promptly upon its completion, prepare a report of each major alteration or major repair of an airframe, aircraft engine, propeller, or appliance of an aircraft operated by it.

(b) The certificate holder shall submit a copy of each report of a major alteration to, and shall keep a copy of each report of a major repair available for inspection by, the representative of the Administrator who is assigned to it.

§ 121.709

Airworthiness release or aircraft log entry.

(a) No certificate holder may operate an aircraft after maintenance, preventive maintenance or alterations are performed on the aircraft unless the certificate holder, or the person with whom the certificate holder arranges for the performance of the maintenance, preventive maintenance, or alterations, prepares or causes to be prepared—

(1) An airworthiness release; or

(2) An appropriate entry in the aircraft log.

(b) The airworthiness release or log entry required by paragraph (a) of this section must—

(1) Be prepared in accordance with the procedures set forth in the certificate holder's manual;

(2) Include a certification that—

(i) The work was performed in accordance with the requirements of the certificate holder's manual;

(ii) All items required to be inspected were inspected by an authorized person who determined that the work was satisfactorily completed;

(iii) No known condition exists that would make the airplane unairworthy; and

(iv) So 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 he is employed and certificated.

(c) Notwithstanding paragraph (b)(3) of this section, after maintenance, preventive maintenance, or alterations performed by a repair station that is located outside the United 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) When an airworthiness release form is prepared the certificate holder must give a copy to the pilot in command and must keep a record thereof for at least 2 months.

(e) Instead of restating each of the conditions of the certification required by paragraph (b) of this section, the air carrier may state in its manual that the signature of an authorized certificated mechanic or repairman constitutes that certification.

§ 121.711

Communication records: Domestic and flag operations.

(a) Each certificate holder conducting domestic or flag operations must record each en route communication between the certificate holder and its pilots using a communication system as required by § 121.99 of this part.

(b) For purposes of this section the term en route means from the time the aircraft pushes back from the departing gate until the time the aircraft reaches the arrival gate at its destination.

(c) The record required in paragraph (a) of this section must contain at least the following information:

(1) The date and time of the contact;

(2) The flight number;

(3) Aircraft registration number;

(4) Approximate position of the aircraft during the contact;

(5) Call sign; and

(6) Narrative of the contact.

(d) The record required in paragraph (a) of this section must be kept for at least 30 days.

§ 121.713

Retention of contracts and amendments: Commercial operators who conduct intrastate operations for compensation or hire.

(a) 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 1 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.

(b) Each commercial operator who conducts intrastate operations for compensation or hire shall submit a financial report for the first 6 months of each fiscal year and another financial report for each complete fiscal year. If that person's operating certificate is suspended for more than 29 days, that person shall submit a financial report as of the last day of the month in which the suspension is terminated. The report required to be submitted by this section shall be submitted within 60 days of the last day of the period covered by the report and must include—

(1) A balance sheet that shows assets, liabilities, and net worth on the last day of the reporting period;

(2) The information required by § 119.36 (e)(2), (e)(7), and (e)(8) of this chapter;

(3) An itemization of claims in litigation against the applicant, if any, as of the last day of the period covered by the report;

(4) A profit and loss statement with the separation of items relating to the applicant's commercial operator activities from his other business activities, if any; and

(5) A list of each contract that gave rise to operating income on the profit and loss statement, including the names and addresses of the contracting parties and the nature, scope, date, and duration of each contract.

§ 121.721

Applicability.

This section describes the certificates that were issued to United States citizens who were employed by air carriers at the time of issuance as flight crewmembers on United 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.

§ 121.723

Surrender of international crewmember certificate.

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 responsible Flight Standards office at the termination of the holder's employment with that air carrier.

§ 121.801

Applicability.

This subpart prescribes the emergency medical equipment and training requirements applicable to all certificate holders operating passenger-carrying airplanes under this part. Nothing in this subpart is intended to require certificate holders or its agents to provide emergency medical care or to establish a standard of care for the provision of emergency medical care.

§ 121.803

Emergency medical equipment.

(a) No person may operate a passenger-carrying airplane under this part unless it is equipped with the emergency medical equipment listed in this section.

(b) Each equipment item listed in this section—

(1) Must be inspected regularly in accordance with inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes;

(2) Must be readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers;

(3) Must be clearly identified and clearly marked to indicate its method of operation; and

(4) When carried in a compartment or container, must be carried in a compartment or container marked as to contents and the compartment or container, or the item itself, must be marked as to date of last inspection.

(c) For treatment of injuries, medical events, or minor accidents that might occur during flight time each airplane must have the following equipment that meets the specifications and requirements of appendix A of this part:

(1) Approved first-aid kits.

(2) In airplanes for which a flight attendant is required, an approved emergency medical kit.

(3) In airplanes for which a flight attendant is required, an approved emergency medical kit as modified effective April 12, 2004.

(4) In airplanes for which a flight attendant is required and with a maximum payload capacity of more than 7,500 pounds, an approved automated external defibrillator as of April 12, 2004.

§ 121.805

Crewmember training for in-flight medical events.

(a) Each training program must provide the instruction set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and the certificate holder.

(b) Training must provide the following:

(1) Instruction in emergency medical event procedures, including coordination among crewmembers.

(2) Instruction in the location, function, and intended operation of emergency medical equipment.

(3) Instruction to familiarize crewmembers with the content of the emergency medical kit.

(4) Instruction to familiarize crewmembers with the content of the emergency medical kit as modified on April 12, 2004.

(5) For each flight attendant—

(i) Instruction, to include performance drills, in the proper use of automated external defibrillators.

(ii) Instruction, to include performance drills, in cardiopulmonary resuscitation.

(iii) Recurrent training, to include performance drills, in the proper use of an automated external defibrillators and in cardiopulmonary resuscitation at least once every 24 months.

(c) The crewmember instruction, performance drills, and recurrent training required under this section are not required to be equivalent to the expert level of proficiency attained by professional emergency medical personnel.

§ 121.901

Purpose and eligibility.

(a) Contrary provisions of parts 61, 63, 65, 121, 135, and 142 of this chapter notwithstanding, this subpart provides for approval of an alternative method (known as “Advanced Qualification Program” or “AQP”) for qualifying, training, certifying, and otherwise ensuring competency of crewmembers, aircraft dispatchers, other operations personnel, instructors, and evaluators who are required to be trained under parts 121 and 135 of this chapter.

(b) A certificate holder is eligible under this subpart if the certificate holder is required or elects to have an approved training program under §§ 121.401, 135.3(c), or 135.341 of this chapter.

(c) A certificate holder obtains approval of each proposed curriculum under this AQP as specified in § 121.909.

§ 121.903

General requirements for Advanced Qualification Programs.

(a) A curriculum approved under an AQP may include elements of existing training programs under part 121 and part 135 of this chapter. Each curriculum must specify the make, model, series or variant of aircraft and each crewmember position or other positions to be covered by that curriculum. Positions to be covered by the AQP must include all flight crewmember positions, flight instructors, and evaluators and may include other positions, such as flight attendants, aircraft dispatchers, and other operations personnel.

(b) Each certificate holder that obtains approval of an AQP under this subpart must comply with all the requirements of the AQP and this subpart instead of the corresponding provisions of parts 61, 63, 65, 121, or 135 of this chapter. However, each applicable requirement of parts 61, 63, 65, 121, or 135 of this chapter, including but not limited to practical test requirements, that is not specifically addressed in the AQP continues to apply to the certificate holder and to the individuals being trained and qualified by the certificate holder. No person may be trained under an AQP unless that AQP has been approved by the FAA and the person complies with all the requirements of the AQP and this subpart.

(c) No certificate holder that conducts its training program under this subpart may use any person nor may any person serve in any duty position as a required crewmember, an aircraft dispatcher, an instructor, or an evaluator, unless that person has satisfactorily accomplished, in a training program approved under this subpart for the certificate holder, the training and evaluation of proficiency required by the AQP for that type airplane and duty position.

(d) All documentation and data required under this subpart must be submitted in a form and manner acceptable to the FAA.

(e) Any training or evaluation required under an AQP that is satisfactorily completed in the calendar month before or the calendar month after the calendar month in which it is due is considered to have been completed in the calendar month it was due.

§ 121.905

Confidential commercial information.

(a) Each certificate holder that claims that AQP information or data it is submitting to the FAA is entitled to confidential treatment under 5 U.S.C. 552(b)(4) because it constitutes confidential commercial information as described in 5 U.S.C. 552(b)(4), and should be withheld from public disclosure, must include its request for confidentiality with each submission.

(b) When requesting confidentiality for submitted information or data, the certificate holder must:

(1) If the information or data is transmitted electronically, embed the claim of confidentiality within the electronic record so the portions claimed to be confidential are readily apparent when received and reviewed.

(2) If the information or data is submitted in paper format, place the word “CONFIDENTIAL” on the top of each page containing information or data claimed to be confidential.

(3) Justify the basis for a claim of confidentiality under 5 U.S.C. 552(b)(4).

§ 121.907

Definitions.

The following definitions apply to this subpart:

Crew Resource Management (CRM) means the effective use of all the resources available to crewmembers, including each other, to achieve a safe and efficient flight.

Curriculum outline means a listing of each segment, module, lesson, and lesson element in a curriculum, or an equivalent listing acceptable to the FAA.

Evaluation of proficiency means a Line Operational Evaluation (LOE) or an equivalent evaluation under an AQP acceptable to the FAA.

Evaluator means a person who assesses or judges the performance of crewmembers, instructors, other evaluators, aircraft dispatchers, or other operations personnel.

First Look means the assessment of performance to determine proficiency on designated flight tasks before any briefing, training, or practice on those tasks is given in the training session for a continuing qualification curriculum. First Look is conducted during an AQP continuing qualification cycle to determine trends of degraded proficiency, if any, due in part to the length of the interval between training sessions.

Instructional systems development means a systematic methodology for developing or modifying qualification standards and associated curriculum content based on a documented analysis of the job tasks, skills, and knowledge required for job proficiency.

Job task listing means a listing of all tasks, subtasks, knowledge, and skills required for accomplishing the operational job.

Line Operational Evaluation (LOE) means a simulated line environment, the scenario content of which is designed to test integrating technical and CRM skills.

Line Operational Simulation (LOS) means a training or evaluation session, as applicable, that is conducted in a simulated line environment using equipment qualified and approved for its intended purpose in an AQP.

Planned hours means the estimated amount of time (as specified in a curriculum outline) that it takes a typical student to complete a segment of instruction (to include all instruction, demonstration, practice, and evaluation, as appropriate, to reach proficiency).

Qualification standard means a statement of a minimum required performance, applicable parameters, criteria, applicable flight conditions, evaluation strategy, evaluation media, and applicable document references.

Qualification standards document means a single document containing all the qualification standards for an AQP together with a prologue that provides a detailed description of all facets of the evaluation process.

Special tracking means assigning a person to an augmented schedule of training, checking, or both.

Training session means a contiguously scheduled period devoted to training activities at a facility approved by the FAA for that purpose.

Variant means a specifically configured aircraft for which the FAA has identified training and qualifications that are significantly different from those applicable to other aircraft of the same make, model, and series.

§ 121.909

Approval of Advanced Qualification Program.

(a) Approval process. Application for approval of an AQP curriculum under this subpart is made to the responsible Flight Standards office.

(b) Approval criteria. Each AQP must have separate curriculums for indoctrination, qualification, and continuing qualification (including upgrade, transition, and requalification), as specified in §§ 121.911, 121.913, and 121.915. All AQP curriculums must be based on an instructional systems development methodology. This methodology must incorporate a thorough analysis of the certificate holder's operations, aircraft, line environment and job functions. All AQP qualification and continuing qualification curriculums must integrate the training and evaluation of CRM and technical skills and knowledge. An application for approval of an AQP curriculum may be approved if the program meets the following requirements:

(1) The program must meet all the requirements of this subpart.

(2) Each indoctrination, qualification, and continuing qualification AQP, and derivatives must include the following documentation:

(i) Initial application for AQP.

(ii) Initial job task listing.

(iii) Instructional systems development methodology.

(iv) Qualification standards document.

(v) Curriculum outline.

(vi) Implementation and operations plan.

(3) Subject to approval by the FAA, certificate holders may elect, where appropriate, to consolidate information about multiple programs within any of the documents referenced in paragraph (b)(2) of this section.

(4) The Qualification Standards Document must indicate specifically the requirements of the parts 61, 63, 65, 121, or 135 of this chapter, as applicable, that would be replaced by an AQP curriculum. If a practical test requirement of parts 61, 63, 65, 121, or 135 of this chapter is replaced by an AQP curriculum, the certificate holder must establish an initial justification and a continuing process approved by the FAA to show how the AQP curriculum provides an equivalent level of safety for each requirement that is to be replaced.

(c) Application and transition. Each certificate holder that applies for one or more advanced qualification curriculums must include as part of its application a proposed transition plan (containing a calendar of events) for moving from its present approved training to the advanced qualification program training.

(d) Advanced Qualification Program revisions or rescissions of approval. If after a certificate holder begins training and qualification under an AQP, the FAA finds the certificate holder is not meeting the provisions of its approved AQP, the FAA may require the certificate holder, pursuant to § 121.405(e), to make revisions. Or if otherwise warranted, the FAA may withdraw AQP approval and require the certificate holder to submit and obtain approval for a plan (containing a schedule of events) that the certificate holder must comply with and use to transition to an approved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate. The certificate holder may also voluntarily submit and obtain approval for a plan (containing a schedule of events) to transition to an approved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate.

(e) Approval by the FAA. Final approval of an AQP by the FAA indicates the FAA has accepted the justification provided under paragraph (b)(4) of this section and the applicant's initial justification and continuing process establish an equivalent level of safety for each requirement of parts 61, 63, 65, 121, and 135 of this chapter that is being replaced.

§ 121.911

Indoctrination curriculum.

Each indoctrination curriculum must include the following:

(a) For newly hired persons being trained under an AQP: The certificate holder's policies and operating practices and general operational knowledge.

(b) For newly hired crewmembers and aircraft dispatchers: General aeronautical knowledge appropriate to the duty position.

(c) For instructors: The fundamental principles of the teaching and learning process; methods and theories of instruction; and the knowledge necessary to use aircraft, flight training devices, flight simulators, and other training equipment in advanced qualification curriculums, as appropriate.

(d) For evaluators: General evaluation requirements of the AQP; methods of evaluating crewmembers and aircraft dispatchers and other operations personnel, as appropriate, and policies and practices used to conduct the kinds of evaluations particular to an AQP (e.g., LOE).

§ 121.913

Qualification curriculum.

Each qualification curriculum must contain training, evaluation, and certification activities, as applicable for specific positions subject to the AQP, as follows:

(a) The certificate holder's planned hours of training, evaluation, and supervised operating experience.

(b) For crewmembers, aircraft dispatchers, and other operations personnel, the following:

(1) Training, evaluation, and certification activities that are aircraft- and equipment-specific to qualify a person for a particular duty position on, or duties related to the operation of, a specific make, model, series, or variant aircraft.

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each proficiency objective to be trained and evaluated.

(3) The requirements of the certificate holder's approved AQP program that are in addition to or in place of, the requirements of parts 61, 63, 65, 121 or 135 of this chapter, including any applicable practical test requirements.

(4) A list of and text describing operating experience, evaluation/remediation strategies, provisions for special tracking, and how recency of experience requirements will be accomplished.

(c) For flight crewmembers: Initial operating experience and line check.

(d) For instructors, the following as appropriate:

(1) Training and evaluation activities to qualify a person to conduct instruction on how to operate, or on how to ensure the safe operation of a particular make, model, and series aircraft (or variant).

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each procedure and proficiency objective to be trained and evaluated.

(3) A list of and text describing evaluation/remediation strategies, standardization policies and recency requirements.

(e) For evaluators: The requirements of paragraph (d)(1) of this section plus the following, as appropriate:

(1) Training and evaluation activities that are aircraft and equipment specific to qualify a person to assess the performance of persons who operate or who ensure the safe operation of, a particular make, model, and series aircraft (or variant).

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each procedure and proficiency objective to be trained and evaluated.

(3) A list of and text describing evaluation/remediation strategies, standardization policies and recency requirements.

§ 121.915

Continuing qualification curriculum.

Each continuing qualification curriculum must contain training and evaluation activities, as applicable for specific positions subject to the AQP, as follows:

(a) Continuing qualification cycle. A continuing qualification cycle that ensures that during each cycle each person qualified under an AQP, including instructors and evaluators, will receive a mix that will ensure training and evaluation on all events and subjects necessary to ensure that each person maintains proficiency in knowledge, technical skills, and cognitive skills required for initial qualification in accordance with the approved continuing qualification AQP, evaluation/remediation strategies, and provisions for special tracking. Each continuing qualification cycle must include at least the following:

(1) Evaluation period. Initially the continuing qualification cycle is comprised of two or more evaluation periods of equal duration. Each person qualified under an AQP must receive ground training and flight training, as appropriate, and an evaluation of proficiency during each evaluation period at a training facility. The number and frequency of training sessions must be approved by the FAA.

(2) Training. Continuing qualification must include training in all tasks, procedures and subjects required in accordance with the approved program documentation, as follows:

(i) For pilots in command, seconds in command, and flight engineers, First Look in accordance with the certificate holder's FAA-approved program documentation.

(ii) For pilots in command, seconds in command, flight engineers, flight attendants, instructors and evaluators: Ground training including a general review of knowledge and skills covered in qualification training, updated information on newly developed procedures, and safety information.

(iii) For crewmembers, instructors, evaluators, and other operational personnel who conduct their duties in flight: Proficiency training in an aircraft, flight training device, flight simulator, or other equipment, as appropriate, on normal, abnormal, and emergency flight procedures and maneuvers.

(iv) For dispatchers and other operational personnel who do not conduct their duties in flight: ground training including a general review of knowledge and skills covered in qualification training, updated information on newly developed procedures, safety related information, and, if applicable, a line observation program.

(v) For instructors and evaluators: Proficiency training in the type flight training device or the type flight simulator, as appropriate, regarding training equipment operation. For instructors and evaluators who are limited to conducting their duties in flight simulators or flight training devices: Training in operational flight procedures and maneuvers (normal, abnormal, and emergency).

(b) Evaluation of performance. Continuing qualification must include evaluation of performance on a sample of those events and major subjects identified as diagnostic of competence and approved for that purpose by the FAA. The following evaluation requirements apply:

(1) Evaluation of proficiency as follows:

(i) For pilots in command, seconds in command, and flight engineers: An evaluation of proficiency, portions of which may be conducted in an aircraft, flight simulator, or flight training device as approved in the certificate holder's curriculum that must be completed during each evaluation period.

(ii) For any other persons covered by an AQP, a means to evaluate their proficiency in the performance of their duties in their assigned tasks in an operational setting.

(2) Line checks as follows:

(i) Except as provided in paragraph (b)(2)(ii) of this section, for pilots in command: A line check conducted in an aircraft during actual flight operations under part 121 or part 135 of this chapter or during operationally (line) oriented flights, such as ferry flights or proving flights. A line check must be completed in the calendar month at the midpoint of the evaluation period.

(ii) With the FAA's approval, a no-notice line check strategy may be used in lieu of the line check required by paragraph (b)(2)(i) of this section. The certificate holder who elects to exercise this option must ensure the “no-notice” line checks are administered so the flight crewmembers are not notified before the evaluation. In addition, the AQP certificate holder must ensure that each pilot in command receives at least one “no-notice” line check every 24 months. As a minimum, the number of “no-notice” line checks administered each calendar year must equal at least 50% of the certificate holder's pilot-in-command workforce in accordance with a strategy approved by the FAA for that purpose. In addition, the line checks to be conducted under this paragraph must be conducted over all geographic areas flown by the certificate holder in accordance with a sampling methodology approved by the FAA for that purpose.

(iii) During the line checks required under paragraph (b)(2)(i) and (ii) of this section, each person performing duties as a pilot in command, second in command, or flight engineer for that flight must be individually evaluated to determine whether the person remains adequately trained and currently proficient with respect to the particular aircraft, crew position, and type of operation in which he or she serves; and the person has sufficient knowledge and skills to operate effectively as part of a crew. The evaluator must be a check pilot, check flight engineer, an APD, or an FAA inspector and must hold the certificates and ratings required of the pilot in command.

(c) Recency of experience. For pilots in command, seconds in command, flight engineers, aircraft dispatchers, instructors, evaluators, and flight attendants, approved recency of experience requirements appropriate to the duty position.

(d) Duration of cycles and periods. Initially, the continuing qualification cycle approved for an AQP must not exceed 24 calendar months in duration, and must include two or more evaluation periods of equal duration. After that, upon demonstration by a certificate holder that an extension is warranted, the FAA may approve an extension of the continuing qualification cycle to a maximum of 36 calendar months in duration.

(e) Requalification. Each continuing qualification curriculum must include a curriculum segment that covers the requirements for requalifying a crewmember, aircraft dispatcher, other operations personnel, instructor, or evaluator who has not maintained continuing qualification.

§ 121.917

Other requirements.

In addition to the requirements of §§ 121.913 and 121.915, each AQP qualification and continuing qualification curriculum must include the following requirements:

(a) Integrated Crew Resource Management (CRM) or Dispatcher Resource Management (DRM) ground and if appropriate flight training applicable to each position for which training is provided under an AQP.

(b) Approved training on and evaluation of skills and proficiency of each person being trained under AQP to use his or her resource management skills and his or her technical (piloting or other) skills in an actual or simulated operations scenario. For flight crewmembers this training and evaluation must be conducted in an approved flight training device, flight simulator, or, if approved under this subpart, in an aircraft.

(c) Data collection and analysis processes acceptable to the FAA that will ensure the certificate holder provides performance information on its crewmembers, dispatchers, instructors, evaluators, and other operations personnel that will enable the certificate holder and the FAA to determine whether the form and content of training and evaluation activities are satisfactorily accomplishing the overall objectives of the curriculum.

§ 121.919

Certification.

A person subject to an AQP is eligible to receive a commercial or airline transport pilot, flight engineer, or aircraft dispatcher certificate or appropriate rating based on the successful completion of training and evaluation events accomplished under that program if the following requirements are met:

(a) Training and evaluation of required knowledge and skills under the AQP must meet minimum certification and rating criteria established by the FAA in parts 61, 63, or 65 of this chapter. The FAA may approve alternatives to the certification and rating criteria of parts 61, 63, or 65 of this chapter, including practical test requirements, if it can be demonstrated that the newly established criteria or requirements represent an equivalent or better measure of crewmember or dispatcher competence, operational proficiency, and safety.

(b) The applicant satisfactorily completes the appropriate qualification curriculum.

(c) The applicant shows competence in required technical knowledge and skills (e.g., piloting or other) and crew resource management (e.g., CRM or DRM) knowledge and skills in scenarios ( i.e. , LOE) that test both types of knowledge and skills together.

(d) The applicant is otherwise eligible under the applicable requirements of part 61, 63, or 65 of this chapter.

(e) The applicant has been trained to proficiency on the certificate holder's approved AQP Qualification Standards as witnessed by an instructor, check pilot, check flight engineer, or APD and has passed an LOE administered by an APD or the FAA.

§ 121.921

Training devices and simulators.

(a) Each flight training device or airplane simulator that will be used in an AQP for one of the following purposes must be evaluated by the FAA for assignment of a flight training device or flight simulator qualification level:

(1) Required evaluation of individual or crew proficiency.

(2) Training to proficiency or training activities that determine if an individual or crew is ready for an evaluation of proficiency.

(3) Activities used to meet recency of experience requirements.

(4) Line Operational Simulations (LOS).

(b) Approval of other training equipment.

(1) Any training equipment that is intended to be used in an AQP for purposes other than those set forth in paragraph (a) of this section must be approved by the FAA for its intended use.

(2) An applicant for approval of training equipment under this paragraph must identify the device by its nomenclature and describe its intended use.

(3) Each training device approved for use in an AQP must be part of a continuing program to provide for its serviceability and fitness to perform its intended function as approved by the FAA.

§ 121.923

Approval of training, qualification, or evaluation by a person who provides training by arrangement.

(a) A certificate holder operating under part 121 or part 135 of this chapter may arrange to have AQP training, qualification, evaluation, or certification functions performed by another person (a “training provider”) if the following requirements are met:

(1) The training provider is certificated under part 119 or 142 of this chapter.

(2) The training provider's AQP training and qualification curriculums, curriculum segments, or portions of curriculum segments must be provisionally approved by the FAA. A training provider may apply for provisional approval independently or in conjunction with a certificate holder's application for AQP approval. Application for provisional approval must be made to the responsible Flight Standards office.

(3) The specific use of provisionally approved curriculums, curriculum segments, or portions of curriculum segments in a certificate holder's AQP must be approved by the FAA as set forth in § 121.909.

(b) An applicant for provisional approval of a curriculum, curriculum segment, or portion of a curriculum segment under this paragraph must show the following requirements are met:

(1) The applicant must have a curriculum for the qualification and continuing qualification of each instructor and evaluator used by the applicant.

(2) The applicant's facilities must be found by the FAA to be adequate for any planned training, qualification, or evaluation for a certificate holder operating under part 121 or part 135 of this chapter.

(3) Except for indoctrination curriculums, the curriculum, curriculum segment, or portion of a curriculum segment must identify the specific make, model, and series aircraft (or variant) and crewmember or other positions for which it is designed.

(c) A certificate holder who wants approval to use a training provider's provisionally approved curriculum, curriculum segment, or portion of a curriculum segment in its AQP, must show the following requirements are met:

(1) Each instructor or evaluator used by the training provider must meet all the qualification and continuing qualification requirements that apply to employees of the certificate holder that has arranged for the training, including knowledge of the certificate holder's operations.

(2) Each provisionally approved curriculum, curriculum segment, or portion of a curriculum segment must be approved by the FAA for use in the certificate holder's AQP. The FAA will either provide approval or require modifications to ensure that each curriculum, curriculum segment, or portion of a curriculum segment is applicable to the certificate holder's AQP.

§ 121.925

Recordkeeping requirements.

Each certificate holder conducting an approved AQP must establish and maintain records in sufficient detail to demonstrate the certificate holder is in compliance with all the requirements of the AQP and this subpart.

§ 121.1001

Applicability and definitions.

(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.

§ 121.1003

Hazardous materials training: General.

(a) Each certificate holder must establish and implement a hazardous materials training program that:

(1) Satisfies the requirements of Appendix O of this part;

(2) Ensures that each person performing or directly supervising any of the job functions specified in § 121.1001(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 § 121.1001(a).

(c) Each certificate holder's hazardous materials training program must be approved by the FAA prior to implementation.

§ 121.1005

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 orperson 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 § 121.1001(a) unless that person has satisfactorily completed the certificate holder's FAA-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 FAA-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 § 121.1001(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 FAA approved hazardous material training program under Appendix O of this part; 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 FAA 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.

§ 121.1007

Hazardous materials training records.

(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 § 121.1001(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 or on behalf of 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 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 § 121.1001(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 § 121.1005(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 § 121.1001(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 this part.

§ 121.1101

Purpose and definition.

(a) This subpart requires persons holding an air carrier or operating certificate under part 119 of this chapter to support the continued airworthiness of each airplane. These requirements may include, but are not limited to, revising the maintenance program, incorporating design changes, and incorporating revisions to Instructions for Continued Airworthiness.

(b) [Reserved]

§ 121.1103

§ 121.1105

Aging airplane inspections and records reviews.

(a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes operated between any point within the State of Alaska and any other point within the State of Alaska.

(b) Operation after inspection and records review. After the dates specified in this paragraph, a certificate holder may not operate an airplane 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 records containing the following information:

(1) Total years in service of the airplane;

(2) Total time in service of the airframe;

(3) Total flight cycles of the airframe;

(4) Date of the last inspection and records review required by this section;

(5) Current status of life-limited parts of the airframe;

(6) Time since the last overhaul of all structural components required to be overhauled on a specific time basis;

(7) Current inspection status of the airplane, including the time since the last inspection required by the inspection program under which the airplane is maintained;

(8) 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;

(9) A list of major structural alterations; and

(10) A report of major structural repairs and the current inspection status for those repairs.

(e) Notification to 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.

§ 121.1107

Repairs assessment for pressurized fuselages.

(a) No certificate holder may operate an Airbus Model A300 (excluding the -600 series), British Aerospace Model BAC 1-11, Boeing Model 707, 720, 727, 737, or 747, McDonnell Douglas Model DC-8, DC-9/MD-80 or DC-10, Fokker Model F28, or Lockheed Model L-1011 airplane beyond the applicable flight cycle implementation time specified below, or May 25, 2001, whichever occurs later, unless operations specifications have been issued to reference repair assessment guidelines applicable to the fuselage pressure boundary (fuselage skin, door skin, and bulkhead webs), and those guidelines are incorporated in its maintenance program. The repair assessment guidelines must be approved by the responsible Aircraft Certification Service office for the type certificate for the affected airplane.

(1) For the Airbus Model A300 (excluding the -600 series), the flight cycle implementation time is:

(i) Model B2: 36,000 flights.

(ii) Model B4-100 (including Model B4-2C): 30,000 flights above the window line, and 36,000 flights below the window line.

(iii) Model B4-200: 25,500 flights above the window line, and 34,000 flights below the window line.

(2) For all models of the British Aerospace BAC 1-11, the flight cycle implementation time is 60,000 flights.

(3) For all models of the Boeing 707, the flight cycle implementation time is 15,000 flights.

(4) For all models of the Boeing 720, the flight cycle implementation time is 23,000 flights.

(5) For all models of the Boeing 727, the flight cycle implementation time is 45,000 flights.

(6) For all models of the Boeing 737, the flight cycle implementation time is 60,000 flights.

(7) For all models of the Boeing 747, the flight cycle implementation time is 15,000 flights.

(8) For all models of the McDonnell Douglas DC-8, the flight cycle implementation time is 30,000 flights.

(9) For all models of the McDonnell Douglas DC-9/MD-80, the flight cycle implementation time is 60,000 flights.

(10) For all models of the McDonnell Douglas DC-10, the flight cycle implementation time is 30,000 flights.

(11) For all models of the Lockheed L-1011, the flight cycle implementation time is 27,000 flights.

(12) For the Fokker F-28 Mark 1000, 2000, 3000, and 4000, the flight cycle implementation time is 60,000 flights.

(b) [Reserved]

§ 121.1109

Supplemental inspections.

(a) Applicability. Except as specified in paragraph (b) of this section, this section applies to transport category, turbine powered airplanes with a type certificate issued after January 1, 1958, that as a result of original type certification or later increase in capacity have—

(1) A maximum type certificated passenger seating capacity of 30 or more; or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) Exception. This section does not apply to an airplane operated by a certificate holder under this part between any point within the State of Alaska and any other point within the State of Alaska.

(c) General requirements. After December 20, 2010, a certificate holder may not operate an airplane under this part unless the following requirements have been met:

(1) Baseline Structure. The certificate holder's maintenance program for the airplane includes FAA-approved damage-tolerance-based inspections and procedures for airplane structure susceptible to fatigue cracking that could contribute to a catastrophic failure. For the purpose of this section, this structure is termed “fatigue critical structure.”

(2) Adverse effects of repairs, alterations, and modifications. The maintenance program for the airplane includes a means for addressing the adverse effects repairs, alterations, and modifications may have on fatigue critical structure and on inspections required by paragraph (c)(1) of this section. The means for addressing these adverse effects must be approved by the responsible Aircraft Certification Service office.

(3) Changes to maintenance program. The changes made to the maintenance program required by paragraphs (c)(1) and (c)(2) of this section, and any later revisions to these changes, must be submitted to the Principal Maintenance Inspector for review and approval.

§ 121.1111

Electrical wiring interconnection systems (EWIS) maintenance program.

(a) Except as provided in paragraph (f) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7500 pounds or more.

(b) After March 10, 2011, no certificate holder may operate an airplane identified in paragraph (a) of this section unless the maintenance program for that airplane includes inspections and procedures for electrical wiring interconnection systems (EWIS).

(c) The proposed EWIS maintenance program changes must be based on EWIS Instructions for Continued Airworthiness (ICA) that have been developed in accordance with the provisions of Appendix H of part 25 of this chapter applicable to each affected airplane (including those ICA developed for supplemental type certificates installed on each airplane) and that have been approved by the responsible Aircraft Certification Service office.

(1) For airplanes subject to § 26.11 of this chapter, the EWIS ICA must comply with paragraphs H25.5(a)(1) and (b).

(2) For airplanes subject to § 25.1729 of this chapter, the EWIS ICA must comply with paragraph H25.4 and all of paragraph H25.5.

(d) After March 10, 2011, before returning an airplane to service after any alterations for which EWIS ICA are developed, the certificate holder must include in the airplane's maintenance program inspections and procedures for EWIS based on those ICA.

(e) The EWIS maintenance program changes identified in paragraphs (c) and (d) of this section and any later EWIS revisions must be submitted to the Principal Inspector for review and approval.

(f) This section does not apply to the following airplane models:

(1) Lockheed L-188

(2) Bombardier CL-44

(3) Mitsubishi YS-11

(4) British Aerospace BAC 1-11

(5) Concorde

(6) deHavilland D.H. 106 Comet 4C

(7) VFW-Vereinigte Flugtechnische Werk VFW-614

(8) Illyushin Aviation IL 96T

(9) Bristol Aircraft Britannia 305

(10) Handley Page Herald Type 300

(11) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(12) Airbus Caravelle

(13) Lockheed L-300

§ 121.1113

Fuel tank system maintenance program.

(a) Except as provided in paragraph (g) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7500 pounds or more.

(b) For each airplane on which an auxiliary fuel tank is installed under a field approval, before June 16, 2008, the certificate holder must submit to the responsible Aircraft Certification Service office proposed maintenance instructions for the tank that meet the requirements of Special Federal Aviation Regulation No. 88 (SFAR 88) of this chapter.

(c) After December 16, 2008, no certificate holder may operate an airplane identified in paragraph (a) of this section unless the maintenance program for that airplane has been revised to include applicable inspections, procedures, and limitations for fuel tanks systems.

(d) The proposed fuel tank system maintenance program revisions must be based on fuel tank system Instructions for Continued Airworthiness (ICA) that have been developed in accordance with the applicable provisions of SFAR 88 of this chapter or § 25.1529 and part 25, Appendix H, of this chapter, in effect on June 6, 2001 (including those developed for auxiliary fuel tanks, if any, installed under supplemental type certificates or other design approval) and that have been approved by the responsible Aircraft Certification Service office.

(e) After December 16, 2008, before returning an aircraft to service after any alteration for which fuel tank ICA are developed under SFAR 88 or under § 25.1529 in effect on June 6, 2001, the certificate holder must include in the maintenance program for the airplane inspections and procedures for the fuel tank system based on those ICA.

(f) The fuel tank system maintenance program changes identified in paragraphs (d) and (e) of this section and any later fuel tank system revisions must be submitted to the Principal Inspector for review and approval.

(g) This section does not apply to the following airplane models:

(1) Bombardier CL-44

(2) Concorde

(3) deHavilland D.H. 106 Comet 4C

(4) VFW-Vereinigte Flugtechnische Werk VFW-614

(5) Illyushin Aviation IL 96T

(6) Bristol Aircraft Britannia 305

(7) Handley Page Herald Type 300

(8) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(9) Airbus Caravelle

(10) Lockheed L-300

§ 121.1115

Limit of validity.

(a) Applicability. This section applies to certificate holders operating any transport category, turbine-powered airplane with a maximum takeoff gross weight greater than 75,000 pounds and a type certificate issued after January 1, 1958, regardless of whether the maximum takeoff gross weight is a result of an original type certificate or a later design change. This section also applies to certificate holders operating any transport category, turbine-powered airplane with a type certificate issued after January 1, 1958, regardless of the maximum takeoff gross weight, for which a limit of validity of the engineering data that supports the structural maintenance program (hereafter referred to as LOV) is required in accordance with § 25.571 or § 26.21 of this chapter after January 14, 2011.

(b) Limit of validity. No certificate holder may operate an airplane identified in paragraph (a) of this section after the applicable date identified in Table 1 of this section unless an Airworthiness Limitations section approved under Appendix H to part 25 or § 26.21 of this chapter is incorporated into its maintenance program. The ALS must—

(1) Include an LOV approved under § 25.571 or § 26.21 of this chapter, as applicable, except as provided in paragraph (f) of this section; and

(2) Be clearly distinguishable within its maintenance program.

(c) Operation of airplanes excluded from § 26.21. No certificate holder may operate an airplane identified in § 26.21(g) of this chapter after July 14, 2013, unless an Airworthiness Limitations section approved under Appendix H to part 25 or § 26.21 of this chapter is incorporated into its maintenance program. The ALS must—

(1) Include an LOV approved under § 25.571 or § 26.21 of this chapter, as applicable, except as provided in paragraph (f) of this section; and

(2) Be clearly distinguishable within its maintenance program.

(d) Extended limit of validity. No certificate holder may operate an airplane beyond the LOV, or extended LOV, specified in paragraph (b)(1), (c), (d), or (f) of this section, as applicable, unless the following conditions are met:

(1) An ALS must be incorporated into its maintenance program that—

(i) Includes an extended LOV and any widespread fatigue damage airworthiness limitation items approved under § 26.23 of this chapter; and

(ii) Is approved under § 26.23 of this chapter.

(2) The extended LOV and the airworthiness limitation items pertaining to widespread fatigue damage must be clearly distinguishable within its maintenance program.

(e) Principal Maintenance Inspector approval. Certificate holders must submit the maintenance program revisions required by paragraphs (b), (c), and (d) of this section to the Principal Maintenance Inspector for review and approval.

(f) Exception. For any airplane for which an LOV has not been approved as of the applicable compliance date specified in paragraph (c) or Table 1 of this section, instead of including an approved LOV in the ALS, an operator must include the applicable default LOV specified in Table 1 or Table 2 of this section, as applicable, in the ALS.

§ 121.1117

Flammability reduction means.

(a) Applicability. Except as provided in paragraph (o) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity have:

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) New Production Airplanes. Except in accordance with § 121.628, no certificate holder may operate an airplane identified in Table 1 of this section (including all-cargo airplanes) for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval after December 27, 2010 unless an Ignition Mitigation Means (IMM) or Flammability Reduction Means (FRM) meeting the requirements of § 26.33 of this chapter is operational.

(c) Auxiliary Fuel Tanks. After the applicable date stated in paragraph (e) of this section, no certificate holder may operate any airplane subject to § 26.33 of this chapter that has an Auxiliary Fuel Tank installed pursuant to a field approval, unless the following requirements are met:

(1) The certificate holder complies with 14 CFR 26.35 by the applicable date stated in that section.

(2) The certificate holder installs Flammability Impact Mitigation Means (FIMM), if applicable, that is approved by the responsible Aircraft Certification Service office.

(3) Except in accordance with § 121.628, the FIMM, if applicable, is operational.

(d) Retrofit. Except as provided in paragraphs (j), (k), and (l) of this section, after the dates specified in paragraph (e) of this section, no certificate holder may operate an airplane to which this section applies unless the requirements of paragraphs (d)(1) and (d)(2) of this section are met.

(1) IMM, FRM or FIMM, if required by §§ 26.33, 26.35, or 26.37 of this chapter, that are approved by the responsible Aircraft Certification Service office, are installed within the compliance times specified in paragraph (e) of this section.

(2) Except in accordance with § 121.628, the IMM, FRM or FIMM, as applicable, are operational.

(e) Compliance Times. Except as provided in paragraphs (k) and (l) of this section, the installations required by paragraph (d) of this section must be accomplished no later than the applicable dates specified in paragraph (e)(1), (e)(2), or (e)(3) of this section.

(1) Fifty percent of each certificate holder's fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2014.

(2) One hundred percent of each certificate holder's fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2017.

(3) For those certificate holders that have only one airplane of a model identified in Table 1 of this section, the airplane must be modified no later than December 26, 2017.

(f) Compliance After Installation. Except in accordance with § 121.628, no certificate holder may—

(1) Operate an airplane on which IMM or FRM has been installed before the dates specified in paragraph (e) of this section unless the IMM or FRM is operational, or

(2) Deactivate or remove an IMM or FRM once installed unless it is replaced by a means that complies with paragraph (d) of this section.

(g) Maintenance Program Revisions. No certificate holder may operate an airplane for which airworthiness limitations have been approved by the responsible Aircraft Certification Service office in accordance with §§ 26.33, 26.35, or 26.37 of this chapter after the airplane is modified in accordance with paragraph (d) of this section unless the maintenance program for that airplane is revised to include those applicable airworthiness limitations.

(h) After the maintenance program is revised as required by paragraph (g) of this section, before returning an airplane to service after any alteration for which airworthiness limitations are required by §§ 25.981, 26.33, or 26.37 of this chapter, the certificate holder must revise the maintenance program for the airplane to include those airworthiness limitations.

(i) The maintenance program changes identified in paragraphs (g) and (h) of this section must be submitted to the operator's Principal Maintenance Inspector responsible for review and approval prior to incorporation.

(j) The requirements of paragraph (d) of this section do not apply to airplanes operated in all-cargo service, but those airplanes are subject to paragraph (f) of this section.

(k) The compliance dates specified in paragraph (e) of this section may be extended by one year, provided that—

(1) No later than March 26, 2009, the certificate holder notifies its responsible Flight Standards office or Principal Inspector that it intends to comply with this paragraph;

(2) No later than June 24, 2009, the certificate holder applies for an amendment to its operations specification in accordance with § 119.51 of this chapter and revises the manual required by § 121.133 to include a requirement for the airplane models specified in Table 2 of this section to use ground air conditioning systems for actual gate times of more than 30 minutes, when available at the gate and operational, whenever the ambient temperature exceeds 60 degrees Fahrenheit; and

(3) Thereafter, the certificate holder uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

(l) For any certificate holder for which the operating certificate is issued after December 26, 2008, the compliance date specified in paragraph (e) of this section may be extended by one year, provided that the certificate holder meets the requirements of paragraph (k)(2) of this section when its initial operations specifications are issued and, thereafter, uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

(m) After the date by which any person is required by this section to modify 100 percent of the affected fleet, no certificate holder may operate in passenger service any airplane model specified in Table 2 of this section unless the airplane has been modified to comply with § 26.33(c) of this chapter.

(n) No certificate holder may operate any airplane on which an auxiliary fuel tank is installed after December 26, 2017 unless the FAA has certified the tank as compliant with § 25.981 of this chapter, in effect on December 26, 2008.

(o) Exclusions. The requirements of this section do not apply to the following airplane models:

(1) Convair CV-240, 340, 440, including turbine powered conversions.

(2) Lockheed L-188 Electra.

(3) Vickers VC-10.

(4) Douglas DC-3, including turbine powered conversions.

(5) Bombardier CL-44.

(6) Mitsubishi YS-11.

(7) BAC 1-11.

(8) Concorde.

(9) deHavilland D.H. 106 Comet 4C.

(10) VFW—Vereinigte Flugtechnische VFW-614.

(11) Illyushin Aviation IL 96T.

(12) Bristol Aircraft Britannia 305.

(13) Handley Page Herald Type 300.

(14) Avions Marcel Dassault—Breguet Aviation Mercure 100C.

(15) Airbus Caravelle.

(16) Fokker F-27/Fairchild Hiller FH-227.

(17) Lockheed L-300.

§ 121.1119

Fuel tank vent explosion protection.

(a) Applicability. This section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that have:

(1) A maximum type-certificated passenger capacity of 30 or more; or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) New production airplanes. No certificate holder may operate an airplane for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval after August 23, 2018 unless means, approved by the Administrator, to prevent fuel tank explosions caused by propagation of flames from outside the fuel tank vents into the fuel tank vapor spaces are installed and operational.

§§ 121.1200-121.1399

§§ 121.1400-121.1499

§ 121.1500

SFAR No. 111—Lavatory Oxygen Systems.

(a) Applicability. This SFAR applies to the following persons:

(1) All operators of transport category airplanes that are required to comply with AD 2012-11-09, but only for airplanes on which the actions required by that AD have not been accomplished.

(2) Applicants for airworthiness certificates.

(3) Holders of production certificates.

(4) Applicants for type certificates, including changes to type certificates.

(b) Regulatory relief. Except as noted in paragraph (d) of this section and contrary provisions of 14 CFR part 21, and 14 CFR 25.1447, 119.51, 121.329, 121.333 and 129.13, notwithstanding, for the duration of this SFAR:

(1) A person described in paragraph (a) of this section may conduct flight operations and add airplanes to operations specifications with disabled lavatory oxygen systems, modified in accordance with FAA Airworthiness Directive 2011-04-09, subject to the following limitations:

(i) This relief is limited to regulatory compliance of lavatory oxygen systems.

(ii) Within 30 days of March 29, 2013, all oxygen masks must be removed from affected lavatories, and the mask stowage location must be reclosed.

(iii) Within 60 days of March 29, 2013 each affected operator must verify that crew emergency procedures specifically include a visual check of the lavatory as a priority when checking the cabin following any event where oxygen masks were deployed in the cabin.

(2) An applicant for an airworthiness certificate may obtain an airworthiness certificate for airplanes to be operated by a person described in paragraph (a) of this section, although the airplane lavatory oxygen system is disabled.

(3) A holder of a production certificate may apply for an airworthiness certificate or approval for airplanes to be operated by a person described in paragraph (a) of this section.

(4) An applicant for a type certificate or change to a type certificate may obtain a design approval without showing compliance with § 25.1447(c)(1) of this chapter for lavatory oxygen systems, in accordance with this SFAR.

(5) Each person covered by paragraph (a) of this section may inform passengers that the lavatories are not equipped with supplemental oxygen.

(c) Return to service documentation. When a person described in paragraph (a) of this section has modified airplanes as required by Airworthiness Directive 2011-04-09, the affected airplanes must be returned to service with a note in the airplane maintenance records that the modification was done under the provisions of this SFAR.

(d) Expiration. This SFAR expires on September 10, 2015, except this SFAR will continue to apply to any airplane for which the FAA approves an extension of the AD compliance time for the duration of the extension.

CCAR-121 原文

CCAR-121 大型飞机公共航空运输承运人运行合格审定规则

来源: CAAC PDF原文

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大型飞机公共航空运输承运人 运行合格审定规则

(1999 年 5 月 5 日公布，2000 年 7 月 18 日第一次修订， 2005 年 2 月 25 日第二次修订)

CCAR－121FS－R2

1

《大型飞机公共航空运输承运人运行合格审定规则》 目录 A章

总

则

4

B章

运行合格审定的一般规定

7

C章

管理运行合格证持有人的一般规定

12

E章

国内、国际定期载客运行的航路的批准

16

F 章 补充运行的区域和航路批准

19

G章

手册的要求

22

H章

飞机的要求

26

I章

飞机性能使用限制

29

J 章

特殊适航要求

36

K章

仪表和设备要求

39

L 章

飞机维修

64

M章

机组成员和其他航空人员的要求

70

N章

训练大纲

73

O章

机组成员的合格要求

88

P章

机组成员值勤期限制、飞行时间限制 和休息要求

95

Q章

飞行签派员的合格要求和值勤时间限制

100

T章

飞行运作

102

U章

签派和飞行放行

119

V章

记录和报告

132

W章

双发飞机延伸航程运行（ETOPS）

138

X 章

应急医疗设备和训练

149

Y章

罚则

150

Z章

附

则

152 2

附件 A

定义

153

附件 B 急救箱和应急医疗箱

156

附件 C

本规则第 121.161 条规定的应急撤离程序演示准则

158

附件 D

飞行训练要求

160

附件 E

熟练检查要求

172

附件 F

民用飞机训练分级

180

附件 G

高级飞行模拟机的使用

181

附件 H

双发飞机延伸航程运行（ETOPS） ——运行和飞机合格审定要求 183

附件 I

多普勒雷达和惯性导航系统

192

第二次修订说明

196

3

A章

总

则

第 121.1 条 目的和依据 为了对大型飞机公共航空运输承运人进行运行合格审定和持续监督检查， 保证其达到并保持规定的运行安全水平，根据《中华人民共和国民用航空法》 和《国务院对确需保留的行政许可项目设定行政许可的决定》制定本规则。 第 121.3 条 适用范围 (a)本规则适用于在中华人民共和国境内依法设立的航空运营人实施的下列 公共航空运输运行： (1)使用最大起飞全重超过 5700 千克的多发飞机实施的定期载客运输飞行； (2)使用旅客座位数超过 30 座或者最大商载超过 3400 千克的多发飞机实施 的不定期载客运输飞行； （3）使用最大商载超过 3400 千克的多发飞机实施的全货物运输飞行。 (b)对于适用于本条(a)款规定的航空运营人，在本规则中称之为大型飞机公 共航空运输承运人。 (c)对于按照本规则审定合格的大型飞机公共航空运输承运人，中国民用航 空总局（以下简称民航总局）授权相关的民航地区管理局按照审定情况在其运 行合格证和运行规范中批准其实施下列一项或者多项运行种类的运行： (1)国内定期载客运行，是指符合本条(a)款第(1)项规定，在中华人民共和 国境内两点之间的运行，或者一个国内地点与另一个由局方专门指定、视为国 内地点的国外地点之间的运行； (2)国际定期载客运行，是指符合本条(a) 款第(1)项规定，在一个国内地点 和一个国外地点之间，两个国外地点之间，或者一个国内地点与另一个由局方 专门指定、视为国外地点的国内地点之间的运行； (3)补充运行，是指符合本条(a)款第(2)、（3）项规定的，除定期之外的国 内或者国际运行。 (d)大型飞机公共航空运输承运人应当遵守其他有关的中国民用航空规章， 但在本规则对相应要求进行了增补或者提出了更高标准的情况下，应当按照本 规则的要求执行。 (e)大型飞机公共航空运输承运人在运行中所使用的人员和大型飞机公共航 空运输承运人所载运的人员应当遵守本规则中的适用要求。 (f)在本规则中，对于载运邮件的飞行，视为载运货物飞行；对于同时载运 旅客和货物的飞行，视为载运旅客飞行，但应当同时满足本规则中有关货物运 输的条款的要求。 第 121.5 条 定义 (a)在本规则中，局方是指民航总局和民航地区管理局及其派出机构。 4

(b)除本规则其他章中另有规定外，本规则中用语的含义在本规则附件 A《定 义》中规定。 第 121.7 条 运行合格审定和持续监督 (a)民航总局对大型飞机公共航空运输承运人的合格审定和运行实施统一监 督管理。 (b)民航总局飞行标准职能部门依据本规则组织指导大型飞机公共航空运输 承运人的运行合格审定和持续监督检查工作，制定必要的工作程序，规定运行 合格证、运行规范及其申请书的统一格式。 (c)民航地区管理局负责对其所辖地区内设立的大型飞机公共航空运输承运 人实施运行合格审定，颁发运行合格证和运行规范，并及时向民航总局飞行标 准职能部门备案。 (d) 大型飞机公共航空运输承运人取得运行合格证和运行规范后，即成为本 规则规定的运行合格证持有人（以下简称合格证持有人）。 (e)民航地区管理局及其派出机构负责对其所辖地区内设立的或者在其所辖 地区内运行的合格证持有人实施持续监督检查。 第 121.9 条 飞机的湿租 （a）除经民航总局批准外，合格证持有人不得湿租境外航空运营人或者境内 未按照本规则批准运行的航空运营人的飞机。 (b)合格证持有人在进行涉及湿租的运行前，应当向局方提交一份与国内外 其他公共航空运营人所签订的飞机湿租租赁合同和有关批准文件的副本，局方 收到租赁合同副本后，将确定合同中飞机的运行控制方，并根据需要，给合同 一方或者双方分别颁发运行规范的修改项，否则合格证持有人不得进行湿租运 行。 （c）合格证持有人实施湿租运行，应当提供下列需要列入运行规范的信息： (1)合同双方的名称和合同的有效期限； (2)合同所涉及的每架飞机的国籍标志和登记标志； (3)运行种类； (4)运行的机场或者区域； (5)具体说明计划由哪一方控制运行和实施这种运行控制的时间、机场或者 区域。 (d)在对前款事项作出决定时，局方将考虑下列因素： (1)机组成员资格； (2)飞机适航性和维修工作； (3)飞行签派； (4)飞机的补给服务； (5)航班计划； (6)局方认为有关的其他因素。 5

(e)经局方批准，合格证持有人在因特殊原因取消其飞机的飞行时，可以租 用带有一名或者多名机组成员的飞机，载运其旅客进行飞行。这种飞行应当遵 守本规则相应于所实施的该种运行的规定。 第 121.11 条 境外运行规则 大型飞机公共航空运输承运人在中国境外运行时，应当遵守《国际民用航 空公约》附件二《空中规则》和所适用的外国法规。在《民用航空器驾驶员、 飞行教员和地面教员合格审定规则》（CCAR-61）、《一般运行和飞行规则》 （CCAR-91）和本规则的规定严于上述附件和外国法规的规定并且不与其发生抵 触时，还应当遵守 CCAR-61、CCAR-91 和本规则的规定。

6

B章

运行合格审定的一般规定

第 121.21 条 运行合格证和运行规范的申请和颁发程序 (a) 大型飞机公共航空运输承运人实施本规则第 121.3 条规定的运行，应 向其主运营基地所在地的民航地区管理局申请颁发运行合格证和运行规范。民 航地区管理局按照预先申请、正式申请、文件审查、演示验证和发证五个步骤 进行审查。运行合格证的申请人应当按照规定的格式和方法向其主运营基地所 在地的民航地区管理局提交申请书，申请书应当至少附有下列材料： (1)审查活动日程表； (2)本规则第 121.133 条所要求手册； (3)训练大纲及课程； (4)管理人员资历； (5)飞机及运行设施、设备的购买或者租用合同复印件； (6)说明申请人如何符合本规则所有适用条款的符合性声明。 (b)初次申请运行合格证的申请人，应当在提交申请书的同时，提交说明计 划运行的性质和范围的文件，包括准许申请人从事经营活动的有关证明文件。 (c)民航地区管理局应当在收到申请书之后的 5 个工作日内书面通知申请人 是否受理申请。申请人未能按照本条(a)款要求提交齐全的材料或者申请书格式 不符合要求，需要申请人补充申请材料的，民航地区管理局应当在该 5 个工作 日内一次告知需要补正的全部内容。 (d)民航地区管理局受理申请后，将对申请人的申请材料是否符合本规则的 要求进行审查，对申请人能否按照本规则安全运行进行验证检查。对于申请材 料的内容与本规则要求不符或者申请人不能按照本规则安全运行的，应当书面 通知申请人对申请材料的相关内容作出修订或者对运行缺陷进行纠正。 (e)民航地区管理局应当在 20 个工作日内做出是否颁发运行合格证和运行 规范的决定，但由于申请人的原因延误的时间和民航地区管理局进行验证检查、 组织专家评审的时间不计入前述期限。 (f)民航地区管理局作出颁发运行合格证和运行规范决定的，应当在自作出 决定之日起 10 个工作日内向申请人颁发、送达运行合格证和运行规范。 (g)申请人属于本规则第 121.23 条(b)款规定情形的，不予颁发运行合格证 和运行规范。对于此种情况，民航地区管理局应当书面通知申请人，说明理由 并告知申请人享有依法申请行政复议或者提起行政诉讼的权利。 第 121.23 条 运行合格证的颁发条件 (a) 申请人经过审查后符合下列全部条件，可以取得大型飞机公共航空运 输承运人运行合格证和相应的运行规范： (1)满足本规则和中国民用航空规章所有适用条款的要求； 7

(2)按照中国民用航空规章的规定，配备了合格和足够的人员、设备、设施 和资料，并且能够按照本规则的规定及其运行规范实施安全运行。 (b)申请人具有下列情形之一的，不予颁发运行合格证： (1)申请人没有配备合格的或者足够的人员、设备、设施和资料，或者不能 按照有关民用航空规章实施安全运行； (2)申请人原先持有的大型飞机公共航空运输承运人运行合格证已被吊销； (3)申请人安排或者计划安排担任本规则第 121.43 条（a）款规定的主要管 理职位的人员，曾经担任另一合格证持有人的具有运行控制权的职位并对该合 格证持有人合格证的吊销或者拟予吊销负有主要责任； (4)对本申请人或者对其股份有控制权的人员，曾对另一合格证持有人合格 证的吊销或者拟予吊销负有主要责任并且对该合格证持有人具有相同或者类似 的控制权。

第 121.25 条 运行合格证和运行规范的内容 (a)大型飞机公共航空运输承运人运行合格证包含下列内容： (1)合格证持有人的名称； (2)合格证持有人主运营基地的地址； (3)合格证的编号； (4)合格证的生效日期； (5)负责监督该合格证持有人运行的局方机构名称或者代号； (6)被批准的运行种类； (7)说明经审定，该合格证持有人符合本规则的相应要求，批准其按照所颁 发的运行规范实施运行。 (b)大型飞机公共航空运输承运人的运行规范包含下列内容： (1)主运营基地的具体地址，作为合格证持有人与局方进行通信联系的不同 于其主运营基地地址的地址，以及其文件收发机构的名称与通信地址； (2)对每种运行的实施规定的权利、限制和主要程序； (3)每个级别和型别的飞机在运行中需要遵守的其他程序； (4)批准使用的每架飞机的型号、系列编号、国籍标志和登记标志，运行中 需要使用的每个正常使用机场、备降机场、临时使用机场和加油机场。经批准， 这些项目可以列在现行有效的清单中，作为运行规范的附件，并在运行规范的 相应条款中注明该清单名称。合格证持有人不得使用未列在清单上的任何飞机 或者机场； (5)批准的运行种类； (6)批准运行的航线和区域及其限制； (7)机场的限制； （8）机体、发动机、螺旋桨、设备（包括应急设备）的维修时限或者确定 8

维修时限的标准； (9)批准的控制飞机重量与平衡的方法； (10)飞机互换的要求； (11)湿租飞机的有关资料； (12)按照规定颁发的豁免或者批准的偏离； (13)局方认为必需的其他项目。 第 121.27 条 运行合格证和运行规范的有效期限 (a)运行合格证在出现下列情形之一时失效： (1)合格证持有人自愿放弃，并将其交回局方； (2)局方吊扣、吊销或者以其他方式终止该合格证。 (b)在出现下列情形时，运行规范全部失效或者部分条款失效： (1)局方吊扣、吊销或者以其他方式终止运行合格证，则运行规范全部失效； (2)局方暂停或者终止该运行规范中批准的全部运行，则运行规范全部失 效； (3)局方暂停或者终止该运行规范中批准的部分运行，则运行规范中关于该 部分运行的条款失效； (4)对于某一运行种类，合格证持有人没有满足本规则第 121.47 条(a)款中 规定的近期经历要求，并且没有按照第 121.47 条(b)款规定的程序恢复该种类 运行时，运行规范中关于该种类运行的条款失效。 (c)当运行合格证或者运行规范被吊扣、吊销或者因其他原因而失效时，合 格证持有人应当将运行合格证或者运行规范交还局方。 第 121.29 条 运行合格证和运行规范的检查 合格证持有人应当将其运行合格证和运行规范保存在主运营基地，并能随 时接受局方的检查。 第 121.31 条 运行合格证的修改 (a)在下列情形下，局方可以修改按照本规则颁发的运行合格证： (1)局方认为为了安全和公众利益需要修改； (2)合格证持有人申请修改，并且局方认为安全和公众利益允许进行这种修 改。 (b)合格证持有人申请修改其运行合格证时，适用本规则第 121.21 条(c)款 至(g)款规定的程序和期限并应当遵守下列规定： (1)合格证持有人应当在不迟于其计划的修改生效之日前适当的时间向其 主运营基地所在地的民航地区管理局提交修改其运行合格证的申请书； (2)申请书应当按照规定的格式和方法提交。 (c)当合格证持有人对其运行合格证修改的申请被拒绝或者对局方发出的 修改决定有不同意见，请求重新考虑时，应当在收到通知后 20 个工作日内向局 9

