CCAR与FAR

中国民航规章(CCAR)与美国联邦航空条例(FAR)的系统性对照研究。全书按法规编号对应关系分章，每章包含FAR原文、CCAR原文及对比分析，覆盖适航审定、运行维修、人员资质等核心领域。

Part 00 — 法规体系概述

FAR与CCAR两套法规体系的历史渊源、架构对比、编号对应关系、中美互认机制及最新动态综述。

Part 00 — 法规体系概述

前言：FAR与CCAR航空法规体系

FAR 与 CCAR 航空法规体系对比研究

前言

FAR（Federal Aviation Regulations）是美国联邦航空条例，编入《美国联邦法规典》（CFR）第14卷。CCAR（China Civil Aviation Regulations）是中国民用航空规章，由中国民用航空局（CAAC）制定发布。两套体系分别管辖中美两国民用航空的设计、制造、运行、维修和人员资质，是全球最重要的两套民航法规体系。

本文系统梳理 FAR 与 CCAR 的体系架构、编号对应关系、关键差异与互认机制，并聚焦低空经济/eVTOL 这一新兴前沿领域的法规进展，供通航从业者参考。

中美民用航空法规体系架构

目录导航

第一部分：体系概述

第二部分：各章节对照（原文链接）

FAR Part CCAR 主题 FAR 原文 CCAR 原文 eCFR 外链
Part 21 CCAR-21 产品和零部件合格审定 FAR原文 CCAR原文 eCFR
Part 23 CCAR-23 正常类飞机适航标准 FAR原文 CCAR原文 eCFR
Part 25 CCAR-25 运输类飞机适航标准 FAR原文 CCAR原文 eCFR
Part 26 CCAR-26 持续适航改进 FAR原文 CCAR原文 eCFR
Part 27 CCAR-27 正常类旋翼航空器适航标准 FAR原文 CCAR原文 eCFR
Part 29 CCAR-29 运输类旋翼航空器适航标准 FAR原文 CCAR原文 eCFR
Part 31 CCAR-31 载人自由气球适航标准 FAR原文 CCAR原文 eCFR
Part 33 CCAR-33 航空发动机适航标准 FAR原文 CCAR原文 eCFR
Part 34 CCAR-34 涡轮发动机排放 FAR原文 CCAR原文 eCFR
Part 35 CCAR-35 螺旋桨适航标准 FAR原文 CCAR原文 eCFR
Part 36 CCAR-36 噪声标准 FAR原文 CCAR原文 eCFR
Part 39 CCAR-39 适航指令 FAR原文 CCAR原文 eCFR
Part 43 CCAR-43 维修和改装一般规则 FAR原文 CCAR原文 eCFR
Part 45 CCAR-45 国籍登记和标识 FAR原文 CCAR原文 eCFR
Part 61 CCAR-61 驾驶员合格审定 FAR原文 CCAR原文 eCFR
Part 67 CCAR-67 医学标准和体检合格证 FAR原文 CCAR原文 eCFR
Part 91 CCAR-91 一般运行和飞行规则 FAR原文 CCAR原文 eCFR
Part 121 CCAR-121 大型飞机公共航空运输 FAR原文 CCAR原文 eCFR
Part 135 CCAR-135 小型航空器商业运输 FAR原文 CCAR原文 eCFR
Part 139 CCAR-139 机场使用许可 FAR原文 CCAR原文 eCFR
Part 141 CCAR-141 驾驶员学校合格审定 FAR原文 CCAR原文 eCFR
Part 142 CCAR-142 飞行训练中心合格审定 FAR原文 CCAR原文 eCFR
Part 145 CCAR-145 维修单位合格审定 FAR原文 CCAR原文 eCFR

一、FAR 体系

1.1 法律地位

1.2 第I章（Chapter I）架构

第I章分为若干 Subchapter（分章），涵盖适航、人员、运行、空管、机场等全链条：

Subchapter A — 定义与一般要求（Part 1/3/5）

Subchapter B — 行政程序（Part 11/13/14/15/16/17）

Subchapter C — 航空器（Part 21–49）— 核心适航规章

Subchapter D — 航空人员（Part 61/63/65/67 等）

Subchapter E — 空域/空管/航路设施（Part 71/73/77/91/93/95/97/99 等）

Subchapter F — 航空承运人和运营商（Part 119/121/125/129/135/136/137 等）

Subchapter G — 航空学校和培训

Subchapter H — 机场

1.3 最新动态（2024–2026）

  1. eVTOL/动力升力器认证框架（2024–2025）

    • 2024年10月发布 SFAR Part 194：动力升力器飞行员认证和运行规则
    • 2025年7月发布 AC 21.17-4：动力升力器适航审定指南
    • 认证路径：14 CFR §21.17(b)，"特殊类别"航空器
    • 框架参数：最大起飞重量 12,500 磅、最多6座、电池电推进
    • 适航标准从 Parts 23/25/27/29/31/33/35 中组合提取

  2. Part 22 轻型运动类航空器（2025年7月）

    • MOSAIC（Modernization of Special Airworthiness Certification）规则正式生效
    • 新设 Part 22 取代原先 LSA 的认证路径
    • 放宽了重量和速度限制

  3. 持续 AD 更新

    • 定期发布适航指令（Part 39），2026年初最新修正案号已达 39-23240

二、CCAR 体系

2.1 法律地位

2.2 完整规章列表

CCAR 中国民用航空规章体系分类

一、行政程序规则

编号 名称 对应 FAR
CCAR-11 规章制定程序规定 Part 11
CCAR-12 职能部门规范性文件制定程序规定 —
CCAR-13 行政检查工作规则 Part 13
CCAR-14 行政处罚实施办法 Part 13/Part 16
CCAR-15 行政许可工作规则 —
CCAR-17 行政赔偿办法 —
CCAR-18 航空监察员规定 —
CCAR-19 行政复议办法 —

二、初始适航（设计制造）

编号 名称 对应 FAR
CCAR-21 产品和零部件合格审定规定（R4版，2017年修订） Part 21
CCAR-23 正常类/实用类/特技类/通勤类飞机适航规定 Part 23
CCAR-25 运输类飞机适航标准 Part 25
CCAR-26 运输类飞机持续适航和安全改进规定 Part 26
CCAR-27 正常类旋翼航空器适航规定 Part 27
CCAR-29 运输类旋翼航空器适航规定 Part 29
CCAR-31 载人自由气球适航规定 Part 31
CCAR-33 航空发动机适航规定 Part 33
CCAR-34 涡轮发动机燃油排泄和排气排出物规定 Part 34
CCAR-35 螺旋桨适航标准 Part 35
CCAR-36 航空器型号和适航合格审定噪声规定 Part 36
CCAR-37 材料/零部件/机载设备技术标准规定（TSO） Part 21 Subpart K
CCAR-39 民用航空器适航指令规定 Part 39
CCAR-45 民用航空器国籍登记规定 Part 45/Part 49
CCAR-49 航空器权利登记条例实施办法 Part 49
CCAR-53 民用航空用化学产品适航规定 —
CCAR-55 民用航空油料适航规定 —

三、持续适航与运行维修

编号 名称 对应 FAR
CCAR-43 维修和改装一般规则 Part 43
CCAR-91 一般运行和飞行规则 Part 91
CCAR-91J 私用大型航空器运营人 —
CCAR-91K 航空器代管人 —
CCAR-91O 超轻型飞行器 Part 103
CCAR-97 机场运行最低标准制定与实施 Part 97
CCAR-121 大型飞机公共航空运输承运人运行合格审定 Part 121
CCAR-129 外国公共航空运输承运人运行合格审定 Part 129
CCAR-135 小型航空器商业运输运营人 Part 135
CCAR-145 民用航空器维修单位合格审定 Part 145
CCAR-276 危险品运输管理规定 Part 175
CCAR-332 公共航空旅客运输飞行中安全保卫规则 —