方提出重新考虑的请求。 第 121.33 条 合格证持有人保存和使用运行规范的责任 (a)合格证持有人应当在其主运营基地保存一套独立的和完整有效的运行 规范。 (b)合格证持有人应当将其运行规范中的有关内容或者信息，写进本规则 G 章规定的手册中，并且应当清楚地写明这些内容是其运行规范的一部分，还应 当说明运行规范的每一条要求具有强制性；或者将完整的运行规范与手册编制 在一起进行分发、携带、保存和更新。 (c)合格证持有人应当持续保证其每个参与运行工作的人员，熟知运行规范 中适用于该人员工作职责的有关规定。 第 121.35 条 运行规范的修改 (a)在下列任一情形下，局方可以修改按照本规则颁发的运行规范： (1)局方认为为了安全和公众利益需要修改； (2)合格证持有人申请修改，局方认为安全和公众利益允许此种修改。 (b)除本条(e)款规定的情形外，局方提出修改合格证持有人的运行规范时， 使用下列程序： (1)局方以书面形式提出修改内容，通知合格证持有人； (2)局方确定一个不少于 5 个工作日的合理期限，在此期限内，合格证持有 人可以对修改内容提交有关书面资料和意见； (3)局方在考虑了所提交的全部材料后，作出下列决定并通知合格证持有 人： (i)采用全部修改内容； (ii)采用部分修改内容； (iii)撤销所提出的修改内容。 (4)当局方颁发了运行规范的修改项时，修改项在合格证持有人收到通知之 日起的 20 个工作日后生效，但下列情况除外： (i)局方发现，根据本条(e)款，存在紧急情况，为了安全，需要立即行动； (ii)合格证持有人根据本条(d)款，请求对修改的决定重新考虑。 (c)合格证持有人申请修改其运行规范， 适用本规则第 121.21 条(c)款至(g) 款规定的程序和期限并应当遵守下列规定： (1)合格证持有人应当在计划的运行规范修改生效日期前适当时间提交修 改其运行规范的申请书，但有下列情形之一的，申请人应当在计划的运行规范 修改生效日期前足够的时间提出申请： (i)兼并其他运营人或者增设按照本规则运行的分支机构的； (ii)增加运行的资产、需要通过验证试飞重新证明其能够安全运行的； (iii)本规则第 121.3 条(c)款中确定的运行种类改变的； (iv)由于破产行为而暂停运行后需要恢复运行的； 10

(v)初次引进以前未经大型飞机公共航空运输承运人运行验证试飞的飞机 的。 (2)申请书应当以规定的格式和方法向其主运营基地所在地的民航地区管 理局提交。 (3)在考虑了申请人提交的所有材料以及局方的审查情况后，局方将以下列 方式之一通知合格证持有人： (i)接受所申请的全部修改； (ii)接受所申请的部分修改； (iii)拒绝所申请的修改。此时，合格证持有人可以按照本条(d)款规定请 求局方对其拒绝决定进行重新考虑。 (4)如果局方批准了修改，在与合格证持有人就其修改的贯彻问题进行协调 后，修改项在局方批准的日期生效。 (d)当合格证持有人对局方关于运行规范修改项的决定提出重新考虑请求 时，应当遵守下列程序： (1)合格证持有人应当在收到局方拒绝修改其运行规范的通知后，或者在收 到局方提出修改其运行规范的通知后 20 个工作日内，向局方提出对该决定进行 重新考虑的请求。 (2)如果重新考虑的请求是在 20 个工作日内提出的，则局方颁发的任何修 改暂停生效，除非局方发现，根据本条(e)款，存在紧急情况，为了安全，需要 立即行动。 (3)如果重新考虑的请求不是在 20 个工作日内提出的，那么应当使用本条 (c)款的程序。 (e)如果局方发现，存在危及安全、需要立即行动的紧急情况，不能执行本 条规定的程序，或者按照程序进行将违背公众利益，则可以采取下列措施： (1)局方修改运行规范，并使修改项在合格证持有人收到该修改通知日期起 立即生效。 (2)在发给合格证持有人的通知中，局方将说明原因，指出存在危及安全、 需要立即行动的紧急情况，或者指出修改推迟生效将违背公众利益的情况。 第 121.37 条 申请人的责任 申请人申请或者申请修改运行合格证和运行规范以及与运行合格审定有关 的其他项目，应当保证申请材料真实完整。对于处于运行合格审定过程中的运 行合格证申请人，存在弄虚作假情况的，局方可以终止其运行合格审定进程； 情节严重的，局方可以决定在 1 年以内不再受理该申请人的相应申请。对于申 请人在运行合格审定过程中以不正当手段取得运行合格证、运行规范和其他批 准项目的，由局方撤销相应的证件和批准。

11

C章

管理运行合格证持有人的一般规定

第 121.41 条 监察和检查的实施 (a)合格证持有人应当接受局方在任何时间或者地点对其进行的监察或者 检查，以确定其是否符合中国民用航空规章的规定，是否符合其运行合格证和 运行规范的规定。 (b)合格证持有人应当能在其主运营基地向局方提供下列资料： (1)合格证持有人的大型飞机公共航空运输承运人运行合格证和运行规范； (2)负责按照中国民用航空规章规定应当保存的每种记录、文件、报告的人 员的姓名、地点的现行清单。 (c)负责保存合格证持有人记录、文件、报告的所有人员，应当能向局方提 供这些资料。 (d)局方可以根据本条(a)款检查的结果或者任何其他适当的材料，确定合 格证持有人是否合格于继续持有其运行合格证和运行规范。 (e)合格证持有人如果不能按照局方要求，提供其运行合格证、运行规范或 者任何必需的记录、文件、报告，局方可以暂停其运行合格证和运行规范中的 部分或者全部运行批准。 第 121.43 条 按照本规则实施运行所必需的管理人员和机构 (a) 合格证持有人应当拥有能够有效控制和监督其整个运行的管理机构， 并拥有足够的合格管理人员和技术人员，以保证在其运行中保持最高的安全水 平。合格证持有人应当在下列职位或者同等职位上安排合格的专职人员： (1)运行副总经理，负责合格证持有人飞行运行的管理，使之符合本规则要 求； (2)维修工程副总经理，负责合格证持有人飞机维修的管理，使之符合本规 则要求； (3)总飞行师，负责合格证持有人的飞行人员训练和技术管理，使之符合本 规则的要求； (4)总工程师，负责合格证持有人的维修质量管理，使之符合本规则的要求。 (b)对于某项具体运行，如果合格证持有人能证明，由于所涉及的运行种类、 所使用的飞机数量与型号和运行的区域等因素，使用较少的管理人员能够完成 本条(a)款规定职位的全部职责并能以同等安全水平完成运行，局方可以认可其 管理人员的配备。 (c)本条(a)款要求的或者按照本条(b)款认可的职位名称和管理人员数量， 应当明确填入合格证持有人的运行规范。 (d)担任本条(a)款或者(b)款要求的或者认可的职位的人员，以及按照运行 合格证实施运行的各级负责人，应当符合下列要求： 12

(1)在训练、经验、专业知识上保持合格水平； (2)在其职责范围内，理解有关合格证持有人各种运行的下列资料： (i)有关中国民用航空规章； (ii)合格证持有人的运行规范； (iii)航空安全标准和安全运行常规； (iv)本规则及其他中国民用航空规章中所有适用的维修和适航要求； (v)本规则第 121.131 条要求的手册； (3)严格履行其职责，以符合适用的规章要求，并保证安全运行。 (e)合格证持有人应当在本规则 G 章要求的手册内的一般政策规定中，写明 本条(a)款规定的人员的任务、职责和权力，并写明担任这些职务人员的姓名和 业务地址。合格证持有人应当在上述所列职位上的人员变换或者空缺后 10 天内 通知局方。 （f）合格证持有人应当建立内部监督检查系统，设立由飞行、维修、签派 等专业人员组成的向总经理负责的运行监管机构，负责协调各业务部门有关运 行的事项；办理运行合格审定的有关事宜；负责手册的分发、更改和报批工作， 保持其有效性；监督检查手册的贯彻执行情况。 第 121.45 条 管理人员的合格条件 (a)担任第 121.43 条(a)款中规定的运行副总经理应当符合下列条件： (1)持有航线运输驾驶员执照； (2)在最近 6 年内，在该合格证持有人使用相同级别飞机所实施的按照本规 则的运行中具有运行控制权的职位上，至少有 3 年管理经历； (3)对于初次担任运行副总经理的人员，在最近的 6 年内，至少在该合格证 持有人按照本规则运行的相同级别的飞机上具有担任机长 3 年的经历；对于具 有负责运行副总经理经历的人员，至少在该合格证持有人按照本规则运行的相 同级别的飞机上具有担任机长 3 年的经历。 (b)担任第 121.43 条(a)款中总飞行师的人员应当符合下列条件： (1)持有航线运输驾驶员执照，至少具有该合格证持有人按照本规则运行中 所用的一种飞机的合适等级； (2)对于初次担任总飞行师的人员，在最近 6 年内，至少在该合格证持有人 按照本规则运行的相同级别的飞机上，具有担任机长 3 年的经历；对于具有总 飞行师经历的人员，至少在与该合格证持有人按照本规则运行的相同级别的飞 机上，具有担任机长 3 年的经历。 (c)担任本规则第 121.43 条(a)款中规定的维修工程副总经理应当符合下列 条件： （1）持有按照《民用航空器维修人员执照管理规则》（CCAR-66）颁发的维 修管理人员证书； (2) 在前 6 年内具有至少 3 年从事合格证持有人运行的至少一种类别和级 别飞机的维修或者维修管理经历。 13

(d) 担任本规则第 121.43 条(a)款中总工程师的人员应当符合下列条件： (1) 持有按照《民用航空器维修人员执照管理规则》（CCAR-66）颁发的维 修管理人员证书； (2)具有维修按照本规则运行的飞机至少 5 年的经历，其中至少有 2 年作为 维修质量管理人员的经历； (3)具有至少 1 年从事合格证持有人运行的至少一种飞机的维修管理经验。 (e)如果合格证持有人拟选任的人员不符合本条(a)、（b）、(c)、 或者（d） 款规定的经历，但具有相应的经历，能够有效履行中国民用航空规章要求的相 应职位的职责和合格证持有人手册规定的程序，民航总局可以批准对本条相应 款规定经历的偏离。 第 121.47 条 运行的近期经历 (a)合格证持有人如果连续中断其运行规范中批准实施的某一种类的运行 达 30 个日历日，则在此日期之后，应当按照本条(b)款规定恢复运行，否则不 得继续实施此种运行。 (b)在本条(a)款的中断期之后，只有符合下列条件并经局方批准后，方可 以恢复相应种类的运行： (1)在恢复该种运行之前，至少提前 5 个工作日通知局方； (2)如果局方决定重新进行全面检查，以确定其是否保持了合适和足够的配 备，能否实施安全运行，合格证持有人应当在前述 5 个工作日期间处于能随时 接受检查的状态。 第 121.49 条 主运营基地、飞行基地和维修基地 (a)合格证持有人应当保持一个主运营基地。合格证持有人还可以按照运行 需要建立飞行基地和维修基地，飞行基地和维修基地可以与主运营基地在同一 地点，也可以在不同地点。 (b)在计划建立或者变更主运营基地、飞行基地或者维修基地之前至少 30 天，合格证持有人应当以书面形式通知局方。 第 121.51 条 合格证持有人名称的使用 (a)合格证持有人按照本规则实施运行时所使用的名称应当与其运行规范 上所列名称一致。 (b)除经局方批准外，在按照本规则运行的飞机上应当明显地标出运行该飞 机的合格证持有人的名称，否则不得运行该飞机。飞机上标示名称的方法及其 可读性应当经局方认可。 第 121.53 条 按照军方合同实施运行的偏离批准 (a)局方可以批准合格证持有人偏离本规则的适用规定，实施其按照军方合 同确定的运行。 (b)在按照本条批准一项偏离时，局方将对合格证持有人的运行规范颁发相 14

应的修改项。 (c)局方在任何时候可以终止按照本条颁发的偏离批准。 第 121.55 条 实施应急运行的偏离批准 (a)在紧急情况下并满足下列条件时，局方可以批准合格证持有人偏离本规 则的适用规定： (1)在该紧急情况下为保护人员生命和财产必须采取运送人员或者财产的 行动； (2)局方认为，为了立即实施这些运行，应当偏离有关规定。 (b)在紧急情况下，局方可以使用下列方法之一批准偏离： (1)局方对合格证持有人的运行规范颁发相应的修改； (2)如果情况紧急不允许及时修改运行规范，则局方可以用口头或者其他方 式批准该偏离，但合格证持有人应当在开始这种运行后 24 小时之内，向局方提 交说明这种紧急情况性质的报告。 第 121.57 条 遵守运行合格证和运行规范的要求 合格证持有人不得违反运行合格证、运行规范和其他批准项目实施运行， 不得超越批准的偏离或者豁免。

15

E章

国内、国际定期载客运行的航路的批准

第 121.91 条 航路批准的基本要求 (a)申请航路批准的合格证持有人应当证明符合下列条件： (1)能在该航路上每一正常使用机场、临时使用机场或者加油机场之间令人 满意地实施运行； (2)对于计划的运行，具有满足本规则第 121.95 条至第 121.105 条要求的 设施与服务。 (b)在证明符合本条(a)款要求时，如果合格证持有人在考虑了机场、灯光、 维修、通信、导航、加油、地面、机载无线电等各种设施的可用性和充分性， 以及参与运行的全体人员的能力之后，证明能保证飞行安全，局方可以不要求 在该航路上作航路试飞。 第 121.93 条 航路宽度 (a)经批准的航路、航段及固定航线具有的宽度应当至少与这些固定航线或 者航路的规定宽度相等。在局方认为有必要对经批准的航路另行确定宽度时， 将考虑下列因素： (1)地形障碍的超越； (2)最低航路高度； (3)地面和机载导航设备； (4)空中交通密度； (5)空中交通管制程序。 (b)局方对经批准的航路另行确定的宽度，将具体规定在该大型飞机公共航 空运输承运人的运行规范中。 第 121.95 条 必需的机场资料 (a)合格证持有人应当证明，所申请批准的航路上具有足够的机场，并且这 些机场装备了适合于所申请运行的设施。其中所考虑的因素应当包括机场的等 级、道面、障碍物、设施、公众保护、灯光、导航、通信、气象设施以及空中 交通管制等。 (b)合格证持有人应当证明，对于所使用的每个机场，都能够获得、保存现 行有效的航行资料，并且具有将其分发给每个有关人员的经批准的资料管理系 统，以确保飞机在该机场运行的安全。这种航行资料应当包括下列方面的内容： (1)机场 (i)基本设施； (ii)公众保护设施； (iii)导航、通信、气象设施； 16

(iv)影响起飞、着陆或者地面运行的建筑物； (v)空中交通服务设施。 (2)跑道、停止道和净空道 (i)尺寸； (ii)道面性质、PCN 值； (iii)标志和灯光系统； (iv)标高和坡度。 (3)变换的跑道入口 (i)位置； (ii)尺寸； (iii)用于起飞、用于着陆或者二者兼用。 (4)障碍物 (i)影响按照本规则 I 章进行起飞和着陆性能计算的障碍物； (ii)起控制作用的障碍物。 (5)仪表飞行程序 (i)离场程序； (ii)进场程序； (iii)进近程序； (iv)复飞程序。 (6)特殊资料 (i)跑道视程测量设备； (ii)低能见度条件下的盛行风。 (c)如果负责管理该合格证持有人的民航地区管理局发现该合格证持有人 经批准的关于收集、分发和使用航行资料的系统应当予以改进才能恰当地继续 工作，则合格证持有人在接到该部门的通知后，应当立即对其系统进行改进。 在合格证持有人接到这样的通知之后 30 天内，可以向民航总局飞行标准部门提 出重新考虑的请求。重新考虑的请求使该通知处于暂缓执行状态，直至民航总 局飞行标准部门作出决定时止。但是，如果民航地区管理局认为存在关系到航 空运输安全、需要立即采取措施的紧急情况，则民航总局飞行标准部门可以根 据所陈述的理由，使要求改进的通知立即生效。 第 121.97 条 通信设施 合格证持有人应当证明，在正常运行条件下，在整个航路上，所有各点都 具有陆空双向无线电通信系统，能保证每一架飞机与相应的签派室之间，每一 架飞机与相应的空中交通管制单位之间，以直接的或者通过经批准的点到点间 的线路进行迅速可靠的通信联系。除经局方根据所用机型和运行情况作出特殊 批准外，对于合格证持有人的所有运行，每架飞机与签派室之间的通信系统应 当是空中交通管制通信系统之外的独立系统。 17

第 121.99 条 气象服务 (a)合格证持有人应当证明，每一条航路沿线，均有足够的气象报告服务站 可以供使用，以保证提供运行所必需的气象实况报告和气象预报。 (b)合格证持有人只能使用经局方认可的气象服务系统提供的气象资料。 (c)使用气象预报控制飞行活动的合格证持有人，应当使用依据本条(b)款 规定的气象资料而编制的气象预报，以及按照本条(d)款规定采用的系统所批准 的任何来源而编制的气象预报。 (d)合格证持有人应当使用经局方批准的危险天气实况报告与预报系统，以 便获得可能影响所飞航路和所用机场飞行安全的危险天气现象，如晴空颠簸、 雷暴和低空风切变等情况的实况报告和预报。 第 121.101 条 航路导航设施 (a)除本条(b)款规定外，合格证持有人应当证明，对于每一条计划中的航 路，非目视地面导航设施符合下列要求： (1)具有足够的非目视地面导航设施，能在空中交通管制要求的精度之内， 在整个航路上为飞机导航； (2)非目视地面导航设施的位置，能保证在该运行所必需的精度范围之内， 引导飞机至任一正常使用机场、临时使用机场、加油机场或者备降机场。 (b)下列运行不需要非目视地面导航设施： (1)昼间目视飞行规则运行，但合格证持有人应当证明，能够根据地形的特 征，使用地标领航而安全运行； (2)在经局方批准使用特殊导航方法导航的航段上实施的运行。 第 121.103 条 飞行签派中心 合格证持有人应当证明，对于其所实施的运行拥有足够数量的飞行签派中 心，并且这些飞行签派中心的位置和能力，能够确保对每次飞行进行恰当的运 行控制。 第 121.105 条 勤务和维修设施 每个实施国内、国际定期载客运行的合格证持有人应当证明具有有能力的 人员和充足的设施和设备（包括备件、地面保障和材料），对于飞机和辅助设 备可以随时提供恰当的服务、维修和预防性维修。

18

F 章 补充运行的区域和航路批准 第 121.113 条 航路和区域要求概则 (a)实施补充运行的合格证持有人应当按照下列规定申请运行区域和航路 的批准： (1) 对于国内运行，中国境内的空域按照一个运行区域批准，但包含高原 机场（标高在 2560 米以上的机场）起降点的航路还需按照航路进行批准。 (2) 对于国际运行，所飞机场所在的每一国家（地区）按照一个运行区域 批准，但包含高原机场或者局方确定的特殊机场起降点的航路还需按照航路进 行批准。 (b)按照本条(a)款申请运行区域和航路批准的合格证持有人，应当证明其 具有足够的装备和能力，能够使用中国或者外国公布航路上有关导航设施，在 仪表飞行规则和夜间目视飞行规则条件下实施安全运行。 (c) 如果实施补充运行的合格证持有人可以证明，对于运行的航路是安全 的和局方能够确定空中交通密度有足够的安全水平，局方可以批准合格证持有 人管制空域外的航路。合格证持有人不可以使用没有经局方批准的，或者运行 规范中没有列出的航路。 第 121.115 条 航路宽度 (a)经批准的航路、航段及固定航线具有的宽度应当至少与这些固定航线或 者航路的规定宽度相等。在局方认为有必要对经批准的航路另行确定宽度时， 将考虑下列因素： (1)地形障碍的超越； (2)最低航路高度； (3)地面和机载导航设备； (4)空中交通密度； (5)空中交通管制程序。 (b)合格证持有人运行规范中局方加以规定的任何其他航路宽度。 第 121.117 条 必需的机场资料 (a)实施补充运行的合格证持有人使用的任何机场应当具有适当的装备并 适合于所申请运行的设施。其中所考虑的因素应当包括机场的等级、道面、障 碍物、设施、公众保护、灯光、导航、通信、气象设施以及空中交通管制等。 (b)每一实施补充运行的合格证持有人应当证明其有一个经批准的系统，能 够获得、保存和分发给每个有关人员机场所使用的现行有效的航行资料，以确 保飞机在该机场运行的安全。这种航行资料应当包括下列方面的内容： (1)机场。 19

(i)基本设施； (ii)公众保护设施； (iii)导航、通信、气象设施； (iv)影响起飞、着陆或者地面运行的建筑物； (v)空中交通服务设施。 (2)跑道、停止道和净空道。 (i)尺寸； (ii)道面性质； (iii)标志和灯光系统； (iv)标高和坡度。 (3)变换的跑道入口。 (i)位置； (ii)尺寸； (iii)用于起飞、用于着陆或者二者兼用。 (4)障碍物。 (i)影响按照本规则 I 章进行起飞和着陆性能计算的障碍物； (ii)起控制作用的障碍物。 (5)仪表飞行程序。 (i)离场程序； (ii)进场程序； (iii)进近程序； (iv)复飞程序。 (6)特殊资料。 (i)跑道视程测量设备； (ii)低能见度条件下的盛行风。 (c)如果负责管理该合格证持有人的民航地区管理局发现该合格证持有人 经批准的关于收集、分发和使用航行资料的系统应当予以改进才能恰当地继续 工作，则合格证持有人在接到该部门的通知后，应当立即对其系统进行改进。 在合格证持有人接到这样的通知之后 30 天内，可以向民航总局飞行标准部门提 出重新考虑的请求。重新考虑的请求使该通知处于暂缓执行状态，直至民航总 局飞行标准部门作出决定时止。但是，如果民航地区管理局认为存在关系到航 空运输安全、需要立即采取措施的紧急情况，则民航总局飞行标准部门可以根 据所陈述的理由，使要求改进的通知立即生效。 第 121.119 条 气象服务 (a)合格证持有人应当证明，每一条航路沿线，均有足够的气象报告服务站 可以供使用，以保证提供运行所必需的气象实况报告和气象预报。 (b)合格证持有人只能使用经局方认可的气象服务系统提供的气象资料。 (c)使用气象预报控制飞行活动的合格证持有人，应当使用依据本条(b)款 20

规定的气象资料而编制的气象预报。 第 121.121 条 航路导航设施 (a)除本条(b)款规定外，合格证持有人应当证明，对于每一条计划中的航 路，非目视地面导航设施符合下列要求： (1)能在空中交通管制要求的精度之内，在整个航路上为飞机导航； (2)非目视地面导航设施的位置，能保证在该运行所必需的精度范围之内， 引导飞机至任一目的地机场或者备降机场。 (b)下列运行不需要非目视地面导航设施： (1)昼间目视飞行规则运行，但合格证持有人应当证明，能够根据地形的特 征，使用地标领航而安全运行； (2)在经局方批准使用特殊导航方法导航的航段上实施的运行。

第 121.123 条 勤务和维修设施 每个实施补充运行的合格证持有人应当证明具有有能力的人员和充足的设 施和设备（包括备件、地面设施和材料），对于飞机和辅助设备可以随时提供 恰当的服务、维修和预防性维修。 第 121.125 条 飞行跟踪系统 (a)实施补充运行的合格证持有人应当证明： (1)具有符合本规则 U 章要求的飞行跟踪系统，该系统根据所实施的运行可 以对每次飞行进行有效的跟踪； (2)飞行跟踪中心应当设在适用于对下列情况实施飞行跟踪的位置： (i)确保对每次飞行的始发机场和目的地机场的飞行进程进行适当的监控， 包括对中途停留机场和改航备降机场飞行进程的监控，以及对在这些机场所需 的维修或者机械延误进行适当的监控。 (ii)确保机长能够得到安全飞行必需的所有资料。 (b)实施补充运行的合格证持有人可以使用非所属人员提供的飞行跟踪设 施，但在这种情况下，合格证持有人应当对每次飞行的运行控制持续负责。 (c)飞行跟踪系统不要求与空中飞行的机组建立通信联系。 (d)在合格证持有人的运行规范中应当明确批准使用的飞行跟踪系统和飞行 跟踪中心的所在位置。 第 121.127 条 飞行跟踪系统要求 (a)实施补充运行的每个合格证持有人应当证明： (1) 系统具备足够的设备和合格人员，为下列人员提供每一次飞行的起始 和安全运行所必需的信息： (i)每架飞机的飞行机组； 21

(ii)合格证持有人指定实施运行控制的人员。 （2）飞行跟踪系统具有利用公共或者私人设施（如电话、电报或者无线电） 获得的通信能力，以进行第 121.125 条（a）款第（2）项第（i）目要求的监控。 （b）实施补充运行的合格证持有人应当证明本条（a）款所述人员能够履行 他们的职责。 G章

手册的要求

第 121.131 条 手册的制定和保存 (a)合格证持有人应当具有为实施其各种运行的全体飞行、维修和其他地面 运行工作人员制定并供其使用和指导其操作的手册，并且有合适的手册管理系 统，负责制定、分发、修订和补充手册，使其保持现行有效。 (b)本条(a)款要求的手册应当符合下列要求： (1)包含必需的指令和信息，使有关人员能安全地完成所担负的工作职责； (2)使用中文写成，如果合格证持有人在运行中使用了不熟悉中文的人员， 则应当为其提供相应文字的手册，并且应当保证这些手册的一致性和同等有效 性； (3)采用易于修订的形式； (4)在有关的每一页上，具有最后一次修订的日期； (5)符合所有适用的中国民用航空规章、该合格证持有人的运行合格证与运 行规范；对于实施国际运行的合格证持有人，还应当符合所适用的外国规章。 (c)合格证持有人在其主运营基地至少要保存一套完整的手册。 第 121.133 条 手册内容总体要求 手册应当包含下列所有内容，但可以分为两个或者两个以上的单独分册， 每一分册应当包括所有适用于该类人员的内容： (a)总政策； (b)有关运行管理和监督的信息，包括： (1)每一机组成员、地面机构的相应人员和全体管理人员的职责与工作内容， 包括每一机组成员在飞行中和紧急情况下的职责分工； (2)应急和安全设备的清单及其使用说明； (3)针对所用机型和特定运行的最低设备清单； (4)乘客在机上时实施加油的安全措施。 (c)详细的事故预防和飞行安全大纲，包括安全政策和人员职责； (d)航空人员训练大纲，包括相应的地面、飞行和应急生存训练，以及详细 的训练要求； (e)控制值勤时间、飞行时间和休息期的详细程序； (f)飞行运作有关要求、程序和指示，包括： 22

(1)对各种类型运行的飞行机组成员要求和指定指挥权接替次序的方法； (2)各种情况下所需燃油量和滑油量的具体计算方法，包括航路上一台或者 多台发动机失效时的油量计算； (3)应当使用氧气的条件和氧气量的确定； (4)保持飞机重量和重心在批准范围内的方法和程序； (5)地面除冰防冰程序的实施和控制； (6)关于运行飞行计划的规定； (7)供飞行机组和其他运行有关人员使用的每一机型正常、非正常和应急程 序，以及相关的检查单和飞机系统的详细介绍； (8)每一飞行阶段的标准操作程序； (9)检查单使用的指示，包括使用时机； (10)应急撤离程序； (11)离场应急程序； (12)正确保持飞行高度和使用自动高度喊话或者机组高度喊话的指示； (13)在仪表气象条件下使用自动驾驶仪和自动油门的指示； (14)理解和接受空中交通管制指令的指示； (15)离场和进近简令； (16)对航路和目的地机场的熟悉； (17)稳定进近的程序； (18)低空飞行时对大下降率的限制； (19)开始和继续仪表进近需具备的条件； (20)实施精密和非精密仪表进近程序的指示； (21)在夜间和仪表气象条件下仪表进近与着陆期间，飞行机组成员的职责分 派和管理机组工作负荷的程序； (22)避免可控飞行撞地（CFIT）的指示和训练要求，以及使用近地警告系统 的政策； (23)关于拦截民用飞机方面的信息和指示，包括被拦截飞机的机长应当采取 的程序，以及拦截和被拦截飞机使用的目视信号； (24)飞机维修和勤务工作的说明和程序； (25)飞机加油、油污清理、防火（包括防静电）和旅客登机时的监视和保 护的程序； (26)飞机适航性检查，包括检查的程序、标准、责任和授权检查人员的说明。 (g)关于飞机性能的相应资料，包括在起飞机场、目的地机场、备降机场的 重量、起飞和着陆限制，计划和备降航路限制，必要时，包括与机场和航路有 关的应急程序。 (h)飞行签派和运行控制，包括签派程序、运行控制程序或者飞行跟踪程序； (i)运行规范中关于航路的相应信息，包括对于每一经批准的航路，准许使 用的飞机的型号、运行的类型（如目视飞行规则、仪表飞行规则、昼间、夜间 等）以及任何其他有关的资料； 23

(j)为保证每次飞行的飞行机组均能获得关于通信设施、导航设施和机场等 方面的资料而提供的航路指南； (k)确定最低飞行高度的方法和所飞每条航路的最低飞行高度； (l)运行规范中关于机场的相应资料，包括每个所用机场的下列资料： (1)位置； (2)指定用途（正常使用、临时使用、备降、加油等）； (3)准许起降的飞机型号； (4)仪表进近程序； (5)合格证持有人所用的着陆和起飞最低标准； (6)其他有关的资料。 (m)搜寻和救援方面的信息，包括供幸存者使用的地空目视信号标志和机长 发生事故后的程序； (n)帮助有关人员识别危险物品包裹所附标记或者标签的程序和资料，以及 有关危险物品的运输、储存或者搬运的程序和指南，包括下列内容： (1)确定发货人合格证明适用的程序，确定危险物品的包装、标记、标签、 装运单据适用的程序，确定物品之间相容性的程序，以及关于装载、储存和搬 运的指南； (2)有关危险物品及存在不安全迹象或者出现不安全事件的报告和处置程 序； (3)当飞机上载有危险物品时，通知机长的程序和指南。 (o)所带导航设备的清单，包括与必需导航性能（RNP）空域运行相关的信息， 以及与运行相关时，所用的远程导航程序； (p)应当保持无线电守听的情况与规定； (q) 航空保安方面的规定与程序，包括防止非法干扰、劫机、破坏行为的 规定与程序； (r)关于人为因素的相应资料和训练要求； (s)其他有关安全的资料或者说明。 第 121.135 条 手册的分发和可用性 (a)合格证持有人应当向下列人员提供本规则第 121.131 条所要求的手册及 其修改和补充，或者该手册的有关部分： (1)维修人员和有关地面运作人员； (2)机组成员； (3)负责管理该合格证持有人的局方人员。 (b)按照本条(a)款持有手册或者手册相关部分的每个人，应当使用合格证 持有人提供的修改和补充页，使手册内容保持最新有效状态，并在执行指定任 务时可以随时查阅。

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第 121.137 条 飞机飞行手册 (a)合格证持有人对其使用的每一型号飞机，应当保持现行有效的经局方批 准的飞机飞行手册。 (b)合格证持有人的每架飞机应当携带用机组人员所熟悉的文字写成的经 局方批准的飞机飞行手册，或者携带本规则第 121.131 条要求的手册，但该手 册中应当包含相应的飞机飞行手册所要求的资料，并且应当清楚地标明这些资 料作为飞行手册的内容。 (c)如果该合格证持有人选择携带本规则第 121.131 条所要求的手册，合格 证持有人可以根据相应的飞机飞行手册，修订其操作程序部分和修改性能数据 的编排形式，但经修订的操作程序和经修改的性能数据编排形式应当符合下列 要求： (1)经局方批准； (2)清楚地标明作为飞机飞行手册的内容。

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H章

飞机的要求

第 121.151 条 飞机的基本要求 (a)除本条(c)款规定外，合格证持有人运行的飞机应当符合下列要求： (1)是在中华人民共和国登记的民用飞机，并携带现行有效的适航证、国籍 登记证和无线电电台执照； (2)处于适航状态并符合中国民用航空规章适用的适航要求，包括与标识和 设备有关的要求。 (b)合格证持有人可以使用经批准的重量与平衡控制系统来符合适用的适 航要求和运行限制，该重量与平衡控制系统可以平均的、假定的或者估算的重 量为基础。 (c)合格证持有人可以租用不含机组人员的国际民用航空公约缔约国所属 的某一国家登记的民用飞机实施本规则运行，但应当符合下列规定： (1)该飞机带有经民航总局审查认可的原国籍登记国颁发的适航证和由民 航总局颁发的适航认可证书，以及无线电电台执照； (2)合格证持有人已将该飞机的租赁合同副本报局方。 第 121.153 条 飞机的审定和设备要求 合格证持有人按照本规则运行的飞机应当是型号合格审定为运输类或者通 勤类的飞机，并符合本规则第 121.173 条的要求，否则不得实施本规则运行。 第 121.155 条 禁止使用单台发动机飞机 合格证持有人不得使用单台发动机的飞机实施本规则运行。 第 121.157 条 飞机的航路类型限制 (a) 除按照本规则 W 章规定得到局方的双发飞机延伸航程运行批准外，任 何合格证持有人不得在包含有一点至可用机场的飞行时间超过一小时（以一台 发动机停车在静止大气中正常巡航速度飞行）的航路上使用双发涡轮飞机运行。 (b)合格证持有人用于延伸跨水运行的陆上飞机，应当是按照中国民用航空 规章第 25 部中的水上迫降规定审定合格或者被批准为适合于水上迫降的飞机。 第 121.159 条 飞机的运行验证试飞 (a)合格证持有人使用以前未在公共航空运输运行中使用过的飞机，应当完 成局方认可的至少 100 小时的运行验证试飞，包括相当数量的进入航路机场的 飞行。在运行验证试飞过程中，如果局方认为试飞已达到令人满意的熟练水平， 则局方可以减少验证试飞时间。上述运行验证试飞至少应当有 10 小时在夜间完 成。 (b)除经局方特殊批准外，合格证持有人首次使用曾在公共航空运输运行中 26

使用过的某一型号飞机，或者使用在设计上作了实质性更改的某一型号飞机， 则在拟使用该飞机实施运行之前，应当完成经局方认可的至少 25 小时的运行验 证试飞，包括相当数量的进入航路机场的飞行。 (c)本条(b)款所述飞机在设计上进行了实质性更改是指下述情形之一： (1)整套动力装置的型号与飞机合格审定时所装动力装置的型号不相类似； (2)对飞机或者其部件进行了实质上影响其飞行特性的更改。 (d)除了实施试飞所需的人员和局方指定的人员之外，合格证持有人不得在 运行验证试飞的飞机上携带旅客。经局方批准，运行验证试飞的飞机可以携带 邮件、快递或者其他货物。 第 121.161 条 应急撤离程序的演示 (a)合格证持有人应当依照本规则附件 C《本规则第 121.161 条规定的应急 撤离程序演示准则》(a)款规定进行应急撤离程序的实际演示，证明在载客飞行 中所用的旅客座位数大于 44 座的每个型号的飞机，能够使包括机组成员在内的 满载量乘员在 90 秒（含）以内撤离飞机。但是，如果该型号飞机已被证明符合 本规则附件 C(a)款规定或者适用的型号合格审定标准，可以不实施实际的演示。 (b)使用旅客座位数大于 44 座的飞机实施载客运行的合格证持有人，有下 列情形之一的，应当按照本条(c)款进行应急撤离程序的部分演示： (1)该合格证持有人新引进的某型号飞机投入载客飞行并且该合格证持有 人没有按照本条(a)款实施实际演示； (2)本规则第 121.391 条所要求的客舱乘务员的人数、位置或者其应急撤离 职责、程序发生改变； (3)应急出口的数量、位置、型号或者供撤离用的应急出口开启机构的型号 发生改变。 (c)在实施(b)款要求的部分演示时，合格证持有人应当遵守下列规定： (1)实施不要求旅客参加但要在局方观察下进行的演示，以验证其机组成员 应急生存训练和应急撤离程序的有效性。在这种演示中，该型号飞机的客舱乘 务员，应当使用该合格证持有人的航线操作程序，按照本规则第 121.397 条规 定的应急撤离职责，打开 50％所要求的地板高度的应急出口和 50％所要求的非 地板高度的应急出口，并放下 50％的应急出口滑梯。这些应急出口和滑梯由局 方选定，并且应当在 15 秒钟内准备就绪以供使用； (2)在实施这种演示之前，向负责监督其运行的民航地区管理局提出申请并 获得批准； (3)在这种演示中使用的客舱乘务员，由局方从已经完成合格证持有人经局 方批准的该型号飞机训练大纲的训练并已通过应急设备和应急程序考试的客舱 乘务员中随机挑选； (4)在开始实施该型号飞机的运行之前，向负责监督其运行的民航地区管理 局提出申请并获得批准。 (d)每个使用或者计划使用一架或者多架陆上飞机作延伸跨水运行或者按 27

照要求配备相应应急设备的合格证持有人，应当按照本规则附件 C(b)款进行模 拟水上迫降，证明其能有效地完成水上迫降程序。 (e)对于已经由其他合格证持有人进行过本条(d)款规定的模拟水上迫降的 那种型号飞机，如果每个救生筏都从其存放处取下，其中一个救生筏被投放并 充气或者一个滑梯救生筏被充气，并且指定负责该充气救生筏或者滑梯救生筏 的机组成员表演并说明了每项必需应急设备的使用，则认为已经符合本规则附 件 C (b)款第(2)项、(b)款第(4)项和(b)款第(5)项的要求。前述待充气的救生 筏或者滑梯救生筏由局方选定。

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I章

飞机性能使用限制

第 121.171 条 用语定义 本章中的用语按照下述定义： (a)着陆的“跑道有效长度”是指从跑道进近端的超障面与跑道中心线的交 点至跑道最远端的距离。 (b)“超障面”是指以与水平面成 1∶20 的斜率从跑道向上倾斜，并与跑道 周围规定区域内的所有障碍物相切或者越过其上的平面。在平面图上看，该规 定区域的中心线与跑道的中心线相重合，以超障面与跑道中心线的交点为起点， 延伸到距起点至少为 450 米(1500 英尺)的那一点处。此后，该中心线与该跑道 的起飞轨迹（在起飞时）重合，或者与仪表进近轨迹（在着陆时）重合，或者 当这些轨迹中适用的一个未确定时，它沿至少 1200 米(4000 英尺)半径的转弯延 伸，直至某点，在此点外，超障面超越所有障碍物。这一区域在超障面与跑道 中心线交点处的中心线两侧横向扩展各 60 米(200 英尺)，并以此宽度延伸至跑 道端点；然后，向中心线两侧均匀扩大，至距超障面与跑道相交处 450 米(1500 英尺)那一点扩展至两侧各 150 米(500 英尺)；在此之后，保持此宽度延伸。 第 121.173 条 概则 (a)使用活塞式发动机驱动的飞机的合格证持有人应当遵守本规则第 121.175 条至第 121.187 条的规定。 (b)使用涡轮发动机驱动的飞机的合格证持有人应当遵守本规则第 121.189 条至第 121.197 条的规定。 (c)合格证持有人应当使用飞机飞行手册中的性能数据来确定是否符合本 规则第 121.175 条至第 121.197 条的规定。当涉及的条件与这些性能数据所依 据的条件不同时，如果内插法或者计算法所得结果在实质上与直接试验的结果 同样准确，则可以用内插法或者通过计算具体变量变化的影响来确定是否符合 规定。合格证持有人在确定是否符合本规则第 121.175 条至第 121.197 条的规 定时还应当考虑到所用航图的精度。 (d)在考虑到飞机飞行手册中所规定的温度修正因素后，活塞式发动机驱动 的飞机，不得在起飞重量超过拟用跑道所允许重量的情况下起飞，拟用跑道所 允许的重量依据本规则中对跑道起飞限制的使用规定确定。 (e)如果在特殊的环境条件下遵守某些规定对于安全已无必要，局方可以在 运行规范中批准偏离本章的这些要求。 第 121.175 条 活塞式发动机驱动的飞机的重量限制 (a)活塞式发动机驱动的飞机不得从确定该飞机最大起飞重量所用的气压 高度范围之外的机场起飞。 29

(b)活塞式发动机驱动的飞机不得飞向确定该飞机最大着陆重量所用的气 压高度范围之外的目的地机场。 (c)活塞式发动机驱动的飞机不得使用确定最大着陆重量所用的气压高度 范围之外的机场作为备降机场。 (d)活塞式发动机驱动的飞机不得以超过机场气压高度所确定的最大起飞 重量起飞。 (e)活塞式发动机驱动的飞机起飞前，应当在考虑航路上正常的燃油和滑油 消耗后，使到达目的地机场时的重量不超过该机场气压高度所确定的最大着陆 重量。 第 121.177 条 活塞式发动机驱动的飞机的起飞限制 (a)活塞式发动机驱动的飞机，应当满足下列所有条件方可以起飞： (1)在起飞过程中达到临界发动机失效决断速度 V1 之前的任一时刻，按照 加速停止距离数据所示，能使该飞机安全停止在跑道或者停止道上。 (2)如果在该临界发动机在飞机达到临界发动机失效决断速度 V1 之后的任 一时刻失效后继续起飞，在通过可用起飞距离末端上空之前，按照起飞轨迹数 据所示高度能达到 15.2 米(50 英尺)。 (3)在达到 15.2 米(50 英尺)的高度（按照起飞轨迹数据所示）之前不带坡 度，在此后坡度不超过 15 度的情况下，预定起飞飞行轨迹能以 15.2 米(50 英尺) ＋0.01D(其中 D 是指飞机离可用起飞距离末端的距离值)的余度垂直超越所有障 碍物，或者能以一个特定距离侧向避开障碍物。该特定距离的值为下列两目中 规定值的较小值： (i)90 米(300 英尺)＋0.125D； (ii)对于 VFR 飞行，预定航迹的航向变化小于 15 度时，为 300 米，预定航 迹的航向变化大于 15 度时，为 600 米；对于 IFR 飞行，预定航迹的航向变化小 于 15 度时，为 600 米，预定航迹的航向变化大于 15 度时，为 900 米。 (b)在使用本条时，应当对有效跑道坡度进行修正。考虑到风的影响，对于 以静止大气为基础的起飞数据，可以按照不大于 50％的报告的逆风分量和不小 于 150％的报告的顺风分量进行修正。 第 121.179 条 活塞式发动机驱动的飞机的航路限制 -- 所有发动机工作 活塞式发动机驱动的飞机起飞前的重量，应当在考虑正常的燃油和滑油消 耗后，能使飞机在所有发动机工作的条件下，在预定航迹两侧各 25 公里(13.5 海里)以内最高地面或者障碍物之上至少 300 米(1000 英尺)的高度上，上升率至 少达到 0.0189 Vso米/秒（Vso的公里/小时数量乘以 0.0189 得到的上升率每秒米 数）或者达到 6.90 Vso英尺/分（Vso的海里／小时数量乘以 6.90 得到的上升率 每分钟英尺数）。否则，该飞机不得起飞。

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第 121.181 条 活塞式发动机驱动的飞机的航路限制 -- 一台发动机不工作 (a)除本条(b)款规定外，活塞式发动机驱动的飞机起飞前的重量，应当在 考虑正常的燃油和滑油消耗后，能使飞机在一台发动机不工作的条件下，在预 定航迹两侧各 25 公里(13.5 海里)以内最高地面或者障碍物之上至少 300 米 (1000 英尺)的高度上，上升率至少达到 0.00148(0.079-0.106/N) Vso2 米/秒 （其中 N 为所装的发动机台数， Vso 以公里／小时表示） 或者达到(0.079-0.106/N) Vso2 英尺/分（其中 N 为所装的发动机台数，Vso 以海里／小时表示）。否则， 该飞机不得起飞。 (b)为代替本条(a)款的要求，活塞式发动机驱动的飞机可以按照经批准的 程序，在所有发动机工作的某个高度上运行，在该高度上，当一台发动机停车 后，考虑到正常的燃油和滑油消耗，飞机可以继续飞至符合本规则第 121.187 条规定能进行着陆的备降机场。在假定的故障发生之后，飞行轨迹应当高于预 定航迹两侧各 25 公里(13.5 海里)范围内的地面和障碍物至少 600 米(2000 英 尺)。 (c)如果按照本条(b)款使用经批准的程序，合格证持有人应当遵守下列各 项规定： (1)对于按照中国民用航空规章型号合格审定标准审定合格的飞机，计算飞 机飞行轨迹时所用的上升率（按照飞机飞行手册中对相应重量和高度所确定的 数值）应当减去一个等于 0.00148(0.079-0.106/N) Vso2 米/秒的量（其中 N 为 所装的发动机台数，Vso 以公里／小时表示），或者减去一个等于(0.079-0.106/N) Vso2 英尺/分的量（其中 N 为所装的发动机台数，Vso 以海里／小时表示）。 (2)在航路上任何一点临界发动机停止工作时，通过使用经批准的程序，所 有发动机工作时的高度应当能够足以使飞机继续飞行到某一预定的备降机场。 在确定起飞重量时，假定飞机是在某点发动机停车后越过临界障碍物的，而且 这一点距临界障碍物的距离不小于距最近的经批准的无线电导航定位点的距 离。但是，如果局方批准了依据不同的原则制定的程序，且该程序有足够的运 行安全保证，对该点可以不作要求。 (3)在该程序中，飞机飞至备降机场上空 300 米(1000 英尺)处时，其上升率 应当符合本条(a)款的规定。 (4)在该程序中，应当包括对飞行轨迹有不利影响的风和温度的经批准的计 算方法。 (5)在使用这一程序时，允许应急放油。但合格证持有人应当有适当的训练 大纲，对飞行机组人员进行了合适的应急放油训练，并且为保证程序的安全性 采取了其他安全措施。 (6)合格证持有人应当在签派或者放行单中指定符合本规则第 121.643 条要 求的备降机场。

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第 121.183 条

型号合格审定为四台或者四台以上活塞式发动机驱动的飞机的 航 路限制 -- 两台发动机不工作 (a)按照型号合格审定标准审定合格的装有四台或者四台以上发动机的飞 机运行时，应当遵守下列规定之一： (1)预定航道上任何一点到符合第 121.187 条要求的机场的飞行时间不超过 所有发动机以巡航功率工作飞行 90 分钟； (2)飞机在某一重量下运行，在此重量下，飞机在预定航迹两侧各 25 公里 ( 13.5 海里)范围内最高地面或者障碍物之上 300 米(1000 英尺)或者在 1500 米 (5000 英尺)两者中较高的高度上，在两台临界发动机不工作情况下，能以 0.000019 Vso2 米/秒的上升率（由Vso的公里／小时数的平方乘以 0.000019 而得 到的上升率每秒米数）或者以 0.013 Vso2 英尺／分的上升率（由Vso的海里／小 时数的平方乘以 0.013 而得到的上升率每分英尺数）上升。 (b)就本条(a)款第(2)项而言，假定： (1)这两台发动机在对于起飞重量最为临界的那一点上失效； (2)燃油和滑油消耗，在两台发动机失效的那一点之前，以所有发动机均工 作时的正常消耗计算，在那一点之后，以两台发动机工作时的正常消耗计算； (3)假定发动机是在高于规定的最低高度上失效的，在由巡航高度下降到规 定的最低高度期间，无需证明是否符合在规定的最低高度上达到规定的上升率， 但是在到达此规定的最低高度时，应当能满足这些要求，并且假定飞机是沿着 净飞行轨迹下降的，其下降率应当比经批准的性能数据中规定的速率大 0.000019 Vso2 米/秒（Vso单位为公里／小时）或者大 0.013 Vso2 英尺/分（Vso 单位为海里/小时）； (4)如果有应急放油设备，则认为飞机在两台发动机失效那一点上的重量不 小于包括足够燃油的重量，这些燃油可以使飞机飞到符合本规则第 121.187 条 要求的机场并到达该机场正上空至少 300 米(1000 英尺)的高度。 第 121.185 条 活塞式发动机驱动的飞机的着陆限制 -- 目的地机场 (a)除本条(b)款规定外，活塞式发动机驱动的飞机在起飞前，应当在考虑 到飞行中正常的燃油和滑油消耗后，使该飞机在到达目的地机场时的重量，允 许该飞机在预定目的地的下述跑道上，自超障面与该跑道交点上方 15.2 米(50 英尺)处算起，在跑道有效长度的 60％以内作全停着陆。为确定在目的地机场允 许的着陆重量，假定： (1)飞机是在最理想的跑道上在静止大气中以最理想的方向着陆。 (2)考虑到可能的风速和风向（预期到达时间的预报风）、该型别飞机的地 面操纵特性以及诸如着陆助航设备和地形等其他条件，飞机在最适宜的跑道上 着陆，允许考虑不大于 50％逆风分量或者不小于 150％顺风分量对着陆轨迹和 着陆滑跑的影响。 (b)对于不能符合本条(a)款第(2)项的要求而被禁止起飞的飞机，如果指定 32

了备降机场，除允许该飞机在备降机场跑道有效长度 70％内完成全停着陆外， 该备降机场符合本条的所有其他要求，则可以允许该飞机起飞。 第 121.187 条 活塞式发动机驱动的飞机的着陆限制 -- 备降机场 在签派或者放行单中所列的备降机场，应当能使飞机以到达该机场时预计 的重量和按照本规则第 121.185 条假定的条件在该跑道有效长度的 70％以内完 成全停着陆。 第 121.189 条 涡轮发动机驱动的飞机的起飞限制 (a)涡轮发动机驱动的飞机不得以大于该飞机飞行手册中对应于该机场气 压高度和起飞时环境温度所确定的重量起飞。 (b)涡轮发动机驱动的运输类飞机不得以大于该飞机飞行手册中规定的重 量起飞，该重量应当保证飞机符合下列各项要求： (1)加速停止距离不得超过跑道长度加上停止道的长度。 (2)起飞距离不得超过跑道长度加上净空道长度，但净空道长度不得大于跑 道长度的一半。 (3)起飞滑跑距离不得大于跑道长度。 (c)涡轮发动机驱动的飞机不得以大于该飞机飞行手册中所确定的某个重量 起飞，在该重量下，预定净起飞飞行轨迹以 10.7 米(35 英尺)的余度超越所有障 碍物，或者能以一个特定距离侧向避开障碍物。该特定距离的值为下列两目中 规定值的较小值： (i)90 米(300 英尺)＋0.125D，其中 D 是指飞机离可用起飞距离末端的距离 值； (ii)对于目视飞行规则飞行，预定航迹的航向变化小于 15 度时，为 300 米， 预定航迹的航向变化大于 15 度时，为 600 米；对于仪表飞行规则飞行，预定航 迹的航向变化小于 15 度时，为 600 米，预定航迹的航向变化大于 15 度时，为 900 米。 (d)在依据本条(a)至(c)款确定最大重量、最小距离和飞行轨迹时，应当对 拟用的跑道、机场的标高、有效跑道坡度和起飞时的环境温度、风的分量进行 修正。 (e)就本条而言，假定飞机在到达 15.2 米(50 英尺)高度（按照飞机飞行手 册中起飞轨迹或者净起飞飞行轨迹数据中的适用者）之前无坡度，并在此之后， 最大坡度不超过 15°。 (f)就本条而言，“起飞距离”、“起飞滑跑距离”、“净起飞飞行轨迹” 和“起飞轨迹”等术语，与对该飞机进行型号合格审定的规章中所规定的术语 具有相同的含意。 第 121.191 条 涡轮发动机驱动的飞机的航路限制 -- 一台发动机不工作 (a)涡轮发动机驱动的飞机不得超过某一重量起飞，在该重量下，考虑到正 33

常的燃油、滑油消耗和航路上预计的环境温度，根据经批准的该飞机飞行手册 确定的一台发动机不工作时的航路净飞行轨迹数据应当能够符合下列两项要求 之一： (1)在预定航迹两侧各 25 公里(13.5 海里)范围内的所有地形和障碍物上空 至少 300 米(1000 英尺)的高度上有正梯度，并且，在发动机失效后飞机要着陆 的机场上空 450 米(1500 英尺)的高度上有正梯度。 (2)净飞行轨迹允许飞机由巡航高度继续飞到可以按照本规则第 121.197 条 要求进行着陆的机场，能以至少 600 米(2000 英尺)的余度垂直超越预定航迹两 侧各 25 公里(13.5 海里)范围内所有地形和障碍物，并且在发动机失效后飞机 要着陆的机场上空 450 米(1500 英尺)的高度上有正梯度。 (b)就本条(a)款第(2)项而言，假定： (1)发动机在航路上最临界的一点失效； (2)飞机在发动机失效点之后飞越临界障碍物，该点距临界障碍物的距离不 小于距最近的经批准的无线电导航定位点的距离，除非局方为充分保障运行安 全批准了一个不同的程序； (3)使用经批准的方法考虑了不利的风的影响； (4)如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他 安全措施，能保证程序的安全性，则允许应急放油； (5)在签派或者放行单中指定了备降机场，且该备降机场符合规定的最低气 象条件； (6)发动机失效后燃油和滑油的消耗与飞机飞行手册中经批准的净飞行轨 迹数据所给定的消耗相同。 第 121.193 条

三台或者三台以上涡轮发动机驱动的飞机的航路限制 -- 两台 发动机不工作 三台或者三台以上涡轮发动机驱动的飞机沿预定航路运行时，应当符合下 列两项要求之一： (a)预定航迹上任何一点到符合本规则第 121.197 条要求的机场的飞行时间 不超过所有发动机以巡航功率工作飞行 90 分钟。 (b)根据飞机飞行手册中航路上两台发动机不工作的净飞行轨迹数据，其重 量允许该飞机从假定两台发动机同时失效的地点，飞到符合本规则第 121.197 条要求的某一机场。在这段飞行中，考虑到沿该航路的预计环境温度，其净飞 行轨迹在垂直方向上至少高出预定航迹两侧各 25 公里(13.5 海里)范围内所有地 形和障碍物 600 米（2000 英尺)。就本项而言，假定： (1)两台发动机在航路上最临界的地点失效； (2)这些发动机失效后在预定着陆的机场正上空 450 米(1500 英尺)处，该净 飞行轨迹具有正梯度； (3)如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他 预防措施，能保证程序的安全性，则可以批准应急放油； 34

(4)在两台发动机失效的那一点，该飞机重量包含有足够的燃油，使其能继 续飞到该机场正上空至少 450 米(1500 英尺)的高度，此后还能以巡航功率或者 推力飞行 15 分钟； (5)发动机失效后，燃油和滑油的消耗与飞机飞行手册中净飞行轨迹数据所 给定的消耗相同。 第 121.195 条 涡轮发动机驱动的飞机的着陆限制 -- 目的地机场 (a)涡轮发动机驱动的飞机起飞前，应当在考虑到至目的地机场或者备降机 场飞行中正常的燃油和滑油消耗后，使飞机到达时的重量不得超过该飞机飞行 手册中对该目的地机场或者备降机场的气压高度以及着陆时预计的环境温度所 确定的着陆重量。 (b)除本条(c)、(d)、(e)款规定外，涡轮发动机驱动的飞机起飞前，应当 在考虑到飞行中正常的燃油和滑油消耗后，使该飞机到达目的地时的重量，根 据飞机飞行手册中对该目的地机场的气压高度和预计在着陆时当地风的情况所 规定的着陆距离，允许其在预定的目的地机场的下述跑道上，由超障面与该跑 道交点上方 15.2 米（50 英尺）处算起，在跑道的有效长度 60％以内作全停着 陆。为确定在目的地机场的允许着陆重量，假定： (1)飞机在最理想的跑道上在静止大气中以最理想的方向着陆。 (2)考虑到可能的风速、风向和该飞机的地面操纵特性，以及考虑到诸如着 陆助航设备和地形等其他条件，飞机在最适宜的跑道上着陆。 (c)对于不能符合本条(b)款第(2)项的要求而被禁止起飞的涡轮螺旋桨驱 动的飞机，如果指定了备降机场，除允许飞机在跑道有效长度的 70％以内完成 全停着陆外，该备降机场符合本条所有其他要求，则可以允许该飞机起飞。 (d)对于涡轮喷气飞机，在有关的气象报告和预报表明目的地机场跑道在预 计着陆时刻可能是湿的或者滑的时，该目的地机场的有效跑道长度应当至少为 本条(b)款所要求的跑道长度的 115％，否则，该飞机不得起飞。如果在湿跑道 上的实际着陆技术证明，对特定型号的飞机，已经批准了某一较短但决不小于 本条(b)款要求的着陆距离，并且已经载入飞机飞行手册，则可以按照手册的要 求执行。 (e)由于不能符合本条(b)款第(2)项而被禁止起飞的涡轮喷气动力的飞机， 如果指定了符合本条(b)款所有要求的备降机场，则可以起飞。 第 121.197 条 涡轮发动机驱动的飞机的着陆限制 -- 备降机场 在涡轮发动机驱动的飞机的签派或者放行单中列为备降机场的机场，应当 能使该飞机在到达该备降机场时以根据本规则第 121.195 条(b)款规定的假定条 件预计的重量，由超障面与跑道交点上方 15.2 米(50 英尺)处算起，在跑道有效 长度的 70％（涡轮螺旋桨动力飞机）或者 60％（涡轮喷气动力飞机）以内完成 全停着陆。对于本规则第 121.637 条所规定的起飞备降机场，在确定到达时的 预计重量时，除正常的燃油和滑油消耗之外，可以考虑应急放油量。 35

J 章

特殊适航要求

第 121.211 条 总则 合格证持有人的飞机除满足相应型号合格审定要求外，还应符合本章的特 殊适航要求。 第 121.213 条 旅客座椅间距 (a) 对于 2006 年 7 月 1 日后加入合格证持有人运行规范的任何载客运行的 飞机应当满足本条(b)款的要求。 (b)合格证持有人运行的任何载客运行的飞机，其座椅间距应当满足如下要 求： (1) 任何座椅椅背与前面座椅椅背或者其他的固定结构之间的距离不得小 于 660 毫米（26 英寸）； (2) 任何座椅与前面的座椅或者其他的固定结构之间的距离不得小于 178 毫米（7 英寸）； (3) 前后排座椅之间或者座椅与前面的任何固定结构之间的垂直投影距离 不得小于 76 毫米（3 英寸）。 (c) 对于本条(a)款要求的距离的测量应满足如下要求： (1) 对于(a)款第(1)项要求的距离，以椅背腰垫（没有被压缩）76 毫米（3 英寸）高处为原点，在距地板 635 毫米（25 英寸）以下的整个座椅宽度范围内 测量与前面座椅或者其他固定结构之间的水平方向和垂直方向的距离(如下图 所示)； (2)对于(a)款第(2)项要求的距离，以椅垫和扶手最前端为原点测量水平方 向和垂直方向的距离(如下图所示)。 (3) 对于(a)款第(3)项要求的距离，测量椅垫和扶手最前端的投影与前面 座椅或者固定结构的最后端的投影之间的距离(如下图所示)。 (d) 对于有杂志袋和小桌板的座椅，在所有测量时杂志袋应当正常装载有 关的客舱安全说明、清洁袋和合格证持有人提供的机上读物，小桌板应当在正 常的收起位置（起飞和着陆位置）。 (e) 所有测量应当在座椅调直和扶手放下的状态（起飞和着陆状态）下测 量。

36

76 毫米（3 英寸）

（76 毫米（3 英寸） 635 毫米（25 英寸）

660 毫米（26 英寸）

178 毫米（7 英寸）

座椅间距测量方法示意图

第 121.215 条 在客舱内装货 (a) 除本条(b)款或者(c)款规定之外，按照本规则运行的合格证持有人不 得在飞机客舱内运载货物。 (b) 如果货物在经批准的货箱之内且货箱满足下列要求，货物可以装在客 舱内任一位置： (1) 货箱应当能承受适用于装有该货箱的飞机的旅客座椅载荷系数和应急 着陆条件的 1.15 倍，计算时要用货箱重量和货箱中可以装载货物的最大重量的 总重量； (2) 货箱上应当清晰地标出该货箱准许装载的货物的最大重量以及为保证 货箱内正确的重量分布而必需的任何说明； (3) 货箱施加的载荷不得超过地板或者飞机其它结构件的载荷限制； (4) 货箱应当固定在座椅滑轨或者飞机地板结构件上，其固定点应当能承 受适用于货箱安装于其上的飞机的旅客座椅的载荷系数和应急着陆情况，再乘 以系数 1.15 或者为该飞机规定的座椅固定系数，二者中取较大者，计算时要用 货箱重量和在其中可能装载货物的最大重量的总重量； (5) 货箱不得装于妨碍通达或者使用任何需要的应急出口或者客舱通道之 处； (6) 货箱应当为全封闭式的，而且应当用至少为阻燃的材料制成； (7) 货箱内应当有适当的安全防护装置以防止货物在应急着陆情况下发生 移动； (8) 货箱不得装于遮挡任一旅客观察“系好安全带”标牌、“请勿吸烟” 标牌或者任何所需要的出口标记的视线之外，除非备有辅助标记或者其他经批 37

准的可以给旅客适当通告的措施。 (c) 只要能将货物束缚住至 CCAR-25 部第 25.561 条(b)款第(3)项规定的载 荷系数并且按照下列要求装载，则货物可以装于任何客舱内的隔框或者隔板后 面： (1) 货物用安全带或者其他具有足够强度的系留索适当紧固；使货物在所 有可以预计的正常飞行和地面情况下不可能移动； (2) 其包装或者覆盖方式能避免对旅客和客舱内人员可能的伤害； (3) 不会对座椅或者地板结构加上超过这些部件载荷限制的任何载荷； (4) 其位置不妨碍通达或者使用任何需要的应急出口、正常出口或者客舱 内的通道； (5) 其位置不遮拦任一旅客观察“系好安全带”标牌，“请勿吸烟”标牌 或者所需要的出口标记的视线，除非备有辅助标记或者其他经批准的可以给旅 客适当通告的措施。 第 121.217 条 在货舱内装货 当货物装在其设计要求机组从外部进入其中以扑灭飞行中可能发生的任何 火情的货舱内时，货物的装载应当使机组人员能携带手提灭火器有效地到舱内 所有部位。

38

K章

仪表和设备要求

第 121.301 条 概则 (a)除具体指明适用于特殊运行的条款外，本规则关于仪表和设备的要求适 用于按照本规则实施的所有运行。 (b)本规则第 121.305 条至第 121.359 条所要求的仪表和设备，应当按照适 用的适航要求进行批准和安装。 (c)每个空速指示器应当以公里/小时或者海里／小时为单位校准，并且飞 机飞行手册和有关标牌中的每个空速限制和相关各项资料应当相应地以公里/ 小时或者海里／小时表示。 (d)除经局方批准外，2005 年 7 月 1 日后首次投入运行的飞机应当装备有以 米为单位显示的高度表。如果该飞机需在以英尺为单位确定飞行高度的国家或 者地区运行，则应当同时装备有以英尺为单位显示的高度表。 (e)除本规则第 121.645 条（b）款和第 121.647 条规定外，只有当下列仪 表和设备处于工作状态，方可以使飞机起飞： (1)为符合对该飞机进行型号合格审定的适航要求所要求的仪表和设备。 (2)本规则第 121.305 条至第 121.319 条和第 121.359 条、第 121.360 条以 及第 121.743 条中规定的适用于所有运行的仪表与设备，以及本规则第 121.323 条至第 121.351 条中规定的适用于不同运行类型的仪表与设备，而这些项目在 本条(e)款第(1)项未作出要求）。 第 121.305 条 飞机仪表和设备 按照本规则运行的飞机应当装备下列飞行和导航的仪表与设备： (a)一个空速指示系统，带有加温空速管或者可以防止由于结冰而失效的等 效装置。对于以马赫数为单位来表示速度限制的飞机，则还应至少装有一个马 赫数指示器。 (b)一个灵敏高度表，带有以百帕斯卡（毫巴）为单位的校正装置，并且该 装置对于飞行中可能遇到的气压可以进行修正； (c) 一个带指针和/或者数字式显示的精确指示小时、分和秒的时钟（或者经批 准的等效装置）。 (d)一个大气静温指示器。 (e)一个陀螺坡度与俯仰指示器（地平仪）。 (f)一个组合有侧滑指示器的陀螺转弯速率指示器，但在按照本条(l)款装 有第三套姿态仪表系统（可以在 360°俯仰和滚转飞行姿态中使用）时，只需要 侧滑指示器。 (g)一个陀螺航向指示器（航向陀螺或者等效仪表）。 (h)一个磁罗盘。 (i)一个垂直速度指示器（升降率指示器）。 39

(j)副驾驶位置处应单独配备下述仪表： (1)一个空速指示系统，具有加温空速管或者可以防止由于结冰而失效的等 效装置，对于以马赫数为单位来表示速度限制的飞机，则还应至少装有一个马 赫数指示器； (2)一个灵敏高度表，带有以百帕斯卡/毫巴为单位的校正装置，并且该装 置对于飞行中可能遇到的气压可以进行修正； (3)一个垂直速度指示器（升降率指示器）； (4)一个组合有侧滑指示器的陀螺转弯速率指示器，但在按照本条(l)款装 有第三套姿态仪表系统（可以在 360°俯仰和滚转飞行姿态中使用）时，只需要 侧滑指示器； (5)一个陀螺坡度与俯仰指示器（地平仪）； (6)一个陀螺航向指示器（航向陀螺或者等效仪表）。 (k)当需要有重复的仪表时，要求对每个驾驶员有单独的显示和单独的选择 开关或者其他相适用的设备； (l) 除局方批准的某些涡桨飞机外，在涡轮动力飞机上，除在每位驾驶员 工作位置上各有一个陀螺坡度与俯仰指示器（地平仪）可以供使用之外，还应 配备满足下列要求的第三套陀螺坡度与俯仰指示器（地平仪）： (1)由独立于飞机正常发电系统的应急备用电源供电； (2)在正常发电系统全部失效之后至少能继续可靠地工作 30 分钟； (3)不依赖任何其他姿态指示系统而独立工作； (4)在正常发电系统全部失效之后无需选择就能工作； (5)位于仪表板局方认可的位置上，使得任一驾驶员在其工作位置上即能清 楚地看见并使用； (6)在使用的所有阶段均有适当照明。 (m)对于本段要求的飞行和导航设备： (1)可以通过仪表组合或者中央飞行系统或者在电子显示器上参数的组合 来满足这些条款的各项要求，但要求每一必需驾驶员能够获得的信息不少于本 条所规定的仪表及相应设备提供的信息。 (2)可以使用其他等效符合性方法来满足这些条款的设备要求，但要求在飞 机型号审定批准过程中已表明该方法具有等效的安全水平。 第 121.307 条 发动机仪表 除了局方对涡轮发动机飞机允许或者要求具有等效安全性的不同仪表外， 其他按照本规则实施运行的飞机应当安装下列发动机仪表： (a)每台发动机一个汽化器空气温度指示器。 (b)每台空气冷却的发动机一个气缸头温度指示器。 (c)每台发动机一个燃油压力指示器。 (d)每台未装备自动高度混合气控制器的发动机，一个燃油流量表或者燃油 混合气指示器。 40

(e)所用每个燃油箱一个指示燃油量的装置。 (f)每台发动机一个进气压力指示器。 (g)每台发动机一个滑油压力指示器。 (h)当采用传输或者独立的供油方式时，每一滑油箱一个滑油量指示器。 (i)每台发动机一个滑油温度指示器。 (j)每台发动机一个转速表。 (k)每台发动机一个独立的燃油压力警告装置，或者一个用于所有发动机的 总警告装置，该装置具有使单个警告电路与总警告装置隔离的功能。 (l)每一可以反桨的螺旋桨具有一个装置，当螺旋桨处于反桨状态时向飞行 机组发出指示信号，该装置应符合下列要求： (1)可以在正常低桨距限动位置至最大反桨距之间反桨循环过程中任一点 被触发，但在正常低桨距限动位置或者高于此位置时不可以给出指示。 (2)指示的信号源应当由螺旋桨桨叶角触发或者直接对其作出响应。 第 121.308 条 厕所防火 (a)除经局方批准外，按照本规则运行的载客飞机应当在每个厕所装备烟雾 探测系统或者等效装置，并能在驾驶舱提供警告灯光，或者在客舱中提供易于 客舱机组发现的警告灯光或者音响警告。 (b)除经局方批准外，按照本规则运行的载客飞机应当在每个厕所每个处置 纸制品或者废物的容器内装备内置式固定灭火器。该固定灭火器必须设计成当 容器内失火时，能自动向容器内喷射灭火剂。 第 121.309 条 应急设备 (a)只有装备本条和本规则第 121.310 条所列的应急设备的飞机，方可以按 照本规则实施运行。 (b)本条和本规则第 121.310 条和第 121.339 条所列的每项应急设备和漂浮 设备应当符合下列要求： (1)依照运行规范中规定的检验周期予以定期检验，以确保其处于持续可用 和立即工作的状态，执行其预定的应急用途； (2)易于机组成员取用，位于客舱的设备应当易于旅客取用； (3)具有清楚的标识和标记，指明其使用方法，文字说明应当至少有中文； (4)当装在某一舱室或者某一容器中时，在该舱室或者容器上易于观察的地 方至少用中文标明其所装物品以及上次检验的日期。 (c)在驾驶舱、客舱、货舱、厨房内，应当按照下列规定，装备经批准型号 的手提灭火器： (1)灭火剂的型号和装量应当适用于该舱室可能发生的失火类型，并且对于 客舱，应当设计成使有毒气体聚积的危险性减到最小。 (2)货舱。对于飞行中机组成员能够进入的 E 类货舱，应当配备至少一个手 提灭火器，并位于方便取用的地方。 41

(3)厨房隔舱。对于位于客舱、货舱、或者驾驶舱之外的每个隔舱内的厨房， 应当至少装备一个便于厨房取用的手提灭火器。 (4)驾驶舱。驾驶舱内应当至少装备一个便于飞行机组使用的手提灭火器。 (5)客舱。在客舱使用的手提灭火器应当放置于方便的位置上。在要求两个 或者两个以上时，应当均匀地分布于每个客舱内，并且按照下列要求配备手提 灭火器： (i)对于旅客座位数 7 至 30 的飞机，至少配备一个。 (ii)对于旅客座位数 31 至 60 的飞机，至少配备两个。 (iii)对于旅客座位数 60 以上的飞机，应当至少配备下列数量的手提灭火 器： 旅客座位数 手提灭火器的最小数量 61 至 200 3 201 至 300 4 301 至 400 5 401 至 500 6 501 至 600 7 601 或以上 8 (6)尽管本条(c)款第(5)项要求手提灭火器均匀分布，如果在客舱中有厨 房，应当至少有一个手提灭火器位于方便之处并易于在厨房中取用。 (7)载运旅客飞机所要求配备的手提灭火器中至少 2 个应当装 Halon 1211 （溴氯二氟甲烷）或者等效的灭火剂。客舱中应当至少有一个这样的灭火器。 (d)急救和应急医疗设备与防护手套。 (1)在载运旅客的飞机上应当配备经批准的急救箱，并且在要求配备客舱机 组的飞机上，还应当配备应急医疗箱，以用于处理飞行期间或者事故中可能发 生的人员伤害或者急病，这些设备应当符合本规则附录 A 的规范和要求。 (2)在飞机上配备与急救箱数量相同的橡胶防护手套或者等效的无渗透手 套。这些手套应当尽可能均匀放置在客舱中。 (e)应急斧。每架飞机应当配备至少一把应急斧。 (f)扩音器。每架载运旅客飞机应当配有电池供电的便携式扩音器，放在负 责指挥应急撤离的机组成员方便取用的地方，其配备数量和位置按照以下规定： (1)在旅客座位数 61 至 99（含）的飞机上配备一个，安放在客舱后部从客 舱机组成员座位易于取用处。但是，如果局方认为安放在其他位置可能对应急 情况下人员的撤离更为适合，可以批准偏离本款的要求。 (2)在旅客座位数大于 99 的飞机客舱内配备两个扩音器，一个安放在前部， 另一个安放在后部，并且易于从客舱机组成员座位处取用。 第 121.310 条 附加应急设备 (a)应急撤离设施。当飞机停放于地面且起落架放下时，应急出口（机翼上 42

方的应急出口除外）距地面高度超过 183 厘米(6 英尺)的每一载客陆上飞机，应 当有经批准的可以帮助机上人员撤到地面的设施。用于地板高度应急出口的这 种辅助设施应当符合 CCAR-25 部第 25.810 条的相应适航要求。能自动展开的辅 助设施在滑行、起飞和着陆期间应当处于待命状态。但是，如果局方认为这个 出口的设计使得满足这些要求不切实际，则局方可以批准偏离关于自动放出的 要求，但该辅助设施应能在放出时即可以自动竖立展开，并按照本规则第 121．161 条(a)款的规定对所要求的应急出口进行应急撤离演示。 (b)机内应急出口标记。每架载客飞机应当符合下列要求： (1)每个旅客应急出口，其通达方式及开启方法，应当有明显易懂的标记。 每个旅客应急出口本身及其位置应当能从等同于客舱宽度的距离上认清。每个 旅客应急出口的所在位置应当用机上人员能看到的沿客舱主通道的标志指明， 下述部位应当有位置指示标志： (i)每个翼上旅客应急出口附近的通道上方，如通道高度较低，可以放在顶 棚合适位置上。 (ii)在紧靠每一地板高度的旅客应急出口处，如果一个位置指示标志可以 清楚标明两个应急出口的位置，则一个位置指示标志可以用于两个应急出口位 置的指示。 (iii)在客舱每个挡住前后视线的隔框或者隔板上，用以指示被其挡住的应 急出口，若这样做不可能时，可以将标志置于其他适当的位置。 (2)每个旅客应急出口标记和每个位置标示应当符合 CCAR-25 部第 25.811 条的相应适航要求。在这些飞机上，如果任一标志的发光度（亮度）降低到 250 微朗伯之下，则不可以继续使用。 (c)机内应急出口标志的照明。每架载运旅客飞机应当具有独立于主照明系 统的应急照明系统。但是，如果应急照明系统的供电电源独立于主照明系统的 供电电源，则客舱一般照明的光源可以为应急照明系统和主照明系统二者所共 用。应急照明系统应当： (1)照亮每一旅客出口标志和位置标志； (2)在客舱内提供足够的一般照明，沿着旅客主通道中心线在座椅扶手高度 以 100 厘米(40 英寸)的间隔进行测量时，平均照度至少为 0.538 勒（0．05 英 尺烛光）； (3)具有贴近地板的应急逃生通道标志，该标志符合 CCAR-25 部第 25.812 条相应适航要求或者经局方批准的其他等效要求。 (d)应急灯的工作。除按照 CCAR-25 部第 25.812 条的相应适航要求设置的 仅限于一个辅助装置使用、独立于飞机主应急照明系统、在该辅助装置放下时 能自动接通的那些灯外，本条(c)和(h)款所要求的每个灯均应当遵守下列要求： (1)每个灯应当： (i)能从飞行机组工作位置和客舱中正常客舱机组成员座位易于接近处的 两个地方进行人工控制； (ii)有防止人工控制装置误操作的装置； 43

(iii)当在任一机组成员工作位置上使其处于接通或者待命状态时，一旦飞 机正常的供电电源中断时它将保持燃亮或者开始燃亮。 (2)在滑行、起飞和着陆期间，每个灯均应当处于待命或者接通状态。在证 明与本款相符时，无需考虑机身的横向垂直分隔。 (3)每个灯应当在应急着陆后的临界环境条件下，提供所要求的照度水平至 少达 10 分钟。 (4)每个灯应当有驾驶舱内的控制装置，该装置具有“接通”、“断开”和 “待命”三个位置。 (e)应急出口操纵手柄。每个旅客应急出口操纵手柄的位置和出口的开启说 明应当符合 CCAR-25 部第 25.811 条的相应适航要求。除非局方引用了满足本款 的其他要求。当任一操作手柄或者操作手柄外罩的发光度（亮度）降至 100 微 朗伯之下时，该手柄或者手柄外罩不得继续使用。 (f)应急出口的通道。每架载客飞机应当按照下述要求设置至应急出口的通 道： (1)各旅客区域之间的或者通向Ⅰ型或者Ⅱ型应急出口的每条旅客通道应 当无障碍物，其宽度不少于 508 毫米(20 英寸)。 (2)靠近每个Ⅰ型或者Ⅱ型应急出口处，应当有足够的空间以使机组成员能 够帮助旅客撤离飞机，同时又满足本条(f)款第(1)项所要求的通道无障碍宽度。 (3) 应当有从主通道至每一 III 型和 IV 型应急出口的通道。从主通道至这 些出口的通道应当不受座椅、卧铺或者其他可能减小该出口效用的障碍物的阻 碍。另外，该通道应当符合 CCAR-25 部第 25.813 条的相应适航要求，除非局方 引用了满足本款的其他要求。 (4)如果从客舱中任一座位到达任何要求的应急出口需要经过客舱间的通 道，则该通道应当无障碍，但是可以使用不影响自由通行的布帘。 (5)不得在客舱间的任何分隔板上设置门。 (6)如果从任一旅客座位到达要求的应急出口需要经过把客舱和其他区域 隔开的门，则此门应当有装置将其闩在开启位置，并且在每次起飞和着陆期间， 这个门应当闩在开启位置。此闩锁装置应当能够承受当该门相对于周围结构受 到一个 CCAR-25 部第 25.561 条所述的极限惯性力时对其施加的载荷。 (g)机外出口标记。每个旅客应急出口和从外面开启这个出口的装置应当在 飞机外部予以标记，机身侧面应当有框出每一旅客应急出口的 5 厘米(2 英寸) 宽的色带。每一外部标记（包括这种色带）的颜色应当与周围机身表面有明显 的对比而易于区别。这些标记应当符合下列要求： (1)如果较深颜色的反射率等于或者小于 15％，则较浅颜色的反射率应当至 少为 45％。反射率是物体反射的光通量与其接收的光通量之比。 (2)如果较深颜色的反射率大于 15％，则其反射率与较浅颜色反射率之差应 当至少有 30％。 (3)不在机身侧面的出口应当有外部开启装置，并用红色醒目地标出适用的 操作说明，或者，如果背景的颜色使得红色不醒目，应当用鲜明的铬黄色作标 44

记，并且当这种出口的开启装置仅位于机身一侧时，应当在另一侧上作同样效 果的标记。 (h)外部应急照明和撤离路线。 (1)每架载运旅客飞机应当装备符合 CCAR-25 部第 25.812 条相应适航要求 的外部照明设备。 (2)每架载运旅客飞机应当装备有符合 CCAR-25 部第 25.810 条相应适航要 求的防滑撤离路线。 (i)地板高度的出口。机身侧面高等于或者大于 1118 毫米(44 英寸)、宽等 于或者大于 508 毫米(20 英寸)但不到 1168 毫米(46 英寸)的每个地板高度的舱 门或者出口（不包括那些不能由客舱进入的通向货舱或者行李舱的舱门或者出 口）、每个机身下部出口和每个尾锥出口，应当符合本条关于地板高度应急出 口的要求。但是，如果环境条件使得完全满足这些要求不切实际，并且偏离这 些要求能够达到可以接受的安全水平，局方可以批准偏离本款的要求。 (j)额外的应急出口。客舱内超过应急出口最少数量要求外的经批准应急出 口，应当符合本条除(f)款第(1)、(2)、(3)项以外的所有条款的要求，并且应 当易于接近。 (k)在每架载客涡轮喷气动力飞机上，每个机身下部出口和尾锥出口应当符 合下列要求： (1)设计和结构应使其在飞行中不能被打开； (2)在靠近出口开启装置明显位置上设置从 762 毫米(30 英寸)的距离上即可 以辨读的标牌，说明此出口的设计和结构使其在飞行中不能被打开。 (l)手电筒。载运旅客飞机应当装备有从每个客舱机组成员座位处易于接近 的手电筒及其储放装置。 (m)对于按照本规则实施运行并且机身每侧配备了多个旅客应急出口的飞 机，机身同侧位于同层客舱的任何旅客应急出口与相邻旅客应急出口之间的距 离应当不超过 18.3 米（60 英尺），该距离的测量应当平行于飞机的纵轴线测量 两个应急出口相距最近的出口边缘之间的距离。 第 121.311 条 座椅、安全带和肩带装置 (a)载客飞机应当装备下列装置： (1)可以供机上每一个 2 周岁以上人员使用的经批准的座椅或者卧铺； (2)可以供机上每一个 2 周岁以上的人员单独使用的经批准的安全带，但在 航路飞行期间，占用一个卧铺的两个人和占用一个多座座椅或者长座椅的两个 人可以共用一条经批准的安全带。 (b)在飞机于地面移动、起飞和着陆期间，按照本规则运行的飞机上每一个 人均应当在经批准的座椅或者卧铺上就座，并用单独的安全带适当扣紧。座椅 上为该乘员配备的安全带不得被 2 周岁以上的人共用。但是： (1)对于不满 2 周岁的儿童可以由占有经批准座椅或者卧铺的成年人抱着。 (2)可以乘坐于经局方批准的儿童限制装置内，该装置可以是合格证持有人 45

配备的，也可以是儿童父母、监护人携带的，或者该儿童父母、监护人指定在 飞行中照料其安全的护理人员携带的，但合格证持有人应当确保： (i)儿童限制装置能够被恰当地固定在经批准的前向座椅或者卧铺上； (ii)儿童能够被恰当地系紧在该限制装置内，并且其体重不超过该装置所 规定的重量限制； (iii)在飞机起飞、着陆和地面移动期间，不得使用助力式儿童限制装置、 马甲式儿童限制装置、背带式儿童限制装置和抱膝式儿童限制装置。 (c)如果儿童的父母、监护人或者指定的护理人员请求让该儿童乘坐他们提 供的儿童限制装置，当该儿童持有经批准座位或者卧铺的机票，或者这种座位 或者卧铺能够由合格证持有人提供给该儿童使用，并且本条(b)款第(2)项中的 要求能够满足，则该合格证持有人不得拒绝该儿童乘坐飞机。本条并不阻止合 格证持有人提供儿童限制装置，也不阻止合格证持有人遵循安全操作常规，为 儿童限制装置确定最适合的旅客座椅位置。 (d)每一面向侧方的座椅应当符合 CCAR-25 部第 25.785 条的相应适航要求。 (e)除本条(e)款第(1)项和(e)款第(2)项规定外，只有每一旅客座椅的椅背 处于竖立位置，合格证持有人方可以使飞机起飞或者着陆。每个旅客应当遵守 机组成员依照本款发出的指令。 (1)本款不适用于为符合本规则第 121.310 条(f)款第(3)项的要求而让其处 于非竖立位置的座椅靠背。 (2)本款不适用于根据合格证持有人的手册中规定的程序，在座位上载有货 物或者坐有由于健康方面的原因不能直坐的人的座椅，但其椅背不得妨碍机上 乘员走向通道或者任一应急出口。 (f)每架飞机应当在驾驶舱每一工作位置上配备有符合 CCAR-25 部第 25.785 条的相应适航要求的组合式安全带和肩带，方可以实施运行。 (g)每个客舱机组成员应当在客舱具有一个符合 CCAR-25 部第 25.785 条的 相应适航要求的座椅（含安全带和肩带）供起飞和着陆时使用。这些要求不适 用于非本规则第 121.351 条要求的客舱乘务员乘坐的旅客座椅。 (h)要求装备组合式安全带和肩带装置的座椅上的每个乘员，在起飞和着陆 过程中都应当用这种组合式安全带和肩带装置将乘员恰当扣紧，但在履行其正 常职责需要时，可以松开肩带。 (i)在每个无人乘坐的座椅上，若装有安全带或者肩带装置，则应当将其固 定好，使其不妨碍机组成员执行任务或者应急情况下人员的迅速撤离。 第 121.312 条 座舱内部材料 (a)除局方另行批准外，对于按照本规则运行的飞机，其每个座舱内的所有 内部材料应当符合 CCAR-25 部第 25.853 条的相应适航要求。 (b)除飞行机组成员座椅外，机组或者旅客使用的坐垫应当符合 CCAR-25 部 第 25.853 条的适用防火特性要求。 46

第 121.313 条 其他设备 飞机只有安装下列设备，方可以实施本规则的运行： (a)如果飞机上装有保护性熔断器，每种规格保护性熔断器的备用数量应为 该飞机批准的并在合格证持有人手册中规定的数量。 (b)每个驾驶员工作位置上的风挡雨刷或者等效设备。 (c)符合运输类飞机型号合格审定适航要求的电源和配电系统，或者在任一 电源或者配电系统部件失效时，利用外部电源，能为所需要的仪表和设备供电 的发电和配电系统。在系统中准许使用公共的元部件，只要局方认为其设计能 合理地防止失效。当使用由发动机驱动的多个电源时，它们应当分装在各个发 动机上。 (d)向必需飞行仪表供电品质和充裕程度的指示装置。 (e)两个独立的静压系统，与外部大气压力相通，使得其受气流变化、湿气 或者其他外来物影响最小，且其安装除通气口外均为气密的。当有装置将仪表 从主工作系统转接到备用系统上时，这一装置里应当具有一个可靠的位置控制 器，且应当予以标记，清楚地指明正在使用的系统。 (f) 对于按照本规则运行的飞机，除机组成员外，如果机上还搭载有其他 乘员，则驾驶舱和乘员舱之间应当装有带锁定装置的门（即驾驶舱门），该锁 定装置应当设计成只能从驾驶舱内解锁，并且在使用中有效，以防止其他机上 乘员未经驾驶舱内飞行机组成员的同意将门打开，否则只有驾驶舱内的飞行机 组成员才能持有驾驶舱门的钥匙。对于从驾驶舱和客舱都能进入的机组休息区 的飞机，则该区和客舱之间应当安装有带类似锁定装置的门。 (1) 对于最大客座数大于 20 人的载客飞机，其驾驶舱门还应当满足下述要 求： (i) 机上应急出口的布局应当设计成使机组成员或者旅客无需通过该舱门 就能到达为他们设置的应急出口； (ii) 应当有措施使飞行机组成员在该舱门被卡住的情况下能从驾驶舱直接 进入客舱； (iii) 合格证持有人应当建立紧急情况下的措施，使得客舱乘务员在飞行 机组失去能力时能够进入驾驶舱。每位飞行机组成员应当能够从其工作位置处 操纵驾驶舱门锁定和解锁装置，以及任何相关的指示信号或者身份确认系统。 (2) 对于最大审定起飞重量超过 45,500 千克或者客座数超过 60 人的载客 飞机，驾驶舱门还应当符合下述要求： (i) 能抵御未经许可人员的暴力入侵和关键部位能够承受 300 焦耳（221.3 英尺磅）的冲击，同时在旋纽和把手处能够承受 250 磅（1113 牛顿）的拉伸载 荷； (ii)能抵御轻型武器火力和爆炸装置的穿透，符合有关适航要求规定的标 准。 (g)将客舱与设有应急出口设施的其他舱室隔开的每一扇门应当配备钥匙。 所配钥匙应当便于每个机组成员使用。 47

(h)在通往每一指定的旅客应急出口的每扇门上应有一块标牌，用以指明在 起飞和着陆期间此门应当打开。 (i)对于旅客可以进入的舱室，如果舱门有可能被旅客锁上，则应当为机组 配备这些门的开锁装置，以便在应急情况下打开这些门。 第 121.314 条 货舱和行李舱 (a)飞机中每个容积大于 5.7 立方米(200 立方英尺)、符合 CCAR-25 部第 25.857 条定义 的 C 类或者 D 类舱，应当有下述材料构成的顶棚和侧墙衬板： (1)玻璃纤维加固树脂； (2)符合 CCAR-25 部附录 F 要求的材料；或者 (3)经局方批准的铝衬板； (b)为符合本条，术语“衬板”包括诸如连结处或者紧固件这些影响衬板失 火安全包容性能的任何设计细节。 (c) 每一个 D 类舱，不论其容积的大小，应当满足 CCAR-25 部第 25.857 条 和 CCAR-25 部第 25.858 条中关于 C 类舱的标准；但在全载货运行的情况下，每 个 D 类舱只需符合 CCAR-25 部第 25.857 条中关于 E 类舱的标准。 第 121.315 条

驾驶舱检查单

(a)合格证持有人应当为每一型号飞机提供经批准的驾驶舱检查单。 (b)这些经批准的检查单应当至少包括在起动发动机、起飞或者着陆之前， 以及在发动机和系统出现了紧急情况时，飞行机组成员为确保安全应当进行的 每一项检查。检查单的设计应当使飞行机组成员无需依赖于对所要进行检查的 项目的记忆。 (c)经批准的检查单应当放置在每架飞机驾驶舱内方便飞行机组成员使用 的地方，飞行机组在操作飞机时应当遵循检查单规定的程序。

第 121.316 条 燃油箱 按照本规则运行的涡轮发动机飞机应当符合 CCAR-25 部第 25.963 条的要 求。 第 121.317 条 旅客告示 (a)按照本规则实施运行的飞机应当装备旅客告示信号和标牌。这些信号装 置应当设计成能使机组成员接通或者断开。 (b)飞机在地面的任何移动，以及每次起飞、着陆和机长认为必要的其它任 何时间，应当接通“系好安全带”信号。 (c)按照本规则运行的载运旅客飞机，应当从每个旅客座位都能看到至少一 个“系好安全带”的明显信号或者标牌。这些信号或者标牌无需符合本条(a)款 的要求。 48

(d)当“系好安全带”信号亮时，第 121.311 条(b)款要求具有座位的每位 旅客，应当系好旅客座椅安全带并保持系紧状态。 (e)飞机在禁止吸烟的飞行航段上运行时，应当使“禁止吸烟”的告示信号 灯一直亮着，或者在该飞行航段上出示一个或者几个符合 CCAR-25 部第 25.1541 条要求的“禁止吸烟”的标牌。若同时使用灯光信号及标牌，则灯光信号在整 个飞行航段上应当保持亮。 (f)每一厕所内应当有一个标志或者标牌，其上标明“严禁破坏厕所烟雾探 测器”。该标志或者标牌无需符合本条(a)款的要求。 (g)在飞机上的任何人应当遵守下列规定： (1)当“禁止吸烟”信号灯亮时或者“禁止吸烟”标牌出示时，不得在客舱 内吸烟。 (2)不得在飞机的厕所内吸烟。 (3)不得触动、损害或者破坏飞机厕所内安装的烟雾探测器。 (h)当飞机在地面的任何移动，在每次起飞、着陆和机长认为必要的其它任 何时间内，应当接通“禁止吸烟”信号。 (i)每个旅客应当遵守机组成员为符合本条(e)款、(g)款第(1)项和(f)款第 (2)项要求而发出的指令。 第 121.318 条 机内广播系统 (a)旅客座位数超过 19 的飞机实施载客运行时，应当装备有符合下列要求 的机内广播系统： (1)除手持受话器、耳机、话筒、选择开关和信号发送装置外，能不依赖于 本规则第 121．319 条所要求的机组成员机内通话系统而独立工作； (2)依据 CCAR-21 部的规定获得批准或者认可。 (b)本条(a)款要求的机内广播系统应当符合下列要求： (1)从驾驶舱两个飞行机组成员的每个工作位置上易于接近并能立即使用； (2)为每个有邻近客舱乘务员座位的地板高度旅客应急出口配备一个话筒， 使在邻近的客舱乘务员座位上就坐的客舱乘务员易于迅速使用。但若出口很接 近，就坐的客舱乘务员之间能无困难地口头联络，则一个话筒可以为几个出口 所共用； (3) 应当能让每一客舱内便于使用它的位置上的客舱乘务员，在 10 秒钟之 内使其工作； (4)在所有旅客座位、厕所、客舱乘务员座位与工作台上都能听见。 (c) 按照本规则实施运行的 1995 年 12 月 18 日后制造的飞机，还应当符合 CCAR-25 部第 25.1423 条的要求。 第 121.319 条 机组成员机内通话系统 (a)旅客座位数超过 19 的飞机应当装备有符合下列要求的机组成员机内通 话系统： 49

(1)除手持受话器、耳机、话筒、选择开关和信号发射装置外，能不依赖于 本规则第 121.318 条(a)款所要求的机内广播系统而独立工作； (2)符合本条(b)款的要求。 (b)本条(a)款所要求的机组成员机内通话系统应当依据 CCAR-21 部的规定 获得批准或者认可，并且应当符合下列要求： (1) 应当提供驾驶舱与下列各处的双向通信： (i)每一旅客客舱； (ii)不在主客舱地板高度上的每一厨房。 (2)应当便于在驾驶舱内两个飞行机组成员工作位置中每一个位置上立即 使用； (3)应当便于在每个客舱内至少一个客舱乘务员正常工作位置上使用； (4)应当能让每一客舱内便于使用它的位置上的客舱乘务员，在 10 秒钟之 内使其工作； (5)对于涡轮喷气动力的飞机： (i)应当便于从足够数量的客舱乘务员工作位置上使用，使得从一个或者几 个这样装备的工作位置上可以看到每一客舱内所有地板高度的应急出口（或者 当出口在厨房内时看到通向这些出口的进口通道）； (ii)应当具有一个包括音响或者目视信号的警戒系统，用于飞行机组人员 呼叫客舱乘务员和客舱乘务员呼叫飞行机组成员； (iii)本条(b)款第(5)项第(ii)目所要求的警戒系统应当能使接受到呼叫 的人确定是正常的呼叫还是紧急的呼叫； (iv)当飞机停放于地面时，它应当有装置使地面人员和驾驶舱内至少两个 飞行机组成员中的任一人之间进行双向通话。供地面人员使用的机内通话系统 位置应当使得从飞机内看不到使用该系统的人员。

第 121.320 条 高度保持和警告系统 (a)按照本规则实施运行的飞机应当安装有一个具有下述功能的高度保持 和警告系统： (1)向飞行机组指示所飞的高度； (2)自动保持所选择的高度； (3)当接近预选高度时，能至少发出音频或者视频信号提示飞行机组； (4)当飞机偏离预选高度时，能向飞行机组至少发出音频或者视频警告。 第 121.323 条 夜间运行的仪表和设备 在夜间实施运行的飞机，除装备有本规则第 121.305 条至第 121.320 条、 第 121.743 条所要求的仪表和设备之外，还应当加装下列仪表和设备： (a)航行灯； (b)防撞灯； 50

(c)两个着陆灯； (d)仪表灯光，能提供足够照明的仪表灯，其可以使每一必需的仪表、开关 或者类似的装置清晰易读，并且其安装方式使得光线既不会直射飞行机组成员 的眼睛，也不会造成有害的反射光线。除非无调光的仪表灯光是令人满意的， 否则应有措施控制照明的强度。 (e)一个空速指示系统，带加温的空速管或者等效装置，以防止因结冰而故 障。 (f)一个灵敏型高度表。 第 121.325 条 仪表飞行规则运行的仪表和设备 在仪表飞行规则条件下运行的飞机，除应装备有本规则第 121．305 条至第 121.319 条、第 121.743 条所要求的仪表和设备之外，还应当加装下列仪表和设 备： (a)一个空速指示系统，带加温的空速管或者等效装置，以防止因结冰而故 障。 (b)一个灵敏型高度表。 (c) 仪表灯光，能提供足够照明的仪表灯，其可以使每一必需的仪表、开 关或者类似的装置清晰易读，并且其安装方式使得光线既不会直射飞行机组成 员的眼睛，也不会造成有害的反射光线。除非无调光的仪表灯光是令人满意的， 否则应有措施控制照明的强度。 第 121.327 条 活塞发动机飞机用于生命保障的补充供氧要求 (a)除按照本规则第 121．330 条提供补充供氧的情况外，按照本规则运行 的飞机应当按照本条(b)和(c)款的规定装备和使用补充供氧。某一特定运行所 需要的补充供氧量，应当根据飞行高度和飞行持续时间，按照为每次运行和航 路所制定的运行程序来确定。 (b)机组成员。 (1)在座舱气压高度 3000 米(10000 英尺)以上至 3700 米(12000 英尺)（含） ， 应当对在驾驶舱内执勤的飞行机组每一成员提供氧气，驾驶舱内执勤的飞行机 组成员也应当用氧，并且对于在这些高度上超过 30 分钟的那部分飞行中，应当 对其他机组成员提供氧气。 (2)在座舱气压高度 3700 米(12000 英尺)以上，应当对在驾驶舱内执勤的飞 行机组每一成员提供氧气，驾驶舱内执勤的飞行机组成员也应当用氧，并且在 此高度上整个飞行时间内，应当对其他机组成员提供氧气。 (3)当要求某一飞行机组成员用氧时，机组成员应当连续用氧，除非为执行 其正常勤务必需除去氧气面罩或者其他氧气分配器时。对那些处于待命状态的 或者在完成此次飞行前肯定要在驾驶舱内执勤的后备机组成员，应当按照不在 驾驶舱内值勤的其他值勤机组成员供氧量提供氧气。如果某一后备机组成员不 51

在待命状态，并且在剩下的一段飞行中将不在驾驶舱内执勤，则就辅助氧气要 求而言，可将其视为一名旅客。 (c)旅客。合格证持有人应当按照下列要求提供为保证旅客安全的经批准的 氧气源： (1)对于座舱气压高度 2400 米(8000 英尺)以上至 4300 米(14000 英尺） （含） 时间超过 30 分钟的飞行，足以为 10％的旅客供氧 30 分钟。 (2)对于座舱气压高度 4300 米(14000 英尺） 以上至 4600 米(15000 英尺)（含） 的飞行，足以为 30％的旅客在这些高度上的那部分飞行提供氧气。 (3)对于座舱气压高度 4600 米(15000 英尺)以上的飞行，足以在此高度上的 整个飞行时间内为机上每一旅客提供氧气。 (d)本章中“座舱气压高度”指与飞机座舱内压力相对应的气压高度，“飞 行高度”指飞机在海平面以上的运行高度。对于无增压座舱的飞机，“座舱气 压高度”和“飞行高度”是相同的。 第 121.329 条 涡轮发动机飞机用于生命保障的补充供氧要求 (a)在运行涡轮发动机驱动的飞机时，每个合格证持有人应当根据本条的规 定，在飞机上配备生命保障氧气和分配设备以供使用： (1)所提供的氧气量应当至少是为遵守本条(b)和(c)款所必需的量。 (2)某一特定运行符合本规则所需要的生命保障和急救用氧气量，应根据座 舱气压高度和飞行持续时间，按照为每次飞行和每一航路所制定的运行程序确 定。 (3)对具有增压座舱的飞机，氧气量应根据座舱气压高度和下列假设来确 定：座舱增压故障发生在供氧需求临界的飞行高度或者飞行中某点，飞机按照 飞机飞行手册中规定的应急程序，在不超过其使用限制的情况下，下降到不再 需要辅助氧气的飞行高度。 (4)发生了这种故障之后，座舱气压高度被认为与飞行高度相同，除非能证 明，座舱增压设备任何可能的故障均不会导致座舱气压高度等于飞行高度。在 这种情况下，应将达到的最大座舱气压高度作为审定或者确定供氧量的依据， 或者它们二者的共同依据。 (b)机组成员。每个合格证持有人应当按照下列要求为机组成员提供氧气 源： (1)在座舱气压高度 3000 米(10000 英尺)以上至 3600 米(12000 英尺)（含） ， 应当对在驾驶舱内值勤的每一飞行机组成员提供氧气，他们也应当用氧，并且 如果在这些高度上超过 30 分钟，则对于 30 分钟后的那段飞行应当对其他机组 成员提供氧气。 (2)在座舱气压高度 3600 米(12000 英尺)以上，应当对在驾驶舱内值勤的每 一飞行机组成员提供氧气，他们也应当用氧，并且在此高度上整个飞行时间内， 应当对其他机组成员提供氧气。 (3)当要求某一飞行机组成员用氧时，他应当连续用氧，除非为执行其正常 52

任务需要除去氧气面罩或者其他氧气分配器。对那些处于待命状态的或者在完 成此次飞行前肯定要在驾驶舱内值勤的后备飞行机组成员，视为本款第（1）、 （2）项所述的其他机组成员。如果某一后备飞行机组成员不在待命状态，并且 在剩下的一段飞行中将不在驾驶舱内值勤，则就补充氧气要求而言，可以将其 视为一名旅客。 (c)旅客。每个合格证持有人应当按照下列要求为旅客提供氧气： (1)对于座舱气压高度 3000 米(10000 英尺)以上至 4300 米(14000 英尺) （含） 的飞行，并且如果在这些高度上超过 30 分钟，则对于 30 分钟后的那段飞行应 当为 10％的旅客提供足够的氧气。 (2)对于座舱气压高度 4300 米(14000 英尺)以上至 4600 米(15000 英尺) （含） 的飞行，足以为 30％的旅客在这些高度的飞行中提供氧气。 (3)对于座舱气压高度 4600 米(15000 英尺)以上的飞行，在此高度上整个飞 行时间内为机上每一旅客提供足够的氧气。 第 121.331 条

具有增压座舱的活塞发动机飞机应急下降和急救用的补充氧气 要求 (a)当运行活塞发动机驱动的有增压座舱的飞机时，合格证持有人必须按照 本条(b)至(d)款在座舱增压失效时的要求来装备飞机。 (b)对机组成员。当在飞行高度 3000 米(10000 英尺)以上运行时，合格证持 有人应当提供在这些高度上整个飞行时间内每一机组成员充足的氧气，并且对 驾驶舱内执勤的每一飞行机组成员提供的氧气量不得少于 2 小时。所要求的 2 小时供氧量，是飞机以恒定的下降率从其最大合格审定使用高度用 10 分钟下降 至 3000 米(10000 英尺)，随后在 3000 米(10000 英尺)高度上保持 110 分钟所必 需的氧气量。可用本规则第 121．337 条所要求的供氧量来确定在驾驶舱内执勤 的飞行机组人员在座舱增压失效情况下所需要的辅助呼吸供氧量。 (c)对旅客。当在飞行高度 2400 米(8000 英尺)以上运行时，合格证持有人 应当按照下列要求提供氧气： (1)当飞机在飞行高度 7600 米(25000 英尺)（含）以下飞行时，如果在飞行 航路上任一点飞机均能在 4 分钟之内安全下降到飞行高度 4300 米(14000 英尺) （含）以下，则足以为 10％的旅客供氧 30 分钟。 (2)如果飞机不能在 4 分钟之内降至飞行高度 4300 米(14000 英尺)（含）以 下，则应当按照下列要求提供氧气： (i)对于在飞行高度 4600 米(15000 英尺)以上时间超过 4 分钟的那部分飞 行，按照本规则第 121．327 条(c)款第(3)项所要求的供氧量。 (ii)对于飞行高度 4300 米(14000 英尺)以上至 4600 米(15000 英尺)（含） 的飞行，按照本规则第 121．327 条(c)款第(2)项所要求的供氧量。 (iii)对于飞行高度 2400 米(8000 英尺)以上至 4300 米(14000 英尺)（含） 的飞行，足以为 10％的旅客提供 30 分钟的供氧量。 (3)当飞机在飞行高度 7600 米(25000 英尺)以上飞行时，在飞行高度 2400 53

米(8000 英尺)至 4300 米(14000 英尺)（含）的整个飞行期间（包括应急下降） 足以为 10％的旅客提供 30 分钟的氧气量，加上在 4300 米(14000 英尺)以上符 合本规则第 121．327 条(c)款第(2)和(3)项要求的供氧量。 (d)就本条而言，假设座舱增压是在最临界的飞行高度或者飞行中某点上出 现故障，飞机在不超过其正常使用限制的情况下，下降到能够超越地形障碍的 安全飞行高度。 第 121.333 条

具有增压座舱的涡轮发动机飞机应急下降和急救用的补充氧气 要求 (a)当运行具有增压座舱的涡轮发动机飞机时，合格证持有人应当提供氧气 和分配设备，以在座舱增压失效时符合本条(b)款至(e)款的要求。 (b)机组成员。当在飞行高度 3000 米(10000 英尺)以上运行时，合格证持有 人应当向在驾驶舱内值勤的每一飞行机组成员提供足以符合本规则第 121.329 条要求的但供氧时间不少于 2 小时的氧气。所要求的 2 小时供氧量，是飞机从 其最大审定运行高度以恒定下降率用 10 分钟下降至 3000 米(10000 英尺)，并随 后在 3000 米(10000 英尺)高度上保持 110 分钟所必需的供氧量。在确定驾驶舱 内值勤的飞行机组成员所需要的供氧量时，可以包括座舱增压失效时第 121.337 条所要求的供氧量。 (c)飞行机组人员对氧气面罩的使用。 (1)当在飞行高度 7600 米(25000 英尺)以上运行时，在驾驶舱内值勤的每一 飞行机组成员均应当配备有一个氧气面罩，其设计应保证能将其迅速取下戴在 脸上，适当固定并密封，在需要时能立即供氧，并且不妨碍该飞行机组成员与 其他机组成员之间用飞机内话系统立即通话。 当在飞行高度 7600 米(25000 英尺) 以上未使用氧气面罩时，它应当保持在备用状态，且位于飞行机组人员在其值 勤位置上可以立即取用的范围内。 (2)当在飞行高度 7600 米(25000 英尺)以上运行时，操纵飞机的一名驾驶员 应当按照下述规定，始终使用一个固定在脸上、密封并供氧的氧气面罩： (i)如果在驾驶舱值勤的每一个飞行机组成员均有一个速戴型氧气面罩，合 格证持有人已经证明用一只手在 5 秒钟内即可以戴到脸上，适当固定、密封并 在需要时能立即供氧，则在低于下述飞行高度（含）时，驾驶员不需要戴上和 使用氧气面罩： (A)客座数在 30 人以上（不包括任何必需的机组成员座位），或者商载大 于 3,400 公斤（7,500 磅）的飞机，低于飞行高度层 12500 米(41000 英尺)（含）； (B) 客座数在 31 人以下（不包括任何必需的机组成员座位），或者商载不 大于 3,400 公斤 （7,500 磅） 的飞机， 低于飞行高度层 10500 米(35000 英尺) （含） ； (ii)合格证持有人还应当证明，佩戴面罩不妨碍戴眼镜，也不会延误飞行 机组成员执行其指定的紧急任务。氧气面罩在戴上后，不得妨碍该飞行机组成 员与其他机组成员之间用飞机内话系统立即通话。 (3)尽管有本条(c)款第(2)项的规定，当在飞行高度 7600 米(25000 英尺) 54

以上运行时，如果由于任何一种原因，在任一时刻，操纵飞机的一名驾驶员需 要离开其工作位置时，则操纵飞机的另一名驾驶员应当戴上并使用氧气面罩， 直至那名驾驶员回到其工作位置。 (4)在每次飞行的起飞之前，每个飞行机组成员应当对其所使用的氧气设备 进行飞行前检查，以确保氧气面罩功能正常、固定合适、并连接到适当的供氧 接头上，且供氧源及其压力适于使用。 (d)客舱乘务员对便携式氧气设备的使用。在飞行高度 7600 米(25000 英尺) 以上飞行期间，每一客舱乘务员应当携带至少可以供氧 15 分钟的便携式氧气设 备，除非经证明，在整个客舱内分布有足够的带有面罩或者备用接口与面罩的 便携式氧气装置，可以确保在座舱释压时，无论客舱乘务员在何处，每一客舱 乘务员均可以立即使用氧气。 (e)旅客。当飞机在飞行高度 3000 米(10000 英尺)以上运行时，应当对旅客 提供下列氧气源： (1)经合格审定在飞行高度 7600 米(25000 英尺)以下（含）运行的飞机能在 所飞航路的任一点上 4 分钟之内安全下降到飞行高度 4300 米(14000 英尺)（含） 以下时， 应当按照本规则规定的供氧率为 10％的旅客至少提供 30 分钟的氧气量。 (2)当飞机运行在飞行高度 7600 米(25000 英尺)（含）以下且不能在 4 分钟 之内安全下降到飞行高度 4300 米(14000 英尺)时，或者当飞机运行在飞行高度 7600 米(25000 英尺)以上时，在座舱释压后座舱气压高度 3000 米(10000 英尺) 以上至 4300 米(14000 英尺)（含）的整个飞行期间应当能以本规则规定的供氧 率为不少于 10％的旅客供氧，并且按照适用情况，能够符合本规则第 121.329 条(c)款第(2)和(3)项的要求，但对旅客的供氧时间应当不少于 10 分钟。 (3)为了对那些由于生理上的原因，在从飞行高度 7600 米（25000 英尺）以 上的座舱气压高度下降后可能需要纯氧的机上乘员进行急救护理，在座舱失密 后座舱气压高度 2400 米(8000 英尺)以上的整个飞行时间内，应当为 2％的乘员 （但在任何情况下不得少于 1 人）提供符合 CCAR-25 部第 25.1443 条的氧气源。 应当有适当数量（但在任何情况下不得少于 2 个）的经认可的氧气分配装置， 并带有一种装置供客舱机组成员使用这一供氧源。 (f)旅客简介。在飞行高度 7600 米(25000 英尺)以上的飞行实施之前，机组 成员应当将一旦座舱释压时使用氧气的重要性向旅客说明，并向他们指出氧气 分配设备的所在位置和向他们演示其使用方法。 第 121.335 条 氧气设备的标准 按照本规则实施运行的飞机，为遵守本规则第 121.329 条和第 121.331 条 规定所必需的氧气设备、氧气最低流量和氧气源应当符合适用的适航标准，但 是，如果合格证持有人证明，要完全符合这些标准是不实际的，局方可以批准 对这些标准作能提供等效安全性的任何更改。

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第 121.337 条 呼吸保护装置 (a)合格证持有人应当提供经批准的呼吸保护装置(PBE)，这些呼吸保护装 置应当符合本条(b)款所包含的设备、呼吸气体和通信要求。 (b)按照本规则实施运行的飞机，应当按照下列要求装备符合本条要求的呼 吸保护装置。 (1)该装置应当使在驾驶舱值勤的飞行机组成员免受烟雾、二氧化碳、或者 其它有害气体，或者由飞机释压以外的原因造成的缺氧环境的影响，并且当在 飞机上灭火时也应当使机组成员免受上述影响。 (2)该装置应当按照设备制造人制定的检查准则和周期进行定期检查，确保 其处于持续可靠和立即可用状态，以完成其预期紧急目的。如果合格证持有人 表明能够提供等效安全水平，则检查周期可以更改。 (3)该装置保护眼睛的部分，应当使佩戴者的视力不致受影响到不能完成机 组成员职责的程度，并且应当允许戴矫正眼镜而不影响视力或者降低本条(b)款 第(1)项规定的防护要求。 (4)当该装置在使用时，应当允许飞行机组在其指定的工作位置上用飞机无 线电设备通信和用机内通话器互相通话，还应当允许在驾驶舱每个驾驶员位置 与每个客舱内至少一个正常的客舱乘务员工作位置之间进行机组成员机内通话 器通话。 (5)当该装置在使用时，应当允许任何机组成员在本条(b)款第(4)项要求的 任何客舱乘务员工作位置上使用机内通话系统。 (6)如果该装置符合本规则第 121.333 条的氧气设备标准，则它也可以用来 满足本章的补充氧气要求。 (7)防护性呼吸供气持续时间和供气系统设备的要求如下： (i)该装置应当在 2400 米(8000 英尺)气压高度上对在驾驶舱值勤的飞行机 组成员和正在空中灭火的机组成员供给 15 分钟的呼吸用气体。 (ii)该呼吸供气系统本身及其工作方式和对其它部件的影响方面应当没有 危险。 (iii)对于化学氧气发生器以外的呼吸供气系统，应当有装置使机组在飞行 前能迅速测定每个供气源中的呼吸用气体已经完全充满。 (iv)对于每一化学氧气发生器，其供气系统设备应当符合 CCAR-25 部第 25.1450 条的相应适航要求。 (8)满足本条要求的带有一个固定的或者便携式呼吸用气体源的呼吸保护 装置应当安置在驾驶舱内方便的地方，使得每个必需飞行机组成员在其工作位 置上易于取得并能立即使用。 (9)满足本条要求的带有一个便携式呼吸气源的呼吸保护装置应当易于取 得，并按照下述要求置于实施灭火的机组成员能立即取用的地方： (i)在飞行期间机组可以进入的符合 CCAR25.857 定义的 A 级、B 级或者 E 级 货舱配备一个。 (ii)对于不在客舱、货舱或者驾驶舱内的厨房，每一手提灭火器配备一个 56

呼吸保护装置。 (iii)在驾驶舱配备一个呼吸保护装置，但是，如果存在特殊环境条件，使 得符合本要求不实际，则局方可以批准在能够提供等效安全水平的地方设置该 呼吸保护装置。 (iv)在每一客舱内，在本规则第 121.309 条要求的每一手提灭火器 1 米(3 英尺)范围内设置一个呼吸保护装置，如果存在特殊环境条件，使得符合本要求 不实际，且所建议的偏离将提供同等的安全水平，则局方可以批准允许呼吸保 护装置的设置离所要求的手提灭火器位置超过 1 米(3 英尺)。 (c)设备的飞行前检查。 (1)每次飞行前，将使用呼吸保护装置的飞行机组成员应当对其值勤位置上 的呼吸保护装置进行检查，以确保该设备： (i)对于非化学氧气发生器系统，其功能正常，适于工作，除通用配合型外 应当与面部配合适当，并已连接到供气端头，呼吸气源及压力适于使用； (ii)对于化学氧气发生器系统，适于工作，除通用配合型外应当与面部配 合适当。 (2)安装在飞行机组成员工作位置以外的每个呼吸保护装置，应当由指定的 机组成员检查，确保每个装置都存放适当，适于工作，对于非化学氧气发生器 系统，呼吸气源充满气。合格证持有人在其运行手册中应当指定至少一名机组 成员在该飞机当天首次起飞前进行上述检查，如果更换机组，则应当重新执行 该检查。 第 121.339 条 跨水运行的飞机的应急设备 (a)作下列情况运行时，所有飞机应当携带供机上每位乘员使用的配备有经 批准幸存者定位灯的救生衣或者经批准的等效漂浮装置，存放在每个座位或者 铺位上的乘员易于取用的地方： (1)距最近海岸线的水平距离超过该飞机滑翔距离的跨水运行； (2)自特定机场起飞或者着陆时，飞机的起飞或者进近航迹处于水面上空， 局方认为飞机发生不正常情况时有可能迫降水上的情况； (3)考虑特定水域的深度和范围，局方要求携带上述设备的在该水域上空实 施的运行。 (b)对距最近海岸线的水平距离超过 93 公里(50 海里)的延伸跨水运行，除 需携带本条(a)款中要求的救生衣外，还需携带以下设备： (1)额定容量和浮力足以容纳机上乘员的救生筏，每只筏应当配备有经批准 的幸存者定位灯。除非提供了容量足够的多余救生筏，否则这些救生筏的浮力 和座位量应当在损失了一条额定容量最大的救生筏后，还能容纳飞机上的全体 乘员； (2)每个救生筏至少一个烟火信号器； (3)经批准的救生型应急定位发射器。当这种发射器累计使用时间超过 1 小 时时，或者按照发射器制造厂在该设备批准时制定的标准，其电池已到使用寿 57

命的一半，或者对于可充电的电池已到充电使用寿命的一半，这种发射机内的 电池应当予以更换或者重新充电。更换电池或者重新充电的新到期日期应当清 晰地标在发射器的外部。本款中关于电池的使用寿命或者充电使用寿命的要求 不适用于那些在可能的存放期间基本不受影响的电池，如水激活电池。 (c)所要求的救生筏、救生衣和救生型应急定位发射器应当在无充裕时间作 准备程序而进行水上迫降的情况下易于取用。这些设备应当安装在有明显标记 的经批准的位置。 (d) 应当在所要求的每个救生筏上配备适于所飞航路的救生包。 第 121.341 条 结冰条件下运行的设备 (a)在结冰条件下运行的飞机，应当在风挡、机翼、尾翼、螺旋桨以及在其 上结冰将会对飞机的安全有不利影响的其它部位上，安装防冰或者除冰的装置。 (b)在夜间结冰条件下运行的飞机，应当有照明或者其他装置，能确定机翼 上从积冰的角度看关键部位的结冰情况。所采用的照明类型，不得产生可能影 响机组人员执行其任务的眩光或者反光。 第 121.342 条 空速管加温指示系统 具有空速管加温系统的飞机应当配备有符合 CCAR-25 部第 25.1326 条相应要 求的工作正常的空速管加温指示系统。 第 121.343 条 飞行记录器 (a) 按照本规则实施运行的飞机应当按照 CCAR-91 部第 91.509 条的要求安 装飞行数据记录器。 (b) 按照本规则运行的所有飞机应当装备经批准的驾驶舱舱音记录器，并 且该记录器从使用检查单开始（为飞行而起动发动机之前），到飞行结束完成 最后检查单止始终连续工作。 (c) 合格证持有人应当为其按照本规则运行的飞机分别安装一台独立的飞 行数据记录器和一台独立的驾驶舱舱音记录器，或者选择装备两台组合式记录 器(包括飞行数据记录器和驾驶舱舱音记录器)。 (d) 合格证持有人应当按照 CCAR-91 部第 91.509 条的要求使用、检查或者 评估上述要求的飞行数据记录器和驾驶舱舱音记录器，遵守规定的运行限制， 并按规定保存飞行记录器和驾驶舱舱音记录器的原始信息。

第 121.344 条 快速存取记录器或者等效设备 除局方特别批准外，按照本规则实施运行的飞机应当安装一个经局方批准 的快速存取记录器（QAR）或者等效设备。

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第 121.345 条 无线电设备 (a)按照本规则实施运行的飞机应当装备所实施运行类型要求的无线电设 备。 (b)在本规则第 121.347 条和第 121.349 条要求两套独立的 （单独和完整的） 无线电系统的情况下，每一系统应当具有一个独立的天线装置，但是采用刚性 支撑的非钢索天线，或者其他具有同等可靠性的天线装置，只要求一根天线。 (c) ATC 应答机应当符合 CTSO-C112 (S 模式)适当类别的性能和环境要求， 但不包括下列情况： (i) 在固定设备维护期间，临时安装符合 CTSO-74c 的替代设备； (ii) 已批准安装符合 CTSO-74c ATC 应答机的飞机，临时拆卸维修后的重 新安装； (iii) 对于已批准安装符合 CTSO-74c ATC 应答机的机队运行，从一架飞机 拆下 ATC 应答机维修后，安装在机队中的另一架飞机上。 第 121.346 条 空地双向数据通信系统 (a) 除本条(b)款的情况外，合格证持有人按照本规则实施运行的旅客座 位数大于 99 座的飞机应当安装满足本规则第 121.97 条要求的空地双向数据通 信系统。 (b) 除局方特别批准外，2004 年 4 月 20 日以前投入运行的旅客座位数大 于 99 座的飞机应当在 2005 年 12 月 31 日前安装满足本规则第 121.97 条要求的 空地双向数据通信系统。

第 121.347 条 地标领航的航路上目视飞行规则运行的无线电设备 在使用地标领航的航路上按照目视飞行规则运行飞机时，该飞机应当装备 有在正常运行情况下为满足下列要求所需的无线电设备： (a)在航路上任一地点与至少一个适当的地面台站进行通信联系； (b)在计划飞行的那个机场侧方边界范围内任何一点，与相应的空中交通管 制设施进行通信联系； (c)在航路上任一点使用两套独立系统中任一套系统接收气象信息。为遵守 本款而装备的两套设施之一可用于满足本条(a)和(b)款的要求。 (d) 在地标领航的航路上按照目视飞行规则在夜间实施运行的飞机，应当 配备正常运行条件下必需的无线电设备，以满足本条(a)款至(c)款的规定，并 在所飞的航路上接收适用的无线电导航信号，不要求信标接收机或者仪表着陆 系统接收机的情况除外。 第 121.349 条

仪表飞行规则运行或非地标领航的航路上目视飞行规则运行的 无线电设备 (a)按照仪表飞行规则或者在非地标领航的航路上按照目视飞行规则运行 59

飞机时，该飞机应当装备有在正常运行条件下为满足本规则第 121.347 条规定 功能所必需的无线电设备，并且装备有两套独立的无线电系统，使用其中任一 套系统都能满意地接收所飞航路所有主要导航设施和所用进近导航设施的无线 电导航信号。但是，只要求一套可以提供目视和音响信号的指点标接收机和一 套仪表着陆系统(ILS)接收机。为接收航路导航信号而安装的设备亦可用于接收 进近信号，只要它能接收这两种信号。 (b)在依靠低频无线电信号或者自动定向仪（ADF）进行导航的航路上飞行 时，如果飞机装备有两台甚高频全向信标（VOR）接收机，并且 VOR 导航设施的 所在位置及飞机的油量情况，使得飞机在低频无线电定位接收机或者 ADF 接收 机失效时，借助于 VOR 设备，可以继续安全地飞到某一适当的机场，并使用其 他的飞机无线电系统完成仪表进近，则只需装一台低频无线电定位接收机或者 ADF 接收机。 (c)当本条(a)或者(b)款要求有 VOR 导航接收机时，在每架飞机上应当至少 安装一套经批准的能接收并指示距离信息的测距设备（DME）。 (d)如果在航路上 DME 失效，则在发生这种故障时，驾驶员应当立即将故障 通报空中交通管制部门。 第 121.351 条 延伸跨水运行和某些其他运行的无线电设备 (a) 按照本规则实施延伸跨水运行的飞机应当装备有为遵守第 121.349 条所 必需的无线电设备和遵守本规则第 121.347 条(a)款的一套独立系统， 以及在 VOR 或者 ADF 等无线电导航设备不能使用的航段上，装备两套远程导航系统。 (b) 如果局方确定由于所飞越地形的特性，本条(a)款规定的设备是实施运 行所应当的，则局方可以规定在没有配备本条(a)款规定的设备的情况下，任何 人不得在该区域内实施定期或者补充运行。 (c) 尽管有本条(a)款的要求，对于在特定地形区域的运行和航路，局方可 以批准安装和使用单一的远程导航系统和单一的远程通信系统。局方在进行批 准时需考虑的运行因素如下： (1) 飞行机组在空中交通管制部门要求的精度范围内可靠确定飞机位置的 能力； (2) 所飞航路的长度； (3) 甚高频通讯间断的持续时间。