四、航空人员

编号 名称 对应 FAR
CCAR-60 飞行模拟设备鉴定和使用规则 Part 60
CCAR-61 驾驶员/飞行教员/地面教员合格审定 Part 61
CCAR-63 领航员/飞行机械员/飞行通信员合格审定 Part 63
CCAR-65 飞行签派员等 Part 65
CCAR-66 维修人员执照 Part 66
CCAR-67 医学标准和体检合格证 Part 67
CCAR-68 航空安全员管理规定 —
CCAR-69 航空安全员合格审定 —
CCAR-70 空中交通管制培训 —
CCAR-141 驾驶员学校合格审定 Part 141
CCAR-142 飞行训练中心合格审定 Part 142
CCAR-147 维修技术人员学校 Part 147

五、空中管制

编号 名称 对应 FAR
CCAR-71 民用航空使用空域办法 Part 71
CCAR-73 民用航空预先飞行计划管理办法 Part 91
CCAR-83 空中交通管理运行单位安全管理 —
CCAR-85 空管设备开放运行管理 —
CCAR-86 通信导航监视设备飞行校验管理 Part 91
CCAR-87 通信导航监视设备使用许可 —
CCAR-93 空中交通管理规则 Part 93
CCAR-98 平行跑道同时仪表运行 —
CCAR-115 通信导航雷达工作规则 —
CCAR-116 气象探测环境管理 —
CCAR-117 航空气象工作规则 —
CCAR-118 航空无线电管理规定 —
CCAR-175 航空情报工作规则 —

六、机场管理

编号 名称 对应 FAR
CCAR-137 民用机场专用设备管理规定（R5版，2024年） —
CCAR-138 通用机场管理规定（2024年颁布，2025年4月1日施行） —
CCAR-139 民用机场使用许可规定 Part 139
CCAR-140 民用机场运行安全管理规定 Part 139
CCAR-158 民用机场建设管理规定 —
CCAR-165 民航专业工程质量监督管理 —
CCAR-339 民用航空安全检查规则 Part 1542

七、无人机/低空经济 — 新增领域

编号 名称 对应 FAR
CCAR-92 民用无人驾驶航空器运行安全管理规则（2024年1月施行） Part 107
CCAR-73（修订中） 预先飞行计划管理办法修订（黑飞罚款上限提至50万） —

八、事故调查与安全信息

编号 名称 对应 FAR
CCAR-395 民用航空器事故和飞行事故征候调查 Part 830
CCAR-396 安全信息管理规定 —
CCAR-397 应急管理规定 —
CCAR-399 飞行事故应急反应和家属援助 —

2.3 最新动态（2024–2026）

  1. CCAR-92 无人机运行安全管理规则（2024年1月）

    • 交通运输部2024年第1号令
    • 运行三类分级：开放类、特定类、审定类
    • 建立民用无人驾驶航空器综合管理平台
    • 操控员执照分小型/中型/大型
    • 超视距运行需额外等级

  2. CCAR-138 通用机场管理规定（2025年4月1日施行）

    • 交通运输部2024年第11号令
    • 通用机场分一类（对公众开放）和二类（不对公众开放）
    • 一类再分1级（≥10座载客）和2级
    • 涵盖场址管理、专业工程建设、使用许可

  3. CCAR-73 修订（征求意见中，2026年3月截止）

    • 黑飞罚款上限从5万提升至50万
    • 新增保障单位罚则
    • 欺诈取得许可增加三年禁入资格罚

  4. CCAR-137CA-R5 机场专用设备管理（2024年8月）

    • 交通运输部2024年第10号令
    • 强化全链条管理（制造→检验→经营→使用→监督）

三、FAR vs CCAR 对比分析

3.1 体系架构对比

维度 FAR（美国） CCAR（中国）
法律渊源 CFR Title 14，行政法规层级 部门规章（交通运输部令）
制定机构 FAA CAAC（中国民航局）
上位法 联邦航空法（49 USC） 民用航空法、适航管理条例
体系成熟度 80余年历史，全球最成熟 1987年启动，约40年历史
章节编号 Part 1–1500+（连续编号） CCAR-11 到 CCAR-399（按领域分组）
更新频率 高（通过 Federal Register 持续更新） 相对较低（修订周期较长）
公众参与 NPRM 公众评议制度完善 有征求意见但参与度较低
体系范围 覆盖更广（含空间运输、国家安全） 聚焦民用航空核心领域

3.2 编号对应关系

CCAR 在编号上大量参考了 FAR 的 Part 编号，体现了"跟随者"到"参与者"的演进：

领域 FAR Part CCAR 对应度
合格审定程序 21 CCAR-21 高（核心框架一致）
小飞机适航 23 CCAR-23 高
运输类飞机适航 25 CCAR-25 高
旋翼航空器 27/29 CCAR-27/29 高
发动机 33 CCAR-33 高
螺旋桨 35 CCAR-35 高
适航指令 39 CCAR-39 高
维修一般规则 43 CCAR-43 高
一般运行规则 91 CCAR-91 高
航空运输运营 121 CCAR-121 高
小型商业运输 135 CCAR-135 高
驾驶员资质 61 CCAR-61 高
体检标准 67 CCAR-67 高
机场使用许可 139 CCAR-139 中（CCAR分得更细）
训练学校 141/142 CCAR-141/142 高

3.3 关键差异

  1. 法规层级不同：FAR 编入 CFR，是正式行政法规；CCAR 是部门规章，层级略低
  2. CCAR 有中国特色规章：CCAR-92（无人机）、CCAR-138（通用机场）等是美国没有的独立规章
  3. FAR 更细粒度：FAR 有 Part 107（小无人机）、Part 103（超轻型）、Part 89（远程ID）等更细分
  4. CCAR 的行政色彩更重：行政管理类规章（CCAR-11–19）比 FAR 更系统
  5. 适航标准差异：在具体技术条款上，CCAR 与 FAR 总体等效但存在细微差异

3.4 互认机制

中美适航双边协议（BASA + IPA）

运行要点：

四、低空经济/eVTOL 相关法规

4.1 美国方面

FAR 体系（2024–2025关键进展）：

4.2 中国方面

CCAR 体系：

eVTOL 动力升力器认证路径：中美对比

4.3 中美 eVTOL 法规对比

维度 美国（FAA） 中国（CAAC）
认证类别 动力升力器（新设） 暂无专门类别，走审定类/现有适航路径
核心规章 SFAR Part 194 + AC 21.17-4 CCAR-92 + CCAR-21
驾驶员资质 SFAR Part 194 规定新证书类型 CCAR-92 操控员执照体系
运行规则 SFAR Part 194 CCAR-92 E/F章
法规成熟度 框架已基本建立 仍处于探索阶段
领先企业 Joby/Archer/Beta 亿航/峰飞/沃飞长空/时的科技

五、结论与建议

  1. CCAR 本质上是 FAR 的"翻译+本土化"版本，核心适航和运行规章高度对应，编号体系也参考了 FAR
  2. 中国正在从"跟随者"向"制定者"转型，CCAR-92（无人机）、CCAR-138（通用机场）等是中国原创规章
  3. 低空经济是两套体系的竞争新前沿，FAA 已建立 eVTOL 专门框架（SFAR Part 194 + AC 21.17-4），CAAC 仍以 CCAR-92 为过渡
  4. 中美互认是战略关键，2017年 IPA 为产品互通奠定了基础，但 eVTOL 等新类别尚未纳入互认范围
  5. 对于通航/低空经济从业者：需要同时跟踪两套体系的演进，尤其是 eVTOL 认证路径、无人机运行分类、通用机场标准三大板块

参考资料来源

Part 21 — CCAR-21 产品和零部件合格审定

航空产品和零部件的型号合格审定、生产许可、适航证等程序性规章，是适航管理的总纲。

Part 21 — CCAR-21 产品和零部件合格审定

FAR Part 21 原文

FAR Part 21 — Certification Procedures for Products and Articles

14 CFR Part 21 | 对应 CCAR-21 | 共 131 条
eCFR Part 21
Cornell LII Part 21

§ 21.1

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§ 21.1 Applicability and definitions.

(a) This part prescribes—

(1) Procedural requirements for issuing and changing—

(i) Design approvals;

(ii) Production approvals;

(iii) Airworthiness certificates; and

(iv) Airworthiness approvals;

(2) Rules governing applicants for, and holders of, any approval or certificate specified in paragraph (a)(1) of this section; and

(3) Procedural requirements for the approval of articles.