第 121.353 条 无人烟地区上空飞行的应急设备 除经局方批准外，合格证持有人在无人烟地区上空或者在局方规定的需要 配备紧急情况下进行搜寻和救援的设备的任何其他地域上空（局方在该合格证 持有人的运行规范中规定）实施运行时，该飞机应当装备有下列设备： (a)适当的烟火信号器。 (b)经批准的救生型应急定位发射器。当这种发射器累计使用时间超过 1 小 60

时，或者电池已到按照发射器制造厂在该设备批准时制定的标准使用寿命的一 半时，或者对于可充电的电池已到充电使用寿命的一半时，这种发射机内的电 池应当予以更换或者重新充电。更换电池或者重新充电的新到期日期应当清晰 地标在发射器的外部。本款中关于电池的使用寿命或者充电使用寿命的要求不 适用于那些在可能的存放期间基本不受影响的电池，如水激活电池。 (c)根据所飞航路和飞机上乘员数量，配备足够的救生包。

第 121.354 条 地形提示和警告系统（TAWS） (a) 对于按照本规则实施运行的飞机，应当按照下述规定配备经批准的地 形提示和警告系统，具体如下： (1) 新投入运行的最大审定起飞重量超过 5,700 公斤或者批准旅客座位数 超过 9 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统； (2) 从 2005 年 1 月 1 日起，所有最大审定起飞重量超过 15,000 公斤或者 批准旅客座位数超过 30 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统； (3) 从 2007 年 1 月 1 日起，所有最大审定起飞重量超过 5,700 公斤或者批 准旅客座位数超过 9 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统。 (b) 飞机的飞行手册中应当包含下述程序： (1) 地形提示和警告系统（TAWS）的操作、使用； (2) 对于地形提示和警告系统（TAWS）的音频和视频警告，飞行机组的正 确应对措施。 (C) 对于安装了 TAWS 系统的飞机，本规则第 121.360 条规定的要求不再适 用。 第 121.355 条 使用特殊导航方法的运行所用的设备 (a)合格证持有人使用多普勒雷达或者惯性导航系统运行时，这些系统应当 按照本规则附录 I 的规定经过批准； (b)合格证持有人使用其他特殊导航方法运行时，装备的机载系统应当适合 于特定运行所要求的特殊导航方法，并获得局方的批准。 第 121.356 条 空中交通警戒与防撞系统（ACAS） (a) 按照本规则实施运行的飞机应当配备有批准的 ACAS II 机载防撞系统。 (b) 本规则第 121.131 条要求的相应手册中应当包含下述有关 ACAS II 机 载防撞系统的信息： (1) 下述情况的适当程序： (i) 设备的操作、使用； (ii) 对应设备的正确飞行机组操作。 (2) 所有与 ACAS II 机载防撞系统功能正常相关的输入源应当工作正常。 (c) 本条中规定的 ACAS II 等同于 TCAS II 7.0 版本。 61

第 121.357 条 机载气象雷达设备要求 (a)按照本规则实施运行的飞机应当装备有经批准的机载气象雷达设备。 (b)合格证持有人在按照本规则运行时，应当遵守下列规定： (1)根据当时的气象报告，如果所飞航路上很可能有可用机载气象雷达探测 到的雷暴或者其他潜在的危险气象条件时，机载气象雷达设备应当处于令人满 意的工作状态，否则，任何人不得按照仪表飞行规则条件签派飞机。 (2)如果机载气象雷达在航路上失效，则应当按照运行手册中对这种情况所 规定的经批准的指南和程序运行飞机。 (c)本条不适用于在进行训练、试验或者调机飞行的飞机。 (d)对于机载气象雷达设备，不要求有备用的供电电源。 第 121.358 条 低空风切变系统的设备要求 除经局方批准外，按照本规则实施运行的涡轮动力的飞机应当装备有经批 准的机载风切变警告与飞行指引系统，经批准的机载风切变探测和避让系统， 或者经批准的这些系统的组合。 第 121.359 条 驾驶舱话音记录器 (a)合格证持有人按照本规则运行的所有飞机应当装备经批准的驾驶舱话 音记录器，并且该记录器从使用检查单开始（为飞行而起动发动机之前），到 飞行结束完成最后检查单止始终连续工作。 (c) 驾驶舱话音记录器应当至少能够保存最后 30 分钟运行中所记录的信 息。但 2003 年 1 月 1 日以后，首次颁发单机适航证并且最大审定起飞质量超过 5 700 公斤的飞机上的驾驶舱话音记录器应当至少能够保存最后 2 小时运行中所 记录的信息。 (b)本条要求的驾驶舱话音记录器应当符合下列适用标准： (1)中国民用航空规章对运输类飞机的型号合格审定要求。 (2)每个话音记录器外壳应当符合下列所有要求： (i)为鲜橙色或者鲜黄色的； (ii)在外表面上附有反光带，以便于确定其在水下的位置； (iii)在外壳上或者靠近外壳处有经批准的水下定位装置，该装置的固定方 式应保证在发生坠毁撞击时不易分离，除非该驾驶舱话音记录器和本规则第 121.343 条要求的飞行数据记录器相互靠近安装，在发生坠毁撞击时它们不易分 离。 (c)为遵守本条要求，可以使用具有抹音特性的经批准的驾驶舱话音记录 器，这样，在录音工作过程中，可以随时抹掉或者用其它方法消除所记录内容 最后 30 分钟时间之前的记录内容。 (d)一旦发生了导致飞行终止、需要立即通知局方的事故或者事件，合格证 持有人应当至少将所记录的内容保留 60 天， 或者按照局方要求保留更长的时间。

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第 121.360 条 近地警告／下滑道偏离警告系统 (a)按照本规则实施运行的涡轮发动机飞机应当装备符合局方规定性能和 设计标准的近地警告系统/下滑道偏离警告系统。 (b)按照本规则实施运行的飞机所配备的机载近地警告系统应当具备无线 电高度报告功能。 (c)对于本条所要求的近地警告系统，飞机飞行手册中应当包括下列信息： (1)关于下列各款的适当程序： (i)设备的使用； (ii)飞行机组人员对该设备所发警告的恰当反应； (iii)在已知的不正常和应急状态时使其不工作； (iv)襟翼不在着陆形态时抑制“方式 4”警告。 (2)所有应当处于工作状态的输入信号源的概要。 (d)除按照飞机飞行手册中包含的程序使其不工作时外，任何人不得使本条 所要求的近地警告系统不工作。 (e)每次使本条所要求的近地警告系统不工作时，合格证持有人有责任确保 将其记录在飞机维修记录中，包括不工作的日期和时间。 第 121.361 条 飞机标记和标牌的文字要求 (a) 飞机上所有对旅客进行的提示、警告和通知的文字标记和标牌应当至 少有中文表述。 (b) 机上所有向旅客或者机外营救人员指示应急出口和门的位置以及开启 方法的文字标记和标牌应当至少有中文表述。 (c) 旅客可能使用的机上所有应急设备的操作、使用说明应当至少有中文 表述。

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L 章

飞机维修

第 121.362 条 总则 本章规定了飞机的维修要求，这些要求是按照本规则运行的合格证持有人 应当符合的要求： (a) 合格证持有人应当建立一个维修系统来保证其飞机持续符合型号设计 要求及有关中国民用航空规章中的维修要求。 (b)按照本规则运行的合格证持有人的飞机及其部件的维修工作应当由 CCAR-145 部批准的维修单位承担。 (c) 合格证持有人应当保证其飞机及其部件、维修系统接受局方为保证其 对本章规定的符合性而进行的检查和监督。 第 121.363 条 适航性责任 (a) 合格证持有人应当对飞机的适航性负责，包括机体、发动机、螺旋桨、 设备及其部件的适航性。 (b) 合格证持有人应当按照本章的要求并依据局方批准或者认可的手册、 程序实施下述工作，以确保飞机的适航性和运行设备、应急设备的可用性： (1) 每次飞行前按照本规则第 121.367 条要求的飞机维修方案完成所有维 修任务，并进行必要的检查和放行； (2) 对于影响安全运行的有关缺陷和损伤进行处理并达到批准的标准，如 该型飞机有可用的最低设备清单，应符合该清单规定的要求； (3) 依据本规则第 121.368 条要求的可靠性方案分析并保持本规则第 121.367 条要求的飞机维修方案的有效性； (4) 完成适航指令和局方要求强制执行的任何其它持续适航要求； (5) 依据批准的标准完成改装，对于非强制性改装，制定具体政策。 (c) 合格证持有人可以通过协议将上述（b）款中的全部或者部分工作进行 委托，但对其飞机负有同样的适航性责任。 第 121.365 条 合格证持有人的维修系统 (a) 任何合格证持有人应当建立一个由维修工程副总经理负责组织落实其 飞机适航性责任，并由总工程师负责监督落实其飞机适航性责任的维修系统。 维修系统应当具备必要的机构、设施、工具设备、器材、人员和工作程序来实 施或者安排实施维修（包括一般勤务）工作。 (b) 维修系统应当至少包括一个获得 CCAR-145 部航线维修批准的维修单 位，这个维修单位可以是自己建立的，也可以是通过协议委托的其他维修单位 （以下简称协议维修单位）。 64

第 121.366 条 维修工程管理手册 (a) 合格证持有人的维修系统应当制定阐述如何符合本章要求及实施规范 性管理的维修工程管理手册，并在实际工作中执行。 (b) 维修工程管理手册应当载明合格证持有人落实其飞机适航性责任和符 合本章要求的总体叙述、具体工作程序和管理要求，并应当获得局方的批准或 者认可。 (c) 维修工程管理手册应当包括以下内容： (1) 概述部分：其中至少包括维修系统的总体状况及政策、维修工程副总 经理签署的符合性声明、对本手册的符合性和有效性控制方法。 (2) 维修系统的组织机构和设施：其中至少包括组织机构图及其必要说明、 厂房设施图及其必要的说明(包括主基地以外的航线维修和一般勤务设施)。 (3) 人员和部门职责说明：其中至少包括维修工程副总经理、总工程师及 本规则第 121.371 条要求的部门主管的名单和技术经历；维修系统中各部门、 人员及其包含的 CCAR-145 部批准的维修单位或者协议维修单位的职责说明； 维修放行人员清单及其授权的放行范围。 (4) 工程技术管理：其中至少包括编制维修方案和最低设备清单相关部分、 制定具体维修技术要求和改装方案的要求和程序说明。 (5) 维修计划和控制：其中至少包括飞机使用和维修计划、选择和安排实 施一般勤务工作和维修工作、器材供应、统计和监控飞机及其部件的使用状况、 飞机放行的要求和程序说明； (6) 协议维修：其中至少包括协议维修单位说明、协议委托工作范围、协 调方式和对协议维修单位的监督管理要求和程序； (7) 质量管理：其中至少包括质量管理政策、对各类人员和单位评估、单 机适航性状况监控、质量审核、维修差错管理和质量调查的管理要求和程序； (8) 可靠性管理：其中应当至少包括可靠性管理的机构、可靠性控制体系 及可靠性方案的管理要求和程序； (9) 人员培训管理：其中应当至少包括培训大纲的制定，培训计划和实施， 人员技术档案和培训记录的管理要求和程序； (10) 有关附件：其中至少包括实际使用的表格标牌样件：工作程序清单及 其它必要的附件； (11) 符合性说明。 (d)维修工程管理手册中经局方批准部分的任何变化应当至少在计划的生 效前 30 天向局方申请批准，只有在获得局方的批准后维修工程管理手册才能变 更。

第 121.367 条 飞机维修方案 (a) 合格证持有人应当为其所运营的每架飞机编制维修方案，并呈交给局 65

方审查批准后按照方案准备和计划维修任务。 (b) 合格证持有人飞机的初始维修方案应当以局方批准或者认可的维修审 查委员会报告(MRBR) 以及型号合格证持有人的维修计划文件或者维修手册中制 造商建议的维修方案为基础。这些维修建议的结构和形式可以由合格证持有人 重新调整，以更好地符合合格证持有人特定维修方案的执行和控制。 (c) 对于没有局方批准或者认可的维修审查委员会报告(MRBR) 的飞机，合 格证持有人应当按照维修审查委员会报告(MRBR)的逻辑决断方法和过程制订初 始维修方案。 (d) 合格证持有人应当对维修方案进行定期检查以确保其中反映出飞机使 用特点、型号合格证持有人最新建议和维修审查委员会报告(MRBR)修订的评估、 改装的状况以及局方的强制性要求，并根据本规则第 121.368 条要求的可靠性 方案来持续监控维修方案的有效性。维修方案的任何修订应当获得局方的批准。 (e) 维修方案应至少包括下列基本信息： (1) 维修方案的使用说明和控制； (2) 载重平衡控制； (3) 飞机计划检查和维修工作； (4) 飞机非计划检查和维修工作； (5) 发动机、螺旋桨、设备的修理或者翻修； (6) 结构检查或者机体翻修； (7) 必检项目； (8) 维修资料的使用。 (f) 当合格证持有人的飞机从一个已批准的维修方案转为另一个经批准的 维修方案时，应当对飞机利用率、使用环境、安装的设备和维修系统的经验进 行评估，进行必要的转换检查，并经局方批准后方可以转换。 (g) 当合格证持有人使用其他合格证持有人经批准的维修方案时，应当通 过书面的协议进行，并经局方批准后方可以使用。 (h) 在合理的不可预见情况下导致无法按照计划实施维修方案规定的维修 工作时，其对维修方案的偏离应当在局方规定的范围，并向局方报告。 第 121.368 条 可靠性方案 (a) 合格证持有人应当建立可靠性管理体系来持续监控维修方案的有效性， 对于机队较小的飞机可以采用加入其他合格证持有人或者飞机制造厂的可靠性 管理体系的方法。可靠性管理体系监控的项目应当至少包括飞机各主要系统、 维修重要项目和结构重要项目。 (b) 可靠性管理体系中应当包含一个以维修工程副总经理或者其授权人员 为首的、由维修系统中各有关部门参加的可靠性管理机构，并明确其成员的职 责和工作程序。 (c) 合格证持有人应当制定可靠性方案来说明可靠性管理体系的工作方式。 66

可靠性方案可以是一个复杂的整体方案，也可以按照机型或者监控对象各自单 独制定可靠性方案。 (d) 可靠性方案的内容应当至少包括方案说明、可靠性管理机构和从数据 收集、数据分析、改正措施、性能标准、数据显示和报告、维修间隔调整和工 作内容(或者方式)变更，到可靠性方案修订等可靠性控制体系的说明。 (e) 可靠性方案及其任何修订应得到局方的批准；可靠性管理机构应根据 局方的要求定期向局方报告其活动情况并提交有关的报告。 第 121.371 条 维修系统的机构和人员 (a) 合格证持有人的维修系统应当按照下述要求设置机构，以落实本规则 第 121.363 条规定的适航性责任： (1) 一个工程技术部门，负责制定维修方案和最低设备清单的相关部分， 并制定具体的飞机维修技术要求或者改装方案； (2) 一个维修计划和控制部门，根据本条(a)款所述工程技术部门制定的维 修方案、维修技术要求和改装方案选择和安排实施维修工作，保证飞机运行和 维修中供应必要的合格器材，统计和监控飞机及其部件的使用和维修状况。维 修计划和控制部门可以是自己建立的，也可以是通过协议委托的协议维修单 位。 (3) 一个由总工程师负责的质量部门，监督合格证持有人及其维修系统对 飞机适航性责任的落实，对各类人员和单位进行评估、对单机适航性状况进行 监控,并实施维修差错管理和质量调查。质量部门应当具有独立的质量审核职 能。 (4) 一个培训管理部门，执行维修系统的培训政策，组织实施对维修系统 的人员（包括协议维修单位中的有关人员和合格证持有人授权的维修放行人员） 的培训，并建立和保存人员技术档案和培训记录。 (b) 维修系统的人员应当满足如下资格要求： (1) 工程技术部门、维修计划和控制部门、质量部门的主管应当具备维修 管理经验并获得 CCAR-66 部的《维修管理人员证书》； (2) 工程技术部门、维修计划和控制部门、质量部门中从事工程技术管理、 维修质量管理和飞机放行的的人员应当具有 CCAR-66 部的《维修人员执照》，其 专业和机型类别应当与所从事的工作相适应； (3) 维修系统的所有人员应当经过与其从事工作有关的专业知识、专业技 能、工作程序、维修人为因素及新技术应用等内容的培训并经相应的工作项目 授权后才能上岗，并且至少每两年进行一次必要的再培训。 第 121.372 条 培训大纲和人员技术档案 （a） 合格证持有人应当针对本规则第 121.371 条(b)款(3)要求的培训内 容制订培训大纲，其中应当至少明确培训对象、培训目标、学时要求、培训形 式、考试制度及培训机构、培训管理职责等内容。培训大纲及其任何修订应当 67

经过局方的批准。 （b） 专业知识和专业技能的培训应当由局方批准或者认可的培训机构实 施，但合格证持有人的培训管理部门应当对其培训进行监督，并确保能满足合 格证持有人的培训大纲的要求。 (c) 维修系统应当建立并保存其所有人员的技术档案及培训记录，并对其 及时修订，以保证现行有效。人员技术档案至少应当包括如下内容： (1) 现任职务或者工作范围； (2) 按照年月填写的技术简历； (3) 参加过的培训课程、培训形式、培训学时及考试成绩(如适用)； （4） 学历证明及合格证件的复印件。 （d） 维修人员技术档案及培训记录应当妥善保存，防止非授权人员接近和 修改。技术档案应当在维修人员离开合格证持有人后至少保存 2 年。 第 121.373 条 飞机的修理和改装 (a) 按照本规则运行的合格证持有人在对其飞机及其部件实施设计更改时， 如果对飞机的重量、平衡、结构强度、性能、动力装置工作、飞行特性有显著 影响或者影响适航性的其他特性，应当按照 CCAR-21 部的规定申请批准。 (b) 按照本规则运行的合格证持有人在对其飞机及其部件实施超过持续适 航文件规定的修理或者除本条(a)款的改装时，应当向局方申请批准，并提交证 明性和说明性资料。 第 121.375 条 飞机的适航性检查 (a)合格证持有人的每架飞机在首次投入运行前应当通过局方的检查，符合 本规则的要求并获得适航证签署或者其他方式的签署后才能投入运行。 (b) 按照本规则运营的飞机应当接受局方进行的年度适航性检查，符合本 规则的要求并获得适航证签署或者其他方式的签署后才能继续投入运行。 (c) 合格证持有人应当接受局方在任何时间对其正在运营的飞机进行的适 航性检查，对检查中发现的任何存在缺陷的飞机，应当在其改正措施满足局方 的要求后方可以再投入使用。 (d) 对于飞机首次投入运行的检查和年度适航性检查，合格证持有人应当 按照规定支付检查费用。 第 121.379 条 飞机放行 (a) 合格证持有人在每次完成维修工作和对任何缺陷、故障进行处理后， 在符合本条(b)款的要求后由合格证持有人授权的维修放行人员在飞机飞行记 录本上签署飞机放行。 (b) 飞机放行的条件如下： (1) 维修工作是按照合格证持有人的要求进行的；

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(2) 所有的工作项目都是由合格的维修人员完成，并按照 CCAR-145 部颁发 了维修放行证明； (3) 没有已知的飞机不适航的任何状况； (4) 至目前所完成的维修工作为止，飞机处于安全运行的状态。 (c) 在规定的使用限制条件下，合格证持有人可以在符合局方批准的最低 设备清单和外形缺损清单时放行带有某些不工作的设备或者带有缺陷的飞机。 (d) 对于航线维修、A 检或者相当级别（含）以下的飞机定期检修工作及结 合其完成的改装工作，如飞机放行结合 CCAR-145 部维修放行证明一同进行，则 无需重复签署。 第 121.380 条 维修记录 (a) 合格证持有人应当保存其所运营的飞机的下述记录： (1) 能表明每一本规则第 121.379 条要求的飞机放行满足其要求的所有详 细维修记录。 (2) 包含下述信息的记录内容： (ⅰ) 机体总的使用时间； (ⅱ) 每一发动机和螺旋桨的总使用时间； (ⅲ) 每一机体、发动机、螺旋桨和设备上的时寿件的现行状况； (ⅳ) 装在飞机上的所有要求定期翻修项目自上次翻修后的使用时间； (ⅴ) 飞机的目前维修状态，包括按照飞机维修方案要求进行的上次检查或 者维修工作后的使用时间； (ⅵ) 目前适用的适航指令的符合状况，包括符合的方法和数据，如果适航 指令涉及连续的工作，应当列明下次工作的时间和日期； (ⅶ) 目前对每一机体、发动机、螺旋桨和设备进行的重要改装的情况。 (b) 合格证持有人应当按照下述期限要求保存本条要求的维修记录： (1) 除飞机、发动机、螺旋桨和设备上一次翻修的记录外，本条(a)款第(1) 项要求的维修记录应当保存至该工作完成后至少 2 年； (2) 飞机、发动机、螺旋桨和设备上一次翻修的记录应保存至该工作被等 同范围和深度的工作所取代； (3) 本条(a)款第(2)项段要求的维修记录应当保存至飞机出售或者永久性 退役后一年，飞机出售时维修记录应随同飞机转移； (c) 合格证持有人终止运行时，所有保存的维修记录应转交给新的合格证 持有人。 (d) 合格证持有人将飞机干租给另一合格证持有人超过 6 个月时，所有保 存的维修记录应转交给新的合格证持有人；如果干租的租赁期小于 6 个月，所 有必要的维修记录都应转交给承租方或者承租方可以获取这些记录的副本。 (e) 合格证持有人应当保证所有的维修记录可以提供给局方或者国家授权的安 全调查机构的检查。 69

M章

机组成员和其他航空人员的要求

第 121.381 条 航空人员的条件及限制 (a)合格证持有人不得使用，任何人员也不得作为按照本规则运行的航空人 员被使用，除非该人员符合下列条件： (1)持有局方颁发的相应的现行有效航空人员执照和证件； (2)在按照本规则运行时，按照要求携带现行有效的航空人员执照、体格检 查合格证和其他必需的证件； (3)合格于所从事的工作。 (b)按照要求携带证件的每个航空人员，应当在局方检查时出示证件。 (c)合格证持有人不得使用已满 60 周岁的人员在实施本规则运行的飞机上 担任飞行机组必需成员。任何已满 60 周岁的人员，也不得在按照本规则运行的 飞机上担任飞行机组必需成员。

第 121.383 条 飞行机组的组成 (a)合格证持有人在运行飞机时，其飞行机组成员不得少于所批准的该型飞 机飞行手册中规定的数量，也不得少于本规则对所从事的该种运行所要求的最 少飞行机组成员数量。 (b)对于本规则要求应当具有飞行人员执照才能完成的两种或者两种以上 职能，不得由一名飞行人员同时完成。 (c)合格证持有人在按照本规则运行时，飞行机组至少配备两名驾驶员，并 且应当指定一名驾驶员为机长。 (d)在飞行机组必需成员中要求有领航员、飞行机械员或者飞行通信员的每 次飞行中，应当有飞行机组成员在领航员、飞行机械员或者飞行通信员生病或 者由于其他原因而丧失工作能力时能代替其工作，合格于应急完成相应的职能， 以保证安全完成飞行。在这种情况下，飞行人员完成所代替的职能时，无需持 有相应的执照。 第 121.385 条 飞行机械员 担任飞行机组必需成员的飞行机械员，其配备应当符合飞机飞行手册中对 机组定员的要求。 第 121.387 条 领航员和特殊导航设备 (a)当不能可靠地确定飞机位置的时间超过 1 小时时，只有符合下列条件之 一，合格证持有人方可以运行飞机： 70

(1)增配持现行有效领航员执照的飞行机组成员； (2)加装经局方批准的特殊导航设备，并且每一名执勤位置上的驾驶员都能 可靠地用其确定飞机位置。 (b)尽管有本条(a)款的规定，但如果局方认为在 1 小时或者 1 小时之内应 当使用特殊导航手段时，局方仍可以要求合格证持有人配备领航员或者安装特 殊导航设备，或者这两者同时要求。局方在作出这一决定时，主要考虑的因素 是： (1)该飞机的速度； (2)航路上通常的气象条件； (3)空中交通管制的范围； (4)交通拥挤程度； (5)目的地导航设备的有效区域范围； (6)燃油需求； (7)返回出发地点或者备降地点的可用燃油； (8)超过返航点后运行的飞行情况预测； (9)局方认为与安全有关的任何其他因素。 (c)需要领航员或者特殊导航设备或者两者都需要的运行，在合格证持有人 的运行规范中应当予以规定。 第 121.389 条 飞行通信员 (a)担任飞行机组必需成员的飞行通信员，其配备应当符合飞机飞行手册中 对机组定员的要求和本条(b)款对特定运行的要求。 (b)执行国际或者特殊管理的国内航线运行任务的飞行机组中，应当至少配 备一名胜任国际运行陆空通话工作的飞行通信员。但是，如果在驾驶舱值勤的 两名驾驶员都具备英语通话单飞资格，则可以不配备飞行通信员。 第 121.391 条 客舱乘务员 (a)为保证安全运行，合格证持有人在所用每架载运旅客的飞机上，应当按 照下列要求配备客舱乘务员： (1)对于旅客座位数量为 20 至 50 的飞机，至少配备 1 名客舱乘务员； (2)对于旅客座位数量为 51 至 100 的飞机，至少配备 2 名客舱乘务员； (3)对于旅客座位数量超过 100 的飞机，在配备 2 名客舱乘务员的基础上， 按照每增加 50 个旅客座位增加 1 名客舱乘务员的方法配备，不足 50 的余数部 分按照 50 计算。 (b)如果在按照本规则第 121.161 条(a)款或者(b)款的要求进行的应急撤离 演示中，合格证持有人使用的客舱乘务员人数，多于按照本条(a)款对演示所用 飞机的最大旅客座位数量所要求的客舱乘务员人数，则该合格证持有人应当按 照下列条件配备客舱乘务员： (1)飞机为最大旅客座位数量布局时，客舱乘务员人数至少应当等于应急撤 71

离演示期间所用的人数； (2)飞机为任一减少了旅客座位数量的布局时，客舱乘务员人数至少应当在 本条(a)款对该布局旅客座位数量要求的客舱乘务员人数之外再增加应急撤离 演示期间所用客舱乘务员人数与本条(a)款对原布局所要求人数之差。 (c)按照本条(a)和(b)款所批准的客舱乘务员人数应当规定在该合格证持 有人的运行规范中。 (d) 在起飞和着陆过程中，本条要求的客舱乘务员应当尽可能地靠近所要求 的地板高度出口，而且应当在整个客舱内均匀分布，以便在应急撤离时最有效 地疏散旅客。在滑行期间，本条要求的客舱乘务员，除完成保障飞机和机上人 员安全的任务外，其他时间应当坐在其值勤位置并系好安全带和肩带。 第 121.393 条 在经停站旅客不下飞机时对机组成员的要求 在中途过站停留时，如果乘坐该机的旅客仍停留在飞机上，合格证持有人 应当遵守下列规定： (a)如果保留在飞机上的客舱乘务员数量少于本规则第 121.391 条(a)款要 求的数量，则合格证持有人应当采取下列措施： (1)保证飞机发动机关车并且至少保持打开一个地板高度出口，供旅客下飞 机。 (2)保留在飞机上的客舱乘务员数量应当至少是本规则第 121.391 条(a)款 要求数量的一半，有小数时，舍去小数，但至少为 1 人。 (3)可以用其他人员代替要求的客舱乘务员，代替客舱乘务员的人员应当是 符合第 121.419 条应急撤离训练要求的合格人员且应当能够为旅客所识别。 (b)如果在过站时该飞机上只保留 1 名客舱乘务员或者其他合格人员，则该 客舱乘务员或者其他合格人员所在的位置应当符合经局方批准的该合格证持有 人运行程序的规定。如果在飞机上保留 1 名以上客舱乘务员或者其他合格人员， 这些客舱乘务员或者其他合格人员应当均匀分布在飞机客舱内，以便在紧急情 况下最有效地帮助旅客撤离。 第 121.395 条 飞行签派员 实施国内或者国际定期载客运行的合格证持有人，应当在每一飞行签派中 心安排有足够数量的合格飞行签派员，以确保对每次飞行进行恰当的运行控制。 第 121.397 条 紧急情况和应急撤离职责 (a)对于每一型号及其改型飞机，合格证持有人应当对要求的每类机组人 员，分别指派其在紧急情况时或者应急撤离时应当完成的任务。合格证持有人 应当证明，完成这些任务是现实可行的，并且考虑到了任何有理由预见到的紧 急情况的处置，包括个别机组成员可能丧失工作能力或者在客货混装的飞机上， 由于货物的移动，机组成员不能到达客舱这样的紧急情况。 (b)合格证持有人应当将本条(a)款要求的每类机组必需成员的任务规定在 72

其手册中。 N章

训练大纲

第 121.401 条 训练的基本要求 (a)合格证持有人应当按照下列要求，保证为所有机组成员、飞行签派员和 其他相关人员提供充分的训练： (1)制订符合本章、本规则附件 D《飞行训练要求》、附件 E《熟练检查要 求》和本规则附件 G《高级飞行模拟机的使用》规定要求的训练大纲，使其获得 相应的初始批准和最终批准，并按照训练大纲进行训练。 (2)为训练提供足够的地面训练设施和飞行训练设施。 (3)对于每一型别飞机及在该飞机型别范围内的各种改型，提供实施本规则 训练和检查所需的合适的训练资料、考试题、表格、指南、程序，并使其保持 现行有效。 (4)提供足够的地面教员、飞行教员、飞行模拟机教员、飞行签派教员和航 空检查人员，以实施所要求的训练和检查。 (b)对应当进行定期复训、飞行检查或者资格检查的机组成员、飞行签派员， 在要求进行训练或者检查的那个日历月之前一个或者之后一个的日历月中完成 了训练或者进行了检查的，被视为在所要求的那个日历月中完成了训练或者进 行了检查。 (c)负责每一段训练或者检查的每个教员、主管人员或者航空检查人员，在 完成这些训练或者检查后，应当对被训练或者检查合格的机组成员、飞行签派 员、飞行教员或者航空检查人员的技术熟练程度和知识水平作出合格证明。这 种合格证明应当作为该机组成员或者飞行签派员记录的一部分。 (d)适用于一个以上飞机型别或者机组成员位置的训练科目，如果已在其中 某一型别或者某一机组成员位置上完成了该训练科目，则这些科目在以后的训 练中，除定期复训之外，不需要重复训练。 (e)对于在飞行训练中进步较快、完成较好的受训人员，经其教员或者航空 检查人员推荐，并顺利通过航空检查人员或者局方的相应飞行检查，则该员的 飞行训练的计划小时数可以适当减少。但是，如果局方发现该训练单位在前 6 个月训练期间，按照本款推荐的人员有 20％飞行检查不合格，则不得适用本款， 直至局方认为该单位飞行训练效果已有改善为止。 (f)驾驶员转升机型的训练，通常应当根据本规则附件 F《民用飞机训练分 级》中针对训练提出的飞机分类，按照从小到大、循序渐进的原则进行。对于 进入初始、转机型和升级训练的驾驶员，还需符合相应的经历要求。

第 121.402 条 实施训练的特殊规定 （a）除合格证持有人自身提供训练之外，合格证持有人可以与取得 CCAR-142 73

部飞行训练中心合格证的训练中心签订合同或者协议，委托该训练中心或者使 用其提供的服务对合格证持有人的飞行机组成员进行本规则要求的训练、考试 或者检查，但该训练中心应当： （1）取得按照 CCAR-142 部颁发的运行规范； （2）有符合 CCAR-142 部要求并适用的训练设施、设备和教程； （3）有批准的符合于本章要求并适用于训练教学的课程、课程段和课程部分； （4）有可以提供训练、考试或者检查的足够教员和检查员。 （b）经局方对训练大纲的批准，合格证持有人可以与其他合格证持有人或者 训练机构签订合同或者协议，委托其提供对合格证持有人飞行机组成员之外的 人员进行本规则要求的训练、考试或者检查。 第 121.403 条 训练大纲的制订要求 (a)合格证持有人应当按照每一飞机型别分别制订训练大纲并保持其现行 有效，供运行该型别所需要的每一机组成员和飞行签派员使用。 (b)每个训练大纲应当包括新雇员训练、初始训练、转机型训练、升级训练、 复训和重新获得资格训练等基本类别的训练提纲。一般每一种训练提纲应当包 含地面训练、飞行模拟机飞行训练、飞机飞行训练、应急生存训练、差异训练 和资格检查等课程段的课程设置。每一课程段应当列明所训练的内容和计划小 时数，在飞行模拟机飞行训练、飞机飞行训练和资格检查课程段中，还应当列 明正常、非正常和应急动作、程序的详细说明。 (c)每种训练提纲还应当包括下列内容： (1)受训人员的进入条件及训练后应当达到的质量要求； (2)合格证持有人将使用的所有训练设施、设备，包括飞行训练器、飞行模 拟机等训练设备的清单； (3)所使用的教员、航空检查人员的资格； (4)局方按照本规则第 121. 405 条(d)款颁发的关于减少训练计划小时数 的批准文件。 第 121.405 条 训练大纲及其修订的批准 (a)申请训练大纲及其修订的初始批准和最终批准时，合格证持有人应当向 局方提交按照本规则第 121.403 条制订或者修订的训练大纲，并提供局方要求 的有关资料。 (b)对于符合本章要求的训练大纲或者其修订，局方以书面形式发出初始批 准，合格证持有人即可依照该大纲进行训练。在训练中局方对该训练大纲的训 练效果作出评估，指出应当予以纠正的缺陷。 (c)合格证持有人按照初始批准的训练大纲所进行的训练，能使每个受训人 员获得充分的训练，完成其指定任务的，局方可以为其颁发该训练大纲或者其 修订的最终批准。 (d)在颁发训练大纲或者其修订的初始批准和最终批准，包括批准减少本章 74

规定的计划小时数时，局方主要考虑，该合格证持有人训练中使用的资料、设 备、方法和程序，是否有助于保证教学质量和提高效率。在颁发减少训练计划 小时数的批准时，局方将向合格证持有人提供一份作出这种批准所依据的必要 条件的文件。 (e)当局方认为，为了使已经获得最终批准的训练大纲继续保持良好训练效 果，应当对其作某些修订时，则合格证持有人在接到局方的通知之后，应当对 大纲进行相应的修改。合格证持有人在接到这种通知后 30 天之内，可以向局方 提出重新考虑的请求。在对重新考虑的请求未作出决定的期间，该通知暂停生 效。 第 121.407 条 飞行模拟机和其他训练设备的批准 (a)在按照本规则所进行的训练和检查中所用的每一飞行模拟机和其他训 练设备均应当符合下列条件： (1)经局方批准，可以用于该合格证持有人、该型别飞机和所涉及的具体动 作、程序或者机组成员职能； (2)持续保持获得批准所要求的性能、功能和其他特性； (3)在所模拟的飞机作了改装，导致获得批准所要求的性能、功能或者其他 特性发生变化时，作与其相一致的改装； (4)在使用之前，对其进行每日的飞行前功能检查。 (5)具有每日的缺陷记录本，在每次训练飞行或者检查飞行结束时，由有关 的教员或者航空检查人员将发现的每个缺陷记入该记录本中。 (b)一台飞行模拟机或者其他训练设备，可以批准给一个以上的合格证持有 人使用。 (c)飞行模拟机满足下列条件方可以用于代替飞机，来满足本规则第 121.461 条、第 121.465 条和本规则附件 D、附件 E 中的飞机飞行训练和检查要 求： (1)按照本条得到批准，并且符合本规则附件 G 对高级飞行模拟机的相应要 求； (2)在经批准的训练大纲中使用，该大纲符合本规则附件 G 的相应要求。 第 121.409 条 使用飞行模拟机和其他训练设备的训练课程 (a)合格证持有人的经批准训练大纲中，可以包括使用飞行模拟机或者其他 训练设备的训练课程。 (b)在飞行模拟机上的训练课程可以用于代替本规则第 121.465 条规定的熟 练检查，但该课程应当符合下列条件并且应当按照第 121.465 条要求进行检查 以确定是否圆满完成训练课程： (1)至少设置了 4 小时在飞行模拟机驾驶员操纵位置上的训练，并且在训练 前后有简要讲解和讲评； (2)至少设置了本规则附件 E 规定的程序和动作的训练，或者设置了航线模 75

拟训练，该航线模拟训练应使用一个完整的飞行机组，至少包括了在航线运行 中可以预见到的动作与程序（含非正常和应急），并在该合格证持有人一个典 型航路上实施； (3)是由符合本规则第 121.411 条中相应要求的教员实施的。 (c)要求在其飞机上装备低空风切变系统的每个合格证持有人，应当在相应 机型的驾驶员训练课程中，使用经批准的飞行模拟机，进行低空风切变飞行程 序和动作的训练。 第 121.411 条 航空检查人员和教员的资格 (a)在按照本规则制定的训练大纲中担任教员或者航空检查人员的人员应 当符合下列条件： (1)持有相应的航空人员执照和等级，满意地完成与该型别飞机相应的各种 训练，包括复训的训练，并且通过相应的熟练检查或者资格检查，这些证件、 训练和检查是在按照本规则实施的运行中，担任相应的机长、领航员、飞行机 械员、飞行通信员、飞行签派员和客舱乘务员所必需的； (2)对于飞行教员，应当取得按照中国民用航空规章第 61 部第 61.221 条颁 发和规定的 a、b 和 c 类飞行教员执照； (3)对于领航教员、飞行机械教员、飞行通信教员及相应检查人员，应当按 照中国民用航空规章第 63 部的规定取得相应的教员执照； (4)已经满意地完成了本规则要求的适用训练； (5)针对该航空检查人员或者教员的任务和所涉及的机型，获得了局方的批 准； (6)对机组必需成员实施检查的航空检查人员，应当持有相应的体格检查合 格证。 (b)在飞行模拟机上实施的训练课程中担任飞行模拟机教员的人员，应当持 有相应飞行教员执照并符合下列条件： (1)完成了飞行模拟机教员操纵台及其他教员操纵设备的使用方法和飞行 模拟机教学方法的训练； (2)针对相应的型别和教学任务，获得了局方的批准； (3)对于现已停飞的飞行模拟机教员，每半年至少参加一次相应型别飞机按 照本规则运行的观察飞行，每年由局方对其教员资格进行一次认可。

第 121.413 条 飞行检查人员和教员的训练 (a)飞行检查员的地面训练应当包括下列内容： (1)飞行检查员的职责； (2)适用的中国民用航空规章和合格证持有人的规定与程序； (3)实施所规定检查的相应方法、程序和技术； (4)对驾驶员表现的恰当评价，包括如何发现不适当或者不充分的训练和可 76

能对安全产生不利影响的个人特性； (5)检查不满意时应当采取的措施； (6)在该型别飞机上完成所规定的正常、非正常和应急程序的方法、程序与 限制。 (b)飞行教员的地面训练应当包括下列内容： (1)教员的职责； (2)适用的中国民用航空规章和合格证持有人的规定与程序； (3)实施飞行教学的相应方法、程序和技术； (4)对驾驶员表现的恰当评价，包括如何发现不适当或者不充分的训练和可 能对安全产生不利影响的个人特性； (5)发现影响受训人员进步的原因及纠正措施； (6)在该型别飞机上完成所规定的正常、非正常和应急程序的方法、程序与 限制； (7)教学理论的训练，包括教学过程的基本原理、教授方法和程序、教员与 学员之间的关系。 (c)飞行检查员和飞行教员的飞行训练应当包括下列内容，这些训练可以在 飞机或者经批准的飞行模拟机上完成： (1)在左、右座上对所要求的正常、非正常和应急动作都应当进行足够的飞 行教学和飞行检查的练习，以保证其能胜任本规则所要求的飞行检查和飞行教 学任务； (2)对于训练中可能发生的各种紧急情况，从任一个驾驶员座位上采取的相 应安全措施； (3)飞行中偏差动作的防止和纠正。 (d)领航教员、飞行机械教员、飞行通信教员及其检查人员的地面训练与飞 行训练，应当充分保证其胜任指定的任务。 第 121.415 条 机组成员和飞行签派员的训练要求 (a)合格证持有人的每一训练大纲应当根据机组成员或者飞行签派员的具 体任务，提供下列地面训练： (1)对于新招聘的机组成员或者飞行签派员，提供至少 40 个计划小时数的 基础教育地面训练，除非按照本规则第 121.405 条规定予以减少或者符合本规 则第 121.401 条(d)款的规定。该训练至少包括下列内容： (i)机组成员或者飞行签派员的相应职责； (ii)中国民用航空规章的相应条款； (iii)合格证持有人的运行合格证和运行规范的内容； (iv)合格证持有人运行手册的相应部分。 (2)按照适用情况，本规则第 121.423 条至第 121.431 条规定的初始和转机 型地面训练。 (3)本规则第 121.419 条规定的应急生存训练，飞行签派员除外。 77

(b)每一训练大纲应当按照适用情况， 提供本规则第 121.433 条至第 121.437 条规定的飞行训练。 (c)每一训练大纲应当提供本规则第 121.439 条规定的定期复训地面和飞行 训练。 (d)合格证持有人使用的同一型别飞机之间具有差别时，为确保每一机组成 员和飞行签派员获得完成其指定任务所需的充分训练，训练大纲中应当设置本 规则第 121.421 条规定的差异训练。 (e)每一训练大纲中应当按照适用情况，包括本规则第 121.423 条和第 121.433 条规定的升级训练内容，用于副驾驶转升同一型别飞机机长的训练。 (f)对于转机型或者升级训练，本规则第 121.423 条至第 121.435 条规定的 某些具体科目、动作、程序或者其一部分，可以根据适用情况按照本规则第 121.401 条(d)款的规定予以省略，或者按照本规则第 121.405 条的规定减少其 地面教学或者飞机飞行训练的计划小时数。 (g)除本条以上规定的训练内容外，合格证持有人应当根据本单位具体情 况，在训练大纲中增加必要的地面和飞行训练内容，以确保每一机组成员和飞 行签派员达到下列要求： (1)对于所服务的每架飞机、每个机组成员工作位置、每种运行，持续保持 充分的训练和近期熟练水平； (2)对新的设备、设施、程序和技术，包括对飞机的改装，具有合格的知识 和技术水平。 第 121.417 条 驾驶员初始、转机型和升级训练的进入条件 (a)进入机长训练的驾驶员，应当满足中国民用航空规章第 61 部中对申请 航线运输驾驶员执照所规定的资格要求和经历要求。此外，在进入大型和重型 飞机的机长训练之前，需满足下列附加条件： (1)对于大型飞机，应当担任中型飞机机长飞行一年以上，相应机长飞行经 历时间不少于 300 小时，且总驾驶员飞行经历时间不少于 2200 小时；如不具有 上述中型飞机机长经历，则其总驾驶员飞行经历时间不得少于 2700 小时，其中 在大型或者重型飞机上不少于 1000 小时，在大型或者重型飞机上作为操作驾驶 员不少于 400 个包括起飞和着陆的航段，其中在本机型上作为操作驾驶员不少 于 200 个包括起飞着陆的航段。 (2)对于最大起飞全重 200 吨(不含)以下的重型飞机，应当担任大型飞机机 长飞行一年以上，相应机长飞行经历时间不少于 500 小时，且总驾驶员飞行经 历时间不少于 3500 小时；如不具有上述大型飞机机长经历，则其总驾驶员飞行 经历时间不得少于 4000 小时，其中在重型飞机上不少于 2000 小时，在大型或 者重型飞机上作为操作驾驶员不少于 600 个包括起飞和着陆的航段，其中在本 机型上作为操作驾驶员不少于 200 个包括起飞着陆的航段。 (3)对于最大起飞全重 200 吨(含)以上的重型飞机，应当担任大型飞机或者 最大起飞全重 200 吨(不含)以下重型飞机机长飞行一年以上，相应机长飞行经 78

历时间不少于 500 小时，且总驾驶员飞行经历时间不少于 4000 小时。 (b)在某一等级飞机上担任机长的驾驶员，可以直接进入同等级或者较低等 级飞机的机长训练。 (c)进入副驾驶训练的驾驶员应当至少具备本规则第 121.453 条（b）款规定 的资格条件，并通过航线运输驾驶员执照地面理论考试，对于拟转入大型或者 重型飞机担任副驾驶者还应当符合下列要求： (1)拟进入大型飞机担任副驾驶的驾驶员应当符合下列要求： (i)在局方认可的高性能多发飞机上进行 20 小时的飞行训练(可以包括不超 过 10 小时的飞行模拟机飞行训练时间)，包括在仪表航路转场中履行机长职责 飞行至少 2 个航段。在该训练中，应当包括必要的转机型地面和飞行训练，机 组资源管理和高性能飞机操作技术的训练； (ii)各机型的总驾驶员时间不得少于 250 小时（可以包括 75 小时飞行模拟 机和飞行训练器的时间，其中飞行训练器飞行训练时间不得超过 55 小时）； (iii)在多发飞机上担任机长飞行 70 小时和担任副驾驶飞行 300 小时的驾驶 员在进入本款规定的副驾驶训练前可以不进行高性能多发飞机训练。 (2)拟进入重型飞机担任副驾驶的驾驶员应当符合下列要求： (i)在局方认可的高性能多发飞机上进行 50 小时的飞行训练（可以包括不超 过 25 小时的飞行模拟机飞行训练时间），包括在仪表航路转场中履行机长职责 飞行至少 4 个航段，本场作为机长至少飞行 5 小时。在该训练中，应当包括必 要的转机型地面和飞行训练，机组资源管理和高性能飞机操作技术的训练； (ii)各机型的总驾驶员时间不少于 280 小时(可以包括 90 小时的飞行模拟机 和飞行训练器飞行训练时间，其中飞行训练器飞行训练时间不得超过 55 小时)； (iii)在多发飞机上担任机长飞行 100 小时的驾驶员在进入本款规定的副驾 驶训练前可以不进行高性能多发飞机训练。 （3）持航线运输驾驶员执照的驾驶员可以直接进入初始或者转机型副驾驶训 练。 (d)本条规定的高性能多发飞机是指最大起飞全重超过 4500 公斤，涡轮发动 机驱动，可以收放起落架，有增压，具有较复杂的系统、较现代化的仪表和设 备（至少具有 VOR/DME、ILS 等导航设备），在飞行性能和操纵特性上接近现代 喷气运输机的经局方批准的多发训练飞机。

第 121.419 条 机组成员的应急生存训练 (a)机组必需成员应当针对所飞飞机的型别、布局及所实施的每种运行，完 成本条规定的应急生存训练。 (b)应急生存训练应当包括下列内容： (1)讲解应急工作的任务分派和程序，包括机组成员之间的协调配合。 (2)逐个讲解下列应急设备的所在位置、功能和使用方法： (i)用于水上迫降和撤离的设备； 79

(ii)急救设备； (iii)手提灭火瓶，重点是适用不同类型失火的灭火瓶型号； (iv)配有撤离滑梯或者滑梯救生筏的应急出口，重点是不利情况下应急出 口的操作。 (3)讲解紧急情况的处理，包括下列内容： (i)急剧释压； (ii)空中或者地面的失火和烟雾控制程序，重点是找到客舱区域（包括所 有厨房、服务舱、升降机、盥洗室和放置电影屏幕处）内的电气设备和相关的 断路器； (iii)水上迫降或者其他形式的撤离，包括在紧急情况下，撤离那些需要由 别人帮助才能迅速移至某一出口的人员； (iv)旅客或者机组人员生病、受伤等非正常情况的处置，包括熟悉应急医 疗箱； (v)劫机和其他非法干扰情况的处理。 (4)回顾和讨论以前与实际紧急情况有关的飞行事故和事件。 (c)每一机组成员应当在规定的训练期限内，使用配置在其所服务的每一型 别飞机上的应急设备，完成下列应急演练： (1)一次性应急演练。在初次转入该机型的训练中，每个机组成员应当完成 下列一次性应急演练： (i)至少一次佩戴呼吸保护装置的演练。在该次演练中，该员应当佩戴该型 飞机机载呼吸保护装置或者经批准的模拟设备，使用一个型号的机载手提灭火 器或者经批准的灭火器去扑灭实际或者模拟的失火，该灭火器应当适合所扑灭 的失火的类型； (ii)至少一次经批准的灭火演练。在该次演练中，该员至少应当使用一个 型号的机载手提灭火器或者经批准的灭火器去扑灭实际或者模拟的失火，该灭 火器应当适合所扑灭的失火的类型。如果该机组成员在上述(i)目的呼吸保护装 置演练中扑灭的是实际失火，则本目规定的灭火演练不必再进行； (iii)每人使用至少一种机载或者经批准的用于训练的应急撤离滑梯进行 撤出飞机的应急撤离演练。机组成员可以观察飞机出口在应急方式下被打开以 及与之相连的出口滑梯或者滑梯救生筏被放出并充气的过程，或者亲自操作设 备完成这些动作。 (2)定期应急演练。下列训练应当在该机型初次训练时完成，以后每 24 个 日历月定期复训一次。在训练中应当完成下列第(i)至第(v)目的应急演练和设 备操作练习，并完成对第(vi)至第(ix)目演练的观察： (i)每种类型应急出口的正常和应急方式操作，包括放出应急撤离滑梯所要 求的动作和力量； (ii)安装的每种型号手提灭火器； (iii)每种类型的应急氧气系统，包括呼吸保护装置； (iv)个人漂浮装置的穿戴、使用和充气(如适用)； 80

(v)水上迫降(如适用)，至少包括驾驶舱的准备工作和程序、机组的协调配 合、对旅客的简要说明和客舱的准备工作、救生衣的穿戴和充气、救生绳的使 用、组织旅客和机组登上救生筏或者滑梯救生筏； (vi)从飞机（或者训练设施）上取出每种型号的救生筏并充气(如适用)； (vii)将每种型号的滑梯救生筏从一舱门转移到另一舱门； (viii)将每种型号的滑梯救生筏展开、充气和从飞机或者训练设施上脱开； (ix)应急撤离，包括滑梯的使用。 (d)在 7600 米(25000 英尺)以上高度的飞行中服务的机组成员，应当接受下 列内容的教育： (1)呼吸原理； (2)生理组织缺氧； (3)高空不供氧情况下的有知觉持续时间； (4)气体膨胀； (5)气泡的形成； (6)减压的物理现象和事件。 第 121.421 条 机组成员和飞行签派员的差异训练 (a)机组成员和飞行签派员的差异训练，至少应当包括适用于其所担负的任 务与职责的下列内容和时间： (1)讲授该飞机初始地面训练所要求的每一相应科目或者其一部分的差异； (2)进行该飞机初始飞行训练所要求的每一相应动作或者程序的差异飞行 训练； (3)局方认为对于该飞机、该运行、该机组成员或者飞行签派员所必需的地 面和飞行训练计划小时数。 (b)某一具体型别飞机的所有改型的差异训练，可以包括在该飞机的新雇员 训练、初始训练、转机型训练、升级训练和定期复训中。 第 121.423 条

驾驶员、飞行机械员的初始、转机型地面训练和驾驶员的升级 地面训练 (a)驾驶员、飞行机械员的初始、转机型地面训练和驾驶员的升级地面训练， 至少应当讲授适用于其指定职务的下列内容： (1)一般科目，包括下列内容： (i)合格证持有人的签派或者放行程序； (ii)确定重量与平衡、起飞与着陆跑道限制的基本原则与方法； (iii)足够的气象学内容，以保证掌握有关天气现象的实用知识，包括锋面 系统、结冰、雾、雷暴及各种高空气象情况的原理； (iv)空中交通管制系统、程序和用语； (v)导航和导航设备的使用，包括仪表进近程序； (vi)正常和应急通信程序； 81

(vii)下降到决断高度（DA）/决断高（DH）或者最低下降高度（MDA）/最 低下降高（MDH）之前，以及在其后下降过程中的目视参考； (viii)对于喷气飞机，喷气发动机的工作原理及使用特点，高速空气动力 学和现代大型客机的操纵特性，包括喷气飞机失速、飘摆原理及其改出方法； (ix)机组资源管理； (x)确保其胜任工作所必需讲授的其他内容。 (2)对于每一飞机型别，应讲授下列内容： (i)一般介绍； (ii)性能特征； (iii)发动机和螺旋桨； (iv)主要部件； (v)飞机主要系统（如飞行操纵、电气、液压）和其他有关的系统； (vi)正常、非正常和应急操作的原则以及相应的程序和限制； (vii)识别和避开危险天气的程序，包括意外遭遇危险天气时（包括低空风 切变）从中脱离的程序，以及进入或者靠近雷暴（包括最佳穿越高度）、颠簸 （包括晴空颠簸）、结冰、冰雹和其他危险天气环境时的操作程序； (viii)使用限制； (ix)燃油消耗和巡航控制； (x)飞行的计划； (xi)每一正常和应急程序； (xii)经批准的飞机飞行手册。 (b)驾驶员和飞行机械员的初始地面训练，除经批准按照第 121.405 条的规 定予以减少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，64 小时； (ii)以涡轮螺旋桨发动机为动力的，80 小时。 (2)对于组类Ⅱ飞机，至少具有 120 小时。 第 121.425 条 领航员的初始和转机型地面训练 (a)领航员的初始和转机型地面训练， 应当包括讲授本规则第 121.423 条(a) 款规定的与其指定任务和职责有关的科目，以及与特定型别飞机有关的下列内 容： (1)上升、巡航和下降速度的限制； (2)所安装的每项导航设备，包括有关的无线电、雷达和其他电子设备； (3)飞机的性能； (4)空速、温度和压力指示仪表或者系统； (5)罗盘的限制和补偿方法； (6)巡航控制图表和数据，包括燃油消耗率； (7)机组资源管理训练； 82

(8)确保其胜任工作所必需讲授的其他内容。 (b)领航员的初始地面训练，除经批准按照本规则第 121.405 条的规定予以 减少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，32 小时。 (2)对于组类Ⅱ飞机，至少具有 32 小时。

第 121.427 条 飞行通信员的初始和转机型地面训练 (a)飞行通信员的初始和转机型地面训练，应当包括讲授本规则第 121.423 条(a)款规定的与其指定任务和职责有关的科目，以及与特定型别飞机有关的下 列内容： (1)通信系统的使用； (2)空中交通管制； (3)仪表进近程序； (4)航行通告系统； (5)通信资料的使用； (6)机组资源管理训练； (7)确保其胜任工作所必需讲授的其他内容。 (b)飞行通信员的初始地面训练，除经批准按照本规则第 121.405 条规定予 以减少外，其计划小时数应当符合下列规定： (1)对于组类I飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，32 小时。 (2)对于组类II飞机，至少具有 32 小时。 第 121.429 条 客舱乘务员的初始和转机型地面训练 (a)客舱乘务员的初始和转机型地面训练应当至少讲授下列内容： (1)一般科目，包括下列内容： (i)机长的职权和客舱乘务员的职责； (ii)旅客的管理，包括遇有精神错乱或者其他具有危及安全举动的人时所 应遵循的程序； (iii)机组资源管理训练。 (2)对于每一飞机型别，讲授的内容应当包括下列项目： (i)飞机的一般介绍，着重介绍影响水上迫降、撤离、空中应急程序及其他 有关任务的物理特征； (ii)机内广播系统和与其他飞行机组成员联络的设备的使用，包括遇到试 图劫持飞机或者其他非常情况时的应急处置方法； 83

(iii)厨房电器设备和客舱加温、通风控制装置的正确使用。 (b)客舱乘务员的初始和转机型地面训练，应当包括资格检查，以确定其完 成指定任务和职责的能力。 (c)客舱乘务员的初始地面训练，除经批准按照本规则第 121.405 条予以减 少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，16 小时。 (2)对于组类Ⅱ飞机，至少具有 24 小时。 第 121.431 条 飞行签派员的初始和转机型地面训练 (a)飞行签派员的初始和转机型地面训练应当至少讲授下列内容： (1)一般科目，应当包括下列内容： (i)通信系统的使用，包括这些系统的特性和相应的正常、应急程序； (ii)气象学，包括各种类型的气象信息和预报，气象资料的分析（包括航 路与终端区的气温和其他天气条件的预报），锋面系统，风的条件，以及各种 高度的气象实况图和预报图的使用； (iii)航行通告系统； (iv)导航设备及其公布资料； (v)飞行签派员与驾驶员的共同责任； (vi)有关机场的特征； (vii)盛行的天气现象和可以供使用的气象资料来源； (viii)空中交通管制和仪表进近程序； (ix)签派员资源管理训练。 (2)对于每一架飞机，讲授的内容应当包括下列项目： (i)飞机的一般介绍，着重于运行特性与性能特性、导航设备、仪表进近与 通信设备、应急设备与使用程序、最低设备清单以及其他与飞行签派员任务和 职责有关的课题； (ii)飞行操作程序，包括本规则第 121.423 条(a)款第(2)项第(vi)目规定 的程序； (iii)重量与平衡的计算； (iv)飞机性能签派的基本要求和程序； (v)飞行的计划，包括航路选择、飞行时间分析及燃油要求； (vi)应急程序。 (3)在训练过程中应当强调应急程序，包括在飞机遇到危难时，向有关政府 部门和单位发出紧急通报，以给予该飞机最大限度的帮助。 (b)飞行签派员的初始和转机型地面训练，应当包括由有关主管人员或者地 面教员对其进行的资格检查，以验证其在本条(a)款规定科目方面的知识和能 力。 84

(c)飞行签派员的初始地面训练，除经批准按照本规则第 121.405 条予以减 少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，30 小时； (ii)以涡轮螺旋桨发动机为动力的，40 小时。 (2)对于组类Ⅱ飞机，至少具有 40 小时。 第 121.433 条 驾驶员的初始、转机型和升级飞行训练 (a)驾驶员的初始、转机型和升级训练应当包含本规则附件 D 中规定的动作 与程序的飞行训练和低空风切变飞行训练。 (b)本条(a)款所要求的动作与程序的飞行训练应当符合下列要求： (1)风切变动作与程序应当在经批准能完成这些动作与程序的飞行模拟机 上完成； (2)本规则附件 D 规定的动作与程序可以在该附件所允许的范围内，分别在 飞行模拟机、飞行训练器或者该型别飞机上完成； (3)本规则附件 D 中规定应当在飞机上完成的动作和程序，可以按照本规则 附件 G 的规定在相应级别的高级飞行模拟机上完成。 (c)除本条(d)款规定者外，本条(a)款所要求的初始飞行训练，应当在该型 别飞机上至少完成下列计划小时数的飞行训练，除非按照本规则第 121.405 条 的规定予以减少： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的：机长—10 小时；副驾驶—6 小时； (ii)以涡轮螺旋桨发动机为动力的：机长—24 小时；副驾驶—24 小时。 (2)对于组类Ⅱ飞机，计划小时数至少为:机长—28 小时；副驾驶—28 小时。 (d)如果合格证持有人使用符合本规则附件 G 要求的高级飞行模拟机进行系 统的飞行训练，且其训练大纲符合附件 G 的要求，则(c)款要求的计划小时数可 以按照附件 G 的规定部分或者全部在高级飞行模拟机上完成。但是对于下列训 练，还应当遵守下列要求： (1)初次在按照本规则运行的组类 II 飞机上进行的初始训练，在飞机的驾驶 员操作位置上完成至少 5 小时飞行训练，该训练应当包含本规则附件 E 中要求 在飞机上完成的动作和程序，并且包含至少 30 次起飞和着陆。 (2)初次在按照本规则运行的组类 II 飞机上的升机长训练，在飞机的驾驶员 操作位置上完成至少 2.5 小时飞行训练，该训练应当包含本规则附件 E 中要求 在飞机上完成的动作和程序，并且包含至少 15 次起飞和着陆。

第 121.435 条 飞行机械员的初始和转机型飞行训练 (a)飞行机械员的初始和转机型飞行训练应当至少包括下列内容： 85

(1)与完成飞行机械员的任务与职责有关的程序的训练，这些程序的训练可 以在飞机、飞行模拟机或者训练设备上完成。 (2)飞行检查，包括下列项目： (i)飞行前飞机检查； (ii)在滑行、滑跑、起飞、上升、巡航、下降、进近、着陆期间，在飞行 机械员工作位置上完成规定的任务； (iii)在飞行中或者在飞行模拟机或者训练设备上完成其他职能，如燃油管 理和燃油消耗记录的编制，正常、应急或者备用操作飞机的所有飞行系统。 (b)持有商用驾驶员执照带仪表等级、飞机类别与多发级别等级的飞行机械 员，或者在取得副驾驶资格后转为飞行机械员的驾驶员，可以在经批准的飞行 模拟机上完成本条(a)款第(2)项中规定的全部飞行检查。 (c)本条(a)款所要求的初始飞行训练，应当至少具有与第 121.433 条(c)款 对副驾驶规定的飞行训练相同的计划小时数，除非按照本规则第 121.405 条的 规定予以减少。 第 121.437 条 领航员和飞行通信员的初始和转机型飞行训练 (a)领航员和飞行通信员的初始和转机型飞行训练，应当包括足以保证其熟 练完成规定职责的飞行训练和飞行检查。 (b)本条(a)款所规定的飞行训练和检查应当在飞行中或者在适当的训练设 备上完成。这种训练和检查也可以在按照本规则实施的运行中在合格的领航员 和飞行通信员监督下完成。 第 121.439 条 定期复训 (a)定期复训应当以每 12 个日历月为一周期安排，保证每一机组成员或者 飞行签派员，在该型别飞机和机组成员工作位置上获得充分的训练并保持近期 熟练水平。 (b)机组成员和飞行签派员的定期复训地面训练应当至少包括下列内容： (1)机组成员或者飞行签派员在所涉及的飞机和工作位置方面知识状况的 问答或者考查； (2)根据需要讲授本规则第 121.415 条(a)款要求的初始地面训练的适当科 目，包括应急生存训练（对飞行签派员不作要求）； (3)对于客舱乘务员和飞行签派员，分别按照本规则第 121.429 条(b)款和 第 121.431 条(b)款的要求进行资格检查； (4)机组资源管理定期复训，对飞行机组成员，可以在航线模拟训练中完成 这一训练或者训练的某些部分。 (c)机组成员和飞行签派员的定期复训地面训练，除按照本规则第 121.405 条的规定予以减少外，其计划小时数应当符合下列规定： (1)对于飞行机组成员，至少具有下列计划小时数： (i)组类Ⅰ，以活塞式发动机为动力的飞机，16 小时； 86

(ii)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，20 小时； (iii)组类Ⅱ飞机，25 小时。 (2)对于客舱乘务员，至少具有下列计划小时数： (i)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，5 小时； (ii)组类Ⅱ飞机，12 小时。 (3)对于飞行签派员，至少具有下列计划小时数： (i)组类Ⅰ，以活塞式发动机为动力的飞机，8 小时； (ii)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，10 小时； (iii)组类Ⅱ飞机，20 小时。 (d)飞行机组成员的定期复训飞行训练应当至少包括下列内容： (1)对于驾驶员，至少完成本规则附件 E 规定的动作与程序和低空风切变训 练。复训的飞行训练应该在经局方鉴定合格，至少 B 级以上的高级飞行模拟机 上进行，飞行训练的计划小时数为每 12 个日历月不少于 8 小时。除局方批准外， 对于没有飞行模拟机的机型，复训应当在地面利用该型别飞机或者训练设备训 练应急操作动作与程序，并且每 12 个日历月内至少应当有 4 小时使用飞机进行 飞行训练。 (2)对于飞行机械员，完成本规则第 121.435 条(a)款规定的飞行训练。 (3)对于领航员、飞行通信员，足够的实机飞行训练和实机飞行检查，保证 在有关操作程序和所用导航、通信设备方面能胜任工作，并熟悉合格证持有人 有关航路的重要导航、通信资料。 第 121.441 条 训练翻译的要求 (a)未取得第 121.477 条规定的飞行机组成员英语合格证（英语模拟陆空通 话考试合格、飞行专业英语考试合格）的飞行人员接受外国教员使用英语进行 本规定的各种训练时，应当由持有局方统一颁发的飞行翻译合格证的译员担任 翻译。 (b)外国教员使用其它语种对不熟悉该语种的飞行机组成员进行本规定的各 种训练时，应当由经局方批准的翻译人员担任翻译。

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O章

机组成员的合格要求

第 121.451 条 概则 (a)在配备三名（含）以上驾驶员的运行中，如需配备一名在巡航阶段替代 机长工作的资深副驾驶，该副驾驶除无需满足本规则第 121.457 条规定的运行 经历外，应当完全合格于在该次运行中担任机长。 (b)除下列检查和训练外，合格证持有人不得在按照本规则实施的运行中进 行其他任何飞行检查或者训练： (1)驾驶员的航线检查； (2)领航员的飞行检查和在合格的领航员监督下实施的领航员训练； (3)飞行通信员的飞行检查和在合格的飞行通信员监督下实施的飞行通信 员训练； (4)飞行机械员的检查（除应急程序外），但被检查的飞行机械员应当是已 按照本规则第 121.471 条(a)款规定合格并符合近期经历要求的； (5)客舱乘务员的训练和资格检查。 (c)除驾驶员航线检查和飞行机械员飞行检查外，接受训练或者检查的人员 不得作为机组必需成员使用。 第 121.453 条 驾驶员的执照要求 (a)只有持有航线运输驾驶员执照和该飞机相应型别等级的驾驶员，方可以 在按照本规则运行的飞机上担任机长，或者在需要三名（含）以上驾驶员的运 行中由符合第 121.451 条(a)款规定条件的副驾驶作为资深副驾驶。 (b)只有至少持有商用驾驶员执照和飞机类别、多发等级、仪表等级的驾驶 员，方可以在按照本规则运行的飞机上担任副驾驶。 第 121.455 条 必需的训练 (a)只有按照经批准的训练大纲，圆满完成了相应型别飞机和相应机组成员 位置的下列训练，方可以担任该型别飞机的机组必需成员： (1)新雇员训练。对于新雇员，应当圆满完成新雇员训练提纲中的地面基础 教育内容，并根据不同新雇员的原有经历和拟担任的职位，完成本款第(2)到(7) 项中相应的训练内容。 (2)初始训练。对于未在相同组类其他飞机的相同职务上经审定合格并服务 过的机组成员，应当圆满完成初始训练。 (3)转机型训练。对于已在相同组类其他型别飞机的相同职务上经审定合格 并服务过的机组成员，在转入该机型的同一职务之前，应当圆满完成转机型训 练。 88

(4)升级训练。对于在某一型别飞机上合格并担任副驾驶的机组成员，应当 圆满完成升级训练，方可以担任该机型飞机的机长。 (5)差异训练。对于已在某一特定型别的飞机上经审定合格并服务过的机组 成员，当使用的同型别飞机与原飞机存在差异时，应当圆满完成差异训练。 (6)定期复训。符合下列要求： (i)对于每个飞行机组成员，在前 12 个日历月之内，应当圆满完成本规则 规定的服务于每一机型的复训的地面和飞行训练。 (ii)对于客舱乘务员，应当在前 12 个日历月内完成复训地面训练和资格检 查； (7)重新获得资格训练。对于因为不符合近期经历要求、未按照规定期限完 成定期复训、未按照规定期限完成飞行检查或者飞行检查不合格等原因而失去 资格的机组成员，应当进行相应的重新获得资格训练。 （b）对于履行危险物品处理或者载运职责的人员（含地面人员）应当按照 CCAR-276 规定进行训练并保持训练记录。 第 121.457 条 新机型和新职位上的运行经历要求 (a)在飞机上担任机组必需成员的人员，应当在该型别飞机和在该机组成员 位置上，圆满完成本条要求的巩固知识与技术所需的飞行经验、飞行次数和航 线飞行经历时间，取得规定的运行经历。但下列情况除外： (1)除机长之外的机组成员，可以按照本条规定，在担任本职工作中，获得 符合本条要求的运行经历。 (2)符合机长要求的驾驶员可以担任符合第 121.451 条(a)款规定条件的资 深副驾驶或者副驾驶。 (3)对于同一型别中的各个改型，不要求在该改型上建立新的运行经历。 (b)在获得运行经历时，机组成员应当符合下列规定： (1)持有适合于该机组成员职位和该飞机的执照与等级； (2)已经圆满完成有关该型别飞机和该机组成员职位的相应地面与飞行训 练； (3)这些经历应当在按照本规则实施的运行中获得。但是，当某一飞机先前 未曾由合格证持有人在按照本规则实施的运行中使用过时，在该飞机验证飞行 或者调机飞行中所获得的经历可以用于满足本条的运行经历要求。 (c)驾驶员应当按照下述要求获得运行经历： (1) 待取得机长运行经历的驾驶员，应当在飞行检查员或者飞行教员的监 视下履行机长职责。对于完成初始或者升级训练、待取得机长运行经历的驾驶 员，应当在局方监察员或者局方委任代表的监视下完成规定的职责至少一个航 段飞行（包括起飞和着陆）。在按照本条规定取得运行经历的过程中，飞行检 查员或者飞行教员应当担任机长并坐在驾驶员座位上。 (2)副驾驶应当在飞行检查员或者飞行教员监督下完成其职责。 (3)运行经历所要求的飞行经历时间和飞行次数应当符合下列规定： 89

(i)组类Ⅰ，活塞式发动机为动力的飞机，飞行经历时间至少 15 小时； (ii)组类Ⅰ，涡轮螺旋桨发动机为动力的飞机，飞行经历时间至少 20 小时； (iii)组类Ⅱ飞机，飞行经历时间至少 25 小时。 (iv)本项要求的运行经历中，应当包括至少 4 次飞行，其中包括至少 3 次 作为该飞机的操作驾驶员的飞行。其中的 1 次操作应当在高度 3000 米（10000 英尺）以下用人工飞行的方式操作飞机。 (d)飞行机械员应当在飞行机械检查员或者教员的监督下履行飞行机械员 职责至少达到下列小时数： (1)组类Ⅰ，活塞式发动机为动力的飞机，8 小时； (2)组类Ⅰ，涡轮螺旋桨发动机为动力的飞机，10 小时； (3)组类Ⅱ飞机，12 小时。 (e)客舱乘务员应当在飞行乘务检查员的监督下履行规定的职责至少达到 5 小时，飞行乘务检查员应当亲自观察这些职责的完成情况。正在获得飞行经验 的客舱乘务员不得担任机组必需成员。 (f)对于新机型、新职位的驾驶员，为巩固其知识与技术，合格证持有人应 当采取下列措施，保证其飞行连续性： (1)在完成新机型或者新职位上的训练之后的 120 天之内，应当安排航线飞 行至少 100 小时； (2)如果驾驶员在完成必需的 100 小时航线飞行经历时间前，到该合格证持 有人运行的另一型别飞机上担任驾驶员，则该驾驶员在重新回到原新机型上担 任驾驶员时，应当首先在飞行模拟机或者飞机上完成经批准的复习训练； (3)对于在 120 天之内没有完成必需的 100 小时航线飞行经历时间的驾驶 员，应当在飞行模拟机或者飞机上完成熟练检查并重新建立 120 天之内 100 小 时的航线飞行经历。 第 121.459 条 驾驶员的使用限制和搭配要求 （a）如果副驾驶在所飞机型上的飞行经历时间少于 100 小时，并且机长不具 备飞行检查员或者飞行教员资格，则在下列情况下，应当由机长完成所有起飞 和着陆： (1)在局方规定或者合格证持有人规定的特殊机场； (2)机场的最新气象报告中有效能见度值等于或者小于 1200 米(3/4 英里)， 或者跑道视程(RVR)等于或者小于 1200 米(4000 英尺)。 (3)所用跑道有水、雪、雪浆或者严重影响飞机性能的情况； (4)所用跑道的刹车效应据报告低于“好”的水平； (5)所用跑道的侧风分量超过 7 米/秒(15 海里/小时)； (6)在机场附近据报告有风切变； (7)机长认为需谨慎行使机长权力的任何其他情况。 (b)在安排飞行机组搭配时，应当至少有一名驾驶员在该型别飞机上具有 100 小时的航线飞行经历时间。但在下列情况下，局方可以根据合格证持有人的 90

申请，使用对其运行规范作适当增补的方法，批准偏离本款的要求： (1)新审定合格的合格证持有人没有雇佣任何符合本款最低要求的驾驶员； (2)现有合格证持有人在其机群中增加了以前未在其运行中使用过的某型 飞机； (3)现有合格证持有人建立了新的基地，指派到该基地的驾驶员需要在该基 地运行的飞机上取得资格。 (c)合格证持有人应当建立一套飞行机组排班系统，保证科学合理地搭配飞 行机组成员，安全地完成所分派的任务。搭配飞行机组成员时应当考虑以下因 素： (1)飞行机组成员的经历、资格满足所飞区域、航路、机场和特殊运行的要 求； (2)飞行机组成员对所飞机型得到充分训练，使用设备、操纵飞机的整体能 力满足运行要求； (3)飞行机组成员的年龄和性格特征； (4)所执行的飞行任务的其他特点。 第 121.461 条 驾驶员的近期经历要求 (a)在合格证持有人不得使用任何驾驶员，任何驾驶员也不应在按照本规则 运行中担任飞行机组必需成员，除非该驾驶员于前 90 个日历日之内，在所服务 的该型别飞机上，至少已做过三次起飞和着陆。本款要求的起飞和着陆可以在 经批准的飞行模拟机上完成，在任一连续的 90 个日历日内未能完成要求的三次 起飞和着陆的人员，应当按照本条(b)款的规定重新建立近期经历。 (b)除了满足本规则所有适用的训练和检查要求之外，未满足本条(a)款要 求的驾驶员应当按照下列要求重新建立近期经历： (1)在飞行检查员监视下，在所飞的该型别飞机上，或者在经批准的飞行模 拟机上，至少完成三次起飞和着陆； (2)前述三次起飞和着陆应当包括至少一次模拟最临界发动机失效时的起 飞、至少一次使用仪表着陆系统进近到该合格证持有人经批准的仪表着陆系统 最低天气标准的着陆以及至少一次全停着陆。 (c)当使用飞行模拟机完成本条(a)款或者(b)款的任何要求时，飞行机组必 需成员的位置应当由具有恰当资格的人员占据，并且，飞行模拟机应当严格模 拟正常飞行环境，不得使用飞行模拟机重新设定位置的特性。 (d)飞行检查员应当对被监视的人员作出鉴定，判断其是否熟练和是否合格 于在本规则规定的运行中执行飞行任务，并且，可以决定增加他认为作出这种 鉴定所需要增加的动作。 第 121.463 条 航线检查 (a)机长应当在前 12 个日历月内，在其所飞的一个型别飞机上通过航线检 查，在检查中圆满完成机长职责。 91

(b)航线检查应当由在该航路和该型别飞机两方面都合格的飞行检查员实 施，并且至少有一次检查飞行是在合格证持有人的典型航路上进行的。 第 121.465 条 熟练检查 (a) 担任飞行机组必需成员的驾驶员应当在前 6 个日历月之内在所服务的 机型上完成熟练检查，否则不得担任飞行机组必需成员。 (b) 熟练检查可以在定期复训中进行。熟练检查每隔一次可以用本规则第 121.409 条(b)款中规定的飞行模拟机训练课程代替。按照中国民用航空规章第 61 部完成的型别等级飞行考试可以代替熟练检查。 (c)熟练检查应当满足下列要求： (1)至少包括本规则附件 E 所规定的程序和动作，除非该附件中另有特殊规 定。 (2)由局方监察员、局方委任代表或者合格证持有人的飞行检查员进行。 (d)对于本规则附件 E 中规定可以放弃的动作与程序，实施熟练检查的人员 可以根据自己的判断放弃检查，但应当满足下列要求： (1)局方没有发布应当完成该动作或者程序的特别指令； (2)被检查的驾驶员，在合格证持有人的该型别飞机和飞行机组成员职位 上，具有一年以上的安全运行经历。 (e)如果被检查的驾驶员在任一要求的动作上失败，实施熟练检查的人员可 以在熟练检查过程中，给该驾驶员增加训练。除了重复完成曾失败的动作之外， 可以要求被检查的驾驶员，重复他认为对判断驾驶员熟练程度所必需的任何其 他动作。如果被检查的驾驶员未通过熟练检查，合格证持有人不得在本规则运 行中使用该人员，该人员也不得在本规则运行中任职，直至其满意地完成熟练 检查为止。 第 121.467 条 机长的区域、航路和机场合格要求 (a)合格证持有人应当向机长提供所飞区域和所飞各机场与终端区的下述 各方面的最新信息，保证这些信息的完整和正确，并且确保该机长对这些信息 有足够的了解和有能力使用： (1)该季节相应的气象特征； (2)导航设施，包括机场目视助航设备； (3)通信程序； (4)地形和障碍物类型； (5)最低安全飞行高度； (6)航路和终端区进场与离场程序、等待程序和有关机场经批准的仪表进近 程序； (7)驾驶员将要使用的终端区的每个机场的活动拥挤区和自然布局； (8)航行通告。 (b)合格证持有人应当提供一个能被局方接受的系统，以便将本条(a)款所 92

要求的信息传递给机长和相应的飞行运作人员。该系统还应当保证合格证持有 人满足本规则第 121.469 条规定的要求。

第 121.469 条 机长的特殊区域、航路和机场合格要求 (a)局方可以根据周围地形、障碍物、复杂的进近程序或者离场程序等因素， 将某些机场确定为特殊机场，要求机长具有特殊的机场资格，并可以对某些区 域或者航路提出特殊类型的导航资格要求。 (b)合格证持有人应当保证，在飞往或者飞离特殊机场的运行中担任机长的 驾驶员，应当在前 12 个日历月之内曾作为飞行机组成员飞过该机场（包括起飞 和着陆），或者曾使用经局方认可的该机场图形演示设备或者飞行模拟机进行 训练并获得资格。但是，如果机场的云底高度，至少高于最低航路高度(MEA)、 最低超障高度(MOCA)、或者该机场仪表进近程序规定的起始进近高度最低者之 上 300 米(1000 英尺)，而且该机场的能见度至少为 4800 米(3 英里)，则进入该 机场（包括起飞或者着陆）时，可以不对机长作特殊机场资格要求。 (c)在需要特殊类型导航资格的航路或者区域上两个航站之间担任机长的 驾驶员，应当在前 12 个日历月之内，以局方认可的方式，用下列方法之一证明 其合格于使用该导航系统： (1)使用该特殊类型导航系统，担任机长在某一航路或者区域上飞行； (2)使用该特殊类型导航系统，在航空检查人员的监视下，担任机长在某一 航路或者区域上飞行； (3)完成本规则附件 I《多普勒雷达和惯性导航系统》规定的训练。

第 121.471 条 飞行机械员的合格要求 (a)在飞机上担任飞行机械员的人员，应当持有飞行机械员执照和相应的等 级，并完成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练 和检查以及本规则要求的训练和检查。 (b)在飞机上担任飞行机械员的人员，应当在前 6 个日历月之内，在该型别 飞机上至少担任飞行机械员飞行了 50 小时，或者，合格证持有人或者局方在该 型别飞机上对其进行了检查，并认为其熟悉且掌握了所有现行重要信息和操作 程序。 (c)按照本规则第 121.435 条(a)款第(2)项实施的飞行检查，满足本条(b) 款的要求。 第 121.473 条 飞行通信员的合格要求 (a)在飞机上担任飞行通信员的人员，应当持有飞行通信员执照和相应的等 级，并完成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练 和检查，以及本规则要求的训练和检查。 93

(b)在飞机上担任飞行通信员的人员，应当在前 6 个日历月之内至少担任飞行通 信员飞行了 50 小时，或者，合格证持有人或者局方在该型别飞机上对其进行了 检查，并认为其熟悉且掌握了所有现行重要信息和操作程序。

第 121.475 条 领航员的合格要求 (a)在飞机上担任领航员的人员，应当持有领航员执照和相应的等级，并完 成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练和检查， 以及本规则要求的训练和检查。 (b)在飞机上担任领航员的人员，应当在前 6 个日历月之内至少担任领航员 飞行了 50 小时，或者，合格证持有人或者局方在该型别飞机上对其进行了检查， 并认为其熟悉且掌握了所有现行重要信息和操作程序。 第 121.477 条 客舱乘务员的合格要求 在飞机上担任客舱乘务员的人员，应当通过局方按照本规则批准的训练大 纲训练并经合格证持有人检查合格。在按照本规则运行时，应当持有现行有效 的体检合格证和合格证持有人颁发的客舱乘务员训练合格证。 第 121.479 条 飞行机组成员的英语要求 合格证持有人应当对飞行机组成员进行专业英语训练，使其能够在飞行中 使用英语进行陆空通话，阅读各种英文飞行手册、资料，在使用英语的飞行训 练和授课中无需翻译，使用英文填写各种飞行文件和使用英语进行交流。 对英语考试不合格的按照本规则运行的飞行机组成员实施下列限制： (a) 1960 年 1 月 1 日(含)以后出生的驾驶员，未取得飞行人员英语合格证 （英语模拟陆空通话考试合格、飞行专业英语考试合格）的，不得参加转大型(含) 以上机型训练，不得执行国际和特殊管理的国内航线飞行任务。 (b) 1955 年 1 月 1 日(含)至 1959 年 12 月 31 日(含)出生的驾驶员，未取得 飞行人员英语合格证（英语模拟陆空通话考试合格）的，不得在国际和特殊管 理的国内航线飞行任务中担任机长。 (c) 1955 年 1 月 1 日(含)以后出生的飞行通信员，未取得飞行人员英语合 格证（英语模拟陆空通话考试合格、飞行专业英语考试合格）的，不得执行国 际和特殊管理的国内航线飞行任务。 (d) 1954 年 12 月 31 日(含)以前出生的飞行通信员，未取得飞行人员英语 合格证（英语模拟陆空通话考试合格）的，不得执行国际和特殊管理的国内航 线飞行任务。

94

P章

机组成员值勤期限制、飞行时间限制 和休息要求

第 121.481 条 概则 (a) 合格证持有人在实施本规则运行中，应当保证其机组成员符合本章适用 的值勤期限制、飞行时间限制和休息要求。任何违反本章规定的人员不得在本 规则运行中担任机组必需成员。 (b)本章中的用语定义如下： (1)经批准的睡眠区，是指经局方批准，为使机组成员获得良好睡眠而指定 的场所。 (2)日历日，是指按照世界协调时或者当地时间划分的一个时间段，从当日 零点到次日零点之间的 24 小时。 (3)值勤期，是指机组成员在接受合格证持有人安排的飞行任务后，从为了 完成该次任务而到指定地点报到时刻开始（不包括从居住地或者驻地到报到地 点所用的时间），到解除任务时刻为止的连续时间段。在一个值勤期内，如机 组成员能在有睡眠条件的场所得到休息，则该休息时间可以不计入该值勤期的 值勤时间。 (4)休息期，是指从机组成员到达休息地点起，到为执行下一次任务离开休 息地点为止的连续时间段，在该段时间内，合格证持有人不得为该员安排任何 工作和给予任何干扰。为了完成指派的飞行任务作为乘员乘坐飞机往来于驻地 和值勤地点的时间不得计入休息期。 (5)运行延误，是指由于出现恶劣的气象条件、飞机设备故障、空中交通管 制不畅等客观情况而导致的延误。 (c)在本章中，机组成员的飞行时间是指机组成员在飞机飞行期间的值勤时 间，包括在座飞行时间(飞行经历时间)和不在座飞行时间。 第 121.483 条 驾驶员值勤期限制、飞行时间限制和休息要求 (a)当飞行机组配备 2 名驾驶员时，驾驶员的值勤期限制、飞行时间限制和 休息要求应当符合以下规定： (1) 值勤期最多 14 小时，该值勤期内的飞行时间不得超过 8 小时，但对于 不多于 2 个航段的飞行，飞行时间可以延长至 9 小时。值勤期后应当安排至少 10 个连续小时的休息期，但对飞行任务解除的时间是发生在当地时间午夜零点 之后的，则应安排 12 连续小时的休息期，这个休息期应当安排在该值勤期结束 时刻与下一值勤期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 14 小时的限制，则 95

该值勤期后的休息期可以缩短至 9 小时； (3)发生运行延误时，值勤期最多可以延长至 16 小时，但该值勤期后 10 小 时的休息期不得缩短。 (b)当飞行机组配备 3 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规 定条件的资深副驾驶时，驾驶员的值勤期限制、飞行时间限制和休息要求应当 符合以下规定： (1)值勤期最多 16 小时，该值勤期内的飞行时间不得超过 10 小时，但对于 中间没有经停的飞行，飞行时间可以延长至 12 小时。值勤期后应当安排至少 14 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤期 开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 16 小时的限制，则该 值勤期后的休息期可以缩短至 12 小时； (3)发生运行延误时，值勤期最多可以延长至 18 小时，但该值勤期后 14 小 时的休息期不得缩短。 (c)当飞行机组配备 3 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规定 条件的资深副驾驶并为飞行机组提供经批准的睡眠区时，驾驶员的值勤期限制、 飞行时间限制和休息要求应当符合以下规定： (1)值勤期最多 18 小时，该值勤期内的飞行时间不得超过 14 小时，但每个 驾驶员在飞行中应当有机会在经批准的睡眠区得到休息，值勤期后应当安排至 少 18 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值 勤期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 18 小时的限制，则该 值勤期后的休息期可以缩短至 16 小时； (3)发生运行延误时，值勤期最多可以延长至 20 小时，但该值勤期后 18 小 时的休息期不得缩短。 (d)当飞行机组配备 4 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规定 条件的资深副驾驶时，驾驶员的值勤期限制、飞行时间限制和休息要求应当符 合以下规定： (1)值勤期最多 20 小时，该值勤期内的飞行时间不得超过 17 小时，但每个 驾驶员在飞行中应当有机会在批准的睡眠区得到休息，值勤期后应当安排至少 22 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤 期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 20 小时的限制，则该 值勤期后的休息期可以缩短至 20 小时； (3)发生运行延误时，值勤期最多可以延长至 22 小时，但该值勤期后 22 小 时的休息期不得缩短。

96

第 121.485 条 领航员、飞行机械员、飞行通信员值勤期限制、飞行时间限制 和休息要求 (a)当飞行机组配备一名领航员、一名飞行机械员或者一名飞行通信员时， 可以有下述两种安排方式： (1)值勤期安排不超过 14 小时，该值勤期内的飞行时间不得超过 9 小时， 值勤期后应当安排至少 10 个连续小时的休息期，这个休息期应当安排在该值勤 期结束时刻与下一值勤期开始时刻之间。并且在发生运行延误时，还应当符合 下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 14 小时的限 制，则要求的休息期可以缩短至 9 小时； (ii)值勤期最多可以延长至 16 小时，但该值勤期后 10 小时的休息期不得缩 短。 (2)值勤期安排超过 14 小时但不超过 16 小时，该值勤期内的飞行时间不得 超过 12 小时，值勤期后安排至少 14 个连续小时的休息期，这个休息期应当安 排在该值勤期结束时刻与下一值勤期开始时刻之间。并且在发生运行延误时， 还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 16 小时的 限制，则要求的休息期可以缩短至 12 小时； (ii)值勤期最多可以延长至 18 小时，但该值勤期后 14 小时的休息期不得 缩短。 (b)当飞行机组配备两名领航员、两名飞行机械员或者两名飞行通信员时， 可以有下述两种安排方式： (1)值勤期安排超过 16 小时但不超过 18 小时，该值勤期内的飞行时间不得 超过 14 小时，且在飞行中应当有机会在经批准的睡眠区得到休息。值勤期后安 排至少 18 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下 一值勤期开始时刻之间。并且在发生运行延误时，还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 18 小时的 限制，则要求的休息期可以缩短至 16 小时； (ii)值勤期最多可以延长至 20 小时，但该值勤期后 18 小时的休息期不得 缩短。 (2)值勤期安排超过 18 小时但不超过 20 小时，该值勤期内的飞行时间不得 超过 17 小时，且在飞行中应当有机会在批准的睡眠区得到休息。值勤期后安排 至少 22 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一 值勤期开始时刻之间。并且在发生运行延误时，还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 20 小时的 限制，则要求的休息期可以缩短至 20 小时； (ii)值勤期最多可以延长至 22 小时，但该值勤期后 22 小时的休息期不得 缩短。 97

第 121.487 条 飞行机组成员的周、月、年飞行时间限制 合格证持有人在为飞行机组成员安排飞行时，应当保证飞行机组成员的总 飞行时间(含按照本规则实施的运行和本规则之外的运行，如训练、调机、私用 和作业飞行等)遵守以下规定： (a)任何 7 个连续日历日内不得超过 40 小时。 (b)任一日历月飞行时间不超过 100 小时，任何连续三个日历月内的总飞行 时间不得超过 270 小时。 （c）任一日历年内不得超过 1000 小时。 第 121.489 条 飞行机组成员值勤期和飞行时间安排的附加限制 (a)合格证持有人安排飞行机组成员的值勤期时，如果按照正常情况能够在 限制时间内终止值勤期，但由于运行延误，所安排的飞行没有按照预计时间到 达目的地，超出了值勤期的限制时间，则不认为该飞行机组成员在排班时超出 了值勤期限制。但是，应当遵守本规则第 121.483 条和第 121.485 条的规定， 值勤期的延长最多不超过 2 个小时。 (b)合格证持有人安排飞行机组成员的飞行时间时，如果正常情况下能够在 限制飞行时间内结束飞行，但由于运行延误，所安排的飞行没有按照预计时间 到达目的地，超出了飞行时间限制，则不认为该飞行机组成员在排班时超出了 飞行时间限制。 (c)当飞行机组成员为几个航空运营人或者在几种类型的运行中值勤时，其 值勤时间、飞行时间的总和应当满足本规则规定的值勤期限制和飞行时间限制。 (d)飞行机组成员在起飞前由于延误造成的待命时间，计入值勤期时间之 内。

第 121.491 条 客舱乘务员的值勤期限制和休息要求 (a)当按照本规则第 121.391 条规定的最低数量配备客舱乘务员时，客舱乘 务员的值勤期不得超过 14 小时， 值勤期后应当安排至少 9 个连续小时的休息期， 这一休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间。 (b)在按照本规则第 121.391 条规定的最低数量配备上增加客舱乘务员人数 时，客舱乘务员的值勤期限制和休息要求应当符合如下规定： (1)增加 1 名客舱乘务员，值勤期不得超过 16 小时；增加 2 名客舱乘务员， 值勤期不得超过 18 小时；增加 3 名或者 3 名以上客舱乘务员，值勤期不得超过 20 小时。 (2)值勤期超过 14 小时时， 值勤期后应当安排至少 12 个连续小时的休息期， 这一休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间。 (c)合格证持有人安排客舱乘务员值勤期时，如果按照正常情况能够在限制 时间内终止值勤期，但由于运行延误，所安排的飞行没有按照预计时间到达目 的地，超出了值勤期的限制时间，则不认为该客舱乘务员在排班时超出了值勤 98

期限制。 第 121.493 条 客舱乘务员的周、月、年飞行时间限制 合格证持有人在为客舱乘务员安排飞行时，应当保证客舱乘务员的总飞行时 间符合以下规定： (a)在任何连续 7 个日历日内不超过 40 小时。 (b)任一日历月内不得超过 120 小时。 (c)任一日历年内不得超过 1300 小时。 （d）客舱乘务员在飞机上履行安全保卫职责的时间应当记入客舱乘务员的飞 行时间。 第 121.495 条 机组成员休息时间的附加要求 (a)合格证持有人不得在机组成员规定的休息期内为其安排任何工作，该机 组成员也不得接受合格证持有人的任何工作。 (b)本章要求的休息期可以包含在其他休息期之内。 (c)只有在发生运行延误时，才允许按照本规则第 121.483 条和第 121.485 条中的规定缩短休息期，不允许作事先安排。 (d)在任何连续的 7 个日历日内，对被安排了一次或者一次以上值勤期的机 组成员，合格证持有人应当为其安排一个至少连续 48 小时的休息期。 (e)当合格证持有人为机组成员安排了其他工作任务时，该任务时间可以计 入、也可以不计入值勤期。当不计入值勤期时，在值勤期开始前应当为其安排 至少 8 个小时的休息期。 (f)如果飞行的终止地点所在时区与机组成员的基地所在时区之间有 6 个或 者 6 个小时以上的时差，则当机组成员回到基地以后，合格证持有人应当为之 安排一个至少 48 个连续小时的休息期。这一休息期应当在机组成员进入下一值 勤期之前安排。本款所述基地是指合格证持有人确定的机组成员驻地并接受排 班的地方。 (g)合格证持有人将机组成员运送到执行飞行任务的机场，或者将其从解除 任务的机场运送回驻地，这些路途上所耗费的时间不应当被认为是休息期的组 成部分。 (h)合格证持有人在安排了机组成员按照本规则第 121.487 条(a)款和第 121.493 条(a)款规定的飞行时间后，应当至少安排一个连续 48 小时的休息期。

99

Q章

飞行签派员的合格要求和值勤时间限制

第 121.501 条 飞行签派员的合格要求 (a)在国内、国际定期载客运行中担任飞行签派员的人员，应当持有飞行签 派员执照，并且按照本规则 N 章批准的训练大纲，圆满完成相应飞机组类中的 一个型别飞机的下列训练： (1)飞行签派员初始训练，但是如果该飞行签派员已对同一组类的另一型别 飞机接受了初始训练，则只需完成相应的转机型训练。 (2)运行熟悉，在驾驶舱观察按照本规则实施的运行至少 5 小时（含一次起 飞和着陆）。对于驾驶舱没有观察员座位的飞机，可以在配备耳机或者喇叭的 前排旅客座位上观察。本款要求可以用额外增加一次起飞和着陆代替一个飞行 小时的方法，将运行熟悉小时数减少至不低于 2.5 小时。 (3)对于新引进组类的飞机，在开始投入本规则运行后 90 天之内，不满足 本款第(2)项中运行熟悉要求的人仍可以担任飞行签派员。 (b)飞行签派员所签派的飞机与原签派的同型别飞机存在差异时，应当接受 该飞机的差异训练。 (c)飞行签派员应当在前 12 个日历月内完成定期复训地面训练和资格检查。 (d)飞行签派员应当在前 12 个日历月内在其签派的每一组类飞机的一个型 别飞机上，满足本条(a)款第(2)项中的运行熟悉要求。对每一组类飞机，本款 要求可以使用按照本规则第 121.407 条批准的该组类一个型别的飞行模拟机， 完成训练观察 5 小时的方法来满足。但是，如果使用飞行模拟机来满足本款要 求，不得减少小时数。 (e)合格证持有人在批准飞行签派员担任飞机签派任务前，应当确认该飞行 签派员熟悉其行使签派管辖权的运行区间的所有运行程序。但是，经审定合格 可以签派飞机通过其他某个运行区间的飞行签派员，在与经审定合格的对该运 行区间行使签派管辖权的飞行签派员协调后，可以签派飞机通过其他某个运行 区间。 第 121.503 条 飞行签派员的值勤时间限制 (a)合格证持有人应当规定飞行签派员日常的值勤时间。值勤时间应当从飞 行签派员为签派飞机而了解气象情况和飞机运行情况时刻开始，至所签派的每 架飞机已完成飞行，或者已超出其管辖范围，或者由另一位经审定合格的飞行 签派员接替其工作时止。 (b)除出现了超出合格证持有人控制能力的形势或者应急情况之外，签派员 的值勤时间限制应当符合下列要求： (1)任何合格证持有人不得安排飞行签派员连续值勤超过 10 小时； (2)如果飞行签派员在连续 24 小时内被安排值勤时间超过 10 小时，该合格 100

证持有人应当在该飞行签派员值勤时间达到或者累计达到 10 小时之前为他提供 至少连续 8 小时的休息时间； (3)合格证持有人应当在任意连续 7 个日历日内为飞行签派员安排一个至少 连续 24 小时的休息期，或者在任一日历月中被安排相当时间的休息期。 (c)合格证持有人在经局方批准后，可以安排在境外工作的飞行签派员，在 24 小时内连续工作超过 10 小时，但在每个 24 小时期间内，应当安排该飞行签 派员至少连续休息 8 小时。

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T章

飞行运作

第 121.531 条 国内、国际定期载客运行的运行控制责任 (a)合格证持有人应当对运行控制负责。 (b)机长和飞行签派员应当对飞行的计划、延迟和签派或者放行是否遵守中 国民用航空规章和合格证持有人的运行规范共同负责。 (c)飞行签派员应当对下列工作负责： (1)监控每次飞行的进展情况； (2)分析与发布该次飞行安全所必需的信息； (3)如果根据其本人或者机长的判断，认为该次飞行不能按照计划或者放行 的情况安全地运行或者继续运行时，取消或者重新签派该次飞行。 (d)在飞行期间，机长负责控制飞机和指挥机组，并负责旅客、机组成员、 货物和飞机的安全。 (e)在飞行期间，机长对于飞机的运行拥有完全的控制权和管理权。这种权 力没有限制，可以超越机组其他成员及他们的职责，无论机长是否持有执行其 他机组成员职责的有效证件。 (f)任何驾驶员在驾驶飞机时不得粗心大意和盲目蛮干，以免危及生命或者 财产的安全。

第 121.532 条 补充运行的运行控制责任 (a)合格证持有人应当对运行控制负责，并在手册中列出授权实施运行控制 的人员。 (b)机长和运行副总经理应当对飞行的放行、延续、改航和终止是否遵守中 国民用航空规章和合格证持有人的运行规范共同负责。运行副总经理以委托他 人行使飞行放行、延续、改航和终止的职能，但不能委托运行控制的责任。 (c)当运行副总经理或者机长认为该次飞行不能按照计划安全地运行时，运 行副总经理对取消、改航或者延迟飞行负责。运行副总经理应当负责至少在下 列方面对飞行运行进行监控： (1)始发地机场的离开和目的地机场的到达，包括中途停留机场及备降机场； (2)发生在起始、目的地和中途停留机场的维修及机械延误； (3)已知的严重影响飞行安全的情况。 (d)在飞行期间，机长负责控制飞机和指挥机组，并负责旅客、机组成员、 货物和飞机的安全。在飞行期间，对于飞机的运行拥有完全的控制权和管理权。 这种权力没有限制，可以超越机组其他成员及他们的职责，无论机长是否持有 执行其他机组成员职责的有效证件。 (e) 机长对飞行前的计划和飞行中的运行是否遵守中国民航规章和合格证持 102

有人的运行规范负责。 (f)任何驾驶员在驾驶飞机时不得粗心大意和盲目蛮干，以免危及生命或者 财产的安全。 第 121.533 条 飞行保安 按照本规则实施运行的合格证持有人应当遵守中国民用航空规章适用的保 安要求。 第 121.535 条 运行通告 合格证持有人应当将设备和运行程序方面的任何变动通知其相关的人员， 包括已知的正在使用的任何导航设施、机场、空中交通管制程序与规则、机场 交通管制规则等方面的变化，以及已知的威胁飞行安全的信息，包括结冰和其 他危险气象条件、地面和导航设施不正常的情况等。 第 121.537 条 运行时刻表 在安排运行时刻表时，合格证持有人应当为飞机在经停站正常补给服务留 出足够的时间，并应当考虑航路上的盛行风和所用型号飞机的巡航速度。这个 巡航速度不得大于发动机的标称巡航输出功率所能获得的巡航速度。 第 121.539 条 飞行机组成员的值勤要求 (a)在飞行的关键阶段，合格证持有人不得要求飞行机组成员完成飞机安全 运行所必需的工作之外的任何其他工作，飞行机组任何成员也不得承担这些工 作。预定厨房供应品，确认旅客的衔接航班，对旅客进行合格证持有人的广告 宣传，介绍风景名胜的广播，填写与运行无关的公司报告表、记录表等工作都 不是飞机安全运行所必需的工作。 (b)在飞行的关键阶段，飞行机组成员不得从事可能分散飞行机组其他成员 工作精力，或者可能干扰其他成员正确完成这些工作的活动，机长也不得允许 其从事此种活动。这些活动包括进餐、在驾驶舱无关紧要的交谈、在驾驶舱和 客舱机组成员之间无关紧要的通话、阅读与正常飞行无关的刊物等。 (c)在本条中，飞行关键阶段是指滑行、起飞、着陆和除巡航飞行以外在 3000 米(10000 英尺)以下的飞行阶段。 第 121.541 条 在操作位置上的飞行机组成员 (a)除本条(b)款规定外，在驾驶舱值勤的每个飞行机组必需成员，在飞行 过程中应当坐在指定的值勤位置并系好安全带；在起飞和着陆过程中应当坐在 指定的值勤位置并系好安全带和肩带，但对于驾驶员之外的飞行机组成员，在 履行其正常职责需要时可以松开肩带。 (b)在下列情形下，飞行机组必需成员可以离开指定的值勤位置： (1)为了完成与飞机运行有关的任务需要该机组成员离开时。 (2)机组成员的离开与生理需要有关时。 103

(3)机组成员到了休息期，并按照下述规定有人接替工作时： (i)对于指定的机长，在航路巡航飞行期间，可以由符合第 121.451 条(a) 款规定条件的资深副驾驶接替； (ii)对于指定的副驾驶，可以由有资格在航路飞行期间担任副驾驶的驾驶 员接替。但是，接替的驾驶员不必满足本规则第 121.461 条(b)款中关于近期经 历的要求。 第 121.543 条 操纵装置的控制 除符合下列规定之一的人员外，机长不得允许其他人员在飞行期间控制操 纵装置，其他人员也不得在飞行期间控制操纵装置： (a)运行该飞机的合格证持有人的合格驾驶员； (b)得到机长允许、有资格在该飞机上飞行的正在执行飞行运行检查任务的 局方监察员或者局方委任代表； (c)得到机长允许、有资格在该飞机上飞行并且获得了局方和运行该飞机的 合格证持有人批准的另一合格证持有人的驾驶员。 第 121.545 条 进入驾驶舱的人员的限制 (a)下列人员可以进入飞机驾驶舱，但并不限制机长为了安全而要求其离开 驾驶舱的应急决定权： (1)机组成员； (2)正在执行任务的局方监察员或者局方委任代表； (3)得到机长允许并且其进入驾驶舱对于安全运行是必需或者有益的人员。 (4)经机长同意，并经合格证持有人特别批准的其他人员。 (b)被准许进入驾驶舱的非机组人员，应当在客舱内有供该人员使用的座 位，但下列人员在驾驶舱有供其使用的座位时除外： (1)正在对飞行操作进行检查或者观察的局方监察员或者经授权的局方委 任代表； (2)局方批准进行空中交通管制程序观察的空中交通管制员； (3)合格证持有人雇用的持有执照的航空人员； (4)其他合格证持有人雇用的持有执照的航空人员，该员得到运行该飞机的 合格证持有人的批准； (5)运行该飞机的合格证持有人的雇员，其职责与飞行运作的实施或者计 划、或者空中监视飞机设备或者操作程序直接有关，此人进入驾驶舱对于完成 其任务是必需的，并且已得到在运行手册中列出的有批准权的主管人员的书面 批准； (6)该飞机或者其部件的制造厂家技术代表，其职责与空中监视飞机设备或 者操作程序直接有关，进入驾驶舱对于完成其职责是必需的，并已得到该合格 证持有人在运行手册中列出的有批准权的运行部门负责人的书面批准。

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第 121.547 条 局方监察员进入驾驶舱的权力 局方指定的监察员执行监察任务时，向机长出示局方监察员证件后，机长 应当允许该监察员不受阻碍地进入该飞机的驾驶舱。 第 121.549 条 飞行装具 (a)机长应当保证在每次飞行中，飞机上带有合适的航空图表资料，其中应 当包含有关导航设施和仪表进近程序的足够信息。 (b)在每次飞行中，每个机组成员应当有一个处于良好工作状态的手电筒， 供其随时使用。 第 121.551 条 国内、国际定期载客运行的运行限制或者暂停运行 当合格证持有人了解到某些情况，包括机场或者跑道情况等，对安全运行构 成威胁时，该合格证持有人应当限制或者暂停运行，直到这些情况消除为止。 第 121.552 条 补充运行的运行限制或者暂停运行 当实施补充运行的合格证持有人或者机长了解到某些情况，包括机场和跑道 情况等，对安全运行构成威胁时，该合格证持有人或者机长应当根据当时的情 况限制或者暂停运行，直到这些情况消除为止。 第 121.553 条 国内、国际定期载客运行对批准航路和限制的遵守 驾驶员在国内、国际定期载客运行中操作飞机时应当遵守下列规定： (a)不得在其运行规范规定以外的航路或者航段上飞行； (b)应当遵守其运行规范规定的限制。 第 121.555 条 最低油量的宣布 (a)当出现最低燃油量状况时，机长应当遵守下列规定： (1)向空中交通管制员宣布“最低油量”； (2)向空中交通管制员报告剩余的可用燃油还能飞多少分钟； (3)继续按照空中交通管制员同意的航路飞行； (4)通知飞行签派员，已宣布了最低油量； (5)如果按照目视飞行规则或者在无雷达地区实施运行，报告现在位置和预 计到达目的地的时间。 (b)最低油量是指飞行过程中应当报告空中交通管制员采取应急措施的一个 特定燃油油量最低值。该油量是在考虑到规定的燃油油量指示系统误差后，最 多可以供飞机在飞抵着陆机场后，能以等待空速在高于机场标高 450 米(1500 英 尺)的高度上飞行 30 分钟。 第 121.556 条 国内、国际定期载客运行的紧急情况 （a）在需要立即决断和处置的紧急情况下，机长可以采取他认为在此种情 况下为保证飞行安全应当采取的任何行动。在此种情况下，机长可以在保证安 105

全所需要的范围内偏离规定的运行程序与方法、天气最低标准和其他规定。 （b）飞行签派员在飞行期间发现需要其立即决断和处置的紧急情况时，应 当将紧急情况通知机长，确实弄清机长的决断，并且应当将该决断作出记录。 如果在上述情况下，该飞行签派员不能与飞行人员取得联系，则应当宣布进入 应急状态，并采取他认为在此种情况下为保证飞行安全应当采取的任何行动。 （c）当机长或者飞行签派员行使应急权力时，应当将飞行的进展情况及时 准确地报告给相应的空中交通管制部门和签派中心。宣布应急状态的人员应当 通过该合格证持有人的运行副总经理，向局方书面报告任何偏离。飞行签派员 应当在应急状态发生后 10 天内提交书面报告，机长应当在返回驻地后 10 天内 提交书面报告。

第 121.557 条 危险天气和地面设施与导航设施不正常的报告 (a)在飞行中遇到气象条件、地面设施或者导航设施不正常时，如果机长认 为这些情况对其他飞行的安全十分重要，应当尽快通知有关的地面站或者空中 交通管制员、飞行签派员。 (b)按照本条(a)款接到通知的人员，应当把情况报告给直接负责运行该设施 的机构。 第 121.558 条 补充运行的紧急情况 （a）在需要立即决断和处置的紧急情况下，机长可以采取他认为在此种情 况下为保证飞行安全应当采取的任何行动。在此种情况下，机长可以在保证安 全所需要的范围内偏离规定的运行程序与方法、天气最低标准和其他规定。 （b）在使用飞行跟踪系统实施运行控制的飞行期间，合格证持有人的相关 管理人员发现需要其立即决断和处置的紧急情况时，应当将紧急情况通知机长， 确实弄清机长的决断，并且应当将该决断作出记录。如果在上述情况下，该管 理人员不能与飞行人员取得联系，则应当宣布进入应急状态，并采取他认为在 此种情况下为保证飞行安全应当采取的任何行动。 （c）当机长或者相关管理人员行使应急权力时，应当将飞行的进展情况及 时准确地报告给相应的空中交通管制部门。宣布应急状态的人员应当通过该合 格证持有人的运行副总经理，向局方书面报告任何偏离。宣布应急状态的人员 应当在飞行结束或者返回驻地后 10 天内提交书面报告。

第 121.559 条 机械故障的报告 机长应当确保在飞行期间发生的所有机械不正常情况，都能在该飞行时间 结束时如实填入飞机飞行记录本。每次飞行前，机长应当清楚地了解上次飞行 结束时在记录本上所填的所有故障的处置情况。

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第 121.561 条 发动机不工作时的着陆和报告 (a)对于所有飞机，在飞机发动机失效，或者为防止可能的损坏而停止发动 机运转时，机长均应当按照飞行时间在距离最近的能安全着陆的合适机场着陆。 (b)如果装有三台或者三台以上发动机的飞机只有一台发动机失效或者停 止运转，机长在考虑到下列因素后，认为飞往另一机场与在最近的合适机场着 陆同样安全时，则可以飞往所选定的另一机场： (1)故障的性质和继续飞行可能出现的机械上的困难； (2)发动机停止运转时的高度、重量和可用的燃油量； (3)航路上和可以着陆机场的气象条件； (4)空中交通的拥挤情况； (5)地形种类； (6)机长对所使用的机场的熟悉程度。 (c)机长应当把飞行中发动机停车的情况尽快报告给有关的空中交通管制 员和飞行签派员，并随时报告飞行进展的全部情况。 (d)如果机长未在按照飞行时间距离最近的合适机场着陆，而选定另一机场 着陆，那么在完成该次飞行后，机长应当向运行经理呈交书面报告一式两份， 陈述其具有同等安全程度的理由。运行经理应当于驾驶员返回基地后 10 天内把 签有其意见的报告副本提交给局方。 第 121.563 条 仪表进近程序和仪表飞行规则着陆最低标准 机长应当依据合格证持有人运行规范中规定的仪表进近程序和仪表飞行规 则着陆最低标准实施仪表进近。 第 121.565 条 飞机互换 (a)在按照飞机互换协议实施运行之前，每个合格证持有人应当证明： (1)飞机互换运行的程序符合中国民用航空规章的规定和安全运行常规的 要求； (2)飞行机组必需成员和飞行签派员符合经批准的所用飞机和设备的训练 要求，并熟悉所用的通信和签派程序； (3)维修人员符合该飞机和设备的训练要求，并熟悉将使用的维修程序； (4)飞行机组成员和飞行签派员符合相应的航路和机场资格要求； (5)即将运行的飞机，其飞行仪表的布局、对安全具有关键意义的操纵装置 的位置和操作动作应当与被互换的飞机基本相同，但局方认为该合格证持有人 具有恰当的训练大纲，能保证任何影响安全的差异经差异训练而解决的情况除 外。 (b)每个合格证持有人应当把飞机互换协议中包含的有关条款和程序列入 其手册。

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第 121.567 条 飞机应急撤离的能力 (a)载有旅客的飞机在所安装的每个机上自动展开应急撤离辅助设备做好 撤离准备之前，不得在地面上移动、起飞或者着陆。 (b)合格证持有人应当保证，载有旅客的飞机在地面上移动之前，至少有一 个地板高度的出口，供旅客利用正常或者应急手段撤出飞机。 第 121.569 条 起飞前对旅客的简介 (a)运行载客飞机的合格证持有人，应当保证由适当的机组成员按照下列要 求向所有旅客提供口头简介： (1)每次起飞前，简介下列内容： (i)告知每个旅客，什么时候、什么地方和在什么情况下禁止吸烟以及禁烟 区的位置及有关说明。申明局方要求旅客遵守客舱信息灯的信号、标志牌的指 示，说明现行法规禁止摆弄、损伤或者毁坏飞机厕所内烟雾探测器，禁止在厕 所内吸烟以及适用时，禁止在客舱内吸烟。 (ii)应急出口位置及其引导标志和灯光。 (iii)安全带的使用方法，包括如何系好和松开安全带。告知每个旅客，什 么时候、什么地方、在什么情况下应当系好安全带。说明局方要求旅客遵守客 舱信息灯给出的信号和安全带的使用说明。 (iv)需要的任何应急漂浮设备的位置及其使用方法。 (v)对于飞行高度 7600 米(25000 英尺)以上的飞行，告知每个旅客一旦座舱 失压时使用氧气的重要性，向他们指出氧气分配设备的所在位置并演示其使用 方法。 (vi)关于禁止或者限制旅客在机上使用便携式电子设备的规定。 (2)在每次起飞之后，在要求系好安全带的信号灯即将关断之前或者刚刚关 断之后，广播通知旅客，即使在要求系好安全带的信号灯熄灭时，在座位上仍 应当继续系好安全带。 (3)除本款第(4)项规定外，在每次起飞之前，被指定担负该次飞行任务的 客舱乘务员，应当对在紧急情况下需由他人协助方能迅速移动到出口的旅客进 行个别简介。简介时客舱乘务员应当完成下列工作： (i)告诉该旅客及其随行人员（如有的话），在应急情况下，通往每一适当 出口的通道以及开始撤往出口的最佳时间； (ii)征询该旅客及其随行人员（如有的话）关于帮助此人的最适宜方式， 以免使其痛苦和进一步受伤。 (4)本款第(3)项所述旅客如已在同一飞机上于前面的航段中接受过简介并 且值勤客舱乘务员已得知关于防止该员痛苦和进一步受伤的最适宜方式，则该 项要求不适用。 (b)合格证持有人应当在载客飞机的每一旅客方便使用的位置上，备有至少 用中文印制的卡片以补充口头简介。每张卡片包含的信息只能是该次飞行所用 的该型别飞机的信息。卡片上不得印有任何广告。卡片应当包括下列内容： 108

(1)应急出口的示意图和使用方法； (2)使用应急设备的其他必要说明。 (c)合格证持有人应当将按照本条(a)款进行简介时应当遵循的程序在其手 册中作出规定。 第 121.571 条 延伸跨水运行中对旅客的简介 (a)除本规则第 121.569 条(a)款所要求的语言简介外，使用飞机作延伸跨 水运行的合格证持有人，应当保证由适当的机组成员向所有旅客提供补充口头 简介，讲解救生衣、救生筏和其他漂浮装置的位置和使用方法，包括演示救生 衣穿戴和充气的方法。 (b)合格证持有人应当将按照本条(a)款要求进行简介时应当遵循的程序规 定在其手册中。 (c)如果飞机起飞后直接进入跨水飞行，本条(a)款所要求的简介应当于起 飞前进行。 (d)如果飞机起飞后不直接进入跨水飞行，本条(a)款所要求的简介不必在 起飞前进行，但在跨水飞行前，应当完成全部简介。 第 121.573 条 便携式电子设备的禁用和限制 (a)从飞机为开始飞行而关闭舱门时刻起，至结束飞行打开舱门时刻止，飞 机上的乘员不得开启和使用，合格证持有人也不得允许其开启和使用与航空器 正常飞行无关的主动发射无线电信号的便携式电子设备，这些电子设备包括： (1)移动电话； (2)对讲机； (3)遥控玩具和其他带遥控装置的电子设备； (4)局方或者合格证持有人认定干扰飞机安全运行的其他无线电发射装置。 (b)飞机上的乘员可以使用 CCAR 91 部第 91.23 条(b)款规定的便携式电子 设备。但是，在起飞、爬升、下降、进近、着陆等飞行关键阶段，合格证持有 人应当限制旅客使用便携式计算机、收音机、CD 播放机、电子游戏机、视频录 放机等便携式电子设备。 (c)在飞行期间，当机长发现存在电子干扰并怀疑该干扰来自机上乘员使用 的便携式电子设备时，机长和机长授权人员应当要求其关闭这些便携式电子设 备；情节严重的应当在飞机降落后移交地面公安机关依法处置，并在事后向局 方报告。 第 121.574 条 旅客医用氧气 (a)当满足下述条件时，合格证持有人可以允许旅客携带和使用用于贮存、 产生或者分配氧气的设备： (1)该设备符合下列要求： (i)由合格证持有人提供； 109

(ii)是经国家相关部门批准的型号； (iii)由合格证持有人按照经批准的维修大纲进行维修； (iv)外表面无可燃污物； (v)能为使用者提供每分钟 4 升的最低氧气流量； (vi)所有阀门、接头和仪表均具有防毁坏保护结构； (vii)适当地固定好。 (2)当氧气以液体形式贮存时，该设备自首次使用或者其贮存容器经清洗以 来，已按照经批准的维修大纲得到维修。 (3)当氧气以压缩气体的形式贮存时，自首次使用或者其贮气瓶的上次水压 试验以来，该设备已按照经批准的维修大纲得到维修，并且任何氧气瓶内的压 力未超过额定的氧气瓶压力。 (4)每个使用该设备的人员均应持有由合格医生签署的书面证明，说明该员 有使用该设备的医学需要，并具体标明，在正常飞行时与飞机客舱内压力相对 应的压力高度下，每小时所需的最大氧气量和最大氧气流量。当在一架飞机上， 载运的旅客都是那些在飞行中需要医用氧气的人员（每个人员有不超过一名陪 伴亲属或者其他有关人员）和医护人员时，在该飞机上载运医用氧气不适用本 款规定。 (5)当按照本条(a)款第(4)项要求具有医生证明时，携带的氧气总量等于按 照医生证明中标明的每小时所需的最大氧气量，乘以按照本规则要求的用以计 算飞机燃油量的小时数。 (6)当设备装机时和计划在空中使用这些设备时，应当通知机长。 (7)该设备应妥善安放，使用该设备的每个人都应正常就座，以免妨碍接近 或者使用客舱中任何必需的应急出口、正常出口或者过道。 (b)任何人不得在按照本条(a)款规定装载的氧气存贮和分配设备 3 米（10 英尺）之内吸烟。 (c)在飞机上有旅客的情况下，合格证持有人不得允许任何人把氧气分配设 备从充满氧气的氧气瓶上拆开或者接上。 (d)本条要求不适用于载运本规则要求的辅助氧气、急救氧气及其相关设备。 第 121.575 条 在机上饮用含酒精饮料的限制 (a)除运行该飞机的合格证持有人供应的含酒精饮料外，任何人不得在飞机 上饮用其他含酒精饮料。 (b)合格证持有人不得允许任何处于醉酒状态的人进入其飞机。 (c)合格证持有人不得向乘坐其飞机的下列人员供应任何含酒精饮料： (1)表现为醉酒状态的人； (2)按照适用的飞机保安要求，正在护送别人的人或者被护送的人； (3)按照适用的飞机保安要求，在飞机上持有致命性或者危险性武器的人。 (d)当发现有人拒绝遵守本条(a)、(b)款的规定，或者发生由于处于醉酒状 态的人进入飞机引起的骚扰事件时，机长和机长授权人员应当场制止，合格证 110

持有人应当在事发后 5 天内向局方报告。 第 121.576 条 航空卫生保障 (a)合格证持有人应当配备适当的航空卫生专业技术人员，为运行提供必要 的航空卫生保障。 (b)航空卫生专业技术人员应当： (1)及时了解运行中机组成员的身体状况，对他们在运行过程中遇到的各种 生理心理问题认真分析原因，并采取行之有效的措施； (2)根据飞行任务和飞行环境特点，对航空人员进行航空卫生知识培训和指 导； (3)了解机组驻地的地理环境、气候特点、饮食卫生及疫情等情况，制定航 空卫生保障工作的具体措施。 (c)合格证持有人应当制定程序，确保符合下列要求： (1)为机长和副驾驶员配备不同餐食，如配同种餐食，机长和副驾驶应当间 隔一小时进餐； (2)机组成员在身体状况发生变化，不符合所持体检合格证相应医学标准时， 不得执行飞行任务； (3)机组成员在值勤前不得服用药效可能持续到飞机预计起飞时间的药物，也不 得在值勤中服用药物，但航空医师确认的不影响飞行安全的药物除外。 第 121.577 条 禁用药物的使用和携带 担任安全敏感工作的人员，包括飞行机组成员、客舱乘务员、飞行签派员， 不得使用或者携带大麻、可卡因、鸦片、天使粉或者安非他明等禁用药物。合 格证持有人不得安排明知其使用或者携带了上述禁用药物的人员担任安全敏感 工作，该人员也不得为合格证持有人担负此种工作。 第 121.579 条 饮用含酒精饮料后的值勤限制 (a)本条适用于机组成员、飞行签派员等担任安全敏感工作的人员。 (b)前款所述有关人员如果其体内酒精浓度达 0.04 以上，不得上岗或者继 续留在岗位上担任安全敏感工作。任何合格证持有人，在明知该员酒精浓度达 0.04 或者以上时，不得允许其担任或者继续担任安全敏感工作。酒精浓度是指 用呼气测试器测试的每 210 升呼出气体中所含酒精的克数。 (c)有关人员在担任安全敏感工作过程中，不得饮用含酒精饮料。任何合格 证持有人，在明知有关人员在担任安全敏感工作过程中饮用含酒精饮料时，不 得允许该人员担任或者继续担任安全敏感工作。 (d)有关人员在饮用含酒精饮料后 8 小时之内，不得上岗值勤。任何合格证 持有人在明知该人员在 8 小时之内饮用过含酒精饮料时，不得允许该人员担任 或者继续担任上述工作。