(b) For the purposes of this part—

(1) Airworthiness approval means a document, issued by the FAA for an aircraft , aircraft engine , propeller , or article, which certifies that the aircraft , aircraft engine , propeller , or article conforms to its approved design and is in a condition for safe operation, unless otherwise specified;

(2) Article means a material, part, component, process, or appliance ;

(3) Commercial part means an article that is listed on an FAA -approved Commercial Parts List included in a design approval holder's Instructions for Continued Airworthiness required by § 21.50 ;

(4) Design approval means a type certificate (including amended and supplemental type certificates) or the approved design under a PMA , TSO authorization, letter of TSO design approval, or other approved design;

(5) Interface component means an article that serves as a functional interface between an aircraft and an aircraft engine , an aircraft engine and a propeller , or an aircraft and a propeller . An interface component is designated by the holder of the type certificate or the supplemental type certificate who controls the approved design data for that article;

(6) Product means an aircraft , aircraft engine , or propeller ;

(7) Production approval means a document issued by the FAA to a person that allows the production of a product or article in accordance with its approved design and approved quality system, and can take the form of a production certificate, a PMA , or a TSO authorization;

(8) State of Design means the country or jurisdiction having regulatory authority over the organization responsible for the design and continued airworthiness of a civil aeronautical product or article;

(9) State of Manufacture means the country or jurisdiction having regulatory authority over the organization responsible for the production and airworthiness of a civil aeronautical product or article.

(10) Supplier means a person at any tier in the supply chain who provides a product, article, or service that is used or consumed in the design or manufacture of, or installed on, a product or article.

§ 21.3

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§ 21.3 Reporting of failures, malfunctions, and defects.

(a) The holder of a type certificate (including amended or supplemental type certificates), a PMA , or a TSO authorization, or the licensee of a type certificate must report any failure, malfunction, or defect in any product or article manufactured by it that it determines has resulted in any of the occurrences listed in paragraph (c) of this section.

(b) The holder of a type certificate (including amended or supplemental type certificates), a PMA , or a TSO authorization, or the licensee of a type certificate must report any defect in any product or article manufactured by it that has left its quality system and that it determines could result in any of the occurrences listed in paragraph (c) of this section.

(c) The following occurrences must be reported as provided in paragraphs (a) and (b) of this section:

(1) Fires caused by a system or equipment failure, malfunction, or defect.

(2) An engine exhaust system failure, malfunction, or defect which causes damage to the engine, adjacent aircraft structure, equipment, or components.

(3) The accumulation or circulation of toxic or noxious gases in the crew compartment or passenger cabin.

(4) A malfunction, failure, or defect of a propeller control system.

(5) A propeller or rotorcraft hub or blade structural failure.

(6) Flammable fluid leakage in areas where an ignition source normally exists.

(7) A brake system failure caused by structural or material failure during operation.

(8) A significant aircraft primary structural defect or failure caused by any autogenous condition (fatigue, understrength, corrosion, etc.).

(9) Any abnormal vibration or buffeting caused by a structural or system malfunction, defect, or failure.

(10) An engine failure.

(11) Any structural or flight control system malfunction, defect, or failure which causes an interference with normal control of the aircraft for which derogates the flying qualities.

(12) A complete loss of more than one electrical power generating system or hydraulic power system during a given operation of the aircraft .

(13) A failure or malfunction of more than one attitude, airspeed, or altitude instrument during a given operation of the aircraft .

(d) The requirements of paragraph (a) of this section do not apply to—

(1) Failures, malfunctions, or defects that the holder of a type certificate (including amended or supplemental type certificates), PMA , TSO authorization, or the licensee of a type certificate determines—

(i) Were caused by improper maintenance or use;

(ii) Were reported to the FAA by another person under this chapter; or

(iii) Were reported under the accident reporting provisions of 49 CFR part 830 of the regulations of the National Transportation Safety Board .

(2) Failures, malfunctions, or defects in products or articles—

(i) Manufactured by a foreign manufacturer under a U.S. type certificate issued under § 21.29 or under an approval issued under § 21.621 ; or

(ii) Exported to the United States under § 21.502 .

(e) Each report required by this section—

(1) Must be made to the FAA within 24 hours after it has determined that the failure, malfunction, or defect required to be reported has occurred. However, a report that is due on a Saturday or a Sunday may be delivered on the following Monday and one that is due on a holiday may be delivered on the next workday;

(2) Must be transmitted in a manner and form acceptable to the FAA and by the most expeditious method available; and

(3) Must include as much of the following information as is available and applicable:

(i) The applicable product and article identification information required by part 45 of this chapter;

(ii) Identification of the system involved; and

(iii) Nature of the failure, malfunction, or defect.

(f) If an accident investigation or service difficulty report shows that a product or article manufactured under this part is unsafe because of a manufacturing or design data defect, the holder of the production approval for that product or article must, upon request of the FAA , report to the FAA the results of its investigation and any action taken or proposed by the holder of that production approval to correct that defect. If action is required to correct the defect in an existing product or article, the holder of that production approval must send the data necessary for issuing an appropriate airworthiness directive to the FAA .

[Amdt. 21-36, 35 FR 18187 , Nov. 28, 1970, as amended by Amdt. 21-37, 35 FR 18450 , Dec. 4, 1970; Amdt. 21-50, 45 FR 38346 , June 9, 1980; Amdt. 21-67, 54 FR 39291 , Sept. 25, 1989; Amdt. 21-92, 74 FR 53385 , Oct. 16, 2009; Doc. No. FAA -2018-0119, Amdt. 21-101, 83 FR 9169 , Mar. 5, 2018]

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§ 21.4

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§ 21.4 ETOPS reporting requirements.

(a) Early ETOPS: reporting, tracking, and resolving problems. The holder of a type certificate for an airplane -engine combination approved using the Early ETOPS method specified in part 25, Appendix K, of this chapter must use a system for reporting, tracking, and resolving each problem resulting in one of the occurrences specified in paragraph (a)(6) of this section.

(1) The system must identify how the type certificate holder will promptly identify problems, report them to the responsible Aircraft Certification Service office, and propose a solution to the FAA to resolve each problem. A proposed solution must consist of—

(i) A change in the airplane or engine type design;

(ii) A change in a manufacturing process;

(iii) A change in an operating or maintenance procedure; or

(iv) Any other solution acceptable to the FAA .

(2) For an airplane with more than two engines, the system must be in place for the first 250,000 world fleet engine-hours for the approved airplane -engine combination.

(3) For two-engine airplanes, the system must be in place for the first 250,000 world fleet engine-hours for the approved airplane -engine combination and after that until—

(i) The world fleet 12-month rolling average IFSD rate is at or below the rate required by paragraph (b)(2) of this section; and

(ii) The FAA determines that the rate is stable.

(4) For an airplane -engine combination that is a derivative of an airplane -engine combination previously approved for ETOPS , the system need only address those problems specified in the following table, provided the type certificate holder obtains prior authorization from the FAA:

If the change does not require a new airplane type certificate and . . .

Then the Problem Tracking and Resolution System must address . . .

(i) Requires a new engine type certificate

All problems applicable to the new engine installation, and for the remainder of the airplane, problems in changed systems only.

(ii) Does not require a new engine type certificate

Problems in changed systems only.

(5) The type certificate holder must identify the sources and content of data that it will use for its system. The data must be adequate to evaluate the specific cause of any in-service problem reportable under this section or § 21.3(c) that could affect the safety of ETOPS .

(6) In implementing this system, the type certificate holder must report the following occurrences:

(i) IFSDs , except planned IFSDs performed for flight training.

(ii) For two-engine airplanes, IFSD rates.

(iii) Inability to control an engine or obtain desired thrust or power.

(iv) Precautionary thrust or power reductions.

(v) Degraded ability to start an engine in flight.

(vi) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.

(vii) Turn backs or diversions for failures, malfunctions, or defects associated with an ETOPS group 1 significant system.

(viii) Loss of any power source for an ETOPS group 1 significant system, including any power source designed to provide backup power for that system.

(ix) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight.

(x) Any unscheduled engine removal for a condition that could result in one of the reportable occurrences listed in this paragraph.