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第 121.581 条 客舱和驾驶舱内大件物品的固定 合格证持有人应当提供手段并采取措施，使厨房内每项设备、停用的服务 车、每件装在客舱或者驾驶舱的机组行李，能够承受相应于该飞机型号合格审 定应急着陆状态的载荷系数下的载荷，不至于因移动而造成危害。 第 121.583 条

飞机地面移动、起飞和着陆期间食品、饮料和旅客服务设施的 固定 (a)当处于下列情形之一时，合格证持有人不得使飞机在地面移动、起飞或 者着陆： (1)当旅客座位上放有由合格证持有人提供的食品、饮料或者餐具时； (2)在每个旅客的食品和饮料盘及每个椅背餐桌均被固定在其收藏位置之 前； (3)在每个旅客服务车被固定在其收藏位置之前； (4)在每个可以伸展至过道的电影屏幕被收上之前。 (b)每位旅客均应当遵守机组成员按照本条规定提出的要求。

第 121.585 条 客舱臭氧浓度 (a)本条采用下述定义： (1)“飞行阶段”是指在两个机场之间预定不着陆飞行时间。 o (2)“海平面当量”是指 25 C和 760 毫米汞柱压力的状态。 (b)除本条(d)款和(e)款规定外，合格证持有人不得在下述飞行高度层之上 运行飞机，除非已成功地向局方证明，客舱内臭氧的浓度不超过下述规定： (1)对于飞行高度超过 9600 米(32000 英尺)的飞行，在超过该飞行高度的任 何时间里，按照容积计为海平面当量的百万分之 0.25； (2)对于飞行高度超过 8400 米(27000 英尺)的飞行，飞行时间超过 4 小时并 含有高于该飞行高度飞行的每个飞行阶段的加权平均值，按照容积计为海平面 当量的百万分之 0.1。此时飞行高度 6000 米(18000 英尺)以下的臭氧量视为零。 (c)为符合本条要求，应当根据飞机运行程序和性能限制，或者根据合格证 持有人的运行，通过分析或者试验提供证明。分析或者试验应当证明下述两种 情况： (1)在统计可靠度至少为 84％时，大气臭氧的统计值表明，在飞机所运行的 高度和位置，座舱臭氧的浓度不会超过本条(b)款的规定。 (2)飞机通风系统，包括任何臭氧控制设备，可以维持客舱臭氧浓度不高于 本条(b)款所规定的限度。 (d)在下述情况下，合格证持有人可以通过修订运行规范的方式，获得偏离 本条(b)款的批准，其前提条件是： (1)该合格证持有人证明，由于情况超出其控制能力或者不合理的经济负 担，在一段具体的时间内不能满足要求； (2)已经提交了一份被局方接受的计划，尽最大能力符合要求。 112

(e)对于具有下述情形之一的飞机，合格证持有人不必符合本条(b)款的要 求： (1)飞机载运的人员仅为飞行机组成员和第 121.591 条规定的人员； (2)已有更换发动机计划的飞机。 第 121.587 条 使用自动驾驶仪的最低高度 (a)对于航路上飞行，除本条(b)款和(c)款规定外，在离地高度低于飞机飞 行手册中注明的巡航状态下自动驾驶仪故障时最大高度损失的 2 倍，或者低于 150 米(500 英尺)（取两者之中较高者）时，任何人不得在航路上，包括上升和 下降阶段，使用自动驾驶仪。 (b)对于进近，当使用仪表进近设施时，在离地高度低于飞机飞行手册中注 明的进近状态自动驾驶仪故障时最大高度损失的 2 倍，或者低于批准的该进近 设施最低下降高或者决断高之下 15 米(50 英尺)（取上述两者之中较高者）时， 任何人不得使用自动驾驶仪。但在下述情况下应当遵守以下规定： (1)当报告的气象条件低于中国民用航空规章规定的基本目视飞行规则气 象条件时，在离地高度低于飞机飞行手册中注明的进近状态带进近耦合器的自 动驾驶仪故障时最大高度损失之上 15 米(50 英尺)时，任何人不得使用带进近耦 合器的自动驾驶仪作仪表着陆系统(ILS)进近； (2)当报告的气象条件等于或者高于中国民用航空规章规定的基本目视飞 行规则最低条件时，在离地高度低于飞机飞行手册中注明的进近状态时带进近 耦合器的自动驾驶仪故障时最大高度损失，或者低于 15 米(50 英尺)（取两者中 较高者）时，任何人不得使用带进近耦合器的自动驾驶仪作仪表着陆系统(ILS) 进近。 (c)尽管有本条(a)款或者(b)款的规定，但在符合下列条件的情况下，局方 仍可以颁发运行规范，允许使用经批准的带自动驾驶能力的飞行操纵引导系统， 直至接地： (1)飞机飞行手册中注明，在带进近耦合器的自动驾驶仪故障时，该系统不 会出现任何高度损失（零高度之上）； (2)局方认为，使用该系统直至接地，并不会对本条所要求的安全标准产生 其他影响。 (d)尽管有本条(a)款的规定，但在符合下列条件的情况下，局方仍可以颁 发运行规范，允许合格证持有人在起飞和初始爬升阶段低于本条(a)款规定的高 度使用经批准的带自动驾驶能力的自动驾驶仪系统： (1)飞机飞行手册中规定了经审定的最低接通高度限值； (2)在到达飞机飞行手册中规定的最低接通高度限值或者局方规定的高度 (两者取高者)之前，不接通该系统； (3)局方确认使用该系统不会影响本条要求的安全标准。

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第 121.589 条 用于航路监察的向前观察员座位 (a)除本条(c)款规定外，合格证持有人应当在其用于本规则运行的飞机的 驾驶舱内备有一个座位，供局方实施航路监察时使用。该座位的位置和设备要 求由局方决定。 (b)对于机组所需座位之外另有一个以上观察员座位的飞机，应当有一个向 前观察员座位或者局方选定的观察员座位供局方使用。 (c)对于在本规则生效前投入运行的在驾驶舱没有观察员座位的飞机，合格 证持有人应当提供一个配备耳机或者喇叭的前排旅客座位，以便局方监察员在 实施航路监察时乘坐。 第 121.591 条 无需符合本规则载客要求载运的人员 (a)合格证持有人载运经其批准的下列人员时，无需符合本规则第 121.391 条、第 121.569 条、第 121.585 条和第 121.605 条规定的对载运旅客飞机的要 求，本规则第 121.161 条规定的对载运旅客运行的要求，以及本规则第 121.545 条、第 121.571 条和第 121.603 条中与旅客有关的要求： (1)机组成员。 (2)公司雇员。 (3)正在执行局方任务的局方监察员或者局方委任代表。 (4)下述有关人员： (i)保障本次飞行安全所需的人员； (ii)安全处理动物所需的人员； (iii)安全处理危险物品所需的人员； (iv)贵重或者机密货物保安所需的人员； (v)保管易碎或者易腐货物所需的人员； (vi)试验或者测试货物容器或者货物处置装置所需的人员； (vii)操作装卸货物的特殊设备所需的人员； (viii)装卸超规格货物所需的人员。 (5)符合前项规定的赴任或者离任的人员。 (6)经适当军事部门的特殊批准，根据军方运输合同运载的军事信使、军事 航路监督人、军运合同协调人或者执行另一军运合同的运营人的飞行机组成员。 (7)陪同合格证持有人处理公司事务的雇员的随行人员。 (b)合格证持有人使用飞机运载由本条(a)款所规定的乘员时，应当符合下 列规定： (1)各乘员能自由地从其座位到达驾驶舱或者到达正常或者应急出口； (2)当禁止吸烟和应当系好安全带时，机长有办法通知每个乘员； (3)飞机上每个乘员都具有经批准的座位，这些座位上都有经批准的安全 带。座位应当装在合适的位置，该位置对执行飞行任务的飞行机组成员不会产 生任何干扰。 (c)在每次起飞前，使用飞机载运本条(a)款所述乘员的合格证持有人，应 114

当确保已由相应的机组成员将下列事项的有关规定口头通知了上述乘员： (1)吸烟； (2)使用安全带； (3)应急出口的位置和使用； (4)氧气和应急氧气设备的使用； (5)对于延伸跨水运行，救生筏的位置，救生衣的位置和使用方法，包括演 示救生衣穿戴和充气的方法。 (d)使用飞机运载本条(a)款所述乘员的合格证持有人，应当把安全运载这 些乘员的程序编入运行手册。 (e)机长可以批准本条(a)款所述的乘员进入飞机驾驶舱。 第 121.593 条 出口座位的安排 (a)合格证持有人应当根据坐在出口座位的旅客应当具备的能力，安排或者 调整旅客座位并履行下列职责： (1)确定其机群中每一种旅客座位布局的出口座位。 (2)在其实施旅客运营的机场的旅客登机门或者售票柜台处，将所制定的有 关出口座位旅客安排的规定提供给公众，供公众监督检查。 (3)在滑行或者推飞机前，至少有一名机组必需成员已经核实没有可能不具 备能力的旅客坐在出口座位处。 (4)提示在出口座位就座的旅客阅读为其专备的出口座位旅客须知卡并进 行自我对照，该卡中应当包含就座于出口座位的旅客应当具备的能力、不宜在 出口座位就座的情况、可以要求调换座位的情况以及服从机组成员安排和调整 座位的义务。 (5)在其运行手册中规定下列内容： (i)在机上安排或者调整旅客座位的人员； (ii)安排或者调整座位、核实出口座位就座情况的程序； (iii)在机场向公众提供信息和在机上向出口座位旅客提供出口座位旅客 须知卡的内容。 (6)本款第(5)项所述运行手册中规定的内容得到局方批准。 (b)前款中的用语按照下列规定： (1)出口座位是指旅客从该座位可以不绕过障碍物直接到达出口的座位和 旅客从离出口最近的过道到达出口必经的成排座位中的每个座位。 (2)在出口座位就座的旅客应当具备的能力是指完成下列职责的能力： (i)确定应急出口的位置； (ii)认出应急出口开启机构； (iii)理解操作应急出口的指示； (iv)操作应急出口； (v)评估打开应急出口是否会增加由于暴露旅客而带来的伤害； (vi)遵循机组成员给予的口头指示或者手势； 115

(vii)收藏或者固定应急出口门，以便不妨碍使用该出口； (viii)评估滑梯的状况，操作滑梯，并在其展开后稳定住滑梯，协助他人 从滑梯离开； (ix)迅速地经应急出口通过； (x)评估、选择和沿着安全路线从应急出口离开。 (3)不宜在出口座位就座的情况是指机组成员确认旅客可能由于下述原因 不具备本款第(2)项所列的应当具备的一项或者多项能力： (i)该人的两臂、双手和双腿缺乏足够的运动功能、体力或者灵活性导致下 列能力缺陷： (A)向上、向旁边和向下达不到应急出口位置和应急滑梯操纵机构； (B)不能握住并推、拉、转动或者不能操作应急出口操纵机构； (C)不能推、撞、拉应急出口舱门操纵机构或者不能打开应急出口； (D)不能把与机翼上方出口窗门的尺寸和重量相似的东西提起、握住、放在 旁边的座椅上，或者把它越过椅背搬到下一排去； (E)不能搬动在尺寸与重量上与机翼上方出口门相似的障碍物； (F)不能迅速地到达应急出口； (G)当移动障碍物时不能保持平衡； (H)不能迅速走出出口； (I)在滑梯展开后不能稳定该滑梯； (J)不能帮助他人用滑梯离开。 (ii)该人不足 15 岁，或者如没有陪伴的成年人、父母、或者其他亲属的协 助，缺乏履行本款第(2)项所列出的一项或者多项能力； (iii)该人缺乏阅读和理解本条要求的、由合格证持有人用文字或者图表形 式提供的有关应急撤离指示的能力，或者缺乏理解机组口头命令的能力。 (iv)该人在没有隐形眼镜或者普通眼镜以外的视觉器材帮助时，缺乏足够 的视觉能力导致缺乏本款第(2)项列出的一项和多项能力； (v)该人在没有助听器以外的帮助时，缺乏足够的听觉能力听取和理解客舱 乘务员的大声指示； (vi)该人缺乏足够的能力将信息口头传达给其他旅客； (vii)该人具有可能妨碍其履行本款第(2)项所列的一项或者多项适用功能 的情况或者职责，例如要照料幼小的孩子，或者履行前述功能可能会使其本人 受到伤害。 (4)可以要求调换座位的情况是指在出口座位就座的旅客，按照出口座位旅 客须知卡或者按照机组成员向旅客进行的简介进行自我对照，有下列情形之一 时可以向机组成员提出调换座位的情况： (i)属于不宜在出口座位就座的情况的； (ii)不能确定自己是否具备应当具备的能力的； (iii)为了履行出口座位处的功能有可能伤害其身体的； (iv)不能履行出口座位处可能要求其履行的职责的； 116

(v)由于语言、理解等原因，不能理解出口座位旅客须知卡内容和机组成员 讲解内容的。 (c)如果合格证持有人依据本条确定，被安排在出口座位上的旅客很可能没 有能力履行本条(b)款第(2)项所列的功能，或者旅客自己要求不坐在出口座位， 合格证持有人应当立即将该旅客重新安排在非出口座位位置。在非出口座位已 满员的情况下，如果需要将一位旅客从出口座位调出，合格证持有人应当将一 位愿意并能够完成应急撤离功能的旅客，调到出口座位上。在出口座位就座的 旅客要求更换座位时，机组成员不得要求其讲出理由。 (d)合格证持有人可以按照本条规定，仅凭下列原因而拒绝运送该旅客： (1)该旅客拒绝遵守合格证持有人机组成员或者经授权的其他雇员发出的、 执行按照本条制定的出口座位限制的指示； (2)由于身体残疾，适合于该人残障的唯一座位是出口座位。 (e)每个旅客应当遵守合格证持有人的机组成员或者经授权的其他雇员所 给予的、执行按照本条制定的出口座位限制的指示。 第 121.595 条 拒绝运输的权力 (a)合格证持有人不得以旅客在紧急情况下需要别人帮助才能迅速移到出 口，因而会对飞行安全不利为理由，拒绝运送该旅客。但是在合格证持有人已 经制定了紧急情况下由其他人员帮助此种旅客迅速转移到出口的程序并包括有 合理的通知要求，而该旅客不遵守该程序中的通知要求，或者根据该程序不能 运送该旅客的情况除外。 (b)每个合格证持有人应当向局方提供按照本条(a)款制定的程序副本。 (c)当局方认为，为了安全或者公共利益而有必要修改本条(a)款所要求的 程序时，合格证持有人在接到局方通知后，应当对其程序进行修改。 (d)合格证持有人应当在其使用的每个机场，向公众提供其按照本条(a)款 制定的程序的副本。

第 121.601 条 驾驶舱检查单 (a)合格证持有人应当为每一型号飞机提供经批准的驾驶舱检查单。 (b)这些经批准的检查单应当至少包括在起动发动机、起飞或者着陆之前， 以及在发动机和系统出现了紧急情况时，飞行机组成员为确保安全应当进行的 每一项检查。检查单的设计应当使飞行机组成员无需依赖于对所要进行检查的 项目的记忆。 (c)经批准的检查单应当放置在每架飞机驾驶舱内方便飞行机组成员使用 的地方，飞行机组在操作飞机时应当遵循检查单规定的程序。 第 121.605 条 驾驶舱门的关闭与锁定 载运旅客飞机的机长应当保证，如果驾驶舱和客舱有门分隔的话，在飞行 117

期间关闭并锁定该门。但下列情况除外： (a)起飞和着陆期间，如果驾驶舱门是通往必需的旅客应急出口或者地板高 度出口的通道； (b)在执行任务的机组成员需要进入客舱或者驾驶舱时，或者按照第 121.545 条规定准许进入驾驶舱的人有必要进入驾驶舱时。

第 121.607 条 手提行李 (a)合格证持有人允许旅客携带手提行李登机时，应当按照其运行规范内规 定的手提行李程序，对每个旅客的手提行李进行检查，以控制其尺寸、重量和 数量。如果旅客的手提行李超过合格证持有人运行规范内手提行李程序规定的 允许量，则该旅客不得登机。 (b)合格证持有人在关闭全部旅客登机门，准备滑行或者推飞机前，应当至 少有一名机组必需成员，核实了每件行李都已按照本条规定存放好。 (c)合格证持有人在允许飞机起飞或者着陆前，每件行李应当按照下列要求 之一存放： (1)存放在合适的隔间、行李舱、货舱，这些舱室标有最大重量标牌并提供 了固定所有行李或者货物的装置，该装置不影响任何应急设备的使用； (2)按照在客舱内载运货物的相应规定存放； (3)放在旅客座椅下面； (4)盲人携带的手杖可以平放在成排座椅下的地板上(不得伸到通道上)、非 应急出口窗旁座椅下的地板上或者局方批准的任何其他地方。 (d)除散放的衣服类物品之外，其他行李应当放在经批准的装有限动装置或 者门的行李架上。 (e)每位旅客应当遵守机组成员为符合本条(a)、(b)、(c)、(d)款的规定而 给予的指示。 (f)允许在下方放置行李的每个旅客座椅，应当装有防止置于其下的行李物 品向前滑动的装置。此外，每个靠过道的座椅应当装有防侧滑装置，防止置于 其下的行李物品在该飞机型号合格审定的应急着陆条件规定的极限惯性力撞击 下滑到过道上。 第 121.609 条 审定合格的陆上机场的使用 除另经局方批准外，合格证持有人及其驾驶员在实施本规则规定的运行中， 不得操作飞机进入未被批准用于公共航空运输运行的陆地机场。但是，合格证 持有人可以指定或者使用未被批准用于公共航空运输运行的机场，作为起飞或 者着陆用的备降机场，这些机场应当在该合格证持有人的运行规范中注明。

118

U章

签派和飞行放行

第 121.621 条 国内、国际定期载客运行的签派权 除下述两种情况外，每次飞行应当在起飞前得到飞行签派员的明确批准方可 以实施： (a)对于国内定期载客运行的飞机，在原签派放行单列出的中途机场地面停 留不超过 1 小时。 (b)对于国际定期载客运行的飞机，在原签派放行单列出的中途机场地面停 留不超过 6 小时。

第 121.622 条 补充运行的飞行放行权 (a)实施补充运行应当使用飞行跟踪系统，每次飞行应当得到合格证持有人 授权实施运行控制人员的批准，方可实施。 (b)在开始飞行前，机长或者由合格证持有人授权实施运行控制的人员应当 按照该次飞行所遵守的条件制定一个满足飞行的放行单。只有当由机长和授权 实施运行控制人员均认为可以安全飞行时，机长方可签署飞行放行单。 (c)当实施补充运行的飞机在地面停留超过 6 小时时，应当重新签署新的飞 行放行单，否则不得继续飞行。 第 121.623 条 气象条件的熟悉 (a)对于国内、国际定期载客运行，飞行签派员在签派飞机前，应当完全熟 悉所飞航路、机场的气象实况报告和预报，否则不得签派或者放行该次飞行。 (b)对于补充运行，机长应当完全熟悉所飞航路、机场的气象实况报告和预 报，否则不得开始该次飞行。 第 121.625 条 国内、国际定期载客运行中飞行签派员向机长的通告 (a)在开始飞行之前，飞行签派员应当向机长提供可能影响该次飞行安全的 机场条件和导航设施不正常等方面的所有现行可得的报告或者信息，并且应当 向机长提供可能影响该次飞行安全的每一所飞航路和机场的所有可得的天气实 况报告和天气预报，包括晴空颠簸、雷暴、低空风切变等危险天气现象。 (b)在飞行期间，飞行签派员应当及时向机长提供可能影响该次飞行安全的 天气条件，包括晴空颠簸、雷暴、低空风切变等危险天气现象，和有关设施、 服务不正常的任何可以获得的补充信息。

第 121.626 条 补充运行的设施和服务 (a)开始飞行前，每个机长应当获得所有可能影响飞行安全的有关机场条件 119

和导航设施不正常情况的最新报告或者信息。 (b)在飞行期间，机长应当获得所有可能影响飞行安全的气象条件、设施和 服务不正常情况的附加信息。

第 121.627 条 飞机设备 除非飞机是处于适航状态，并且装备了本规则第 121.305 条规定的设备， 否则任何人不得签派或者放行飞机。 第 121.629 条 通信和导航设施 (a)对于定期载客运行，除本条(b)款规定外，在每次飞行前，只有确认在 航路批准时本规则第 121.97 条和第 121.101 条所要求的通信和导航设施处于良 好工作状态，方可以签派或者放行飞机在该航路或者航段上飞行。 (b)对于国际定期载客运行，如果由于超出合格证持有人控制能力的技术原 因或者其他原因，在航路上没有本规则第 121.97 条和第 121.101 条所要求的设 施，只要机长和飞行签派员认为现有的航路设施与所要求的通信和导航设施等 同并处于良好的工作状态，即可签派飞机在该航路或者航段上飞行。 (c)对于补充运行， 只有当通信和导航设施满足本规则第 121.121 条规定时， 方可以放行飞机。 第 121.631 条 目视飞行规则的签派或者放行 按照目视飞行规则签派或者放行飞机前，应当确认可获得的天气实况报告、 预报或者两者的组合，表明从签派或者放行飞机飞行时刻起至飞机抵达签派单 中所列各机场的时间内，整个航路的云底高度和能见度处于或者高于适用的目 视飞行规则最低标准，否则，不得签派或者放行飞机按照目视飞行规则飞行。 第 121.633 条 仪表飞行规则的签派或者放行 除本规则第 121.635 条规定外，按照仪表飞行规则签派或者放行飞机飞行 前，应当确认相应的天气实况报告、预报或者两者的组合，表明在签派或者放 行单中所列的每个机场的天气条件，在飞机预计到达时处于或者高于经批准的 最低标准，否则，不得签派或者放行飞机按照仪表飞行规则飞行。 第 121.635 条 跨水运行的签派或者放行 (a)签派或者放行飞机进行含有延伸跨水运行的飞行前，应当确认相应的天 气实况报告、预报或者两者的组合，表明飞机预计到达所签派或者放行的目的 地机场和必需的备降机场时，这些机场的天气条件等于或者高于经批准的最低 标准，否则，不得签派或者放行飞机进行含有延伸跨水运行的飞行。 (b)合格证持有人应当按照仪表飞行规则实施含有延伸跨水运行，但该合格 证持有人证明按照仪表飞行规则飞行对于安全是不必要时除外。 (c)对于其他跨水运行，如果局方认为按照仪表飞行规则运行对安全是必要 120

的，合格证持有人应当按照仪表飞行规则实施这些跨水运行。 (d)每个按照目视飞行规则实施延伸跨水运行的批准和每个按照仪表飞行 规则实施其他跨水运行的要求，均应当在该合格证持有人的运行规范中明确规 定。 第 121.637 条 起飞备降机场 (a)如果起飞机场的气象条件低于合格证持有人运行规范中为该机场规定 的着陆最低标准，在签派或者放行飞机前应当按照下述规定选择起飞备降机场： (1)对于双发动机飞机，备降机场与起飞机场的距离不大于飞机使用一发失 效的巡航速度在静风条件下飞行 1 小时的距离。 (2)对于装有三台或者三台以上发动机的飞机，备降机场与起飞机场的距离 不大于飞机使用一发失效时的巡航速度在静风条件下飞行 2 小时的距离。 (b)对于本条(a)款，备降机场的天气条件应当满足本规则第 121.643 条的 要求。 (c)在签派或者放行飞机前，签派或者飞行放行单中应当列出每个必需的起 飞备降机场。 第 121.639 条 仪表飞行规则国内定期载客运行的目的地备降机场 (a)按照仪表飞行规则签派飞机飞行前，应当在签派单上至少为每个目的地 机场列出一个备降机场。当目的地机场或者第一备降机场的天气条件预报处于 边缘状态时，应当再指定至少一个备降机场。但是，如果天气实况报告、预报 或者两者的组合表明，在飞机预计到达目的地机场时刻前后至少 1 小时的时间 段内，该机场云底高度和能见度符合下列规定并且在每架飞机与签派室之间建 立了独立可靠的通信系统进行全程监控，则可以不选择目的地备降机场： (1)机场云底高度至少在公布的最低的仪表进近最低标准中的最低下降高 (或者决断高)之上 450 米(1500 英尺)， 或者在机场标高之上 600 米(2000 英尺)， 取其中较高值； (2)机场能见度至少为 4800 米（3 英里），或者高于目的地机场所用仪表进 近程序最低的适用能见度最低标准 3200 米（2 英里）以上，取其中较大者。 (b)按照本条规定选择的目的地备降机场的天气条件应当满足第 121.643 条 的要求。 第 121.641 条 国际定期载客运行的目的地备降机场 (a)按照仪表飞行规则签派飞机飞行前，应当在签派单上为每个目的地机场 至少列出一个备降机场。但在下列情形下，如果在每架飞机与签派室之间建立 了独立可靠的通信系统进行全程监控，则可以不选择目的地备降机场： (1)当预定的飞行不超过 6 小时，且相应的天气实况报告、预报或者两者的 组合表明，在预计到达目的地机场时刻前后至少 1 小时的时间内，目的地机场 的天气条件符合下列规定： 121

(i)机场云底高度符合下列两者之一： (A)如果该机场需要并准许盘旋进近，至少在最低的盘旋进近最低下降高度 （MDA）之上 450 米（1500 英尺）； (B)至少在公布的最低的仪表进近最低标准中的最低下降高度(MDA)或者决 断高度(DA)之上 450 米（1500 英尺），或者机场标高之上 600 米（2000 英尺）， 取其中较高者。 (ii)机场能见度至少为 4800 米（3 英里），或者高于目的地机场所用仪表 进近程序最低的适用能见度最低标准 3200 米（2 英里）以上，取其中较大者； (2)该次飞行是在前往无可用备降机场的特定目的地机场的航路上进行的， 而且飞机有足够的燃油来满足本规则第 121.659 条(b)款或者第 121.661 条(b) 款的要求。 (b)按照本条规定选择的目的地备降机场的天气条件应当满足第 121.643 条 的要求。

第 121.642 条 仪表飞行规则补充运行的目的地备降机场 (a)除本条(b)款规定外，当放行飞机按照仪表飞行规则进行补充运行时， 应当在飞行放行单中至少为每个目的地机场列出一个备降机场。 (b)对于在国外飞行的航路上，当特定目的地机场无可用备降机场时，如果 飞机装载了本规则第 121.661 条和第 121.662 条规定的燃油，在仪表飞行规则 下可以不指定备降机场。 (c)根据本条(a)款规定，备降机场天气条件应当符合第 121.643 条规定的 标准。 (d)除非放行单上列出了每个必需的备降机场，否则不得放行飞机。

第 121.643 条 备降机场最低天气标准 (a)对于签派或者飞行放行单上所列的备降机场，应当有相应的天气实况报 告、预报或者两者的组合表明，当飞机到达该机场时，该机场的天气条件等于 或者高于合格证持有人运行规范规定的备降机场最低天气标准。 (b)在合格证持有人运行规范中，签派或者放行的标准应当在经批准的该机 场的最低运行标准上至少增加下列数值，作为该机场用作备降机场时的最低天 气标准： (1)对于只有一套进近设施与程序的机场，最低下降高（MDH）或者决断高 （DH）增加 120 米(400 英尺)，能见度增加 1600 米(1 英里)； (2)对于具有两套（含）以上非精密进近设施与程序并且能提供不同跑道进 近的机场，最低下降高(MDH)增加 60 米(200 英尺)，能见度增加 800 米(1/2 英 里)，在两条较低标准的跑道中取较高值； (3)对于具有两套（含）以上精密进近设施与程序并且能提供不同跑道进近 122

的机场，决断高(DH)增加 60 米(200 英尺)，能见度增加 800 米(1/2 英里)，在 两条较低标准的跑道中取较高值。 第 121.645 条 在不安全状况中继续飞行 (a)当机长或者飞行签派员（仅在国际和国内运行时）认为该次飞行不能安 全完成时，除非该机长认为已经没有更安全的程序可以执行，机长不得允许该 次飞行继续飞往所签派或者放行的机场。在这种情况下，继续飞往该机场就处 于本规则第 121.556 条和第 121.558 条规定的紧急状态。 (b)如果用于该种运行的任何仪表或者某一设备在航路上失效，机长应当遵 循在合格证持有人手册中规定的适用于该情况的经批准程序。 第 121.647 条 仪表或者设备失效 (a)在飞机所装的仪表或者设备失效时，只有符合下列条件，方可起飞： (1)该飞机具有经批准的最低设备清单。 (2)局方颁发给该合格证持有人的运行规范批准其按照最低设备清单运行， 飞行机组应当能在飞行之前直接查阅经批准的最低设备清单上的所有信息。查 阅方法可以是阅读印刷资料或者其他方式，但这些方式应当经局方批准并规定 在合格证持有人的运行规范中。经批准的最低设备清单，在运行规范中得到局 方授权的，构成经批准的对型号设计的修改，而不需要重新进行型号合格审定。 (3)经批准的最低设备清单应当符合以下规定： (i)根据本条(b)款规定的限制编写； (ii)对某些仪表和设备处于不工作状态时该飞机的运行作出规定。 (4)应当向驾驶员提供注明不工作仪表与设备的记录和本款第(3)项第(ii) 目要求的信息。 (5)该飞机按照最低设备清单和运行规范中规定的所有适用条件与限制实 施运行。 (b)下列仪表和设备不得包含在最低设备清单中： (1)该飞机型号合格审定所依据的适航规章中明确规定或者所要求的，并且 在所有运行条件下对安全运行都是必需的仪表和设备。 (2)适航指令要求应当处于工作状态的那些仪表和设备，但适航指令提供了 其他方法的除外。 (3)本规则要求该种运行应当具有的仪表和设备。 (c)尽管有本条(b)款第(1)、(3)项的规定，飞机上某些仪表或者设备不工 作时，仍可以依据局方颁发的特殊飞行许可运行。 第 121.649 条 在结冰条件下运行 (a)当机长或者飞行签派员（仅在国内定期和国际定期运行时）认为，在航 路或者机场上，预料到的或者已遇到的结冰状况会严重影响飞行安全时，任何 人不得签派或者放行飞机、继续在这些航路上飞行或者在这些机场着陆。 123

(b)当有霜、雪或者冰附着在飞机机翼、操纵面、螺旋桨、发动机进气口或 者其他重要表面上，或者不能符合本条(c)款时，任何人不得使飞机起飞。 (c)除了本条(d)款规定外，在某种条件之下，当有理由认为，霜、冰、雪 会附着在飞机上时，任何人不得签派或者放行飞机或者使其起飞，但该合格证 持有人在其运行规范中具有经批准的地面除冰防冰大纲并且其签派或者放行、 起飞都符合该大纲要求的除外。经批准的地面除冰防冰大纲应当至少包括下列 项目： (1)详细规定如下内容： (i)合格证持有人确定结冰条件的方法，在这种条件下，有理由认为霜、冰、 雪会附着在飞机上，并且应当使用地面除冰防冰操作规程； (ii)决定实施地面除冰防冰操作规程的负责人； (iii)实施地面除冰防冰操作规程的程序； (iv)在地面除冰防冰操作规程实施时，负责使飞机安全离地的每一运行职 位或者小组的具体工作和职责。 (2)飞行机组必需成员的初始、年度定期地面训练和检查，飞行签派员、地 勤组、代理单位人员等其他有关人员的资格审定。训练和检查的内容为包括下 列方面的经批准大纲中的具体要求和人员职责： (i)保持时间表的使用； (ii)飞机除冰防冰程序，包括检验、检查程序和职责； (iii)通信程序； (iv)飞机表面附着的霜、冰或者雪等污染物和关键区的识别，以及污染物 严重影响飞机性能和飞行特性的说明。 (v)除冰防冰液的型号与特性。 (vi)寒冷天气飞行前的飞机检查程序。 (vii)在飞机上识别污染物的技术。 (3)合格证持有人的保持时间表和合格证持有人工作人员使用这些时间表 的程序。保持时间是指除冰防冰液防止在飞机受保护表面结冰或者结霜和积雪 的预计时间。保持时间开始于最后一次应用除冰防冰液的开始时刻，结束于应 用在飞机上的除冰防冰液失效的时刻。保持时间应当由局方认可的数据所证明。 合格证持有人的大纲应当包括，在条件改变时飞行机组成员增加或者减少所定 保持时间的程序。大纲中应当规定在超过合格证持有人保持时间表上最大保持 时间后，只有在至少符合下列条件之一时才能允许起飞： (i)进行本条(c)款第(4)项定义的起飞前污染物检查，查明机翼、操纵面和 合格证持有人大纲中定义的其他关键表面没有霜、冰或者雪； (ii)根据合格证持有人经批准的大纲，使用经局方认可的备用程序，以与 上述不同的方法查明，机翼、操纵面和合格证持有人大纲中定义的其他关键表 面没有霜、冰或者雪。 (iii)机翼、操纵面和其他关键表面已重新除冰并确定了新的保持时间。 (4)飞机除冰防冰程序和职责、起飞前检查程序和职责以及起飞前污染物检 124

查程序和职责。起飞前检查是指在保持时间之内，检查飞机的机翼或者有代表 性的表面有无霜、冰或者雪的情况。起飞前污染物检查是通过检查，确认机翼、 操纵面和合格证持有人大纲中定义的其他关键表面没有霜、冰或者雪。这种检 查应当在开始起飞之前 5 分钟之内进行。该检查应当在飞机外部完成，但大纲 中另有规定的除外。 (d)合格证持有人如果没有本条(c)款要求的大纲，也可以按照本条继续运 行，但是，在其运行规范中应当规定任何时候只要有理由认为霜、冰和雪可能 会附着在飞机上，飞机就不得起飞。但经过检查确认没有霜、冰和雪附着在机 翼、操纵面和其他关键表面上时除外。该检查应当在开始起飞之前 5 分钟之内 进行，并且应当在飞机外部完成。 第 121.651 条 初始签派或者放行、重新或者更改签派或者放行 (a)合格证持有人可以指定任一经批准用于该型飞机的正常使用机场、临时 使用机场或者加油机场，作为初始签派或者放行的目的地机场。 (b)在签派或者放行单中指定的备降机场的天气预报，应当表明在飞机预计 到达该备降机场时，备降机场的天气条件将等于或者高于运行规范中对该机场 规定的备降最低天气标准，否则，飞行签派员和机长不得允许该次飞行继续向 所签派或者放行的机场飞行。但是，签派或者放行单可以在航路上予以更改， 增加任何处在本规则第 121.657 条至第 121.663 条规定的飞机燃油范围内的备 降机场。 (c)飞机在航路上飞行时，任何人不得擅自更改初始签派或者放行单上指定 的初始目的地机场或者备降机场。如确有必要改变为另外的机场时，则该机场 应当是经批准用于该型飞机的，并且在重新签派或者更改签派或者放行单时， 应当符合本规则第 121.621 条至第 121.675 条和第 121.173 条的相应要求。 (d)在航路上更改签派或者放行单时，通常需由飞行签派员和机长共同决 定，并且应当记录更改的内容。当涉及更改空中交通管制飞行计划时，应当预 先和有关的空中交通管制部门取得协调。 第 121.653 条

国内、国际定期载客运行飞至或者飞离加油机场或者临时使用 机场的签派 除了根据本规则适用于飞离正常使用机场的签派要求之外，在签派飞机飞 至或者飞离加油机场或者临时使用机场时，该机场应当符合本规则适用于正常 使用机场的要求。 第 121.655 条

国内、国际定期载客运行从备降机场和未列入运行规范的机场 起飞 (a)从备降机场起飞时，该机场的天气条件应当至少等于合格证持有人运行 规范中对于备降机场规定的最低天气标准。 (b)在未列入运行规范的机场起飞时，应当符合下列条件： 125

(1)该机场和有关设施适合于该飞机运行； (2)驾驶员能遵守飞机运行适用的限制； (3)飞机已根据适用于从经批准的机场实施运行的签派规则予以签派； (4)该机场的天气条件等于或者高于该机场所在国政府批准的或者规定的 起飞最低天气标准，或者如该机场没有批准的或者规定的标准时，云高/能见度 等于或者高于 240 米/3200 米（800 英尺/2 英里），或者 270 米/2400 米（900 英尺/1.5 英里），或者 300 米/1600 米（1000 英尺/1 英里）。 第 121.657 条 国内定期载客运行的燃油量要求 (a)除本条(b)款规定外，签派飞机或者使飞机起飞时，该飞机应当装有能 够完成下列飞行的足够燃油： (1)飞往被签派的目的地机场； (2)此后，按照规定需要备降机场的，飞往目的地机场的最远的备降机场并 着陆； (3)完成上述飞行后，还能以正常巡航消耗率飞行 45 分钟。 (b)经局方批准，合格证持有人可以采用由预定点飞至备降机场的方法确定 燃油：签派飞机起飞前，该飞机应当装有足够的油量，经预定点飞至备降机场， 此后以正常巡航消耗率飞行 45 分钟，但所载油量不得少于飞至所签派的目的地 机场，此后以正常巡航消耗率飞行 2 小时所需要的油量。 第 121.659 条

非涡轮发动机飞机和涡轮螺旋桨发动机飞机国际定期载客运行 的燃油量要求 (a)在实施国际运行的情况下，签派非涡轮发动机或者涡轮螺旋桨发动机为 动力的飞机，或者使该飞机起飞时，应当在考虑到预计的风和其他天气条件后， 使飞机有足够的燃油完成下列飞行： (1)飞往被签派的目的地机场并在该机场着陆； (2)此后，按照规定需要备降机场的，由被签派的目的地机场飞往签派单上 规定的最远的备降机场并着陆； (3)完成上述飞行后，该飞机还能够以正常巡航消耗率飞行 30 分钟，加上 以正常巡航消耗率飞往本款第(1)、(2)项规定的机场所需总时间的 15％，或者 以正常巡航消耗率飞行 90 分钟，取其中较短的飞行时间。 (b)签派非涡轮发动机或者涡轮螺旋桨发动机为动力的飞机飞往按照本规 则第 121.641 条(a)款第(2)项未规定备降机场的机场时，应当在考虑到预报的 风和其他天气条件后，仍有足够的油量飞往该机场，并能够以正常巡航燃油消 耗率飞行 3 小时。 第 121.660 条

非涡轮发动机飞机和涡轮螺旋桨发动机飞机补充运行的燃油量 要求 (a)除本条(b)款规定外，在放行非涡轮发动机飞机或者涡轮螺旋桨发动机 126

飞机或者使该飞机起飞时，应当在考虑到预计的风和其他天气条件后，使飞机 装载足够的燃油完成下列飞行： (1)飞到放行的目的地机场并在该机场着陆； (2)此后，飞到放行单中指定的最远备降机场并着陆； (3)此后，还能按照正常燃油消耗率飞行 45 分钟，或者，对于运行规范中批 准实施昼间目视飞行规则运行，并且运行非运输类飞机的合格证持有人，在实 施昼间目视飞行规则运行时，还能按照正常燃油消耗率飞行 30 分钟。 (b) 如果放行飞机实施的运行包含有一个国外机场，装载的燃油量按照本规 则第 121.659 条（a）款计算。 (c)放行飞机到第 121.642 条(b)款所述的未指定备降机场的机场，应当在考 虑到预计的风和其他天气条件后，装载足够的燃油，飞到那个机场后，再以正 常燃油消耗率飞行 3 个小时。

第 121.661 条

除涡轮螺旋桨发动机飞机之外的涡轮发动机飞机国际定期载客 运行、补充运行的燃油量要求 (a)在实施国际定期载客运行和补充运行的情况下，除了经局方在其运行规 范中批准的按照本规则第 121.657 条规定执行的飞行外，签派或者放行涡轮发 动机飞机（涡轮螺旋桨发动机飞机除外）飞行，或者使其起飞时，应当在考虑 到预计的风和其他天气条件后，飞机有足够的燃油完成下列飞行： (1)飞往目的地机场并在该机场着陆； (2)从起飞机场到目的地机场并着陆所需总飞行时间的 10％的一段时间的 飞行； (3)此后，按照规定需要备降机场的，由目的地机场飞至签派或者放行单中 指定的最远备降机场并着陆； (4)完成上述飞行后，还能以等待速度在备降机场，或者当不需要备降机场 时在目的地机场上空 450 米(1500 英尺)高度上在标准温度条件下飞行 30 分钟。 (b)签派或者放行涡轮发动机飞机（涡轮螺旋桨发动机飞机除外）飞往按照 本规则第 121.641 条(a)款第(2)项或者第 121.642 条（b）款未规定备降机场的 目的地机场时，应当在考虑到预计的风和其他天气条件后，有足够的油量飞到 该机场，然后以正常巡航消耗率至少飞行 2 小时。 (c)如果局方认为，为了安全，某一特定航路有必要增加油量，局方可以修 改实施国际运行的合格证持有人的运行规范，要求其携带的油量多于本条(a)款 或者(b)款中规定的最低限度。 (d)对于在国内实施的补充运行，按照本规则第 121.660 条的规定计算燃油 装载量。 第 121.662 非涡轮发动机飞机和涡轮螺旋桨发动机飞机补充运行的燃油量要求 (a)除本条(b)款规定外，在放行非涡轮或者涡轮螺旋桨为动力的飞机，或 127

者使其起飞时，应当在考虑到预计的风和其它天气条件后，使飞机装载足够的 燃油和滑油完成下列飞行： (1)飞到被放行的目的地机场并在该机场着陆； (2)此后，飞到放行单中指定的最远备降机场； (3)此后，按正常巡航消耗率飞行 45 分钟。 (b) 对于放行除国内两点之间的任何飞行，飞机必须装载足够的燃油以满足 本条(a)款第(1)和第(2)项的规定，此后，按正常巡航消耗率飞行 30 分钟加上 飞到本条(a)款第(1)和第(2)项指定的机场所需总时间的 15%，或者以正常巡航 消耗率飞行 90 分钟，取较少者。 (c)放行非涡轮或者涡轮螺旋桨飞机飞到按照本规则 121.642(b)款未指定 备降机场的目的地机场时，应当在考虑到预期的风和其他天气条件后，有足够 的燃油量飞到该机场，然后以正常巡航消耗率飞行 3 个小时。 第 121.663 条 计算所需燃油应当考虑的因素 (a)除满足本规则第 121.657 条至第 121.661 条的要求外，计算所需燃油还 应当考虑到以下因素： (1)风和其他天气条件预报； (2)预期的空中交通延误； (3)在目的地机场进行一次仪表进近和可能的复飞； (4)空中释压和航路上一台发动机失效的情况； (5)可能延误飞机着陆的任何其他条件。 (b)本条中的所需燃油是指不可用燃油之外的燃油。 第 121.665 条 目视飞行规则国内运行的起飞和着陆最低天气标准 对于目视飞行规则国内运行，合格证持有人应当遵守中国民用航空规章中 有关起飞和着陆最低天气标准的规定。 第 121.667 条 仪表飞行规则的起飞和着陆最低标准 (a)不论空中交通管制是否许可，当由局方批准的气象系统报告的天气条件 低于合格证持有人运行规范的规定时，飞机不得按照仪表飞行规则起飞。如果 合格证持有人的运行规范没有规定该机场的起飞最低标准，则使用的起飞最低 标准不得低于民航总局为该机场制定的起飞最低标准。对于没有制定起飞最低 标准的机场，可以使用下列基本起飞最低标准： (1)对于双发飞机，能见度 1600 米； (2)对于三发或者三发以上飞机，能见度 800 米。 (b)除本条(d)款规定外，飞机不得飞越最后进近定位点继续进近，或者在 不使用最后进近定位点的机场，进入仪表进近程序的最后进近航段，除非由局 方批准的系统为该机场发布了最新的天气报告，报告该机场的能见度等于或者 高于仪表进近程序规定的能见度最低标准。 128

(c)如果驾驶员根据本条(b)款已经开始实施仪表进近程序的最后进近，并 在此后收到了较新的天气报告，报告的天气条件低于最低天气标准，该驾驶员 仍可以继续进近至决断高或者最低下降高。当到达决断高或者最低下降高，在 进近复飞点之前的任何时间内，只有符合下列条件，方可以继续进近到低于决 断高或者最低下降高并着陆： (1)该飞机持续处在正常位置，从该位置能使用正常机动动作以正常下降率 下降到计划着陆的跑道上着陆，并且以此下降率可以使飞机在计划着陆的跑道 的接地区内接地； (2)飞行能见度不低于所用的标准仪表进近程序规定的能见度； (3)除Ⅱ类和Ⅲ类进近（在这些进近中，必需的目视参考由局方在批准时具 体规定）外，驾驶员至少能清楚地看到和辨认计划着陆跑道的下列目视参考之 一： (i)进近灯光系统，如果驾驶员使用进近灯光作为参考，应当能同时清楚地 看到和辨认红色终端横排灯或者红色侧排灯，否则不得下降到接地区标高之上 30 米(100 英尺)以下； (ii)跑道入口； (iii)跑道入口标志； (iv)跑道入口灯； (v)跑道端识别灯； (vi)目视进近下滑道指示灯； (vii)接地区或者接地区标志； (viii)接地区灯； (ix)跑道或者跑道标志； (x)跑道灯。 (4)当使用具有目视下降点的非精密直接进近程序时，飞机已到达该目视下 降点，且在该点使用正常程序或者下降率能降落到跑道上。 (d)当能见度低于所用仪表进近程序规定的最低能见度时，如果该机场同时 开放了仪表着陆系统和精密进近雷达，且驾驶员同时使用了这两套设备，则可 以在该机场开始实施该仪表进近程序（Ⅱ类和Ⅲ类程序除外）的最后进近。但 是只有符合下列条件时，方可以操作飞机进近到低于经批准的最低下降高，或 者继续进近到低于决断高： (1)该飞机持续处在正常位置，从该位置能使用正常机动动作以正常下降率 下降到计划着陆跑道上着陆，并且以此下降率可以使飞机在计划着陆跑道的接 地区内接地； (2)飞行能见度不低于所用的标准仪表进近程序规定的能见度； (3)除Ⅱ类和Ⅲ类进近（在这些进近中，必需的目视参考由局方在批准时具 体规定）外，驾驶员至少能清楚地看到和辨认计划着陆跑道的下列目视参考之 一： (i)进近灯光系统，但是如果驾驶员使用进近灯光作为参考，除非能同时看 129

到和辨认红色跑道端横排灯或者红色侧排灯，否则不得下降到接地区标高之上 30 米(100 英尺)以下； (ii)跑道入口； (iii)跑道入口标志； (iv)跑道入口灯； (v)跑道端识别灯； (vi)目视进近下滑道指示器； (vii)接地区或者接地区标志； (viii)接地区灯； (ix)跑道或者跑道标志； (x)跑道灯。 (e)就本条而言，最后进近航段从仪表进近程序规定的最后进近定位点或者 设施处开始。当一个包含程序转弯的程序没有规定最后进近定位点时，最后进 近航段在完成程序转弯的那一点开始，并且在该点上，飞机在该程序规定距离 之内在最后进近航迹上向机场飞行。 (f)除了在合格证持有人的运行规范中另有批准外，在国外机场按照仪表飞 行规则起飞、进近或者着陆的驾驶员，应当遵守管辖该机场的当局所规定的仪 表进近程序和最低天气标准。 第 121.669 条 新机长的仪表飞行规则着陆最低天气标准 (a)如果机长在其驾驶的某型别飞机上作为机长按照本规则运行未满 100 小 时，则合格证持有人运行规范中对于正常使用机场、临时使用机场或者加油机 场规定的最低下降高(MDH)或者决断高(DH)和着陆能见度最低标准，分别增加 30 米(100 英尺)和 800 米(1/2 英里)或者等效的跑道视程(RVR)。对于用作备降机 场的机场，最低下降高(MDH)或者决断高(DH)和能见度最低标准无须在适用于这 些机场的数值上增加，但是任何时候，着陆最低天气标准不得小于 90 米(300 英 尺)和 1600 米(1 英里)。 (b)如果该驾驶员在另一型别飞机上作为机长在按照本规则实施的运行中 至少已飞行 100 小时，该机长可以用在本型飞机上按照本规则实施运行中的一 次着陆，去取代必需的机长经历 1 小时，减少本条(a)款所要求的 100 小时的机 长经历，但取代的部分不得超过 50 小时。 第 121.671 条 报告的最低天气条件的适用性 在按照本规则第 121.665 条至第 121.669 条实施运行时，最新天气报告正 文中的云高和能见度值用于控制机场所有跑道上的目视飞行规则和仪表飞行规 则起飞、着陆和仪表进近程序。然而，如果最新天气报告，包括从管制塔台发 出的口头报告，含有针对机场某一特定跑道的跑道能见度或者跑道视程等数值， 这些特定值用于控制该跑道的目视飞行规则和仪表飞行规则着陆、起飞和仪表 直接进近。 130

第 121.673 条 飞行高度规则 (a)除了起飞、着陆需要或者在考虑到地形特征、气象服务设施的质量和数 量、可用的导航设施和其他飞行条件后，局方认为为安全实施飞行需要其他高 度而对任一航路或者航路的一部分规定了其他最低标准的情况以外，任何人不 得在本条(b)和(c)款规定的最低高度以下运行飞机。在中华人民共和国之外飞 行时，本条规定的最低高度标准应当起控制作用，除非在合格证持有人运行规 范中或者由飞机飞越的国家规定了较高的最低标准。 (b)按照本规则实施运行的任何飞机在昼间按照目视飞行规则运行时不得 在距地表、山峰、丘陵或者其他障碍物 300 米(1000 英尺)的高度以下飞行。 (c)按照本规则实施运行的任何飞机按照仪表飞行规则运行时，在距预定航 道中心线两侧各 25 公里(13.5 海里)水平距离范围内，在平原地区不得在距最高 障碍物 400 米(1300 英尺)的高度以下，在丘陵和山区不得在距最高障碍物 600 米(2000 英尺)的高度以下飞行。 第 121.675 条 起始进近高度 当按照仪表飞行规则飞往无线电导航设施作起始进近时，任何人不得将飞 机下降到按照该设施制定的仪表进近程序中规定的起始进近最低高度之下，直 至到达该设施的上空。 第 121.677 条 国内、国际定期载客运行的签派责任 合格证持有人应当根据授权的飞行签派员所提供的信息，为两个规定地点 之间的每次飞行编制签派单。机长和授权的飞行签派员应当在签派单上签字。 机长和授权的飞行签派员均认为该次飞行能安全进行时，他们才能签字。对于 某一次飞行，飞行签派员可以委托他人签署放行单，但是不得委托他人行使其 签派权。 第 121.679 条 装载舱单的制定 在每架飞机起飞之前，合格证持有人应当制定装载舱单，并对其准确性负责。 该舱单应当由合格证持有人负责管理飞机舱单和装载的人员，或者由合格证持 有人授权的其他合格人员制定并签字。机长在收到并核实装载舱单后方可以起 飞飞机。

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V章 第 121.691 条

记录和报告

机组成员和飞行签派员记录

(a)每个合格证持有人应当建立和保存每个机组成员和每个飞行签派员的 下列记录： (1)技术档案，包括飞行记录簿，各种训练和检查的记录，事故、事故征候 结论，奖励和惩罚记录等。 (2)能证明该机组成员或者飞行签派员是否满足本规则适用条款要求的记 录，包括航路检查、飞机和航路资格审定、体格检查、以及飞行时间、值勤时 间和休息时间的记录等； (3)对飞行机组成员或者飞行签派员体格、业务不合格情况所采取的每一措 施，该记录至少保存 6 个月。 (b)局方批准的计算机记录系统可以用于符合本条(a)款的要求。 (c)合格证持有人应当在机组成员和飞行签派员所服务的基地保存本条(a) 款要求的记录，以便接受局方的检查。机组成员和飞行签派员不再服务于该合 格证持有人时，其技术档案应当按照档案管理制度移交。 第 121.693 条 飞机记录 合格证持有人应当保持按照本规则运行的所有飞机的清单，并应当将该记 录和每次修订的副本送交负责对其运行进行全面检查的局方机构。按照互换协 议使用的另一公共航空运输承运人的飞机可以用加注的方法包括在内。 第 121.695 条 国内、国际定期载客运行的签派单 (a)签派单应当至少包括每次飞行的下列信息： (1)飞机的国籍标志、登记标志、制造厂家和型号； (2)承运人名称、航班号和计划起飞时间； (3)起飞机场、中途停留机场、目的地机场和备降机场； (4)运行类型说明，例如仪表飞行规则、目视飞行规则； (5) 最低燃油量。 (b)签派单应当至少包括或者附有下列文件： (1)在机长与飞行签派员签署放行单时可以获得的关于目的地机场、中途停 留机场和备降机场的最新天气实况报告和预报。签派单还可以包括机长或者飞 行签派员认为必需的或者希望具有的其他天气实况报告和预报； (2)飞行计划； (3)航行通告。

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第 121.696 条 补充运行的放行单 (a)除本条(c)款外，飞行放行单应当至少包括每次飞行的下列信息： (1)公司或者机构的名称； (2)飞机的国籍标志、登记标志、制造厂家和型号； (3)航班或者航次和飞行日期； (4)每一飞行机组成员、客舱乘务员和机长姓名； (5)起飞机场、目的地机场、备降机场和航路； (6)运行类型说明，例如仪表飞行规则、目视飞行规则； (7)起飞最低燃油量。 (b)飞机飞行放行单应当含有或者附带目的地机场和备降机场的最新天气 实况报告、预报或者两者的组合。放行单还可以包括机长认为必需的或者希望 具有的其他天气实况报告和预报。

第 121.697 条 装载舱单 装载舱单应当包含飞机在起飞时有关装载情况的下列信息： (a)飞机、燃油和滑油、货物和行李、乘客和机组成员的重量。 (b)该次飞行的最大允许重量，该最大允许重量不得超过下述重量中最小的 重量： (1)对于拟使用跑道，考虑对跑道气压高度和坡度以及起飞时的风和温度条 件的修正值之后的最大允许起飞重量； (2)考虑到预期的燃油和滑油消耗，能够符合适用的航路性能限制的最大起 飞重量； (3)考虑到预期的燃油和滑油消耗，能够在到达目的地机场时符合批准的最 大设计着陆重量限制的最大起飞重量； (4)考虑到预期的燃油和滑油消耗，能够在到达目的地机场和备降机场时符 合着陆限制的最大起飞重量。 (c)按照批准的程序计算的总重量。 (d)按照批准的能够保证重心处于批准范围之内的计划，对该飞机实施装载 的证据。 (e)旅客的姓名，除非该项内容由合格证持有人以其他方式保存。 第 121.699 条 国内、国际定期载客运行装载舱单、签派单和飞行计划的处置 (a)机长应当将下列文件的副本随机携带到目的地： (1)填写好的装载舱单； (2)签派或者放行单； (3)飞行计划。 (b)合格证持有人应当保存前款规定的文件的副本至少 3 个月。

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第 121.700 条 补充运行的装载舱单、飞行放行单和飞行计划的处置 (a)实施补充运行的飞机机长必须携带下列文件的原件或者经签署的文件 副本飞行到目的地机场： (1)装载舱单； (2)飞行放行单； (3)适航放行单； (4)驾驶员航线合格证； (5)飞行计划。 (b)如果飞行在合格证持有人主运行基地始发时，应当在其主运行基地保存 本条(a)款规定的文件的原件或者副本。 (c)除本条(d)规定外，如果飞行在合格证持有人主运行基地以外的机场始 发时，机长（或合格证持有人授权的其他运行控制人员）应当在起飞前或起飞 后立即将本条(a)款列出的文件副本发送或带回到主运行基地保存。 (d)如果飞行始发在合格证持有人的主运行基地以外机场时，合格证持有人 在那个机场委托他人负责管理飞行运行，按照本条(a)款规定签署过的文件副本 在送回合格证持有人的主运行基地前在该机场的保存不得超过 30 天。如果这些 文件的原件或者副本已经送回合格证持有人的主运行基地，则这些文件不需要 继续保存在该机场。 (e)实施补充运行的合格证持有人必须： (1)根据本条(d)款规定，在其运行手册中制定专门人员负责这些文件副本； (2)按照本条规定原始文件和副本应当在主运行基地保存 3 个月。

第 121.701 条 飞机飞行记录本 (a) 合格证持有人应当对于每一架飞机建立飞机飞行记录本，记录运行中 发现的缺陷和工作不正常情况及所进行的维修工作；另外，它还用于记录与飞 行安全有关的运行信息、飞行机组和维修人员需要了解的有关数据。 (b)飞机飞行记录本中应当包括飞机运行信息、影响飞机适航性和安全运行 的任何缺陷及保留状况、要求的维修项目、维修工作记录、飞机放行等内容。 (c) 飞机飞行记录本的格式应当固定，各项内容应当使用墨水或者不可以 更改的书写工具及时填写，并且有足够的复页以保证满足使用和保存要求。 (d) 合格证持有人应当在飞机上飞行机组成员易于取用的地方放置一份飞 机飞行记录本原件，其中至少记录包括每次飞行前三次飞行期间填写内容的连 续记录，并且每次起飞前在地面保存一份记录上一次飞行和本次飞行前填写内 容的飞机飞行记录本的复页。 (e) 合格证持有人应当在维修工程管理手册中规定飞机飞行记录本的格式 及填写、使用和保存要求。

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第 121.703 条 通信记录 合格证持有人应当记录与其飞行机组成员之间每次航路上的无线电联系， 并将该记录至少保存 30 天。

第 121.705 条 飞行中紧急医疗事件报告 (a)合格证持有人应当对飞行中发生的紧急医疗事件作出记录并保存 24 个 月。紧急医疗事件包括导致使用附件 B 要求的紧急医疗箱的情况，由于人员伤 病造成的飞机改航备降，旅客或者机组人员死亡等。这些记录应当说明使用医 疗箱的情况、使用人和该次紧急医疗事件的结果。 (b)合格证持有人应当将发生的紧急医疗事件及时报告局方。

第 121.707 条 使用困难报告（运行） (a) 合格证持有人应当向局方报告在某架飞机上出现或者发现的有关下述 情况： (1) 飞行中的失火以及有关火警系统工作不正常； (2) 飞行中的假火警信号； (3) 在飞行中引起发动机、相邻结构、设备和部件损坏的排气系统故障或 者失效； (4) 飞行中引起烟、蒸汽、有毒或者有害烟雾在驾驶舱或者客舱积聚或者 流通的飞机部件的故障或者失效； (5) 飞行中或者地面发动机熄火或者停车； (6) 螺旋桨顺桨系统失效或者在飞行中该系统控制超速的能力不正常； (7) 飞行中燃油系统或者应急放油系统的故障或者渗漏； (8) 飞行中非正常的起落架收放或者起落架舱门的开启和关闭； (9) 刹车系统的失效或者故障； (10) 飞机系统及其部件的故障或者失效导致中断起飞或者在飞行中采取紧 急措施的情况； (11) 在实际撤离、培训、测试、维修、演示或者无意使用时，任何应急撤 离系统或者其部件(包括应急出口、旅客应急撤离灯系统、撤离设备)的缺陷或 者不能完成预定的功能； (12) 自动油门、自动飞行或者飞行操纵系统或者其部件的缺陷或者不能完 成预定的功能； (13) 其他已经危及或者可能危及飞机的安全运行的故障或者缺陷。 (b) 合格证持有人应在 24 小时之内向局方报告本条所要求报告的情况，并 至少保存报告的信息 30 天，以备局方核查。 (c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条所要求 135

报告的情况，报告中应至少包括下述信息： (1) 飞机的制造厂家、型号、飞机/发动机/螺旋桨的序号 (2)飞机登记号； (3) 合格证持有人的名称； (4) 发生或者发现日期和地点； (5) 失效、故障或者缺陷的发生阶段； (6) 失效、故障或者缺陷的性质； (7) 适用的 ATA 章节； (8) 飞机、发动机、螺旋桨或者部件的总使用时间或者循环； (9) 失效、故障或者存在缺陷的零部件的制造厂家、件号、名称、序号和 部位； (10) 采取的预防或者紧急措施； (11) 为了更完整地分析失效、故障或者缺陷原因的其他信息，包括主要部 件与型号设计有关的可以提供信息和自上次翻修、修理和检测的适用时间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可以提供内 容的报告时间，并且应当尽快补充报告没有提供的信息。 第 121.708 条 使用困难报告(结构) (a) 合格证持有人应当向局方报告下述有关的事件或者发现的失效现象： (1) 腐蚀、裂纹、或者开裂导致要求更换有关的零部件； (2) 腐蚀、裂纹、或者开裂因超出制造厂家规定的允许损伤限度导致要求 修理或者打磨； (3) 在复合材料结构中，制造厂家指定作为主要结构或者关键结构件的腐 蚀、裂纹、或者开裂；或者 (4) 根据未包含在制造厂家的维修手册中的经批准资料修理的情况； (5) 其他飞机结构中已经或者可能危及飞机安全运行的失效或者缺陷。 (b) 合格证持有人应在 24 小时之内向局方报告本条所要求报告的情况，并 至少保存报告的信息 30 天，以备局方核查。 (c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条所要求 报告的情况，报告中应至少包括下述信息： (1) 飞机制造厂家、型号、批号和登记号； (2) 合格证持有人名称； (3) 发现故障或者缺陷的时间； (4) 发现故障或者缺陷的地面运行阶段； (5) 故障或者缺陷件的名称、状况和位置； (6) ATA 章节名称； (7) 飞机总使用循环(如适用)和总使用时间； (8) 其他对更完整地分析故障或者缺陷原因必要的信息，包括腐蚀等级、 裂纹长度及可以提供的与其主要部件设计有关的信息、自上一次翻修、修理或 136

者检查后的使用时间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可以提 供内容报告的时间，并且应当尽快补充报告没有提供的信息。 第 121.709 条 机械原因中断使用汇总报告 (a) 合格证持有人应当在每月 10 日之前向局方报告前一个月出现的因机械 原因的下述情况的汇总报告： (1) 中断飞行； (2) 非计划更换飞机； (3) 延误、备降或者改航； (4) 因已知或者怀疑的机械原因引起的非计划换发。 (b) 合格证持有人应当按照局方规定的格式和方式提交本条所要求的报告。 第 121.710 条 运行中人为差错报告 合格证持有人应当在 72 小时内向局方报告运行中出现的飞行机组成员、维 修及其他运行控制人员发生的人为差错。

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W章

双发飞机延伸航程运行（ETOPS）

第 121.711 条 目的和合格条件 (a)本章和本规则附件 H《双发飞机延伸航程运行（ETOPS）——运行和飞机 合格审定要求》规定了批准和实施双发飞机延伸航程运行的条件。对距离可用 机场 75 分钟、120 分钟、180 分钟的延伸航程运行规定了具体标准。 (b)只有其飞机机体与发动机的组合经审定符合运输类飞机的适航标准并 满足第 121.715 条规定的合格证持有人，方有资格进行延伸航程运行。 (c)合格证持有人可以按照本规则第 121.733 条的规定，申请加快的延伸航 程运行批准。 第 121.713 条 定义 在本章中，使用下列定义： (a)可用机场。可用机场是指经审定适用于大型飞机公共航空运输承运人所 用飞机运行的机场，或者认为其符合等效安全要求的机场。 (b)合适机场。在飞机预计最早到达时刻前一个小时至预计最后到达时刻后 一个小时这一时间段内，如果可用机场的天气实况报告、预报或者两者的组合， 表明其天气条件不低于运行规范中规定的运行最低标准，并且该机场的场面条 件能保证安全着陆，则该可用机场为合适机场。 (c)延伸航程运行。延伸航程运行是指双发飞机在其飞行航路上至少有一点 距可用机场的距离超过飞机以经批准的一台发动机不工作的巡航速度（在标准 条件下静止大气中）飞行 1 小时的航程的飞行。 (d)延伸航程运行飞机构形的维修与程序标准（以下简称 CMP 标准）。该标 准是为使机体与发动机的组合适合于延伸航程运行，局方认为应当符合的特定 飞机构形最低要求，包括任何特殊的检查、硬件寿命限制、主最低设备清单 （MMEL）限制和维修常规。 (e)延伸航程进入点。延伸航程进入点是指在飞机离场航路上距可用机场的 距离等于飞机以经批准的一台发动机不工作的巡航速度飞行（在标准条件下静 止大气中）1 小时的一个点。 (f)审查关口。审查关口是跟踪计划中的一些关口，使对本章和附件 H 一些 具体要求的跟踪与记录能有秩序地进行。每个审查关口应当根据应当完成的任 务确定名称。只有完成这些任务后，才能通过该审查关口，进入下一审查阶段。 局方需亲自取证或者批准的项目应当包含在各个审查关口中。 第 121.715 条 申请条件和批准依据 (a)为获得实施延伸航程运行的批准，合格证持有人应当演示证明其计划的 138

双发飞机延伸航程运行，能与现行三发和四发涡轮动力飞机所要求的安全水平 一致。为了演示证明这一点，申请人应当提供足够的证据，证明在延伸航程运 行中所用的机体发动机组合符合下列标准，或者提供可接受的证据，证明这种 演示已经作为型号设计批准的一部分而完成，批准的标准在本规则附件 H 中规 定： (1)应当通过演示证明，延伸航程运行所需的系统在设计上是符合失效－安 全标准的，并且各系统能够持续地得到维修并且在与其申请的运行相适合的可 靠性水平上运行。 (2)以空中停车率（IFSD）度量的动力系统可靠性已达到 0.05 次／1000 小 时以下，并且有理由预计，空中停车率将继续降低至 0.02 次／1000 小时以下。 (3)申请人的训练大纲、运行大纲，能达到并保持一个可接受的系统可靠性 水平，以安全实施所申请的延伸航程运行。 (b)为保持持续适航性，局方可以在任何时候要求修订 CMP 标准，以便纠正 后来出现的妨碍达到所要求的可靠性水平的问题。局方将根据需要采取行动， 要求贯彻 CMP 标准的修订，以便达到和保持所需的可靠性水平。修订标准生效 之前的 CMP 标准将不再认为适合于其后的延伸航程运行。 (c)延伸航程运行批准采用颁发或者修改合格证持有人运行规范的方法进 行。 第 121.717 条 使用经验 (a)除本规则第 121.733 条规定之外，合格证持有人应当具有本条要求的与 所申请运行相适合的最低限度的使用经验。申请人应当对所用的机体发动机组 合有足够的维修与运行经验。 (b)在批准延伸航程运行之前，应当证明，在全世界机群中，所申请的该特 定机体发动机组合的单套动力系统空中停车率（IFSD）和机体系统可靠性，能 够达到或者已经达到可接受的和相当稳定的水平。动力系统可靠性的这种确定， 应当根据本章的要求，从包含所有空中停车事件和发动机可靠性重大问题的全 世界机群数据库中获得。这种确定应当考虑经批准的最大改航飞行时间、已发 现的系统问题的纠正和空中起动能力可能降低的情况。 (c)在局方按照逐个审查的原则对其评审和同意后，要求的使用经验可以减 少或者增加。减少或者增加使用经验的要求将根据对合格证持有人能力和资格 的评审，看其是否能使该特定机体发动机组合在延伸航程运行中达到所必需的 可靠性。合格证持有人的使用经验应当符合下列规定： (1)75 分钟运行。如果局方认为，根据合格证持有人运行和维修的一般经验 和延伸航程计划，能够达到足够的安全水平，则可以批准该合格证持有人在具 有该机体发动机组合的最低限度使用经验或者没有使用经验的情况下，实施 75 分钟延伸航程运行。在作出决定时将考虑所申请的运行区域、合格证持有人演 示的将飞机成功投入运行的能力、所准备的维修和运行大纲的质量等因素。 (2)120 分钟运行。为了以最多达 120 分钟的改航飞行时间（在静止大气中） 139

实施延伸航程运行，合格证持有人应当至少具有连续 12 个月使用该特定机体发 动机组合的运行经验。局方根据达到同等安全水平的要求，可以增加或者减少 该使用经验要求。 (3)180 分钟运行。为了以最多达 180 分钟的改航飞行时间（在静止大气中） 实施延伸航程运行，合格证持有人应当至少已获得连续 12 个月使用该特定机体 发动机组合实施 120 分钟延伸航程运行的经验。局方根据达到同等安全水平的 要求，可以增加或者减少该使用经验要求。为满足本款经验要求，经局方批准， 可以用与实际实施 120 分钟延伸航程运行等效的使用经验来代替。 第 121.719 条 批准程序 (a)根据本规则第 121.157 条申请双发飞机延伸航程运行批准的合格证持有 人，应当在使用该特定机体发动机组合开始延伸航程运行计划日期前足够的时 间，向其主运营基地所在地民航地区管理局提交申请书和必需的证明资料。随 申请书提供的资料应当证明该合格证持有人实施和支持这些运行的能力与资 格，并且应当包含为符合本条所有要求而使用的方法。 (b)申请人应当向受理申请的民航地区管理局提供足够的资料，以便该民航 地区管理局进行下列工作： (1)将该合格证持有人的数据与其他运营人及全世界机群的平均值进行趋 势比较； (2)评估该合格证持有人有关型号发动机的动力系统过去的可靠性记录，以 及该合格证持有人申请延伸航程运行批准的该机体发动机组合所达到的系统可 靠性记录。 (c)该申请人还应当向受理申请的民航地区管理局提交下列资料： (1)对于在前次飞行中出现动力系统停车或者机体主要系统失效或者系统 性能出现明显恶化趋势的飞机，排除未对其采取适当纠正措施而被签派作延伸 航程运行的程序和中心控制程序。在某些情况下，为确定采取的措施是否适当， 可能根据情况，需要成功地完成一次或者多次不载客飞行或者非延伸航程的载 客飞行，然后才可以签派作延伸航程运行； (2)用于保证机载设备持续保持其性能和可靠性水平，以符合延伸航程运行 要求的大纲； (3)发动机状态监控大纲； (4)发动机滑油消耗监控大纲； (5)一旦获得运行批准后，当合格证持有人修改为符合延伸航程运行要求而 制定的维修和训练程序、常规或者限制时，应当在采用前至少 60 个日历日向相 关的民航地区管理局报告其实质性修改内容。 (d)如果局方认为其申请书和证明资料是可以接受的，申请人应当根据本规 则第 121.729 条和局方提出的任何其他指导意见，实施运行检验飞行。如果局 方对运行检验飞行进行评审后，认为是可以接受的，将批准申请人使用该机体 发动机组合实施延伸航程运行。 140

(e)双发飞机延伸航程运行批准适用本规则第 121.21 条(c)款至(d)款规定 的程序和期限。 第 121.721 条 飞行签派 (a)本条中的飞行签派要求，用于增加或者充实 U 章所包含的各项要求，专 用于延伸航程运行。 (b)适合于延伸航程运行的系统冗余水平反映在主最低设备清单（MMEL）中。 合格证持有人的最低设备清单（MEL），考虑到计划的延伸航程运行的种类和对 于该合格证持有人独特的设备与服务问题，应当比主最低设备清单有更严格的 限制。对飞行安全有重大影响的系统，应当包括在合格证持有人最低设备清单 中，这些系统包括但不限于下列各项内容： (1)电气，包括电瓶； (2)液压； (3)引气； (4)飞行仪表； (5)燃油； (6)飞行操纵； (7)防冰； (8)发动机起动与点火； (9)动力系统仪表； (10)导航与通信； (11)辅助动力装置； (12)空调与增压； (13)货舱灭火； (14)应急设备； (15)延伸航程运行必需的任何其他设备。 (c)合格证持有人签派飞机作延伸航程运行时，其通信导航设备应当符合下 列条件： (1)飞机通信设备，在正常传播条件下和一台发动机不工作的通常巡航高度 上，在计划航路飞行中和备降时飞向所用任何合适备降机场的航路中，能可靠 地提供飞机与空中交通管制间的双向语言通信联络； (2)考虑到飞机所安装的导航设备，地面非目视导航设施的可用性和位置能 在计划的航路和飞行高度上，以及一旦发动机停车时飞向所用任何备降机场的 航路和高度上，提供所需的导航精度； (3)在指定的备降机场，具有保证所批准的进近和运行最低标准的可用目视 和非目视设施。 (d)燃油和滑油量要求按照下列规定： (1)合格证持有人签派飞机作延伸航程运行，该飞机应当带有足够的燃油和 滑油以符合本规则的要求，并且应当携带按照本款第(2)项确定的额外燃油。在 141

计算燃油需要量时，可以利用飘降，同时应当至少考虑下列各项因素： (i)在预期的整个飞行轨迹一台发动机不工作的巡航高度上，以及进近与着 陆全过程中，现行的预报风和其他天气条件； (ii)使用防冰系统的需要，以及由于在飞机无防冰表面积冰而造成的性能 损失； (iii)使用辅助动力装置的需要； (iv)飞机增压和空调的丧失，应当考虑到一旦丧失增压，飞机需要飞行在 符合氧气要求的高度上； (v)复飞后的再次进近和着陆； (vi)导航精度要求； (vii)任何已知的空中交通管制限制。 (2)在规定临界燃油储备时，合格证持有人应当确定，飞机飞至最困难的临 界点，然后完成改航并按照本款第(3)项所列条件飞向合适的备降机场所需要的 燃油。这种临界燃油储备应当与本规则对该次飞行正常要求的燃油相比较。如 果在比较中确定，完成临界燃油方案所需燃油超过了由本规则的其他要求所确 定的在最困难的临界点飞机上所载燃油，则应当增加燃油到能安全地满足临界 燃油方案的要求。考虑到本款第(1)项所列项目，临界燃油方案应当计入从临界 点开始的计算耗油量上增加 5％的意外耗油量，以防备预报风的偏差、5％的燃 油消耗率补偿或者对燃油消耗率在使用中变大规定的一个量值、任何构型偏离 清单的项目、机体和发动机的防冰以及备降中遇到结冰后无防冰表面上冰的累 积。如果辅助动力装置(APU)是必需的能源，则应当计入其在适当飞行阶段的燃 油消耗。 (3)临界燃油方案。申请人应当基于在最困难的临界点改航备降的临界燃油 方案，按照下列规定确定所需的临界燃油储备： (i)当临界点是根据飞机以经批准的一台发动机不工作的巡航速度飞行到 合适备降机场的飞行时间确定时，则假定在临界点发动机和增压系统同时失效。 (ii)立即下降到 3000 米(10000 英尺)，并继续在此高度以经批准的一台发 动机不工作的巡航速度飞行，或者，如果飞机装备有足够的辅助氧气，则继续 在 3000 米(10000 英尺)以上的高度巡航飞行。 (iii)当接近目的地时，下降到高于机场 450 米(1500 英尺)的高度，等待 15 分钟，开始进近，随后复飞，再完成正常进近和着陆。 (e)合格证持有人签派飞机作延伸航程运行，应当在驾驶舱文件中，例如计 算机计算的飞行计划中，列出所需的起飞机场、目的地机场和备降机场，包括 在发动机停车或者系统故障需要改航备降时所用的合适的航路备降机场。合适 的航路备降机场应当在签派放行单上列出并标明。一个机场只有符合下列条件， 才准许列为合适的航路备降机场： (1)按照该飞机飞行手册的规定，对于该机场标高和拟使用的跑道，考虑到 风的条件、跑道道面条件和飞机的操作特性后，飞机能在该机场管理当局公布 的并根据本规则第 121.197 条计算的可用着陆距离之内着陆并停止。 142

(2)对于该合格证持有人经批准的进近程序和拟用跑道的运行最低标准，机 场的服务和设施是有保证的； (3)最新气象预报表明，从计划的最早着陆时间前一小时开始，到计划的最 晚着陆时间后一小时，该机场的天气条件等于或者高于经批准的备降机场的最 低天气标准。另外，在上述这一段时间中该机场预报的拟用作着陆的跑道的侧 风分量，应当小于着陆最大允许侧风。 (4)在飞行过程中，合格证持有人应当将指定的备降机场的条件的任何明显 变化通知飞行机组。在延伸航程运行飞至延伸航程进入点之前，应当对这些航 路备降机场上本款第(3)项中规定的那段时间的气象预报、着陆距离、机场服务 与设施进行评估。如果发现任何条件将影响安全进近和着陆，如气象预报低于 着陆最低标准，合格证持有人应当通知驾驶员，并且应当选出可以安全进近与 着陆的可以接受的备降机场。 (f)合格证持有人签派飞机作延伸航程运行时，应当在运行手册中包含有足 够的数据，可以支持临界燃油储备和运行区的计算。这些数据应当来源于飞机 飞行手册或者根据飞机飞行手册制定的经批准的资料，并且应当包括下列内容： (1)一台发动机不工作时的详细性能资料，包括燃油流量在标准大气和非标 准大气条件下及其随空速与功率调定值的变化。该性能资料应当包括下列情形： (i)飘降，包括净性能； (ii)巡航高度范围，包括 3000 米(10000 英尺)； (iii)等待； (iv)保持高度的能力，包括净性能； (v)复飞。 (2)所有发动机工作时的详细性能资料，包括标称燃油流量数据在标准大气 和非标准大气条件下及其随空速与功率调定值的变化。包括下列情形： (i)巡航高度范围，包括 3000 米(10000 英尺）； (ii)等待。 (3)有关延伸航程运行的其他详细条件，这些条件可能对性能造成严重影 响，例如飞机上无防冰保护表面上冰的累积、冲压涡轮（RAT）的放出、反推装 置的展开等。 (4)建立每种机体发动机组合的延伸航程运行区所用的高度、空速、油门值 和燃油流量，应当用于证明能按照本规则第 121.191 条的要求超越相应地形与 障碍物。 第 121.723 条 飞行机组训练、评审和运行手册 (a)合格证持有人应当制定并保持更新训练大纲和运行手册，以支持其所需 的系统可靠性水平，这种可靠性将在运行的各个环节中得到证明，包括机组在 设备失效或者不可以使用时采取的措施。如果这些大纲或者手册的所有部分或 者某些部分达不到前述要求，局方可以要求修改或者更新飞行机组训练大纲、 运行手册和检查单。 143

(b)合格证持有人的延伸航程运行训练大纲，应当为飞行机组成员提供下列 方面的训练并在训练后进行评审和熟练检查： (1)能力 (i)飞行的计划，包括各种可能发生的情况； (ii)飞行进程监控。 (2)程序 (i)改航备降程序 (ii)合适的导航和通信系统的使用程序； (iii)在发生故障时的非正常程序和应急程序，包括在飞行中出现应当立即 作出继续前进、返航或者改航决断的单个和多个故障时的程序；与这些故障相 关的运行限制，包括任何适用的最低设备清单；动力系统空中起动程序，包括 APU 的空中起动程序；机组空中失能的程序； (iv)应急设备的使用，包括呼吸保护装置和水上迫降设备的使用； (v)当指定的备降机场的条件改变，妨碍安全进近和着陆时应当采用的程 序； (vi)对经批准按照延伸航程运行要求增加或者改装的设备进行了解并有效 地使用的程序； (vii)在航路飞行阶段的燃油管理程序。这些程序应当要求独立地交叉检查 燃油油量表，例如使用燃油流量计算消耗燃油和剩余燃油，然后与油量表指示 的剩余燃油进行比较。 (c)合格证持有人应当委任那些经证明完全理解延伸航程运行特殊要求的 航空人员担当专门的延伸航程运行航空检查人员，以保证飞行机组动作和程序 的标准化，并突出延伸航程运行的特殊性质。 第 121.725 条 运行限制 (a)可以批准合格证持有人在某一区域之内实施延伸航程运行，在该区域 内，计划飞行航路上任何一点到可用机场的改航飞行时间不超过 75 分钟、120 分钟或者 180 分钟。前述飞行时间是飞机以经批准的一台发动机不工作的巡航 速度，在标准条件静止大气中飞行的时间。 (b)经批准用于双发飞机延伸航程运行的任何区域应当作为经批准的运行 区域明确写入运行规范。 (c)飞行签派限制应当明确规定该合格证持有人实施特定延伸航程运行飞 到合适机场所允许的最大改航飞行时间。以经批准的一台发动机不工作的巡航 速度在标准条件静止大气中的最大改航飞行时间，不得大于按照本章批准的相 应值。飞行签派应符合下列要求: (1)飞行签派程序应当保证延伸航程运行只限于那些能够符合经批准的到 合适机场最大改航飞行时间的飞行计划航路。合格证持有人应当保证符合下述 要求： (i)按照本规则第 121.565 条规定，一旦发动机在空中停车，驾驶员应当立 144

即改航飞向以时间计算最近的机场并在该机场着陆，该机场应当是飞行机组确 定的合适机场。 (ii)建立常规做法，以保证一旦出现单个或者多个主要系统失效时，驾驶 员将开始实施改航程序，飞向最近的合适机场并在该机场着陆，或者经演示证 明在实质上不会降低安全水平时，继续完成计划的飞行。 (2)最大改航飞行时间应当符合本章规定的各种限制。 (d)应急情况下的程序不得理解为可以削弱机长在保证飞机安全运行上的 最后决定权和责任。 第 121.727 条 运行规范 (a)合格证持有人使用双发飞机作延伸航程运行，应当得到批准并将该项批 准列入其运行规范。 (b)延伸航程运行的运行规范应当至少对下列各项内容作出具体明确的规 定： (1)特定机体发动机组合， 包括现行经批准的延伸航程运行要求的 CMP 标准， 与在飞机飞行手册中规定的一样。 (2)经批准的运行区域。 (3)在计划航路和改航备降航路上飞行的最低高度。 (4)最大改航飞行时间，即飞机以经批准的一台发动机不工作的巡航速度在 标准条件静止大气中从航路上任何一点飞向合适机场着陆的飞行时间。 (5)经批准使用的机场，包括备降机场，以及相关的仪表进近和运行最低标 准。 (6)指定用于延伸航程运行的那些飞机的标识，包括厂家、型别和序号、国 籍和登记标志。 (7)飞机性能备注。 第 121.729 条 运行检验飞行 (a)合格证持有人应当在局方人员目击监视下，使用特定机体发动机组合进 行检验飞行，演示其具有安全实施其计划的资格和能力。 (b)在检验飞行中，应当演示下列紧急情况之一，除非这些紧急情况已在检 验飞行之前，用局方接受的模拟方法进行了演示，并经局方目击证明是成功的： (1)一台发动机完全丧失推力，且全部丧失发动机驱动的发电机电源； (2)对于适航性、机组工作负荷或者性能风险来说，认为在延伸航程运行中 可能发生的更为临界的任何其他情况。 第 121.731 条 持续监视 (a)合格证持有人应当依据本章，对其特定机体发动机组合的空中停车率进 行持续的监控，并与其可靠性经历比较，如果该合格证持有人的可靠性经历明 显低于该机群的平均水平，则应当通知局方。 145

(b)如果合格证持有人在延伸航程运行中没有保持可以接受的可靠性水平， 存在明显恶化的趋势，或者在该飞机型号设计上或者在实施延伸航程运行上存 在明显缺陷，局方将对其进行特殊评审，如果需要，将施加运行限制，并对该 合格证持有人规定出纠正措施，要求其按时解决这些问题。 第 121.733 条 加快的延伸航程运行批准 (a)尽管本章有其他要求，合格证持有人仍可以按照加快的批准程序申请延 伸航程运行并获得批准。申请加快延伸航程运行批准的合格证持有人，应当符 合本条的要求。 (b)合格证持有人申请加快延伸航程运行批准的机体发动机组合，应当是经 延伸航程运行型号设计批准的机体与发动机组合。 (c)按照本条申请加快延伸航程运行批准的合格证持有人，应当向局方演示 其具有适当的延伸航程运行大纲，该大纲包括下列内容： (1)机体发动机组合符合 CMP 标准。 (2)符合本章、本规则附件 H 和下列要求所确定的飞行运行大纲： (i)适合于延伸航程运行的经过验证的飞行计划和签派大纲。 (ii)适合于延伸航程运行的气象信息获得方法和最低设备清单。 (iii)延伸航程运行飞行运行人员的初始训练、定期复训和检查大纲。 (iv)飞行机组和签派人员熟悉所飞延伸航程运行航路，尤其是熟悉备降机 场的要求和选择。 (3)包含下列内容的文件资料： (i)合格证持有人未曾使用的技术，以及申请加快的延伸航程运行批准的双 发飞机与目前使用的飞机之间在主动力和备用动力系统，如发动机、电源、液 压、气源等系统上的明显差异。 (ii)针对本项前目中确定的差异，训练飞行人员与维修人员的计划。 (iii)使用经验证的或者厂家已检验的训练手册和运行手册的计划，这些手 册中的程序适用于合格证持有人申请加快延伸航程运行批准的运行区域。 (iv)对上述经验证的或者厂家检验的训练手册或者运行手册中程序的任何 修改；根据修改的性质和程度，可能要求合格证持有人对这些修改制定的检验 计划。 (v)基于该合格证持有人自己的情况，增加有关延伸航程运行的训练和程序 的检验计划。 (vi)从机体制造厂家、发动机制造厂家、其他合格证持有人或者其他外部 机构，获得延伸航程运行大纲支持的详细情况。 (vii)由上述外部机构提供飞行签派支持时采用的控制程序。 (d)合格证持有人应当在计划的延伸航程运行开始前 6 个月， 向局方提交 “加 快的延伸航程运行批准计划”。合格证持有人的申请书应当包括下列内容： (1)确定申请的航路和支持这些航路所必需的延伸航程运行改航飞行时间。 (2)确定起始并维持延伸航程运行的过程和安排的有关资源，应当证明其管 146

理人员和支持延伸航程运行的维修与运行所涉及的所有人员，有能力完成所承 担的任务。 (3)需要时，确定建立符合型号设计批准所要求的标准的计划，即 CMP 标准 符合性的计划。 (4)符合本条(a)、(b)款要求的计划。 (e)运行批准应当符合下列规定： (1)在使用经验较少的情况下颁发的运行批准，只限于局方在批准加快的延 伸航程运行批准计划上同意的那些区域。 (2)如果合格证持有人符合本条(c)款的要求，合格证持有人最多将得到型 号设计批准限制的延伸航程运行批准。 (f)在加快的延伸航程运行开始实施前，本条(c)款规定的内容应当按照下 列规定经过验证： (1)在确定延伸航程运行大纲支持运作程序时应当包括描绘该运作程序各 种要素的流程图。对管理该运作程序的管理人员的任务、职责及其训练要求应 当作出规定。合格证持有人应当演示该运作程序已经就位，并按照预定的要求 工作。合格证持有人可以用详尽提供证明文件和分析资料的方法演示，或者在 该运作程序可工作并能重复预定结果的飞机上演示。合格证持有人还应当证明， 该运作程序已具有反馈环路系统，在要求时能根据使用经验反映出修改该运作 程序的需要。 (2)当局方认为建议的该运作程序的验证计划是不充分的或者该计划没有 得出可以接受的结果时，局方可以要求在飞机上检验该运作程序。 (3)如果合格证持有人目前在用另一机体发动机组合作延伸航程运行，并选 择使用该组合的使用经验来演示证明其符合本条要求，则该合格证持有人应当 证明已有措施，保证在所申请加快延伸航程运行批准的机体发动机组合上，将 会得出同样的结果。检验大纲应当包括下列内容： (i)合格证持有人应当证明，已考虑到延伸航程运行检验大纲对有关飞行运 作安全的影响。合格证持有人应当在其申请书中说明，对延伸航程运行运作程 序验证大纲涉及的人员作出了哪些政策性指导。这些指导材料应当明确地说明， 延伸航程运行运作程序检验操作练习不得对实际运行的安全产生不利的影响， 尤其是在非正常运行、应急运行或者驾驶舱高工作负荷的期间。应当强调，在 非正常或者应急运行或者驾驶舱高工作负荷期间，可以随时中止延伸航程运行 运作程序检验练习。 (ii)检验方案中，对于没有用其他方法检验的维修和运行支持系统，应当 提供足够的次数和时间，使其得到检验。 (iii)对延伸航程运行运作程序要素相关的任务完成情况，应当建立一种监 控和报告制度。对于延伸航程运行维修和运行运作程序要素的任何修改建议应 当明确。 (iv)在开始实施运作程序检验大纲前，应当向局方提供下列信息： (A)检验期，包括开始日期和建议的结束日期； 147

(B)检验中所用飞机的标识，包括国籍和登记标志、制造厂和序号、机体和 发动机型号； (C)计划检验区域和实际运行区域的说明； (D)指定的延伸航程运行检验航路的标识。在这些航路上应当有足够长的典 型飞行时间，以便能够进行必要的运作程序检验。 (v)合格证持有人应当向局方提供定期的运作程序检验报告。报告应当包括 下列内容： (A)延伸航程运行运作程序的每个要素在检验期间如何利用； (B)这些运作程序要素的任何缺陷和纠正这些缺陷所采取的措施； (C)延伸航程运行各运作程序的任何改变，这些改变是在发生空中停车、非 计划更换发动机或者任何其他重大运行事件之后所必需的。 (4)局方在批准降低延伸航程运行运作程序检验要求时，将主要考虑下列因 素： (i)合格证持有人在其他机体发动机组合上的经验； (ii)合格证持有人先前的延伸航程运行经验； (iii)合格证持有人使用双发、三发或者四发飞机作远程、跨水运行的经验； (iv)飞行机组和飞行签派人员在为其他经批准的延伸航程运行合格证持有 人工作期间积累的经验。

148

X 章 第 121.741 条

应急医疗设备和训练

适用范围

本章规定了按照本规则实施载客运行的合格证持有人的机载应急医疗设备 和训练的要求，但并不要求合格证持有人及其代理人提供专业的应急医疗服务。 第 121.743 条

应急医疗设备

(a)按照本规则运行载客飞机的合格证持有人应当配备本条所要求的应急 医疗设备。 （b）本条所要求的各项应急医疗设备： (1) 应当根据运行规范中确立的检查周期进行定期检查，以确保在紧急情 况下能够使用； (2) 应当便于机组人员取用，而且应当放置在客舱内； (3)应有明确的标示并有明确的使用方法提示； (4)使用箱盒或者容器携带时，内容物或者包装器具本身应当有明确的标 示，并标有最后一次检查的日期。 (c)为了处理飞行期间可能发生的受伤、医学事件或者小的意外事件，每 架飞机应当配备符合本规则附件 B 中规定和要求的以下设备： (1)经批准的急救箱； (2)在需要空中客舱乘务员的飞机上有一只经批准的应急医疗箱。 第 121.745 条

机组成员处置飞行中医学事件的训练

(a)合格证持有人的每一训练大纲中应包括本条规定的，针对每一型别、厂 家、构型的飞机、每一机组必需成员、每一运行种类的适用训练内容。 (b)训练应当包括下列内容： (1)遇有应急医疗事件时的程序，包括机组成员之间的协调； (2)应急医疗设备的存放位置、功能和使用方法； (3)急救箱内容物品； (4)对于每一客舱乘务员： (ⅰ) 心肺复苏术，包括操作练习； (ⅱ) 至少每 24 个月进行一次复训，包括心肺复苏术的操作练习。 (c)本条要求的机组成员实际操练和复训不需要达到或者相当于专业急救 人员的专业水平。

149

Y章

罚则

第 121.761 条 未取得运行合格证的违法运行 航空运营人未按照本规则取得运行合格证从事本规则第 121.3 条规定的运 行活动的，由其运行活动所在地的民航地区管理局责令其停止违法活动；持有 其他类型航空运营人运行合格证，超越其合格证或者运行规范批准范围从事本 规则运行的，运行活动所在地区民航地区管理局可根据国家法律或者行政法规 规定暂扣其运行合格证 1 至 6 个月或者吊销其运行合格证。 第 121.763 条 运行合格证的吊扣和吊销 (a) 大型飞机公共航空运输承运人运行合格证持有人有下列行为之一并且 情节严重的，局方可以依据国家法律或者行政法规，暂停或者取消其运行规范 中的部分内容、吊扣其运行合格证 1 至 6 个月或者吊销其运行合格证： (1)违反本规则第 121.57 条规定，未遵守运行合格证、运行规范或者超越 豁免或者偏离许可实施运行的； (2)违反本规则 H 章的规定，使用不符合要求的飞机实施运行的； (3)违反本规则 I 章的规定，超过飞机性能使用限制实施运行的； (4)违反本规则 K 章的规定，飞机的仪表和设备不符合本规则要求的； （5）违反本规则 L 章的规定，未落实其飞机适航性责任的； (6)违反本规则 N 章的规定，使用未经局方批准的训练大纲或者未按照经批 准的训练大纲进行规定的训练而实施运行的； (7)违反本规则 M 章、O 章或者 Q 章的规定，机组成员和其他航空人员不符 合规定的要求，未按照规定使用或者搭配航空人员的； (8)违反本规则 U 章中规定的签派和飞行放行规则签派或者放行飞机的； (9)有局方认定的其他严重影响运行安全或者已造成严重后果的行为的。 (b)运行合格证被吊扣期间或者运行合格证被吊销后，合格证持有人应当将 合格证交回相应的局方机构。 第 121.765 条 警告和罚款 (a)合格证持有人有下列行为之一的，局方可以责令其停止违法行为，并处 以警告或者人民币 1 万元以上 3 万元以下罚款： (1)有本规则第 121.763 条(a)款规定的行为之一，情节轻微的； (2)违反本规则第 121.41 条(a)、(b)和(c)款规定，拒绝局方检查或者不能 提供相关资料供局方检查的； (3)违反本规则第 121.43 条和第 121.45 条规定，未配备足够的管理人员或 者配备了不合格管理人员的； (4)违反本规则第 121.131 条、第 121.135 条或者第 121.137 条规定，其运 150

行手册和飞行手册未保持现行有效，未及时修订、分发或者未随身或者随机携 带的； (5)违反本规则第 121.691 条至第 121.703 条或者第 121.380 条规定，未按 照规定的内容记录有关信息，未按照规定的时间保持记录或者记录的格式不符 合要求的； (6)违反本规则第 121.557 条、 第 121.559 条、 第 121.573 条(c)款、 第 121.575 条(d)款、第 121.705 条至第 121.710 条规定，未按照规定的内容、时间、格式 和方式报告有关情况或者未按照规定保存有关信息的； (7)违反本规则第 121.483 条至第 121.493 条或者第 121.503 条规定，未按 照规定安排航空人员的值勤期、飞行时间和休息时间的； (8)违反本规则第 121.365 至 375 条规定，未按照规定设置、配备维修机构 及人员、未经规定的批准程序实施维修或者其维修系统对飞机维修不能实施有 效管理的； (9)在实施运行的过程中未按照本规则 T 章的规定对飞机上的人员、货物和 设备进行有效管理，被局方认定影响运行安全的； (b) 合格证持有人违反本规则第 121.453 条的规定，使用未取得航空人员执 照、体检合格证的飞机驾驶员，而参加本规则运行的，局方可以按照《中华人 民共和国民用航空法》第二百零五条的规定对合格证持有人处以警告或者人民 币 5 万元以上 20 万元以下的罚款。 (c)对于合格证持有人的航空人员和其他直接参与运行的个人，未按照合格 证持有人的手册或者管理规则履行职责，导致违反本规则规定，或者其本人直 接违反本规则规定的， 局方可以对其处以警告或者 500 元以上 1000 元以下罚款。

151

Z章

附

则

第 121.771 条 施行与废止 本规则自 2005 年 6 月 1 日起施行。2005 年 4 月 1 日之前，按照《公共航 空运输承运人运行合格审定规则》（CCAR－121FS），通过运行合格审定取得运 行合格证的合格证持有人，应当在 2007 年 1 月 1 日之前，通过按照本规则进行 的补充审定合格后方可运行。 1990 年 5 月 26 日民航总局令第 4 号发布的《中国民用航空飞行签派工作细 则》、1991 年 9 月 5 日民航总局令第 21 号发布的《中国民用航空航空卫生工作 规则》、1995 年 5 月 12 日民航总局令第 41 号公布并经 1997 年 1 月 6 日民航总 局令第 60 号修订的《民用航空器运行适航管理规定》（CCAR-121AA-R1）、1998 年 7 月 3 日民航总局令第 77 号公布的《中国民用航空飞行人员训练管理规定》 （CCAR-62FS）、1999 年 5 月 5 日民航总局令第 83 号公布的《公共航空运输承 运人运行合格审定规则》（CCAR－121FS）、2000 年 7 月 18 日民航总局令第 92 号公布的《中国民用航空总局关于修订<公共航空运输承运人运行合格审定规则

的决定》同时废止，但是由于执行本规则需要时间进行调整的，本款所述 6 部 规章中有关内容可以执行到 2007 年 1 月 1 日止。

152

附件 A

定义

定期载客运行： 是指航空承运人或者航空运营人以取酬或者出租为目的，通过本人或者其 代理人以广告或者其他形式提前向公众公布的，包括起飞地点、起飞时间、到 达地点和到达时间在内的任何载客运行。 最大商载： （a）对于局方在技术规范中已规定最大无油重量的飞机，以最大无油重量 减去空机重量、航空器携带的适用设备的重量和运行载重（包括最少机组成员、 食物饮料和与这些食物饮料有关的供应品和设备的重量，但不包括可用燃油和 滑油）所计算出的最大商载。 （b）对于其它飞机，以最大审定起飞重量、较小空机重量、较少的机载设 备重量和较小的运行必需重量（运行必需重量为最少的燃油、滑油重量和机组 成员重量之和）所计算出的最大商载。机组成员、成员燃油和滑油的重量按照 下列方法计算： (1)规章要求的机组成员中每一成员的体重： (i)男性飞行机组成员按照 82 公斤； (ii)女性飞行机组成员按照 64 公斤； (iii)男性客舱乘务员按照 82 公斤； (v)女性客舱乘务员按照 59 公斤； (vi)客舱乘务员不区分性别时，体重平均按照 64 公斤。 (2)滑油按照 157 公斤或者型号合格审定中规定的重量。 (3)规章规定的一次飞行运行所需携带最少燃油量。 偏离：对于规章中明确允许偏离的条款，合格证持有人在提出恰当理由和 证明能够达到同等安全水平的情况下，经局方批准，可以不遵守相应条款的规 定或者遵守替代的规定、条件或者限制。 豁免：对于规章中没有明确允许偏离的条款，合格证持有人在提出恰当的 理由、相应的安全措施并证明这些安全措施能保证同等安全水平的情况下，经 民航总局批准，可以不执行相应的规章条款，而执行民航总局在作出此项批准 时所列的规定、条件或者限制。豁免是遵守规章的一种替代做法，遵守所颁发 的豁免及其条件和限制，就是遵守规章。 运行控制：是指合格证持有人使用用于飞行动态控制的系统和程序，对某 次飞行的起始、持续和终止行使控制权的过程。 湿租：是指按照租赁协议，承租人租赁飞机时携带出租人一名或者多名机组 成员的租赁。 协议维修单位：是指通过与运营人正式签订协议接受委托和授权，根据运 153

营人的维修方案、维修技术要求和改装方案选择或者安排实施维修工作，并至 少在运营人基地提供航线维修的维修单位。 一般勤务工作：是指航空器进出机场地面引导、停放、推、拖及挡轮档，拿 取和堵放航空器的各种堵盖，为航空器提供电源、气源，加(放)水、加(放)油 料、充气、充氧，必要的清洁和除冰、雪、霜等为保证航空器正常投入运行实 施的勤务工作。 飞行机组成员：是指飞行期间在航空器驾驶舱内执行任务的驾驶员、领航 员、飞行通信员和飞行机械员。 机组成员：指飞行期间在航空器上执行任务的航空人员，包括飞行机组成 员和客舱乘务员。 机长：是指经合格证持有人指定，在飞行时间内对航空器的运行和安全负 最终责任的驾驶员。 飞机组类：为方便机组成员和飞行签派员的训练管理，根据飞机动力装置 的区别对飞机划分的种类。在本规则中，将飞机分为两个组类：组类I，以螺旋 桨驱动的飞机，包括以活塞式发动机为动力的飞机和以涡轮螺旋桨发动机为动 力的飞机；组类II，以涡轮喷气发动机为动力的飞机。 新雇员训练：是指合格证持有人新雇佣的人员，或者已经雇佣但没有在机 组成员或者飞行签派员工作岗位上工作过的人员，在进入机组成员或者飞行签 派员工作岗位之前需要进行的训练。新雇员训练包括基础理论教育和针对特定 机型和岗位的训练。 初始训练：未曾在相同组类其他飞机的相同职务上经审定合格并服务过的 机组成员和飞行签派员需要进行的改飞机型训练。 转机型训练：曾在相同组类不同型别飞机的相同职务上经审定合格并服务 过的机组成员和飞行签派员需要进行的改飞机型训练。 升级训练：已在某一特定型别的飞机上经审定合格并担任副驾驶的机组成 员，在该型别飞机上担任机长之前需要进行的训练。 定期复训：是指已取得资格的机组成员和飞行签派员，为了保持其资格和 技术熟练水平，在规定的期限内按照规定的内容进行的训练。 重新获得资格训练：已在特定航空器型别和特定工作岗位上经审定合格， 但因某种原因失去资格的机组成员和飞行签派员，为恢复这一资格所应当进行 的训练。 差异训练：对于已在某一特定型别的飞机上经审定合格并服务过的机组成 员和飞行签派员，当局方认为其使用的同型别飞机与原服务过的飞机在性能、 设备或者操作程序等方面存在差异，需要进行补充性训练时应当完成的训练。 日历月：是指按照世界协调时或者当地时间划分，从本月 1 日零点到下个 月 1 日零点之间的时间段。 飞行时间：是指航空器为准备起飞而借自身动力开始移动时起，直到飞行 结束停止移动为止的时间。 飞行经历时间：是指机组必需成员在其值勤岗位上执行任务的飞行时间， 154

即在座飞行时间。 延伸跨水运行：是指飞机距最近海岸线的水平距离超过 93 公里(50 海里) 的跨水运行。 最低油量：是指飞行过程中应当报告空中交通管制员采取应急措施的一个 特定燃油油量最低值，该油量是在考虑到规定的燃油油量指示系统误差后，最 多可以供飞机在飞抵着陆机场后，能以等待空速在高于机场标高 450 米(1500 英 尺)的高度上飞行 30 分钟的燃油量。 非精密进近和着陆运行：是指不使用电子下滑道指引的仪表进近和着陆。 精密进近和着陆运行：使用精确的方位和下滑道指引的仪表进近和着陆， 其最低标准由相应的运行类型(分为I、II、IIIA、IIIB、IIIC 等类型)确定。 决断高度(DA)/决断高(DH)：是指在精密进近中，如不能建立继续进近所必 需的目视参考，则应当开始复飞的特定高度或者高。 最低下降高度(MDA)/最低下降高(MDH)：是指在非精密进近或者盘旋进近 中，如不能建立必需的目视参考，则不能继续下降的特定高度或者高。 机场运行最低标准：是指机场用于起飞和着陆时的条件限制。对于起飞， 用能见度和/或者跑道视程以及云高（需要时）来表示；对于精密进近和着陆运 行中的着陆，用与相应运行类型对应的能见度和/或者跑道视程，以及决断高度 (DA)/决断高(DH)来表示；对于非精密进近和着陆运行中的着陆，用能见度和/ 或者跑道视程、最低下降高度(MDA)/最低下降高(MDH)以及云高（需要时）来表 示。 目视气象条件：是指用能见度、离云的距离和云高表示，等于或者高于规 定最低标准的气象条件。 仪表气象条件：是指用能见度、离云的距离和云高表示，低于为目视气象 条件所规定的最低标准的气象条件。 超障高度(OCA)/超障高(OCH)：是指为遵循适当的超障准则所确定的相关跑 道入口标高或者机场标高之上的特定高度或者高。 备降机场：是指当飞机不能或者不宜飞往预定着陆机场或者在该机场着陆 时，可以飞往的另一个预先指定备用着陆的机场。备降机场包括起飞备降机场、 航路备降机场和目的地备降机场。 起飞备降机场：是指当飞机在起飞后较短时间内需要着陆而又不能使用原 起飞机场时，预先指定用以进行着陆的备降机场。 航路备降机场：是指当飞机在航路中遇到不正常或者紧急情况后，预先指 定用以进行着陆的备降机场。 目的地备降机场：是指当飞机不能或者不宜在预定着陆机场着陆时可以飞 往预先指定用以着陆的备降机场。 主最低设备清单(MMEL)：是指局方确定在特定运行条件下可以不工作并且 仍能保持可接受的安全水平的设备清单。主最低设备清单包含这些设备不工作 时航空器运行的条件、限制和程序，是运营人制定各自最低设备清单的依据。 最低设备清单(MEL)：是指运营人依据主最低设备清单并考虑到各航空器的 155

构型、运行程序和条件为其运行所编制的设备清单。最低设备清单经局方批准 后，允许航空器在规定条件下，所列设备不工作时继续运行。最低设备清单应 当遵守相应航空器型号的主最低设备清单，或者比其更为严格。 附件 B 急救箱和应急医疗箱 1.急救箱 本规则第 121.309 条所要求的急救箱应当满足以下条件和要求： （1）每架飞机在载客飞行中急救箱的数量不得少于下表的规定： 旅客座位数 0-50 50-150 151-250 250 以上

急救箱数量 1 2 3 4

（2）急救箱应尽可能均匀地放在飞机上易于取用的位置； （3）每只急救箱应当能防尘、防潮； （4）每只急救箱内至少配备以下医疗用品： 项目

数量

绷带，5 列

5卷

消毒棉签

20 支

敷料，10X10cm

8块

三角巾

5条

止血带

1条

外用烧伤药膏

3支

手臂夹板

1付

腿部夹板

1付

绷带，3 列

4卷

胶布，1cm、2cm

各1卷 156

剪刀

1把

橡胶手套或者防渗透手套

1付

（5）第（4）项中不适于装在急救箱内的手臂夹板和腿部夹板可以存放在距 离急救箱尽可能近的易于取用的位置。 2.应急医疗箱 本规则第 121.309 条所要求的应急医疗箱应当满足以下条件和要求： （1）每架飞机在载客飞行时应当至少配备一只应急医疗箱，存放在机组人 员易于取用的位置； （2）应急医疗箱应当妥善存放，能够防尘、防潮、防不良温度损坏； （3）每只应急医疗箱内应当至少配备以下医疗用品和物品： 项目

数量

血压计

1个

听诊器

1付

口咽气道（三种规格）

各1个

注射器和针头（用药所需的 4 支 各种规格） 50%葡萄糖注射液

60ml

1:1000 肾上腺素单次用量 安瓿

2支

盐酸苯海拉明注射液

2支

硝酸甘油片

10 片

皮肤消毒剂

适量

消毒棉签

40 支

箱内医疗用品清单和药物 使用说明

1份

157

附件 C

本规则第 121.161 条规定的应急撤离程序演示准则

(a)中断起飞应急撤离演示 (1)演示应当在黑暗的夜间进行，或者在白天模拟黑夜的情况下进行。如果 在白天于室内进行演示，应当在遮盖所有窗户和关闭房门的情况下进行，以尽 可能减少日光的影响。可以采用地板或者地面照明，但应当为低亮度的并有遮 档，以防光线射入飞机窗户或者舱门。 (2)飞机应当处于起落架放下的正常地面姿态。 (3)除非飞机装备有滑下机翼的设备，否则可以使用台架或者扶梯，帮助人 员从机翼下至地面。为保护参加演示的人员，可以在地面放置垫子或者反放的 救生筏等安全设备。不得使用非飞机应急撤离部分的其他设备来帮助参加演示 的人员到达地面。 (4)应当切断飞机正常电源。 (5)涉及载运旅客运行的所有应急设备应当按照合格证持有人的手册安装。 (6)每一外部舱门和出口，以及每一内部舱门或者门帘应当处于模拟正常起 飞的状态。 (7)应当使用正常健康人群的代表性旅客载荷。妇女应当至少占旅客载量的 40％。超过 50 岁的旅客至少占 35％。超过 50 岁的妇女至少占 15％。不算在总 载客量之内的三个真人大小的玩具婴儿应当由旅客怀抱以模拟两岁以下的婴 儿。维修或者操作飞机的机组成员、机务人员和经训练的其他人员，不得充当 旅客。 (8)除局方要求者外，任何旅客不得被指派到某个特定座位上。除按照本款 第(12)项要求者之外，合格证持有人的任何雇员不得坐在紧邻应急出口的座位 上。 (9)安全带和肩带应当按照要求系好。 (10)在开始演示之前，大约占总数一半的手提行李、毯子、枕头和其他类 似物品，应当分数处扔放在过道和通往应急出口的道路上，以造成轻微障碍。 (11)飞机的乘客密度和配置应当代表合格证持有人飞机的最大载客量形 式。 (12)每个机组成员应当是正常航班机组的成员，但飞行机组成员可以是正 常航班机组成员之外其他了解该飞机的人员。每个机组成员应当坐在通常指定 的起飞座位上，并且在接到开始演示的信号之前，不得离开该座位。 (13)任何机组成员或者旅客不得事先被告知该次演示所用的应急出口。 (14)合格证持有人不得对参加人员就该次演示进行实习、排练或者讲解， 任何参加人员也不得在前 6 个月之内参加过这种类型的演示。 (15)本规则第 121.569 条所要求的起飞前旅客简介可以按照合格证持有人 的手册进行。还可以告诉旅客应当遵循机组成员的指令，但不得解释在演示中 158

拟遵循的程序。 (16)如果提供了本款第(3)项所允许的安全设备，为防止暴露可用的应急出 口，所有客舱和驾驶舱窗口都应当遮挡起来，或者所有应急出口处都配备安全 设备。 (17)在满足适用于该飞机必需应急出口所有要求的机身两侧的应急出口 中，可以用作演示的不得超过 50％。在演示中不使用的应急出口，应当使其手 柄不能工作，或者在出口外面用红灯、红带或者其他可以接受的方式表明由于 失火或者其他原因，这些出口是不能使用的。使用的出口应当在该飞机所有应 急出口中有代表性，并且应当由合格证持有人指定并经局方批准。应当至少使 用一个地板高度的出口。 (18)除按照本款第(3)项规定外，所有撤离人员应当通过作为飞机设备一部 分所提供的设施撤离飞机。 (19)合格证持有人的经批准程序，以及正常装备的所有应急设备，包括滑 梯、绳索、灯光和麦克风，应当在演示中充分利用，但飞行机组成员在演示中 不得实际帮助客舱中的其他人员。 (20)当最后一名旅客撤离飞机并到达地面时，撤离时间段即告结束。如果 采用台架或者扶梯的撤离人员比率，不多于在飞机实际坠毁的情况下利用飞机 上的设施从机翼上下落的人员比率，则当撤离人员使用并处于本款第(3)项所允 许的台架或者扶梯上时，可以认为其已处于地面上。 (b)水上迫降演示 应当假定该演示在白天进行，而且所有机组必需成员在演示时都在场。 (1)如果合格证持有人手册要求由旅客帮助释放救生筏下水，则所需的旅客 应当在飞机上并按照手册参加演示。 (2)应当在每一应急出口和机翼处放置一个台架，其平台顶部的高度应模拟 飞机在水上迫降后的水平面。 (3)收到水上迫降信号后，每一撤离人员应当按照合格证持有人手册的要求 穿上救生衣。 (4)应当按照合格证持有人手册的要求，将每一救生筏放下水并充气，并将 其他必需的应急设备放在救生筏上。 (5)每一撤离者应当登上救生筏，指派到每一救生筏上的机组成员应当指明 放于救生筏上的应急设备的位置并说明其用途。 (6)应当使用飞机、模型飞机或者模拟客舱的漂浮装置。 (i)如果利用模型飞机，它应当模拟目前合格证持有人使用的或者计划使用 的飞机，而且其内部布置应当全尺寸真实模拟，并应当装备有充分的座椅供撤 离人员使用。应急出口和应急舱门的使用应当严格模拟在飞机上的使用情况。 在机翼上方出口外部应当有足够的翼面以演示撤离。 (ii)如果采用模拟客舱的漂浮装置，则应当尽可能模拟运行中使用的飞机 客舱。应急出口和应急舱门的使用应当严格模拟在飞机上的使用情况。在机翼 159

上方出口外部应当装有足够的翼面以演示撤离。该装置应当装备飞机上安装的 相同救生设备，以容纳参加演示的所有人员。 附件 D

飞行训练要求

本规则第 121.433 条对驾驶员初始、转机型和升级飞行训练所要求的动作 与程序规定在本附件中。这些动作与程序的训练按照本附件的规定分别在经批 准的飞行训练器、飞行模拟机和飞机上进行，但低空风切变动作与程序应当在 经批准可以完成这些动作与程序的飞行模拟机上进行。 规定在飞行训练器上完成的动作与程序可以在飞行模拟机上完成，或者在 某些情况下，在静止飞机上完成。除低空风切变训练外，规定在飞行模拟机上 完成的动作与程序可以在飞机上完成。 按照本附件实施飞行训练时，所用的飞行模拟机应当经局方认可，但不需 要遵守附件 G 中的高级飞行模拟机要求，在这些飞行模拟机上完成训练后还应 当在飞机上完成本附件规定应当在飞行中完成的动作与程序。如果在实际训练 中使用的飞行模拟机是根据附件 G 审定合格为 B 级、C 级或者 D 级的高级飞行模 拟机，且合格证持有人的训练大纲符合附件 G 中的要求，则可以按照附件 G 中 的规定，用高级飞行模拟机全部或者部分代替飞机，来完成本附件中规定应当 在飞机上完成的动作与程序。 驾驶员在各个职位上的训练，用下列符号表示： P＝机长(PIC) S＝副驾驶(SIC) B＝机长和副驾驶 PJ＝机长从喷气飞机转机型到喷气飞机 PP＝机长从螺旋桨飞机转机型到螺旋桨飞机 SJ＝副驾驶从喷气飞机转机型到喷气飞机 SP＝副驾驶从螺旋桨飞机转机型到螺旋桨飞机 AT＝所有转机型类(PJ，PP，SJ，SP) PS＝副驾驶升为机长（同一机型）

160

动作/程序

初始训练 转机型训练 升级训练 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中

根据所涉及的飞机和 运行，驾驶员的飞行训练 应当包括下列动作与程 序。 I. 飞行前 B (a)目视检查飞机的外部和 内部，指出需检查的每个项 目的位置，说明检查它的目 的。如该机型必需飞行机械 员，目视检查可用图形教具 代替，该教具应真实描绘飞 行前检查项目的位置和细 节 (b)起动前检查单的使用，相 应操纵系统的检查，起动程 序，无线电和电子设备的检 查，飞行前选择合适的导航 与通信无线电设备和频率 (c)按照相应交通管制当局 B 或者实施训练人员发布的 指令，完成滑行和进出停机 位程序 (d)起飞前检查，包括发动机 检查 Ⅱ.起飞： (a)正常起飞 B B (b)模拟仪表条件下起飞，在 机场标高之上30 米(100 英 尺)高度或者之前进入仪表 飞行 (c)侧风起飞 B

AT

PS

B

AT

AT

PS

PS

B

AT

AT

PS

PS AT

AT 161

PS

PS

(d)模拟临界发动机在下列 时刻失效时起飞： (1)在V1 后到V2 前的一点, 实施训练的人员认为在当 时条件下适合于该机型；或 者 (2)当V1 和V2 或者V1 和VR 相同时,在V1 后尽量靠近 V1 的一点；或者 (3)对于非运输类飞机,在适 当的速度上

B

AT

162

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (e)中断起飞，在正常起飞期 B AT PS 间达到一个合理速度时进 行，该速度的确定应当考虑 到飞机特性、跑道长度、道 面条件、风向风速、刹车热 能及其他影响安全的因素 以上(a)至(e)款起飞至少 一次应当在夜间完成。对于 转机型的驾驶员,本款要求 的夜间起飞可以在满足本 规则第121.457 条要求的 运行经历时完成 Ⅲ. 飞行动作与程序 (a)转弯 B AT PS (b)俯冲和马赫抖振 B AT PS (c)最大续航时间和最大航 B AT PS 程程序 (d)在飞行机械员位置上操 B AT PS 作各系统和操纵装置 (e)安定面失控和卡阻 B AT PS (f)下列系统的正常和非正 B AT PS 常(或者备用)操作与程序： (1)增压 B AT PS (2)引气 B AT PS (3)空调 B AT PS (4)燃油和滑油 B B AT AT PS PS (5)电气 B B AT AT PS PS (6)液压 B B AT AT PS PS (7)飞行操纵 B B AT AT PS PS (8)防冰与除冰 B AT PS (9)自动驾驶仪 B AT PS 163

(10)自动进近设备或者其他 B 进近设备 (11)失速警告装置、失速防 B 止装置和增稳装置 (12)机载雷达设备 (13)其他可用系统、装置或 者设备 (14)电气、液压、飞行操纵、 B 飞行仪表系统的故障或者 失效

B

AT

PS

B

AT

PS

B B

AT AT

PS PS

B

AT

164

AT

PS

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (15)起落架和襟翼系故障或 B B AT AT PS PS 者失效 (16)导航或者通信设备失效 B AT PS (g)飞行应急程序，至少包括 下列训练: B AT AT PS PS (1)动力装置、加热设备、货 B 舱、客舱、驾驶舱、机翼、 和电气的失火 (2)烟雾控制 B B AT AT PS PS (3)动力装置失效 B AT PS (4)应急放油 B B AT AT PS (5)相应飞行手册中规定的 B AT PS 其他应急程序 P PJ PS (h)在每个方向上的大坡度 转弯。每个大坡度转弯应当 用45 度坡度，航向改变至 少180 度，但不大于360 度 (i)以起飞形态（除只用零襟 B AT PS 翼形态起飞的飞机外）、光 洁形态和着陆形态接近失 速，其中至少有一次在以 15 至30 度坡度的转弯中完 成 (j)从该机型特有的飞行特 B AT PS 性中改出 (K)仪表程序，包括： (1)区域离场和进场 B AT PS (2)导航系统的使用，包括切 B AT PS 入并保持指定的方位线 (3)等待 B AT PS (l) ILS 仪表进近，包括： 165

(1)正常ILS 进近 B (2)人工操纵ILS 进近，并模 B 拟一台发动机失效，失效发 生在进入最后进近航道之 前，持续到接地或者完成中 断进近程序 (m)除ILS 外的仪表进近程 序,包括： (1)受训人员很可能使用的 非精密进近 (2)除(1)款外，受训人员很 可能使用的至少一种其他 非精密进近和中断进近程 序

动作/程序

AT

PS AT

B

PS

AT

B

AT

PS PS

初始训练 转机型训练 升级训练 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中

对于第Ⅲ条(k)款和第Ⅲ条 (l)款，每次仪表进近应当 按照所用进近设施经批准 的程序和限制进行。仪表进 近开始于飞机飞越所用程 序的起始进近点，结束于飞 机接地时或者完成中断进 近形态的转换时

166

(n)盘旋进近，应当符合下列 B 要求： (l)对于所用程序，盘 旋进近到经批准最低下降 高度的那部分应当在模拟 仪表条件下进行； (2)盘旋进近应当做 到经批准最低盘旋最低下 降高度，然后改变航向并作 必要的机动（以目视参考）， 保持能在跑道上正常着陆 的飞行航道，该航道与模拟 仪表部分的最后进近航道 至少差90 度以上； (3)盘旋进近不得超 过飞机正常操作限制和没 有过大的机动动作，坡度不 得超过30 度。 下列驾驶员不必进行 本款训练：(1)如果合格证 持有人的运行手册中禁止 某些机型在气象条件低于 云高300米/能见度5000米 时作盘旋进近，该合格证持 有人相应机型的所有驾驶 员；(2)合格证持有人的运 行手册中禁止副驾驶在本 规则运行中作盘旋进近时， 相应的副驾驶 (0)无襟翼进近。如果局方认 P 为，由于系统设计原因，该 型别飞机襟翼放出故障的 概率极低，则该型别飞机可 以不要求本动作训练。在作 出这种决定时，局方将确定 是否需要训练只放缝翼进 近和部分襟翼进近 (p)中断进近，包括：

AT

PS

PP PJ

167

PS

(1)从ILS 进近中中断进近 (2)从其他进近中中断进近

B

AT B

PS AT

168

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (3)包含完整经批准中断进 B AT PS 近程序的中断进近 (4)包含发动机失效的中断 B AT PS 进近 Ⅳ.着陆和进近到着陆: (a)正常着陆 B AT PS (b)水平安定面配平不正确 P PJ PS 时的着陆与复飞 PP (c)从ILS 仪表进近中进入着 B AT PS 陆 (d)侧风着陆 B AT PS (e)模拟发动机失效后机动 到着陆,，按照以下规定： PJ PS (1)对于3 发飞机，模拟两台 P PP 发动机（中发和一侧外发） 失效后按照经批准程序机 动到着陆 PJ PS (2)对于其他多发飞机，模拟 P PP 50％的动力装置失效（在飞 机一侧）后机动到着陆 PJ PS (3)在飞行模拟机上完成第 PP (1)或者第(2)项要求的飞 行机组成员，还应当在飞机 上完成一台发动机失效后 着陆的飞行训练。 对于副驾驶升机长训 练，如果该员从未在实际飞 行中完成第(1)或者第(2) 项动作，则应当按照第(1) 或者第(2)项机长初始训练 的要求完成 169