(b) Reliability of two-engine airplanes —(1) Reporting of two-engine airplane in-service reliability. The holder of a type certificate for an airplane approved for ETOPS and the holder of a type certificate for an engine installed on an airplane approved for ETOPS must report monthly to their respective Aircraft Certification Service office on the reliability of the world fleet of those airplanes and engines. The report provided by both the airplane and engine type certificate holders must address each airplane -engine combination approved for ETOPS . The FAA may approve quarterly reporting if the airplane -engine combination demonstrates an IFSD rate at or below those specified in paragraph (b)(2) of this section for a period acceptable to the FAA . This reporting may be combined with the reporting required by § 21.3. The responsible type certificate holder must investigate any cause of an IFSD resulting from an occurrence attributable to the design of its product and report the results of that investigation to its responsible Aircraft Certification Service office. Reporting must include:

(i) Engine IFSDs , except planned IFSDs performed for flight training.

(ii) The world fleet 12-month rolling average IFSD rates for all causes, except planned IFSDs performed for flight training.

(iii) ETOPS fleet utilization, including a list of operators, their ETOPS diversion time authority, flight hours, and cycles.

(2) World fleet IFSD rate for two-engine airplanes. The holder of a type certificate for an airplane approved for ETOPS and the holder of a type certificate for an engine installed on an airplane approved for ETOPS must issue service information to the operators of those airplanes and engines, as appropriate, to maintain the world fleet 12-month rolling average IFSD rate at or below the following levels:

(i) A rate of 0.05 per 1,000 world-fleet engine-hours for an airplane -engine combination approved for up to and including 120-minute ETOPS . When all ETOPS operators have complied with the corrective actions required in the configuration, maintenance and procedures (CMP) document as a condition for ETOPS approval, the rate to be maintained is at or below 0.02 per 1,000 world-fleet engine-hours.

(ii) A rate of 0.02 per 1,000 world-fleet engine-hours for an airplane -engine combination approved for up to and including 180-minute ETOPS , including airplane -engine combinations approved for 207-minute ETOPS in the North Pacific operating area under appendix P, section I, paragraph (h), of part 121 of this chapter.

(iii) A rate of 0.01 per 1,000 world-fleet engine-hours for an airplane -engine combination approved for ETOPS beyond 180 minutes, excluding airplane -engine combinations approved for 207-minute ETOPS in the North Pacific operating area under appendix P, section I, paragraph (h), of part 121 of this chapter.

§ 21.5

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§ 21.5 Airplane or Rotorcraft Flight Manual.

(a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and having no flight time before March 1, 1979, the holder of a type certificate (including amended or supplemental type certificates) or the licensee of a type certificate must make available to the owner at the time of delivery of the aircraft a current approved Airplane or Rotorcraft Flight Manual.

(b) The Airplane or Rotorcraft Flight Manual required by paragraph (a) of this section must contain the following information:

(1) The operating limitations and information required to be furnished in an Airplane or Rotorcraft Flight Manual or in manual material, markings, and placards, by the applicable regulations under which the airplane or rotorcraft was type certificated.

(2) The maximum ambient atmospheric temperature for which engine cooling was demonstrated must be stated in the performance information section of the Flight Manual, if the applicable regulations under which the aircraft was type certificated do not require ambient temperature on engine cooling operating limitations in the Flight Manual.

(3) Documentation of compliance with part 38 of this chapter, in an FAA -approved section of any approved airplane flight manual. Such material must include the fuel efficiency metric value as calculated under § 38.11 of this chapter, and the specific paragraph of § 38.17 of this chapter with which compliance has been shown for that airplane .

[Amdt. 21-46, 43 FR 2316 , Jan. 16, 1978, as amended by Amdt. 21-92, 74 FR 53385 , Oct. 16, 2009; Admt. 21-107, 89 FR 12653 , Feb. 16, 2024]

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§ 21.6

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§ 21.6 Manufacture of new aircraft , aircraft engines, and propellers.

(a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft , aircraft engine , or propeller based on a type certificate unless the person—

(1) Is the holder of the type certificate or has a licensing agreement from the holder of the type certificate to manufacture the product; and

(2) Meets the requirements of subpart F or G of this part.

(b) A person may manufacture one new aircraft based on a type certificate without meeting the requirements of paragraph (a) of this section if that person can provide evidence acceptable to the FAA that the manufacture of the aircraft by that person began before August 5, 2004.

(c) The requirements of this section do not apply to—

(1) New aircraft imported under the provisions of §§ 21.183(c) , 21.184(b), or 21.185(c); and

(2) New aircraft engines or propellers imported under the provisions of § 21.500 .

§ 21.7

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§ 21.7 Continued airworthiness and safety improvements for transport category airplanes.

(a) On or after December 10, 2007, the holder of a design approval and an applicant for a design approval must comply with the applicable continued airworthiness and safety improvement requirements of part 26 of this subchapter.

(b) For new transport category airplanes manufactured under the authority of the FAA , the holder or licensee of a type certificate must meet the applicable continued airworthiness and safety improvement requirements specified in part 26 of this subchapter for new production airplanes. Those requirements only apply if the FAA has jurisdiction over the organization responsible for final assembly of the airplane .

§ 21.8

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§ 21.8 Approval of articles.

If an article is required to be approved under this chapter, it may be approved—

(a) Under a PMA ;

(b) Under a TSO ;

(c) In conjunction with type certification procedures for a product; or

(d) In any other manner approved by the FAA .

§ 21.9

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§ 21.9 Replacement and modification articles.

(a) If a person knows, or should know, that a replacement or modification article is reasonably likely to be installed on a type-certificated product, the person may not produce that article unless it is—

(1) Produced under a type certificate;

(2) Produced under an FAA production approval;

(3) A standard part (such as a nut or bolt) manufactured in compliance with a government or established industry specification;

(4) A commercial part as defined in § 21.1 of this part;

(5) Produced by an owner or operator for maintaining or altering that owner or operator's product;

(6) Fabricated by an appropriately rated certificate holder with a quality system, and consumed in the repair or alteration of a product or article in accordance with part 43 of this chapter; or

(7) Produced in any other manner approved by the FAA .

(b) Except as provided in paragraphs (a)(1) through (a)(2) of this section, a person who produces a replacement or modification article for sale may not represent that part as suitable for installation on a type-certificated product.

(c) Except as provided in paragraphs (a)(1) through (a)(2) of this section, a person may not sell or represent an article as suitable for installation on an aircraft type-certificated under §§ 21.25(a)(2) or 21.27 unless that article—

(1) Was declared surplus by the U.S. Armed Forces , and

(2) Was intended for use on that aircraft model by the U.S. Armed Forces .

§ 21.11

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§ 21.11 Applicability.

This subpart prescribes—

(a) Procedural requirements for the issue of type certificates for aircraft , aircraft engines, and propellers; and

(b) Rules governing the holders of those certificates.

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§ 21.13

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§ 21.13 Eligibility.

Any interested person may apply for a type certificate.

[Amdt. 21-25, 34 FR 14068 , Sept. 5, 1969]

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§ 21.15

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§ 21.15 Application for type certificate.

(a) An application for a type certificate is made on a form and in a manner prescribed by the FAA .

(b) An application for an aircraft type certificate must be accompanied by a three-view drawing of that aircraft and available preliminary basic data.

(c) An application for an aircraft engine type certificate must be accompanied by a description of the engine design features, the engine operating characteristics, and the proposed engine operating limitations.

§ 21.16

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§ 21.16 Special conditions.

If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft , aircraft engine , or propeller because of a novel or unusual design feature of the aircraft , aircraft engine or propeller , he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety standards for the aircraft , aircraft engine or propeller as the FAA finds necessary to establish a level of safety equivalent to that established in the regulations.

[Amdt. 21-19, 32 FR 17851 , Dec. 13, 1967, as amended by Amdt. 21-51, 45 FR 60170 , Sept. 11, 1980]

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§ 21.17

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§ 21.17 Designation of applicable regulations.