(4)对于副驾驶，只需完成最 S 临界一台发动机模拟失效 后机动到着陆 (f)模拟盘旋进近条件下的 B 着陆（第Ⅲ条(n)款中最后 一段的例外条款，同样适用 于本款） (g)中断着陆，包括中断着陆 B 后的正常中断进近程序。对 于本动作，应在约15 米(50 英尺)高度并飞越跑道入口 时中断着陆

SJ SP

170

AT

PS

AT

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 PJ PS (h)无襟翼着陆，如局方认为 P PP 该动作适合于在飞机上训 练的话 (i)人工恢复(如适用) B AT PS 着陆和进近到着陆的 训练应当包括第Ⅳ条(a)款 至(i)款规定的各种类型和 条件，但在适合时可以将一 种以上组合起来。 以上着陆之一的训练 应当在夜间进行。对于转机 型的驾驶员，本要求可以在 按照本规则第121.457 条 要求的运行经历期间完成。

171

附件 E

熟练检查要求

本附件规定了本规则第 121.465 条要求的对驾驶员进行熟练检查的动作与 程序。这些动作与程序应当在飞行中进行，但在相应栏目中有适当符号表示的 那些动作与程序，可以按照符号的表示在飞行模拟机或者飞行训练器上进行。 当某一动作或者程序批准在飞行训练器上进行时，也可以在飞行模拟机上 进行。 如果在实际训练中使用根据附件 G 审定合格的飞行模拟机，合格证持有人 可以按照附件 G 中的规定，在飞行模拟机上完成本附件中规定应当在飞机上完 成的动作与程序。 本附件中下述符号表示： P＝机长： B＝机长和副驾驶： ＝符号上带星号(如 B)表示在动作与程序栏中规定了特殊条件： #＝当某一动作前标有该符号时，表示该动作由实施检查的人员确定，可以 要求在飞机上进行。 在完成本附件规定的所有动作中，驾驶员应当表现出保证飞行安全所需的良 好判断力。实施检查的人员在判定驾驶员是否具有这种判断力时，应当考虑被 检查人员能否严格遵守经批准的程序，在没有规定程序或者推荐常规的情况下 能否根据当时情况的分析采取正确措施，以及在实施飞行操作过程中是否考虑 周到和顾及后果。

172

要 求 模 拟 仪 表 条 件

动作/程序

在完成本附件规定的动作与程序时,应当满意地演 示下列项目有关的知识和技术： (1)该飞机及其系统和部件； (2)根据经批准的飞机飞行手册、合格证持有人 的运行手册、检查单或者适合于该型别飞机的其他 经批准资料中规定的程序和限制，正确控制空速、 形态、航向、高度和姿态； (3)遵守进近程序、空中交通管制程序或者其他 适用程序 I. 飞行前 (a)设备考试（口试或者笔试)。作为实践考试一部 分的设备考试应当密切联系飞行操作部分，考试 那些在飞行操作检查中不大可能检查到的内容。 设备考试应当包含： (1)该飞机及其动力装置、各系统、部件和运行、 性能等方面的实用知识； (2)正常、非正常和应急程序及其有关的操作与限 制； (3)经批准飞机飞行手册的有关规定。 实施考试的人员可以认可在合格证持有人 地面训练中前6 个日历月内对该驾驶员进行的 设备考试，作为本款设备考试。 (b)飞行前检查。该驾驶员应当： (1)对飞机外部和内部进行实际的目视检查，指出 每个项目的位置并简要说明检查的目的； (2)演示飞行前检查单的使用，相应操纵系统的检 查，起动程序，无线电和电子设备检查，飞行前 选用合适的导航和通信无线电设施。 可以用逼真地描绘飞行前检查项目位置与 173

要允 求许 在模 飞拟 机机 上上 完完 成成

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B

B

B*

细节并能提供不正常状态图示的图形教具代替 进行飞行前检查。如果该型别飞机的飞行机组必 需成员中有飞行机械员，目视检查可以按照第 121.465 条(d)款放弃。 (c)滑行。包括按照相应交通管制当局或者实施检 查的人员发布的指令滑行(对于副驾驶熟练检 查，达到在副驾驶位置上能做到的程度)、进出 停机位程序 (d)动力系统检查。按照相应飞机机型要求 Ⅱ. 起飞： (a)正常起飞1 次 (b)仪表条件下起飞1 次，模拟在到达机场标高之 B 上30 米(100 英尺)高度时或者在此之前进入仪 表飞行 (c)侧风起飞1 次，如在当时气象、机场、交通条 件下可以进行的话 (a)和(c)款要求可以合并，如果(b)款在飞行中 进行，则(a)、(b)、(c)三款要求可以合并。

174

B

B B* B*

B*

要 求 模 拟 仪 表 条 件

动作/程序

＃(d)发动机失效时的起飞。模拟最临界的发动机 在下列时刻失效的1 次起飞： (1)在V1 后至V2 前的一点，根据检查人员的判断， 该点适合于该机型和当时条件； (2)当V1 和V2 或者V1 或者VR 相同时，V1 后尽量 靠近V1 的一点；或者 (3)对于非运输类飞机，在适当的速度上。 (e)中断起飞。中断起飞可以在飞机正常起飞滑跑 期间达到某个合理速度时进行，该速度的确定应 考虑飞机特性、跑道长度、道面条件、风向风速、 刹车热能和可能严重影响安全或者飞机的其他 有关因素 Ⅲ. 仪表程序 (a)区域离场和区域进场。在完成这些动作期间， B 驾驶员应当： (1)遵守实际的或者模拟的空中交通管制指令（包 括指定的方位线）； (2)正确使用可用的导航设施。 区域离场或者区域进场之一，可以按照第 121.465 条(d)款放弃。 (b)等待。包括进入、保持、脱离等待航线图。可 B 以与区域离场或者区域进场结合进行 (c)ILS 和其他仪表进近。应当包括下列项目： (1)至少1 次正常ILS 进近 B (2)至少1 次模拟一台发动机失效的人工操纵ILS B 进近。应当在进入最后进近航道之前模拟发动机 失效，并保持到接地或者完成中断进近程序 (3)至少1 次非精密进近程序，该程序是合格证持 B 有人很可能使用的有代表性的非精密进近程序 (4)至少在一程序下降设施上演示1 次非精密进近 B 175

要允 求许 在模 飞拟 机机 上上 完完 成成 B

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B* B

B

B*

B

B

B

B B

程序，该程序是合格证持有人经批准使用的本款 第(3)项以外的进近程序 每次仪表进近应当按照所用进近设施经批准程序 和限制进行。仪表进近开始于飞机飞越所用进近 程序的起始进近点，结束于飞机在跑道上接地或 者完成中断进近形态的转换。仪表条件不必模拟 到低于接地区之上30 米(100 英尺) (d)盘旋进近。如果合格证持有人经批准的盘旋最 低标准低于300 米/5000 米，应当按照下列要求 至少作一次盘旋进近： (1)进近到经批准最低盘旋进近高度的那部分应当 B 在模拟仪表条件下进行； (2)进近应当作到经批准最低盘旋进近高度，然后 改变航向并作必要的机动(按照目视参考〕，保 持能在跑道上正常着陆的飞行航道，该航道与模 拟仪表最后进近航道至少差90 度； (3)盘旋进近不得有过大的机动动作，不得超过该 飞机正常使用限制。坡度不得超过30 度。 要 动作/程序 求 模 拟 仪 表 条 件 如果存在该驾驶员不能控制的当地条件，阻止做该 动作，或者使其不能按照要求完成，则可以按照 第121.465 条(d)款规定放弃检查。但是，该动 作不得在连续两次熟练检查中按照此规定放弃 检查。如果合格征持有人手册中禁止副驾驶在本 规则运行中做盘旋进近，则对副驾驶不要求盘旋 进近动作 (e)中断进近 (1)每个驾驶员应当至少完成一次从ILS 进近中中 断进近 (2)每个机长应当至少再完成一次中断进近 应当至少完成一次完整的经批准中断进近程序。由 176

B*

B*

要允 求许 在模 飞拟 机机 上上 完完 成成

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B* P*

实施检查的人员确定，在中断进近期间任何时 刻，可以要求模拟发动机失效。这些动作可以单 独完成，也可以与本附件第Ⅲ条或者第Ⅴ条条要 求的动作结合进行。至少一次中断进近应当在飞 机上完成。 Ⅳ. 空中动作 (a)大坡度转弯。应当在每个方向完成至少一次大 P 坡度转弯。每个大坡度转弯应当用45 度坡度， 航向改变至少180 度，但不大于360 度 (b)接近失速。对于本动作，当出现可以察觉的抖 B 振或者开始进入失速的其他反应时，即达到了接 近失速。除后面规定者外，应当至少按照下列要 求做三次接近失速： (1)一次起飞形态(只用零襟翼起飞形态的飞机除 外)； (2)一次光洁形态； (3)一次着陆形态。 由实施检查的人员确定，一次接近失速应 当以上述形态之一并在15至30度坡度转弯中完 成。本款要求的三次接近失速中的两次可以放弃 检查。 如果合格证持有人经批准可以签派失速警 告设备不工作的飞机飞行，则在这些动作期间不 得使用该设备。 (c)特有飞行特性。从该机型特有的飞行特性中改 出 (d)动力装置失效。除某些动作明确要求需在动力 装置模拟失效时完成外，实施检查的人员可以在 检查期间任何时刻要求模拟动力装置失效 Ⅴ. 着陆和进近到着陆 尽管允许一些动作可以结合完成， 或者可以放弃， 或者可以使用模拟机，但是，所有机长的熟练检 查和副驾驶在一机型上的首次熟练检查应当至 少做两次实际着陆(一次全停)。着陆和进近到着 陆应当包括下列各项，但在合适时，可以将一项 以上的动作结合进行：

177

P

P

B

B*

B

B

B

要 求 模 拟 仪 表 条 件

动作/程序

(a)正常着陆 (b)从ILS 进近到着陆，如果存在该驾驶员不能控 制的情况妨碍实际着陆，实施检查的人员可以允 许其进近到他判断能完成全停着陆的一点而不 着陆 (c)侧风着陆，按照当时气象、机场、交通条件可 行程度确定的侧风条件 (d)按照下列要求，模拟发动机失效后机动到着陆： (1)对于三发飞机，以失去两台发动机(中和一外侧 发动机)的经批准程序机动到着陆 (2)对于其他多发飞机，模拟50％的动力装置失效 并在飞机一侧模拟失去动力时机动到着陆 对于本条(d)款第(1)和第(2)项要求， 副驾驶可以 只模拟最临界的一台发动机失效。如果驾驶员在 有视景模拟机上满足本条(d)款第(1)或者第(2) 项要求，他还应当在飞行中模拟最临界的一台发 动机失效机动到着陆。 (e)如果合格证持有人经批准的盘旋最低标准低于 300 米/5000 米，则模拟盘旋进近条件下的着陆。 但是，当在飞机上完成时，如存在该驾驶员不能 控制的情况妨碍着陆，实施检查的人员可以允许 其进近到他判断能完成全停着陆的一点而不着 陆 #(f)中断着陆，包括正常中断进近程序，约在跑道 之上15 米(50 英尺)并飞越跑道入口时中断着 陆。本动作可以与仪表进近、盘旋进近、或者中 断进近程序结合，但在低于跑道之上30 米(100 英尺)时，不必模拟仪表条件 Ⅵ. 正常和非正常程序 178

要允 求许 在模 飞拟 机机 上上 完完 成成 B B*

B* B* B* B*

B*

B

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

每个驾驶员应当按照检查员为了确定被检查者对 该飞机相应系统与设备实用知识水平而认为需 要的数量，演示下列系统与设备的正确使用： (a)防冰和除冰系统 (b)自动驾驶系统 (c)自动进近或者其他进近辅助系统 (d)失速警告装置、失速防止装置和增稳装置 (e)机载雷达设备 (f)其他可用系统、设备、装置 (g)液压和电气系统失效与故障 (h)起落架和襟翼系统失效与故障 (i)导航或者通信设备失效

179

B B B B B B B B B

要 求 模 拟 仪 表 条 件

动作/程序

要允 求许 在模 飞拟 机机 上上 完完 成成

Ⅶ. 应急程序 每个驾驶员应当按照飞行检查员为了确定被检查 者是否具有完成应急程序的足够知识和能力而 认为需要的数量，演示下列紧急情况下的正确应 急程序： (a)飞行中失火 (b)烟雾控制 (c)急剧释压 (d)应急下降 (e)相应经批准飞机飞行手册所列的其他应急程序

附件 F

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B B B B B

民用飞机训练分级

为方便训练管理，将民用飞机分为小型、中型、大型和重型 4 个等级。分 级时主要根据飞机的最大起飞全重，对处于分界线边缘的机型，民航总局可以 根据其训练难度、客座数量、驾驶员责任等情况加以适当调整。 1． 飞机分级的最大起飞全重参考值 小型飞机：最大起飞全重 5.7 吨以下； 中型飞机：最大起飞全重 5.7 吨-25 吨； 大型飞机：最大起飞全重 25 吨-100 吨； 重型飞机：最大起飞全重 100 吨以上。 2． 民用飞机的训练分级举例 小型飞机：运五、运十一、运十二、双水獭、TB20、TB200、夏延IIIA、海 岛人、M-18、PL-12、GA-200、农林五型 A； 180

中型飞机：运七、安 30、肖特 360、冲八、空中国王 200、SAAB340、奖状 VI、奖状II、ATR72； 大型飞机：B737、MD82、MD90、雅克 42、图 154M、BAe146、A320、L100-300、 运八、福克 100； 重型飞机：B747、B757、B767、B777、A300、A310、A330、A340、MD11、 IL-86。 3． 军转民飞行人员原飞机型的分级原则 考虑军方飞行人员转到民用航空系统后的训练，对其原飞机型的等级按照 下列原则确定： 初教机、歼击机、强击机，相当于民用小型机； 轰炸机，相当于民用中型机； 运输机，按照 1 款中的最大起飞全重参考值确定。 附件 G

高级飞行模拟机的使用

本附件为在高级飞行模拟机上进行飞行机组训练规定了基本准则和方法。 合格证持有人使用的每台飞行模拟机都应当经局方鉴定合格。对于经局方鉴定 为 B 级、C 级或者 D 级高级飞行模拟机的，在符合本附件下列规定的前提下，可 以用于完成附件 D、附件 E 中规定应当在实际飞行中完成的动作和程序，从而全 部或者部分代替本规则附件 D、 附件 E 规定需在飞机上进行的飞行训练或者检查： 1． 训练大纲要求 用本附件规定的高级飞行模拟机代替或者部分代替飞机进行飞行训练和检 查时，合格证持有人的训练大纲应当满足下列附加要求： (a)训练大纲（提纲）中应当包含使用 B、C 或者 D 级飞行模拟机的完整课 程，并且说明如何将 B、C、D 级飞行模拟机与其他训练设备结合起来，以最大 发挥其整体训练、检查和执照考试功能。 (b)用文件证明每个教员和飞行检查员符合第 121.411 条的要求。 (c)建立一种程序，用于保证每个教员和飞行检查员在所教学或者检查的相 同型别飞机上，作为机组成员实际参加经批准的定期航班飞行的计划，或者参 加经批准的航线观察的计划。 (d)建立一种程序，用于保证每年至少给予每个教员和飞行检查员 4 小时的 训练，以熟悉该合格证持有人的训练大纲及其修订，并强调他们在该大纲中的 各自责任，对飞行模拟机教员和飞行检查员的训练，应当包括训练政策和程序、 教学方法和技术、飞行模拟机控制装置的使用（包括环境和故障设置面板）、 飞行模拟机的限制及每个训练课程所要求的最低限度设备。 181

(e)训练大纲中包含有航线模拟飞行训练（LOFT），这种航线模拟飞行训练 应当对每个飞行机组成员进行至少 4 小时的训练课程，并包含合格证持有人航 路的至少 2 个有代表性的飞行航段，其中一个航段应当包含从某一机场推飞机 开始至到达另一机场的完整的正常运行程序，另一航段应包含合适的非正常和 应急飞行操作训练。

2．允许在高级飞行模拟机上实施的训练和检查 用本附件规定的高级飞行模拟机代替或者部分代替飞机飞行训练和检查时， 应当按照下列规定确定允许各级模拟机实施的训练和检查。其中在较低等级的 飞行模拟机上允许完成的训练和检查，允许在较高等级的飞行模拟机上完成： (a) B 级飞行模拟机允许完成下列训练和检查： (1)本规则第 121.461 条要求的近期经历的建立。 (2)本规则附件 D 要求在飞机上进行的夜间起飞和着陆。 (3)本规则第 121.465 条要求的熟练检查，但该驾驶员应当在航线检查或者 其他检查中在飞机上完成 2 次着陆（可以在按照本规则实施的运行中进行）。 (b)确定 C 级飞行模拟机允许的训练和检查时，应当符合下列规定： (1)对于下述训练和检查，在完成模拟机飞行训练或者检查后，经局方考试 合格，可以减少直至免除受训者的飞机实际飞行时次： (i)同组类中不同飞机之间的转机型训练及其执照考试。 (ii)持有航线运输驾驶员执照并且已在同组类飞机上具有担任机长至少 500 小时飞行经历的驾驶员的升级训练及其执照考试。 (iii)对于已持有航线运输驾驶员执照的驾驶员，本规则要求的初始训练 （不包括机长训练）。 (2)对于上述第(1)项规定之外的训练和检查，受训人员在飞行模拟机训练结 束后，还需在飞机上完成包括至少 5 次起落的实际飞行。 (c)确定 D 级飞行模拟机允许的训练和检查时，应当符合下列规定： (1)除下述第(2)项规定的训练和检查外，对于所有本规则要求的驾驶员飞 行训练和检查以及《民用航空器驾驶员、飞行教员和地面教员合格审定规则》 （CCAR-61 部）第 61.187 条要求的执照实践考试，在完成模拟机飞行训练或者 检查后，经局方考试合格，可以减少直至免除受训人员的飞机实际飞行时次。 (2)对于下列受训人员在飞行模拟机训练或者检查结束后，还需在飞机上完 成下列次数的实际本场起落飞行： (i)未取得航线运输驾驶员执照的驾驶员在组类 II 飞机上的初始训练或者初 次在组类 II 飞机上进行的初始训练，至少完成 30 次； (ii)初次在组类 II 飞机上的升机长训练及其型别等级考试，至少完成 15 182

次。 附件 H 双发飞机延伸航程运行（ETOPS） ——运行和飞机合格审定要求 1． 动力系统可靠性的评估 为了确定特定机体发动机组合是否满足延伸航程运行对动力系统可靠性的 现行要求，合格证持有人应当向局方提供对运行进行彻底评估所需的信息，包 括所有事件的说明、鉴定结果和确定对动力系统可靠性影响所需的有关资料。 这些资料包括： (a)地面与空中所有原因造成的发动机停车事件清单，包括发动机熄火（不 包括正常训练）。清单中应当包括发动机的标识（发动机和飞机的型号、序号）， 发动机构形和改装履历，发动机位置，造成该次事件的情形，飞行或者地面运 行的阶段，天气／环境条件，以及停车的原因。另外，对于不能进行控制或者 达不到预定推力水平的所有事件，应当提供类似的信息。 (b)非计划发动机更换率（6 个月和 12 个月累计），更换的简要说明，更换 率对时间的关系曲线，非计划发动机更换的主要原因。 (c)签派的延误，取消，中断起飞（包括维修或者机组错误造成的那些中断 起飞），以及由于动力系统的原因造成的改航。 (d)全部发动机小时和循环次数，发动机小时的分布（相对于使用年限的分 布）。 (e)影响可靠性的动力系统部件故障平均间隔时间。 (f)基于 6 个月和 12 个月滚动平均值的空中停车率（IFSD）。 (g)局方指定的其他资料。 2． 合适的航路备降机场 (a)合适机场应当具有作为可用机场所需的能力、服务和设施，并且其天气 和场面条件，在特定运行时间内，有很大的把握，保证一旦需要改航到该航路 备降机场时，能使飞机在发动机和/或者一些系统不工作条件下安全完成进近和 着陆。 (b)在延伸航程运行做飞行计划和作签派时，某一特定机场被考虑为合适机 场，应当符合本条(a)款的标准，并且应当具有下列仪表进近能力与航路备降机 场天气最低标准的一种组合： (1)单个精密进近：云高 180 米(600 英尺)、能见度 3200 米(2 英里)，或者 云高与能见度分别高于经批准的着陆最低标准 120 米(400 英尺)、1600 米(1 英 里)，以高者为准； (2)两条或者多条独立的精密进近跑道： 云高 120 米(400 英尺)、 能见度 1600 183

米(1 英里)，或者云高与能见度分别高于经批准的着陆最低标准 60 米(200 英 尺)、800 米(1/2 英里)，以高者为准； (3)非精密进近（一个或者多个）：云高 240 米(800 英尺)、能见度 3200 米 (2 英里)， 或者云高与能见度分别高于经批准的着陆最低标准 120 米(400 英尺)、 1600 米(1 英里)，以高者为准。 (c)在某些具有合适装备的机场，对于某些飞机，经合格审定具有恰当的能 力，当飞机的机体和／或者动力系统出现任何失效状况，导致改航到航路备降 机场时，能安全地实施Ⅱ类和／或者Ⅲ类进近与着陆，局方将按照逐例评审的 原则，可以考虑批准某些运行低于标准的航路备降机场天气最低标准，但应当 证明，在改航飞行期间随后又出现故障，不可能出现导致丧失安全实施并完成 Ⅱ类和／或者Ⅲ类进近与着陆能力的情况。应当考虑到批准的最大改航飞行时 间，对该飞机能力进行评审，对于那些在最大改航飞行时间具有经批准的能力 的飞机，可以在具有合适装备的机场（如合适的话）使用低于基本航路备降机 场天气最低标准的标准。 (d)对于在延伸航程运行航路飞行中遇到需改航 （包括第 121.561 条的规定） 状况的飞机，航路备降机场是否合适，应当以在此种状况下该机场是否仍然适 合，该机场的天气和场面条件是否允许进行仪表进近并完成着陆来确定。 3． 维修和运行报告要求 (a)在延伸航程运行中使用的飞机的维修大纲，应当包含支持这些运行所需 的标准、指南和指令。计划用于延伸航程运行的机体发动机组合应当符合第 121.717 条的要求。局方将审查该机体发动机组合的资料，并查明可能影响安全 运行的任何状态。 注：计划用于 75 分钟改航飞行时间的飞机不必具有预定的小时数或者空中 停车率。 (b)合格证持有人应当保证，考虑用于延伸航程运行的飞机的基础维修大 纲，是现行批准给该合格证持有人对于该厂家和该型号机体发动机组合的持续 适航维修大纲。延伸航程运行维修要求将以补充要求的形式表示和批准。其中 应当包括防止对延伸航程运行飞机的关键系统中的多项类似部件实施同一行动 （如在两台发动机上同时更换燃油控制装置）的维修程序。 (1)在合格证持有人日常工作单和有关指令上应当清楚标明延伸航程运行 有关的工作任务。 (2)应当清楚地规定延伸航程运行有关程序，例如有关中心维修控制系统的 程序。 (3)应当制定延伸航程运行服务检查制度，以证实飞机的状态和某些关键项 目是可接受的。这种检查应当由具有延伸航程运行资格的维修人员在延伸航程 飞行即将进行之前完成并签字。 注：对于在良性运行区域（见本附件延伸航程运行大纲标准中的定义）75 184

分钟延伸航程飞行的回程航段，不要求延伸航程运行服务检查。 (4)应当适时查阅和填写记录本，以保证恰当地完成了 MEL 程序、延期项目、 维修检查和各系统检验程序。 (c)合格证持有人应当具有供延伸航程运行中有关人员使用的手册。这种手 册应当指出维修大纲和本附件规定的其他要求，并清楚地指明它们在运营人手 册系统中的位置。所有延伸航程运行要求，包括支持性大纲、程序、任务、职 责，应当清楚地标明并接受修改控制。这种手册应当在实施延伸航程飞行前 60 天提交给局方。 (d)合格证持有人的滑油消耗大纲应当反映制造厂的建议，并对滑油消耗趋 势具有灵敏的反应。该大纲应当考虑在延伸航程运行出发站所加的滑油量和运 转平均消耗的关系，即对在延伸航程运行出发站所加的滑油包括在内的所有滑 油，应当进行持续的监控。如果滑油分析对于该厂家和该型号发动机有意义， 则滑油分析应当包括在该大纲中。如果延伸航程运行需要 APU，则 APU 应当加入 滑油消耗大纲。 (e)本大纲应当规定将被监控的参数、数据收集方法和纠正措施运作程序。 该大纲应当反应制造厂的指南和航空界的实践经验。该大纲应当保证发动机的 限制边界不被超越，以便在所有经批准功率等级和预期环境条件下，能实施延 长的单发改航飞行时间而不超过经批准的发动机限制（即转子转速、排气温度）。 通过该大纲保护的发动机边界，应当考虑额外发动机载荷要求的影响（如防冰、 电源等），这些载荷是在改航有关的单发飞行阶段中可能需要的。 (f)合格证持有人应当制定检验大纲或者程序，以保证在出现发动机停车、 主系统失效、趋势恶化或者需要检验飞行或者其他措施的任何规定事件后，能 有纠正措施，并建立保证其贯彻实施的制度。在该大纲中应当明确规定谁负责 提出检验行动，哪个单位负责确定需要采取什么措施。象 APU 等主系统，或者 需要检验行动的情况，应当在合格证持有人延伸航程运行维修手册中规定。 (g)应当制定延伸航程运行可靠性大纲，或者在现有可靠性大纲中增加延伸 航程运行的内容。该大纲应当是针对事件的，应当具有报告程序，以报告有害 于延伸航程飞行的重大事件。这些信息应当能随时提供给合格证持有人和局方 使用，以帮助确定其可靠性水平是否足够，并评估该合格证持有人继续安全实 施延伸航程运行的资格和能力。该大纲规定需报告的事件，在发生后 72 小时内 应当报告给局方。下列事件应当报告： (1)空中停车； (2)改航或者返航； (3)非指令功率改变或者喘振； (4)发动机不能控制或者达不到预期的功率； (5)延伸航程运行飞机的关键系统方面的问题； (6)有害于延伸航程运行的其他事件； (7)报告应当包括： (i)飞机的标识（型号、国籍和等级标志）； 185

(ii)发动机的标识（型号和序号）； (iii)发动机总时间、循环次数和上次进厂以来的时间； (iv)对于各系统，大修以来的时间或者对有缺陷组件上次检验以来的时间； (v)飞行阶段； (vi)纠正措施。 (h)应当制定发现动力系统状态有不利趋势时应采取什么措施的准则。当动 力系统的空中停车率（以 12 个月滚动平均计算），对于 120 分钟运行超过每 1000 发动机小时 0.05 次， 或者对于 180 分钟运行超过每 1000 发动机小时 0.03 次时， 合格证持有人应当报告局方，立即进行评审。发现的问题和采取的纠正措施应 当向局方提交报告。局方可以要求增加纠正措施或者运行限制。 (i)维修训练大纲应当包括延伸航程运行特殊要求。只有那些完成了合格证 持有人延伸航程训练大纲，并在持合适证件的维修人员直接监视下满意完成延 伸航程任务的维修人员，或者，在该运营人维修大纲中使用的该厂家该型号飞 机上具有先前维修经验的维修人员，才可以算作是合格于延伸航程运行维修的 人员。 (j)延伸航程运行部件控制。合格证持有人应当具有部件控制大纲，以保证 维持延伸航程运行的合适部件和构形。该大纲应当包括，在部件借用或者共用 安排时，对装于延伸航程运行飞机的部件进行核查。运营人还应当有措施，保 证修理或者大修后所用的部件能维持该飞机所需的延伸航程运行构形。 4． 延伸航程运行大纲准则 (a)本规则第 121.717 条详细规定了到航路备降机场（以经批准的一台发动 机不工作巡航速度）最大改航飞行时间 120 分钟的延伸航程运行运行批准准则。 下面规定少于 120 分钟（75 分钟）和大于 120 分钟（180 分钟）的运行批准准 则。对于批准 75 分钟的运行，不必符合基础分部的全部要求。对于批准 180 分 钟的运行，应当符合基础分部的全部要求和本款延伸航程运行大纲准则对于 180 分钟运行所需的要求。 (b)75 分钟运行。下列标准是评审不同运行区域的依据和批准 75 分钟运行 的要求。 (1)良性运行区域。良性运行区域是具有下列条件的运行区域： (i)具有多个可用机场。 (ii)通信、导航、空中交通管制服务和设施的可靠性与可获得性水平都很 高。 (iii)盛行气象条件较稳定，在气温、风、云高或者能见度方面一般不会到 达极端条件。 (2)在良性区域获得 75 分钟延伸航程运行批准的准则是： (i)飞机设计。应当对机体－发动机组合进行评审，以确定其有无影响安全 运行的因素。 186

(ii)维修大纲应当遵守本附件中 75 分钟大纲的指南。 (iii)其运行大纲应当遵守主最低设备清单（MMEL）的规定(不包括“延伸 航程”的限制条件)。每次飞行的重量应当使飞机能以经批准的一台发动机不工 作巡航速度和功率调定值保持飞行高度等于或者高于最低航路高度。 (3)非良性运行区域的程序。对于 75 分钟的批准，非良性运行区域具有一 个或者多个下列特性： (i)气象。盛行气象条件在风、气温、云高和能见度上长时间内可能接近极 端状态。 (ii)备降机场。可用机场不多。 (iii)由于是偏远地区或者水域，通信、导航、空中交通管制设施服务的可 靠性和可获得性水平不高。 (4)在非良性运行区域获得 75 分钟延伸航程运行批准的准则是： (i)飞机设计。应当对机体－发动机组合进行评审，以确定在非良性运行区 影响安全运行的各种因素。 (ii)维修大纲应当遵守本附件对于 120 分钟运行的指南。 (iii)运行大纲应当遵守本规则对于 120 分钟运行的指南。 (c)180 分钟运行。每个申请大于 120 分钟延伸航程运行批准的合格证持有 人，应当具有使用特定延伸航程运行构型的机体－发动机组合，实施 120 分钟 运行连续 12 个月的运行服务经验。等效于实际进行 120 分钟运行的替代服务经 验，可以由局方按照逐例确定的原则规定。只有那些已证明具有成功实施 120 分钟大纲能力的运营人，才可以考虑批准其大于 120 分钟的运行。这些运营人 还应当演示本款讨论的额外能力。运行区域将由到可用机场（以经批准的一台 发动机不工作的巡航速度在标准条件静止大气中）180 分钟的最大改航飞行时间 确定。签派限制将为到可用机场（以经批准的一台发动机不工作的巡航速度在 标准条件静止大气中）180 分钟的最大改航飞行时间。 (1)签派考虑。 (i)最低设备清单（MEL）。MEL 应当反应足够的主系统冗余量水平，以支持 180 分钟（静止大气）运行。第 121.721 条(b)款第(1)至(15)项所列的系统应当 考虑。 (ii)天气。合格证持有人应当证明，能依靠所使用的气象信息系统，以适 当的精确度和可靠性预报所申请运行区域中航站与航路的天气。诸如人员编配、 签派员训练、天气报告与预报的来源、预报可靠性记录（如可能）等因素，应 当进行评审。 (iii)燃油。临界燃油计划应当同时考虑到在 3000 米(10，000 英尺)高度所 有发动机工作需要的燃油，或者，如飞机装备有足够的辅助氧气，考虑到高于 3000 米(10，000 英尺)高度所有发动机工作需要的燃油。 (iv)运行控制规则和程序。在飞行的过程中，应当及时通知飞行机组指定 的航路备降机场上条件的任何明显改变。在 180 分钟延伸航程飞行进入延伸航 程进入点之前，对指定航路备降机场上本规则第 121.721 条(e)款第(3)项规定 187

时间段内的预报天气、着陆距离、机场服务与设施，应当进行评审。如果发现 妨碍安全进近与着陆的任何条件（如天气预报低于着陆最低标准），应当通知 驾驶员，并且选出能安全进近与着陆的可接受备降机场。到新选出的备降机场 的改航飞行时间，以经批准单发不工作巡航速度（在标准条件静止大气中）飞 行，不得超过 180 分钟。 (v)飞行的计划。合格证持有人应当符合第 121.561 条的规定。在一台发动 机不工作巡航高度上风与气温的影响应当计算在内。另外，合格证持有人的大 纲应当向飞行机组提供因没有作气象预报而不符合本附件要求、但对于所飞航 路又是合适的那些适合机场的信息。当执行改航飞行时，应当向飞行机组提供 为符合第 121.561 条而需使用的机场设施信息和其他有关这些机场的相应计划 资料。 (2)机组训练和评审。 (i)如果备用电源明显降低了驾驶员所用驾驶舱仪表的等级，则在初始训练 和定期复训中，应当进行以备用发电机为唯一电源模拟进近的经批准的训练。 (ii)应急事件程序。对于拟使用的每个运行区域规定的应急事件程序，应 当为机组提供详细的初始训练和定期复训。 (iii)改航决断。应当进行特殊的初始训练和定期复训，训练机组评估可能 的动力系统和机体系统失效的能力。 (iv)应当提供自动的飞机系统状态监控，以提高飞行机组及时作出改航决 断的能力。 (v)一次或者多次检验飞行。合格证持有人应当通过由局方目击的检验飞 行，演示证明其有能力使用特定的机体－发动机组合安全实施 180 分钟运行。 检验飞行的指导原则见第 121.729 条。 5． 型号设计批准考虑 (a)当计划使用双发型号设计的飞机作延伸航程运行时，应当证明其设计特 点是适合于计划的运行的。特定机体－发动机组合的重要机体系统和动力系统 应当证明在设计上是符合失效－安全标准的，并且，通过使用经验，确认它能 达到适于计划的运行的可靠性水平。 (b)批准的申请。合格证持有人应当向局方申请确认特定机体－发动机组合 是适于延伸航程运行的型号设计，局方收到申请后将根据型号设计批准和本规 则的服务经验要求，对该机体－发动机组合进行评估。 (c)准则。申请人应当依据工程和运行考虑以及可以接受的失效－安全方法 学，对各种失效和失效组合进行评估。这种分析应当考虑单台发动机运行的影 响，包括为第一台发动机失效后可能产生的额外压力留出余量。除非能证明可 以提供等效安全水平或者失效的影响很小，否则应当使用失效和可靠性分析作 指导，证实其具有失效－安全设计的恰当水平。下列准则适用于双发飞机的延 伸航程运行： 188

(1)应当证明机体和动力系统是符合相应型号合格审定标准的。 (i)应当使用应用工程和运行判断，证明动力系统能达到所需的可靠性水 平。动力系统可靠性的这种确定是从全世界机群数据库中获得的，这种数据库 应包含所有空中停车事件、所有重大的发动机可靠性问题、以及明显失去推力 事例的可获得资料，包括那些发动机失效或者推力减小/由驾驶员关车的事件。 这种确定应当充分考虑经批准的最大改航飞行时间和已知发动机问题的改正， 以及空中起动能力可能降低的事件。 (ii)自抑制性发动机失效、级联效应性失效、间接损坏、或者剩余系统或 者设备的失效，应当根据相应的型号合格审定标准进行评估。 (iii)应当提供一种手段，在低燃油量状态时向飞行机组发出警告。这种警 告应当在可用总燃油量不少于以最大连续功率维持半个小时运行时开始。 (iv)在型号设计评审期间应当证明，在改航飞行期间以所有经批准功率等 级和在所有预期环境条件下，实施延伸期单发运行中具有足够的发动机限制边 界（如转子转速、排气温度）。这种评估应当考虑到在与改航飞行相关的单发 飞行阶段可能需要的额外发动机载荷需求（如防冰、电源等）的影响。 (2)应当根据相应的型号合格审定标准评估非自抑制性发动机失效对安全 的影响。 (3)如果延伸航程运行需要 APU 装置，则 APU 装置应当符合适用的型号合格 审定标准和证明其能完成计划功能所需的其他要求。如果某些延伸航程运行需 要空中起动和运转 APU，则应当证实 APU 在该运行中具有足够的可靠性。 (4)延伸期单发运行不得要求特别的驾驶技术和/或者机组配合。考虑到一 台发动机不工作后该飞机型号的性能降低、飞行机组工作负荷增加和剩余系统 或者设备的故障，对飞行机组程序的影响应当减到最低限度。还应当考虑到一 台发动机和/或者机体系统不工作后继续飞行，对飞行机组和旅客生理需要（如 温度控制等）的影响。 (5)应当对延伸期单发运行进行演示，证明剩余的动力（电源、液压和气源） 能持续保持在继续安全飞行与着陆所需的水平，并能为旅客和机组提供总体安 全所需的那些服务。除非能够证明，在继续飞行到合适机场所需的高度上以单 发运行能保持客舱压力，否则应当提供氧气，以在最大改航飞行时间中供旅客 和机组使用。 (6)在不能证明任何单个失效或者任何失效组合是极不可能的情况下，应当 证明能提供电源给重要的飞行仪表、警告系统、电子设备、通信、导航、必需 的航路与航站引导设备、支持性系统和/或者硬件、以及认为继续安全飞行和在 合适机场着陆的延伸航程运行所需的任何其他设备。向每个驾驶员提供的资料， 对于计划的运行应当具有足够的精度。 (7)应当提供三个（含）以上可靠的、独立的交流(AC)电源。如果一个或者 多个必需电源是由 APU、液压系统、或者冲压涡轮提供的，应符合下列相应标准： (i)液压动力源应当是可靠的。为了达到这种可靠性，可能需要提供两个以 上的独立能源（如从两个以上气源的引气）。 189

(ii)应当演示冲压涡轮(RAT)放出，证明其放出和使用具有足够的可靠性。 冲压涡轮不得依靠发动机动力放出。 (8)应当证明，对于所有关键系统，具有足够的状态监控信息和程序，以便 于飞行机组作出飞行前是否起飞、飞行中是否继续前进、返航和改航的决断。 (9)当相关的货舱灭火限制时间小于经批准的最大改航飞行时间（在静止大 气条件下，包括等待和进近与着陆的 15 分钟余量）时，不得实施延伸航程运行。 最大改航飞行时间的确定要考虑到不能证明是极不可能发生的其他有关失效， 如发动机不工作和失效组合。 (10)应当证明机体和动力防冰能为计划的运行提供足够的能力（如飞机操 纵性等）。这应当考虑到长时间暴露于与发动机停车改航、巡航、等待、进近 或者着陆相关的低高度。 (11)如果使用定期的维修、换件、和/或者检验来获得延伸航程运行的型号 设计批准，则特定的维修信息应当易于提取，并在相应维修文件中清楚注明和 标识。 6． 失效影响和可靠性的分析 (a)申请人提供的机体与动力系统失效影响和可靠性的分析与演示，应当基 于第 121.717 条要求的服务经验和使用该飞机在可能飞行的延伸航路上预期最 长改航飞行时间。如果在某些失效方案中由于时间限制的系统需要考虑较少的 时间，下一个较少的时间（75 分钟或者 120 分钟）将规定为经批准的改航飞行 时间。 (b)动力系统。 (1)应当对特定机体发动机组合的动力系统可靠性进行评估。 (2)分析应当考虑： (i)单套动力系统运行的后果（如大功率需求，引气要求等），并包括第一 台发动机失效可能导致的损坏； (ii)燃油的可获得性和管理对于动力系统工作的后果（如交输阀失效，燃 油失去管理，识别和隔离渗漏的能力等）； (iii)可能危及剩余动力系统工作的其他失效、外部条件、或者维修与机组 差错的后果； (iv)反推装置意外展开的后果，如果不能证明反推装置展开极不可能发生 （包括设计和维修）的话。 (c)液压动力和飞行操纵。因为许多商用飞机具有全液压驱动的操纵装置， 所以这些系统可以组合起来考虑。对于所有飞行操纵装置均由液压驱动的飞机， 对液压系统冗余量的评审应当证明，不能证明极不可能发生的单个失效或者失 效组合，不会妨碍继续安全飞行和在合适机场着陆。作为这种评审的一部分， 应当假设出现任何两套液压系统和任一发动机失效的情况，除非在失效评审期 间证明，不存在损坏源或者损坏源的位置使得这种失效情况不会发生。 190

(d)电源。电源需提供给一小组为继续安全飞行与着陆所需的仪表与设备， 并提供给数量大得多的一组使飞行机组有效应付恶劣运行条件所需的仪表与设 备。应当提供多个电源（发动机驱动的发电机，APU 等），以满足“继续安全飞 行与着陆需要”和在相应的型号合格审定标准中规定的任何“恶劣条件需要” 两方面。应当评审失效－安全和冗余特征，考虑到其暴露时间，由统计分析加 以支持。 (e)设备冷却。应当有资料证明，考虑到不能证明是极不能发生的冷却系统 失效模式，延伸航程运行的必要电子设备能够工作在可以接受状态。在作出签 派之前和在飞行期间，冷却系统应当显示正常工作，以确保系统的运转。 (f)货舱。货舱的设计和防火系统能力应当符合下列要求： (1)设计。货舱防火系统的整体性和可靠性应当适合于计划的运行，考虑到 失火探测器、衬垫材料等。 (2)防火。应当进行分析或者试验以证明，考虑到经批准的最大改航飞行时 间（在静止大气中，包括等待和/或者进近与着陆的 15 分钟余量），系统扑灭 火灾的能力能充分保证安全飞行和在合适机场着陆。 (g)通信、导航和基本飞行仪表（高度、空速、姿态、航向）。应当证明， 在非极不可能发生的动力和/或者机体系统失效所有组合中，能向每个驾驶员提 供可靠的通信、足够精度的导航、基本的飞行仪表，以及对于计划的运行，遵 守偶然事件程序所需的任何航路与终端引导。 (h)客舱增压。失效－安全和冗余量特征的审查应当表明，在单台发动机工 作状态下，不会发生客舱失压的情况；应当具有经批准的飞机性能资料，以证 实在失去增压并在其后于较低高度运行时，有能力继续安全飞行和着陆。 (i)驾驶舱和客舱环境。应当证明，在不能证明是极不可能发生的动力与电 气系统失效所有组合中，均能维持合适的驾驶舱和客舱环境。 7． 失效状态的评估 (a)在评估失效－安全特征和失效状态的影响中，应当考虑下列各点： (1)该系统性能的变化，失效的概率，机组动作的复杂性，以及有关机组训 练的种类和频率。 (2)减轻或者加重初始失效状态直接后果的因素，包括可能影响机组处理直 接后果能力的、存在于飞机之内的随动状态或者相关状态，例如烟的出现，飞 机加速，对地空通信的干扰、客舱增压问题等。 (3)厂家应当进行试飞并由局方目击试飞，以确证预期的飞机飞行品质和性 能，考虑到发动机失效、电源丧失等。剩余飞机系统与性能的足够性，以及飞 行机组处理紧急情况的能力，考虑到剩余的飞行面板信息，将在所有阶段和可 以预见的运行条件中进行评估。根据厂家数据库的范围、内容和局方对此的评 审，这种试飞可以用作批准基本空气动力和发动机性能资料的手段，这种资料 将用于建立规定的飞机性能。 191

(b)飞机评估报告。对特定机体－发动机组合的动力与机体系统可靠性的评 估将包含在飞机评估报告中。该报告将提交给局方批准。该报告被批准后，动 力与机体系统的建议将包括在经批准的文件中，该文件建立候选飞机的 CMP 标 准要求。然后该文件将在运行规范和飞机飞行手册中注明。 8． 延伸航程运行型号设计批准 (a)通过与型号合格审定程序和服务经验资料相一致的工程检验与试验大 纲，圆满完成飞机评审后，型号设计批准将反映在经批准的飞机飞行手册或者 其增补中，或者经局方批准的其他文件中，这些文件中将直接或者间接（注明 出处）包含下列有关信息（如适用）： (1)特殊限制（如必要），包括与最大改航飞行时间相关的任何限制。 (2)标志或者标牌（如需要）； (3)对性能部分的修订； (4)延伸航程运行所需的机载设备、装置和飞行机组程序； (5)对包含飞机构型 CMP 标准的文件的说明或者注解； (6)有效性的声明： “该机体－发动机组合的型号设计可靠性与性能已根据本规则进行评审， 认为适合于（指明最大改航飞行时间）延伸航程运行，但这些运行应结合使用 经批准的飞机构型 CMP 标准。本结果不构成实施延伸航程运行的批准。” (b)型号设计改变程序。局方将在其正常监督和设计改变批准的工作中考虑 到延伸航程运行。严重影响延伸航程运行的重大问题将被纠正。为达到或者保 持延伸航程运行的可靠性目标所需的改装或者维修措施，将插入型号设计 CMP 标准文件。局方通常将与受影响的航空企业协调这种措施。必要时将使用适航 指令程序使 CMP 标准的改变生效。现行 CMP 标准将反映在每个延伸航程运行运 营人的运行规范 D 部分中。 9． 持续适航 建立延伸航程运行飞机适合性的型号设计 CMP 标准为该运行确定了最低标 准。合格证持有人或者厂家可以通过正常的批准程序，起动额外的改装或者维 修措施，以提高或者保持飞机的适航性。合格证持有人或者厂家（如适合）应 当彻底评审此种改变，以确保它们不会严重影响可靠性或者与延伸航程运行的 批准要求相抵触。 附件 I

多普勒雷达和惯性导航系统 1．申请的批准。

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(a)申请批准使用多普勒雷达或者惯性导航系统的申请人，应当在开始进行 评审飞行 30 天之前，向民航总局提交请求对该系统进行评审的申请书。 (b)申请书应当包含： (1)该系统的简要经历资料，向局方证明所申请使用的系统有足够的精度和 可靠性。 (2)按照本规则第 121.405 条进行初始批准所需要的训练大纲课程计划。 (3)符合局方要求的维修计划。 (4)设备安装说明。 (5)对《使用手册》的建议修订，该手册列出所申请使用系统有关的所有正 常和应急程序，包括当设备部分或者全部失效时继续保持导航功能的详细方法， 以及当系统之间发生异常的较大差异时确定最精确的系统的方法。就本附件而 言，较大差异是指导致航迹超出准许范围的差异。 (6)对最低设备清单所做的任何修订建议，以及对这种修订的充分的论证。 (7)使用该系统实施的运行计划，包括在航路长度、磁罗盘可靠性、航路设 施的可利用性，以及为支持该系统所用的进出口点和终端区无线电设施的充分 性等方面对每条航路的分析。就本附件而言，进出口点是指长距离航行开始或 者终止使用远程导航的特定导航定位点。 2．设备和设备安装的一般要求 (a)惯性导航和多普勒雷达系统应当按照适用的适航要求安装。 (b)驾驶舱布局应当便于坐在执勤位置上的每个驾驶员观看和使用。 (c)当系统内部发生可能的失效或者故障时，该设备应当以目视的、机械的 或者电的输出信号表明输出信息无效。 (d)系统内部可能的失效或者故障，不得导致丧失飞机必需的导航能力。 (e)系统位置的校准、更新和导航计算机功能不得因飞机的正常电源中断和 转换而失效。 (f)系统不得成为有害的射频干扰源，也不得受飞机其他系统的射频干扰而 严重影响工作。 (g)经批准的飞机飞行手册及其补充，应当包含必需的有关资料，以确定正 常和应急使用程序，并应包含惯性导航和多普勒性能相关的使用限制（例如提 供地面校准能力的最高纬度，或者系统之间的差异）。 3．设备和设备的安装——惯性导航系统(INS) (a)如果申请人选定使用惯性导航系统，它应当至少是双套系统（包括导航 计算机和基准组件）。在起飞时应当至少有两套系统是工作的。双套系统可以 由两套惯性导航系统装置组成，也可以由一套惯性导航装置和一套多普勒雷达 装置组成。 193

(b)每套惯性导航系统应当具有： (1)适合于该装置计划用途的所有纬度下有效的地面校准能力。 (2)校准状态显示或者完成导航准备的灯光显示，向飞行机组表明已完成校 准。 (3)以准确的坐标表示飞机的现在位置。 (4)相对于目的地机场或者航路点位置的信息： (i)为进入与保持预定航迹和为确定偏离预定航迹的偏差所需要的信息。 (ii)为确定到达下一航路点或者目的地机场的距离和时间所需要的信息。 (c)当安装的惯性导航系统(INS)没有存贮器或者其他飞行中校准手段时， 应当有一单独电源（与主推进系统无关），至少能提供足够的电力（根据分析 证明或者在飞机上演示）维持惯性导航系统达 5 分钟，以便在电源恢复正常供 电时能恢复其全部能力。 (d)该设备应当提供飞行机组探测系统中可能的故障或者失效所需的目视、 机械或者电气输出信号。 4．设备和设备的安装——多普勒雷达系统 (a)如果申请人选定使用多普勒雷达系统，则应当至少是双套系统（包括双 套天线或者多用组合天线），但是： (1)带备用系统（能工作）的单台工作发射机可以代替两台工作发射机使用。 (2)如果装有罗盘比较系统，且使用程序要求机组成员对所有罗盘航向指示 器经常进行交叉检查，则可以对所有装置采用单一航向源信息；双套系统既可 以由两套多普勒雷达装置组成，也可以由一套多普勒雷达装置和一套惯性导航 装置组成。 (b)在起飞时应当至少有两套系统工作。 (c)根据局方的决定和合格证持有人运行规范的规定，为满足特定的运行要 求，可以要求安装其他导航设备以更新多普勒雷达。这些导航设备包括 DME、VOR、 ADF 和机载气象雷达等。当要求安装这些设备时，驾驶舱布局应当使全部控制装 置能为每一个坐在执勤位置上的驾驶员操作。 5． 训练大纲 对多普勒雷达和惯性导航系统的初始训练大纲应当包括： (a)飞行机组成员、签派员和维修人员的任务和职责。 (b)对于驾驶员，讲解下述内容： (1)原理和程序，限制，故障探测，飞行前和飞行中测试，交叉检查的方法。 (2)计算机的使用，所有系统的介绍，高纬度下罗盘的限制，领航方法复习， 飞行的计划，适用的气象学内容。 (3)利用可靠的定位点进行位置更新的方法。 194

(4)定位点的实用图上作业方法。 (c)非正常和应急程序。 6．设备精度和可靠性 (a)每套惯性导航系统应当满足下述相应精度要求： (1)对于飞行时间不足 10 小时（含）的飞行，允许在所完成的系统飞行的 95％中，不大于每小时 3.7 公里(2 海里)圆圈误差。 (2)对于飞行时间超过 10 小时的飞行，允许在所完成的系统飞行的 95％中， 误差最大为偏离航迹±32 公里(20 英里)和沿航迹±40 公里(25 英里)。 (b)多普勒雷达的罗盘航向输入信息应当保持±1°的精度，整个系统的偏 差不得超过 2°。当采用自由陀螺技术时，应当使用各种程序以保证达到相同等 级的航向精度和总系统偏差。 (c)每套多普勒雷达系统应当满足在所完成的系统飞行的 95％中，偏离航迹 ±32 公里(20 英里)和沿航迹±40 公里(25 英里)的精度要求。允许进行更新。 不满足本条要求的系统应认为是不合格的系统。 7．评审计划 (a)请求评审的批准应当作为多普勒雷达或者惯导系统运行批准申请的一 部分提出。 (b)申请人应当提供足够的飞行次数，以便向局方充分证明申请人在其运行 中使用驾驶舱导航设备的能力。 (c)局方根据以下情况进行评审： (1)运行程序是否完整； (2)设备的运行精度和可靠性，以及对于所建议的运行，该系统的可行性； (3)为支持自主系统，终端区、进出口点、区域和航路上地面设备的可获得 性； (4)驾驶舱工作负荷的可承受能力； (5)飞行机组训练、检查是否充分； (6)维修训练的充分和备件的可获得性。 (d)在完成评审演示后，局方对其设备的充分和驾驶舱导航的可靠性或者修 订得到满意证明的运行进行批准。该批准的形式以颁发运行规范表明。

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关于《大型飞机公共航空运输承运人运行合格审定规则》 的说明 《公共航空运输承运人运行合格审定规则》（以下简称《规则》）自 1999 年 5 月发布以来，所有从事公共运输的航空公司已在规定时间内通过运行合格 审定，几年来，这些取得运行合格证的承运人按照《规则》实施运行，较好地 保证了运行的安全，为我国经济建设和公众提供了安全有效和多方位的航空运 输服务；《规则》的发布和实施提高了我国民用航空运输飞行的整体安全水平 和国际地位，推动了我国民用航空与国际接轨和交流的速度。1999 年下半年， 国际民航组织根据全球安全监督审计计划（USOAP），对我国民用航空运行进行 审计，在其审计报告中，给予了中国民航安全管理较高评价，但也向民航总局 提出修订规章的某些部分和标准、增加资源配置和加强监督检查等方面的建议。 针对这些建议，民航总局于 2000 年 7 月 18 日，发布民航总局令第 92 号，对《规 则》中关于合格证持有人的管理人员职位设置、双发飞机的延伸飞行和驾驶员 熟练检查的标准进行了第一次修订。本次修订是根据近来民航体制改革、公共 航空运输活动不断增加和国际标准变化等的需要进行的。现就本次《规则》修 订的几个主要方面作以下说明： 1、重新设定适用范围和运行种类 CCAR-121 原适用范围为使用最大起飞全重在 5.7 吨以上的多发飞机，从事 国内、国际定期或者不定期公共航空运输经营活动的承运人。通过规章颁布 5 年多的实践和公共航空运输发展的多样需求看来，这样设定较为单一，与目前 迅速发展的公共航空运输已不太适应，有调整的必要。因此在本次修订时除保 持原定的适用范围外，新增了补充运行种类，即使用旅客座位数超过 30 座或者 最大商载超过 3.4 吨的多发飞机，实施补充运行的航空承运人，其满足规章要 求比实施国际和国内定期载客运行种类的航空承运人简单，投入也较少。例如 可以采用较为简单的飞行跟踪系统取代飞行签派系统来对飞行运行进行监控， 此类运行的范围除规定的高原航路和机场外，可以以区域的方式获得局方批准， 从而免除了机场、航路逐一审查批准的适用要求，机长的资格也只需符合区域 运行的要求等。 由于相对 CCAR-135 部而言，适用于 CCAR-121 部范围的飞机都是在起飞全 重 5.7 吨以上的旅客座位数较多或者商载较重的大飞机，所以规章名称改为《大 型飞机公共航空运输承运人运行合格审定规则》（以下简称本规则）。 2.增补持续适航维修部分 196

本次修订前，持续维修的要求是以《民用航空器运行适航管理规定》 （CCAR121AA）来要求的。而对于运行中的运输飞机的机载设备的要求，则于 1993 年（及其以后的修订）制定的适航管理文件《民用飞机运行的仪表和设备要求》 （AR93001R2）下发。在具体的执行过程中，还以适航指令的形式强制要求加装 部分运行要求的设备。根据总局法规制定调整方案和司局职能的重新划分，现 将 CCAR121FS 与 CCAR121AA 进行合并，并将飞机运行中的仪表和设备要求 （AR93001R1）纳入本规章，按照国际惯例及 ICAO 的要求制定一部完整的运行 规章。 3.并入 CCAR-62 部的必要内容 《中国民用航空飞行人员训练管理规定》（以下简称 CCAR-62 部）对于飞 行人员的训练起到过重要的管理和规范作用。但随着《民用航空驾驶员、飞行 教员和地面教员合格审定规则》和《规则》的颁布，原 CCAR-62 部的训练要求 在这些规章中有了更加充分的阐述和更加具体的规定，为了使飞行标准的规章 进一步系统化，本次修订吸收了 CCAR-62 部中适用于《规则》训练部分的所有 必要内容，如驾驶员拟进入大型和重型飞机初始改装或者转机型经历时间、双 发高性能飞机的补充训练和英语要求。在本规则修订发布实施的同时，废止《中 国民用航空飞行人员训练管理规定》。 4.提高或者调整部分飞行标准 （i）增加飞行训练计划小时数 针对进入按照本规则运行的驾驶员一般飞行经历时间少，持商用执照的驾 驶员占大多数的情况，本次修订提高了第 121.433 条驾驶员初始改装、转机型 和升级的飞行训练时间，具体规定如下: 以涡轮螺旋桨发动机为动力飞机的机长和副驾驶计划飞行训练小时数为 24 小时，机长比原规定多 9 小时，副驾驶比原规定多 17 小时； 以涡轮喷气发动机为动力飞机的机长和副驾驶计划飞行训练小时数为 28 小 时，机长比原来多 8 小时，副驾驶比原来多 18 小时。 （ii）提高拟转大型和重型飞机副驾驶进入条件 对于拟转大型和重型飞机的副驾驶，除采用了 CCAR-62 部执照和多发高性 能飞机飞行训练的相关要求外，增加了航线运输驾驶员执照地面理论考试和在 高性能飞机训练完成后达到仪表航路转场飞行中履行机长职责分别飞行 2 个航 段和 4 个航段的要求。转大型飞机副驾驶的各机型总驾驶员时间改为可以包括 飞行模拟机和训练器时间的 250 小时；转重型飞机的副驾驶各机型总驾驶员时 间改为可以包括飞行训练器和飞行模拟机飞行训练时间的 280 小时。考虑到一 部分拟转大型或者重型飞机副驾驶总驾驶员飞行经历时间是在担任机长或者双 发飞机上担任副驾驶取得的，在进行多发高性能飞机训练要求的同时，本条也 就此规定了相应条件。 197

(iii)增加升大型或者重型飞机机长的操作航段次数要求 为了防止大型和重型飞机的副驾驶在取得升机长飞行经历阶段，其飞行经 历时间在非操作情况下所占比例过多，对操作航段做了相应增加：对于没有中 型机机长经历的驾驶员，拟转升大型飞机机长前，在大型或者重型飞机上，作 为操作驾驶员不少于 400 个包括起飞和着陆的航段飞行，其中在本机型上作为 操作驾驶员不少于 200 个航段；对于没有大型机机长经历的驾驶员转升 200 吨 以下重型飞机机长，在大型或者重型飞机上作为操作驾驶员不少于 600 个包括 起飞和着陆的航段，其中在本机型上作为操作驾驶员不少于 200 个，分别比原 要求各增加 200 个飞行航段。 （iv）增加了本场训练次数要求 本规则附件 G 允许在 D 级模拟机训练的驾驶员，除在组类 II 飞机上初次取 型别等级和持商用执照驾驶员的初始训练和检查需要在飞机上完成 3 次起落外， 可以减少直至免除受训人员的飞机实际飞行时次。本次修订将在 D 级模拟机训 练完成后还需增加实际飞机起落飞行训练次数做了如下调整： 对于未取得航线运输驾驶员执照的驾驶员，在组类 II 飞机上完成初始训练 或者初次在组类 II 飞机上进行初始训练，如果是在 D 级模拟机完成训练的，还 要至少完成 30 次实际起落的本场训练； 对于初次在组类 II 飞机上的升机长训练及其型别等级考试，如果是在 D 级 模拟机上完成的，还要至少完成 15 次实际起落的本场训练。 （v）在规章中明确机组成员飞行时间限制 以规章的形式进一步明确飞行机组成员的月飞行时间在任何连续三个日历 月内的总飞行时间不得超过 270 小时，月飞行小时不得超过 100 小时；任一日 历年内不得超过 1000 小时，其中参加飞行训练、调机、私用、作业的时间均应 当作为总时间的一部分进行累计，并遵守上述飞行时间的限制。 将客舱乘务员的飞行时间规定为在任何连续 7 个日历日内不得超过 40 小时； 任一日历月内不得超过 120 小时；任一日历年内不得超过 1300 小时。如果客舱 乘务员在飞机上履行其他职责，该时间也应当计为客舱乘务员的飞行时间。 5.延长驾驶员服务年限 近年来由于生活水平和就医条件改善，已处于退役年龄的驾驶员体质和体 能要大大高于过去水平，考虑到近年来运输航空量增长迅速，航空公司驾驶员 缺乏的矛盾日益突出，参照一些国家的做法，在不违背国际民航组织相关标准 的前提下，本次修订中，将服务于合格证持有人的具有本机型机长资格驾驶员 服务年限从 60 周岁延长至 63 周岁，其限制是 60 周岁前可以担任航线运输飞机 的机长，60 至 63 周岁可以担任航线运输飞机的副驾驶。 6.增加应急医疗设备和训练的要求 根据公共航空运输的广泛性和服务必要性，参考国外规章制定的内容，增 198

加应急医疗设备和训练一个章节，对机载应急医疗设备和客舱乘务员所需要的 训练做出规定和要求。

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