(a) Except as provided in §§ 25.2 , 27.2 , and 29.2 of this subchapter, and in parts 26, 34, 36, and 38 of this subchapter, an applicant for a type certificate must show that the aircraft , aircraft engine , or propeller concerned meets—

(1) The applicable requirements of this subchapter that are effective on the date of application for that certificate unless—

(i) Otherwise specified by the FAA ; or

(ii) Compliance with later effective amendments is elected or required under this section; and

(2) Any special conditions prescribed by the FAA .

(b) For special classes of aircraft , including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which airworthiness standards have not been issued under this subchapter, the applicable requirements will be the portions of those other airworthiness requirements contained in Parts 23, 25, 27, 29, 31, 33, and 35 found by the FAA to be appropriate for the aircraft and applicable to a specific type design, or such airworthiness criteria as the FAA may find provide an equivalent level of safety to those parts.

(c) An application for type certification of a transport category aircraft is effective for 5 years and an application for any other type certificate is effective for 3 years, unless an applicant shows at the time of application that his product requires a longer period of time for design, development, and testing, and the FAA approves a longer period.

(d) In a case where a type certificate has not been issued, or it is clear that a type certificate will not be issued, within the time limit established under paragraph (c) of this section, the applicant may—

(1) File a new application for a type certificate and comply with all the provisions of paragraph (a) of this section applicable to an original application; or

(2) File for an extension of the original application and comply with the applicable airworthiness requirements of this subchapter that were effective on a date, to be selected by the applicant, not earlier than the date which precedes the date of issue of the type certificate by the time limit established under paragraph (c) of this section for the original application.

(e) If an applicant elects to comply with an amendment to this subchapter that is effective after the filing of the application for a type certificate, he must also comply with any other amendment that the FAA finds is directly related.

(f) For primary category aircraft , the requirements are:

(1) The applicable airworthiness requirements contained in parts 23, 27, 31, 33, and 35 of this subchapter, or such other airworthiness criteria as the FAA may find appropriate and applicable to the specific design and intended use and provide a level of safety acceptable to the FAA .

(2) The noise standards of part 36 applicable to primary category aircraft .

§ 21.19

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§ 21.19 Changes requiring a new type certificate.

Each person who proposes to change a product must apply for a new type certificate if the FAA finds that the proposed change in design, power, thrust, or weight is so extensive that a substantially complete investigation of compliance with the applicable regulations is required.

§ 21.20

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§ 21.20 Compliance with applicable requirements.

The applicant for a type certificate, including an amended or supplemental type certificate, must—

(a) Show compliance with all applicable requirements and must provide the FAA the means by which such compliance has been shown; and

(b) Provide a statement certifying that the applicant has complied with the applicable requirements.

§ 21.21

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§ 21.21 Issue of type certificate: normal, utility, acrobatic, commuter, and transport category aircraft ; manned free balloons; special classes of aircraft ; aircraft engines; propellers.

An applicant is entitled to a type certificate for an aircraft in the normal, utility, acrobatic, commuter, or transport category, or for a manned free balloon , special class of aircraft , or an aircraft engine or propeller , if—

(a) The product qualifies under § 21.27 ; or

(b) The applicant submits the type design, test reports, and computations necessary to show that the product to be certificated meets the applicable airworthiness, aircraft noise, fuel venting, exhaust emission, and fuel efficiency requirements of this subchapter and any special conditions prescribed by the FAA , and the FAA finds—

(1) Upon examination of the type design, and after completing all tests and inspections, that the type design and the product meet the applicable noise, fuel venting, emissions, and fuel efficiency requirements of this subchapter, and further finds that they meet the applicable airworthiness requirements of this subchapter or that any airworthiness provisions not complied with are compensated for by factors that provide an equivalent level of safety; and

(2) For an aircraft , that no feature or characteristic makes it unsafe for the category in which certification is requested.

§ 21.24

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§ 21.24 Issuance of type certificate: primary category aircraft .

(a) The applicant is entitled to a type certificate for an aircraft in the primary category if—

(1) The aircraft—

(i) Is unpowered; is an airplane powered by a single, naturally aspirated engine with a 61-knot or less V so stall speed as determined under part 23 of this chapter; or is a rotorcraft with a 6-pound per square foot main rotor disc loading limitation, under sea level standard day conditions;

(ii) Weighs not more than 2,700 pounds; or, for seaplanes, not more than 3,375 pounds;

(iii) Has a maximum seating capacity of not more than four persons, including the pilot; and

(iv) Has an unpressurized cabin.

(2) The applicant has submitted—

(i) Except as provided by paragraph (c) of this section, a statement, in a form and manner acceptable to the FAA , certifying that: the applicant has completed the engineering analysis necessary to demonstrate compliance with the applicable airworthiness requirements; the applicant has conducted appropriate flight, structural, propulsion, and systems tests necessary to show that the aircraft , its components, and its equipment are reliable and function properly; the type design complies with the airworthiness standards and noise requirements established for the aircraft under § 21.17(f); and no feature or characteristic makes it unsafe for its intended use;

(ii) The flight manual required by § 21.5(b) , including any information required to be furnished by the applicable airworthiness standards;

(iii) Instructions for continued airworthiness in accordance with § 21.50(b) ; and

(iv) A report that: summarizes how compliance with each provision of the type certification basis was determined; lists the specific documents in which the type certification data information is provided; lists all necessary drawings and documents used to define the type design; and lists all the engineering reports on tests and computations that the applicant must retain and make available under § 21.49 to substantiate compliance with the applicable airworthiness standards.

(3) The FAA finds that—

(i) The aircraft complies with those applicable airworthiness requirements approved under § 21.17(f) of this part; and

(ii) The aircraft has no feature or characteristic that makes it unsafe for its intended use.

(b) An applicant may include a special inspection and preventive maintenance program as part of the aircraft 's type design or supplemental type design.

(c) For aircraft manufactured outside of the United States in a country with which the United States has a bilateral airworthiness agreement for the acceptance of these aircraft , and from which the aircraft is to be imported into the United States—

(1) The statement required by paragraph (a)(2)(i) of this section must be made by the civil airworthiness authority of the exporting country; and

(2) The required manuals, placards, listings, instrument markings, and documents required by paragraphs (a) and (b) of this section must be submitted in English.

§ 21.25

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§ 21.25 Issue of type certificate: restricted category aircraft .

(a) An applicant is entitled to a type certificate for an aircraft in the restricted category for special purpose operations if the applicant shows compliance with the applicable noise requirements of part 36 of this chapter, and if the applicant shows that no feature or characteristic of the aircraft makes it unsafe when it is operated under the limitations prescribed for its intended use, and that aircraft—

(1) Meets the airworthiness requirements of an aircraft category, other than primary category or light-sport category, except those requirements that the FAA finds inappropriate for the special purpose operation for which the aircraft is to be used; or

(2) Is of a type that—

(i) Has been manufactured in accordance with the requirements of, and accepted for use by, the U.S. Armed Forces ;

(ii) Has a service history with the U.S. Armed Forces acceptable to the FAA ; and

(iii) Has been found capable by the FAA of performing, or has been modified to perform, the special purpose operation for which the aircraft is to be used.

(b) Restricted category aircraft can be approved for:

(1) Agricultural use, for one or more of the following special purpose operations, including—

(i) Spraying, dusting, and seeding;

(ii) Livestock and predatory animal control;

(iii) Insect control;

(iv) Dust control; or

(v) Fruit drying and frost control.

(2) Forest and wildlife conservation, for one or more of the following special purpose operations, including—

(i) Aerial dispensing of firefighting materials;

(ii) Fish spotting;

(iii) Wild animal survey; or

(iv) Oil spill response.

(3) Aerial surveying, for one or more of the following special purpose operations, including—

(i) Aerial imaging and mapping;

(ii) Oil, gas, and mineral exploration;

(iii) Atmospheric survey and research;

(iv) Geophysical and electromagnetic survey;

(v) Oceanic survey; or

(vi) Airborne measurement of navigation signals.

(4) Patrolling, for one or more of the following special purpose operations, including—

(i) Pipelines;

(ii) Powerlines;

(iii) Data transmission lines and towers;

(iv) Railroads;

(v) Canals; or

(vi) Harbors.

(5) Weather control, including the special purpose operation of cloud seeding.

(6) Aerial advertising, for one or more of the following special purpose operations, including—

(i) Skywriting;

(ii) Banner towing;

(iii) Displaying airborne signs; or

(iv) Public address systems.

(7) Other special purpose operations, including—

(i) Rotorcraft external-load operations conducted under part 133 of this chapter;

(ii) Carriage of cargo incidental to the owner's or operator's business;

(iii) Target towing;

(iv) Search and rescue operations;

(v) Glider towing;

(vi) Alaskan fuel hauling;

(vii) Alaskan fixed-wing external load operations;

(viii) Space vehicle launch; or

(ix) Any other special purpose operation specified by the FAA .

[Docket No. FAA -2023-1377, Amdt. No. 21-109, 90 FR 35204 , July 24, 2025]

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§ 21.27

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§ 21.27 Issue of type certificate: surplus aircraft of the Armed Forces .

(a) Except as provided in paragraph (b) of this section an applicant is entitled to a type certificate for an aircraft in the normal, utility, acrobatic, commuter, or transport category that was designed and constructed in the United States , accepted for operational use, and declared surplus by, an Armed Force of the United States , and that is shown to comply with the applicable certification requirements in paragraph (f) of this section.

(b) An applicant is entitled to a type certificate for a surplus aircraft of the Armed Forces of the United States that is a counterpart of a previously type certificated civil aircraft , if he shows compliance with the regulations governing the original civil aircraft type certificate.

(c) Aircraft engines, propellers, and their related accessories installed in surplus Armed Forces aircraft , for which a type certificate is sought under this section, will be approved for use on those aircraft if the applicant shows that on the basis of the previous military qualifications, acceptance, and service record, the product provides substantially the same level of airworthiness as would be provided if the engines or propellers were type certificated under Part 33 or 35 of this subchapter.

(d) The FAA may relieve an applicant from strict compliance with a specific provision of the applicable requirements in paragraph (f) of this section, if the FAA finds that the method of compliance proposed by the applicant provides substantially the same level of airworthiness and that strict compliance with those regulations would impose a severe burden on the applicant. The FAA may use experience that was satisfactory to an Armed Force of the United States in making such a determination.

(e) The FAA may require an applicant to comply with special conditions and later requirements than those in paragraphs (c) and (f) of this section, if the FAA finds that compliance with the listed regulations would not ensure an adequate level of airworthiness for the aircraft .

(f) Except as provided in paragraphs (b) through (e) of this section, an applicant for a type certificate under this section must comply with the appropriate regulations listed in the following table:

Type of aircraft

Date accepted for operational use by the Armed Forces

of the United States

Regulations that apply

1

Small reciprocating-engine powered airplanes

Before May 16, 1956

After May 15, 1956

CAR Part 3, as effective May 15, 1956.

CAR Part 3, or 14 CFR Part 23 .

Small turbine engine-powered airplanes

Before Oct. 2, 1959

After Oct. 1, 1959

CAR Part 3, as effective Oct. 1, 1959.

CAR Part 3 or 14 CFR Part 23 .

Commuter category airplanes

After (Feb. 17, 1987)

FAR Part 23 as of (Feb. 17, 1987).

Large reciprocating-engine powered airplanes

Before Aug. 26, 1955

After Aug. 25, 1955

CAR Part 4b, as effective Aug. 25, 1955.

CAR Part 4b or 14 CFR Part 25 .

Large turbine engine-powered airplanes

Before Oct. 2, 1959

After Oct. 1, 1959

CAR Part 4b, as effective Oct. 1, 1959.

CAR Part 4b or 14 CFR Part 25 .

Rotorcraft with maximum certificated takeoff weight of:

6,000 pounds or less

Before Oct. 2, 1959

After Oct. 1, 1959

CAR Part 6, as effective Oct. 1, 1959.

CAR Part 6, or 14 CFR Part 27 .

Over 6,000 pounds

Before Oct. 2, 1959

After Oct. 1, 1959

CAR Part 7, as effective Oct. 1, 1959.

CAR Part 7, or 14 CFR Part 29 .

1 Where no specific date is listed, the applicable regulations are those in effect on the date that the first aircraft of the particular model was accepted for operational use by the Armed Forces.

§ 21.29

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§ 21.29 Issue of type certificate: import products.

(a) The FAA may issue a type certificate for a product that is manufactured in a foreign country or jurisdiction with which the United States has an agreement for the acceptance of these products for export and import and that is to be imported into the United States if—

(1) The applicable State of Design certifies that the product has been examined, tested, and found to meet—

(i) The applicable aircraft noise, fuel venting, exhaust emissions, and fuel efficiency requirements of this subchapter as designated in § 21.17 , or the applicable aircraft noise, fuel venting, exhaust emissions, and fuel efficiency requirements of the State of Design, and any other requirements the FAA may prescribe to provide noise, fuel venting, exhaust emission, and fuel efficiency levels no greater than those provided by the applicable aircraft noise, fuel venting, exhaust emissions, and fuel efficiency requirements of this subchapter as designated in § 21.17 ; and

(ii) The applicable airworthiness requirements of this subchapter as designated in § 21.17 , or the applicable airworthiness requirements of the State of Design and any other requirements the FAA may prescribe to provide a level of safety equivalent to that provided by the applicable airworthiness requirements of this subchapter as designated in § 21.17 ;

(2) The applicant has provided technical data to show the product meets the requirements of paragraph (a)(1) of this section; and

(3) The manuals, placards, listings, and instrument markings required by the applicable airworthiness (and noise, where applicable) requirements are presented in the English language.

(b) A product type certificated under this section is determined to be compliant with the fuel venting and exhaust emission standards of part 34 of this subchapter, the noise standards of part 36 of this subchapter, and the fuel efficiency requirements of part 38 of this subchapter. Compliance with parts 34, 36, and 38 of this subchapter is certified under paragraph (a)(1)(i) of this section, and the applicable airworthiness standards of this subchapter, or an equivalent level of safety, with which compliance is certified under paragraph (a)(1)(ii) of this section.

[Amdt. 21-92, 74 FR 53386 , Oct. 16, 2009, as amended by Amdt. No. 21-107, 89 FR 12653 , Feb. 16, 2024]

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§ 21.31

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§ 21.31 Type design.

The type design consists of—

(a) The drawings and specifications, and a listing of those drawings and specifications, necessary to define the configuration and the design features of the product shown to comply with the requirements of that part of this subchapter applicable to the product;

(b) Information on dimensions, materials, and processes necessary to define the structural strength of the product;

(c) The Airworthiness Limitations section of the Instructions for Continued Airworthiness as required by parts 23, 25, 26, 27, 29, 31, 33 and 35 of this subchapter, or as otherwise required by the FAA ; and as specified in the applicable airworthiness criteria for special classes of aircraft defined in § 21.17(b) ; and

(d) For primary category aircraft , if desired, a special inspection and preventive maintenance program designed to be accomplished by an appropriately rated and trained pilot-owner.

(e) Any other data necessary to allow, by comparison, the determination of the airworthiness, noise characteristics, fuel efficiency, fuel venting, and exhaust emissions (where applicable) of later products of the same type.

§ 21.33

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§ 21.33 Inspection and tests.

(a) Each applicant must allow the FAA to make any inspection and any flight and ground test necessary to determine compliance with the applicable requirements of this subchapter. However, unless otherwise authorized by the FAA—

(1) No aircraft , aircraft engine , propeller , or part thereof may be presented to the FAA for test unless compliance with paragraphs (b)(2) through (b)(4) of this section has been shown for that aircraft , aircraft engine , propeller , or part thereof; and

(2) No change may be made to an aircraft , aircraft engine , propeller , or part thereof between the time that compliance with paragraphs (b)(2) through (b)(4) of this section is shown for that aircraft , aircraft engine , propeller , or part thereof and the time that it is presented to the FAA for test.

(b) Each applicant must make all inspections and tests necessary to determine—

(1) Compliance with the applicable airworthiness, aircraft noise, fuel venting, and exhaust emission requirements;

(2) That materials and products conform to the specifications in the type design;

(3) That parts of the products conform to the drawings in the type design; and

(4) That the manufacturing processes, construction and assembly conform to those specified in the type design.

§ 21.35

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§ 21.35 Flight tests.

(a) Each applicant for an aircraft type certificate (other than under §§ 21.24 through 21.29) must make the tests listed in paragraph (b) of this section. Before making the tests the applicant must show—

(1) Compliance with the applicable structural requirements of this subchapter;

(2) Completion of necessary ground inspections and tests;

(3) That the aircraft conforms with the type design; and

(4) That the FAA received a flight test report from the applicant (signed, in the case of aircraft to be certificated under Part 25 [New] of this chapter, by the applicant's test pilot) containing the results of his tests.

(b) Upon showing compliance with paragraph (a) of this section, the applicant must make all flight tests that the FAA finds necessary—

(1) To determine compliance with the applicable requirements of this subchapter; and

(2) For aircraft to be certificated under this subchapter, except gliders and low-speed, certification level 1 or 2 airplanes, as defined in part 23 of this chapter, to determine whether there is reasonable assurance that the aircraft , its components, and its equipment are reliable and function properly.

(c) Each applicant must, if practicable, make the tests prescribed in paragraph (b)(2) of this section upon the aircraft that was used to show compliance with—

(1) Paragraph (b)(1) of this section; and

(2) For rotorcraft , the rotor drive endurance tests prescribed in § 27.923 or § 29.923 of this chapter, as applicable.

(d) Each applicant must show for each flight test (except in a glider or a manned free balloon) that adequate provision is made for the flight test crew for emergency egress and the use of parachutes.

(e) Except in gliders and manned free balloons, an applicant must discontinue flight tests under this section until he shows that corrective action has been taken, whenever—

(1) The applicant's test pilot is unable or unwilling to make any of the required flight tests; or

(2) Items of noncompliance with requirements are found that may make additional test data meaningless or that would make further testing unduly hazardous.

(f) The flight tests prescribed in paragraph (b)(2) of this section must include—

(1) For aircraft incorporating turbine engines of a type not previously used in a type certificated aircraft , at least 300 hours of operation with a full complement of engines that conform to a type certificate; and

(2) For all other aircraft , at least 150 hours of operation.

§ 21.37

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§ 21.37 Flight test pilot.

Each applicant for a normal, utility, acrobatic, commuter, or transport category aircraft type certificate must provide a person holding an appropriate pilot certificate to make the flight tests required by this part.

§ 21.41

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§ 21.41 Type certificate.

Each type certificate is considered to include the type design, the operating limitations, the certificate data sheet, the applicable regulations of this subchapter with which the FAA records compliance, and any other conditions or limitations prescribed for the product in this subchapter.

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§ 21.43

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§ 21.43 Location of manufacturing facilities.

Except as provided in § 21.29 , the FAA does not issue a type certificate if the manufacturing facilities for the product are located outside of the United States , unless the FAA finds that the location of the manufacturer's facilities places no undue burden on the FAA in administering applicable airworthiness requirements.

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§ 21.47

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§ 21.47 Transferability.

(a) A holder of a type certificate may transfer it or make it available to other persons by licensing agreements.

(b) For a type certificate transfer in which the State of Design will remain the same, each transferor must, before such a transfer, notify the FAA in writing. This notification must include the applicable type certificate number, the name and address of the transferee, and the anticipated date of the transfer.

(c) For a type certificate transfer in which the State of Design is changing, a type certificate may only be transferred to or from a person subject to the authority of another State of Design if the United States has an agreement with that State of Design for the acceptance of the affected product for export and import. Each transferor must notify the FAA before such a transfer in a form and manner acceptable to the FAA . This notification must include the applicable type certificate number; the name, address, and country of residence of the transferee; and the anticipated date of the transfer.

(d) Before executing or terminating a licensing agreement that makes a type certificate available to another person , the type certificate holder must notify the FAA in writing. This notification must include the type certificate number addressed by the licensing agreement, the name and address of the licensee, the extent of authority granted the licensee, and the anticipated date of the agreement.

§ 21.49

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§ 21.49 Availability.

The holder of a type certificate must make the certificate available for examination upon the request of the FAA or the National Transportation Safety Board .

§ 21.50

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§ 21.50 Instructions for continued airworthiness and manufacturer's maintenance manuals having airworthiness limitations sections.

(a) The holder of a type certificate for a rotorcraft for which a Rotorcraft Maintenance Manual containing an “Airworthiness Limitations” section has been issued under § 27.1529 (a)(2) or § 29.1529 (a)(2) of this chapter, and who obtains approval of changes to any replacement time, inspection interval, or related procedure in that section of the manual, must make those changes available upon request to any operator of the same type of rotorcraft .

(b) The holder of a design approval, including either a type certificate or supplemental type certificate for an aircraft , aircraft engine , or propeller for which application was made after January 28, 1981, must furnish at least one set of complete Instructions for Continued Airworthiness to the owner of each type aircraft , aircraft engine , or propeller upon its delivery, or upon issuance of the first standard airworthiness certificate for the affected aircraft , whichever occurs later. The Instructions for Continued Airworthiness must be prepared in accordance with §§ 23.1529 , 25.1529, 25.1729, 27.1529, 29.1529, 31.82, 33.4, 35.4, or part 26 of this subchapter, or as specified in the applicable airworthiness criteria for special classes of aircraft defined in § 21.17(b), as applicable. If the holder of a design approval chooses to designate parts as commercial, it must include in the Instructions for Continued Airworthiness a list of commercial parts submitted in accordance with the provisions of paragraph (c) of this section. Thereafter, the holder of a design approval must make those instructions available to any other person required by this chapter to comply with any of the terms of those instructions. In addition, changes to the Instructions for Continued Airworthiness shall be made available to any person required by this chapter to comply with any of those instructions.

(c) To designate commercial parts, the holder of a design approval, in a manner acceptable to the FAA , must submit:

(1) A Commercial Parts List;

(2) Data for each part on the List showing that:

(i) The failure of the commercial part , as installed in the product, would not degrade the level of safety of the product; and

(ii) The part is produced only under the commercial part manufacturer's specification and marked only with the commercial part manufacturer's markings; and

(3) Any other data necessary for the FAA to approve the List.

[Amdt. 21-23, 33 FR 14105 , Sept. 18, 1968, as amended by Amdt. 21-51, 45 FR 60170 , Sept. 11, 1980; Amdt. 21-60, 52 FR 8042 , Mar. 13, 1987; Amdt. 21-90, 72 FR 63404 , Nov. 8, 2007; Amdt. 21-92, 74 FR 53386 , Oct. 16, 2009; Doc. No. FAA -2015-1621, Amdt. 21-100, 81 FR 96689 , Dec. 30, 2016]

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§ 21.51

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§ 21.51 Duration.

A type certificate is effective until surrendered, suspended, revoked, or a termination date is otherwise established by the FAA .

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§ 21.53

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§ 21.53 Statement of conformity.

(a) Each applicant must provide, in a form and manner acceptable to the FAA , a statement that each aircraft engine or propeller presented for type certification conforms to its type design.

(b) Each applicant must submit a statement of conformity to the FAA for each aircraft or part thereof presented to the FAA for tests. This statement of conformity must include a statement that the applicant has complied with § 21.33(a) (unless otherwise authorized under that paragraph).

[Amdt. 21-17, 32 FR 14926 , Oct. 28, 1967, as amended by Amdt. 21-92, 74 FR 53386 , Oct. 16, 2009]

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§ 21.55

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§ 21.55 Responsibilities of type certificate holders who license the type certificate.

A type certificate holder who allows a person to use the type certificate to manufacture a new aircraft , aircraft engine , or propeller must meet the applicable requirements of part 5 of this chapter and provide that person with a written licensing agreement acceptable to the FAA .

[Docket No. FAA -2021-0419, Amdt. No. 21-108, 89 FR 33108 , Apr. 26, 2024]

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§ 21.71

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§ 21.71 Applicability.

This subpart prescribes—

(a) Procedural requirements for the issue of provisional type certificates, amendments to provisional type certificates, and provisional amendments to type certificates; and

(b) Rules governing the holders of those certificates.

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§ 21.73

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§ 21.73 Eligibility.

(a) Any manufacturer of aircraft manufactured within the United States who is a United States citizen may apply for Class I or Class II provisional type certificates, for amendments to provisional type certificates held by him, and for provisional amendments to type certificates held by him.

(b) Any manufacturer of aircraft in a State of Manufacture subject to the provisions of an agreement with the United States for the acceptance of those aircraft for export and import may apply for a Class II provisional type certificate, for amendments to provisional type certificates held by him, and for provisional amendments to type certificates held by him.

(c) An aircraft engine manufacturer who is a United States citizen and who has altered a type certificated aircraft by installing different type certificated aircraft engines manufactured by him within the United States may apply for a Class I provisional type certificate for the aircraft , and for amendments to Class I provisional type certificates held by him, if the basic aircraft , before alteration, was type certificated in the normal, utility, acrobatic, commuter, or transport category.

§ 21.75

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§ 21.75 Application.

Each applicant for a provisional type certificate, for an amendment thereto, or for a provisional amendment to a type certificate must apply to the FAA and provide the information required by this subpart.

§ 21.77

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§ 21.77 Duration.

(a) Unless sooner surrendered, superseded, revoked, or otherwise terminated, provisional type certificates and amendments thereto are effective for the periods specified in this section.

(b) A Class I provisional type certificate is effective for 24 months after the date of issue.

(c) A Class II provisional type certificate is effective for twelve months after the date of issue.

(d) An amendment to a Class I or Class II provisional type certificate is effective for the duration of the amended certificate.

(e) A provisional amendment to a type certificate is effective for six months after its approval or until the amendment of the type certificate is approved, whichever is first.

§ 21.79

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§ 21.79 Transferability.

Provisional type certificates are not transferable.

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§ 21.81

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§ 21.81 Requirements for issue and amendment of Class I provisional type certificates.

(a) An applicant is entitled to the issue or amendment of a Class I provisional type certificate if he shows compliance with this section and the FAA finds that there is no feature, characteristic, or condition that would make the aircraft unsafe when operated in accordance with the limitations established in paragraph (e) of this section and in § 91.317 of this chapter.

(b) The applicant must apply for the issue of a type or supplemental type certificate for the aircraft .

(c) The applicant must certify that—

(1) The aircraft has been designed and constructed in accordance with the airworthiness requirements applicable to the issue of the type or supplemental type certificate applied for;

(2) The aircraft substantially meets the applicable flight characteristic requirements for the type or supplemental type certificate applied for; and

(3) The aircraft can be operated safely under the appropriate operating limitations specified in paragraph (a) of this section.

(d) The applicant must submit a report showing that the aircraft had been flown in all maneuvers necessary to show compliance with the flight requirements for the issue of the type or supplemental type certificate applied for, and to establish that the aircraft can be operated safely in accordance with the limitations contained in this subchapter.

(e) The applicant must establish all limitations required for the issue of the type or supplemental type certificate applied for, including limitations on weights, speeds, flight maneuvers, loading, and operation of controls and equipment unless, for each limitation not so established, appropriate operating restrictions are established for the aircraft .

(f) The applicant must establish an inspection and maintenance program for the continued airworthiness of the aircraft .

(g) The applicant must show that a prototype aircraft has been flown for at least 50 hours under an experimental certificate issued under §§ 21.191 through 21.195, or under the auspices of an Armed Force of the United States . However, in the case of an amendment to a provisional type certificate, the FAA may reduce the number of required flight hours.

§ 21.83

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§ 21.83 Requirements for issue and amendment of Class II provisional type certificates.

(a) An applicant who manufactures aircraft within the United States is entitled to the issue or amendment of a Class II provisional type certificate if he shows compliance with this section and the FAA finds that there is no feature, characteristic, or condition that would make the aircraft unsafe when operated in accordance with the limitations in paragraph (h) of this section, and §§ 91.317 and 121.207 of this chapter.

(b) An applicant who manufactures aircraft in a country with which the United States has an agreement for the acceptance of those aircraft for export and import is entitled to the issue or amendment of a Class II provisional type certificate if the country in which the aircraft was manufactured certifies that the applicant has shown compliance with this section, that the aircraft meets the requirements of paragraph (f) of this section and that there is no feature, characteristic, or condition that would make the aircraft unsafe when operated in accordance with the limitations in paragraph (h) of this section and §§ 91.317 and 121.207 of this chapter.

(c) The applicant must apply for a type certificate, in the transport category, for the aircraft .

(d) The applicant must hold a U.S. type certificate for at least one other aircraft in the same transport category as the subject aircraft .

(e) The FAA 's official flight test program or the flight test program conducted by the authorities of the country in which the aircraft was manufactured, with respect to the issue of a type certificate for that aircraft , must be in progress.

(f) The applicant or, in the case of a foreign manufactured aircraft , the country in which the aircraft was manufactured, must certify that—

(1) The aircraft has been designed and constructed in accordance with the airworthiness requirements applicable to the issue of the type certificate applied for;

(2) The aircraft substantially complies with the applicable flight characteristic requirements for the type certificate applied for; and

(3) The aircraft can be operated safely under the appropriate operating limitations in this subchapter.

(g) The applicant must submit a report showing that the aircraft has been flown in all maneuvers necessary to show compliance with the flight requirements for the issue of the type certificate and to establish that the aircraft can be operated safely in accordance with the limitations in this subchapter.

(h) The applicant must prepare a provisional aircraft flight manual containing all limitations required for the issue of the type certificate applied for, including limitations on weights, speeds, flight maneuvers, loading, and operation of controls and equipment unless, for each limitation not so established, appropriate operating restrictions are established for the aircraft .

(i) The applicant must establish an inspection and maintenance program for the continued airworthiness of the aircraft .

(j) The applicant must show that a prototype aircraft has been flown for at least 100 hours. In the case of an amendment to a provisional type certificate, the FAA may reduce the number of required flight hours.

[Amdt. 21-12, 31 FR 13386 , Oct. 15, 1966, as amended by Amdt. 21-66, 54 FR 34329 , Aug. 18, 1989]

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§ 21.91

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§ 21.91 Applicability.

This subpart prescribes procedural requirements for the approval of changes to type certificates.

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§ 21.93

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§ 21.93 Classification of changes in type design.

(a) In addition to changes in type design specified in paragraph (b) of this section, changes in type design are classified as minor and major. A “minor change” is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product. All other changes are “major changes” (except as provided in paragraph (b) of this section).

(b) For the purpose of complying with Part 36 of this chapter, and except as provided in paragraphs (b)(2), (b)(3), and (b)(4) of this section, any voluntary change in the type design of an aircraft that may increase the noise levels of that aircraft is an “acoustical change” (in addition to being a minor or major change as classified in paragraph (a) of this section) for the following aircraft:

(1) Transport category large airplanes.

(2) Jet (Turbojet powered) airplanes (regardless of category). For airplanes to which this paragraph applies, “acoustical changes” do not include changes in type design that are limited to one of the following—

(i) Gear down flight with one or more retractable landing gear down during the entire flight, or

(ii) Spare engine and nacelle carriage external to the skin of the airplane (and return of the pylon or other external mount), or

(iii) Time-limited engine and/or nacelle changes, where the change in type design specifies that the airplane may not be operated for a period of more than 90 days unless compliance with the applicable acoustical change provisions of Part 36 of this chapter is shown for that change in type design.

(3) Propeller driven commuter category and small airplanes in the primary, normal, utility, acrobatic, transport, and restricted categories, except for airplanes that are:

(i) Designated for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, effective January 1, 1966) to which § 36.1583 of this chapter does not apply, or

(ii) Designated for dispensing fire fighting materials to which § 36.1583 of this chapter does not apply, or

(iii) U.S. registered, and that had flight time prior to January 1, 1955 or

(iv) Land configured aircraft reconfigured with floats or skis. This reconfiguration does not permit further exception from the requirements of this section upon any acoustical change not enumerated in § 21.93(b) .

(4) Helicopters except:

(i) Those helicopters that are designated exclusively:

(A) For “agricultural aircraft operations”, as defined in § 137.3 of this chapter, as effective on January 1, 1966;

(B) For dispensing fire fighting materials; or

(C) For carrying external loads, as defined in § 133.1(b) of this chapter, as effective on December 20, 1976.

(ii) Those helicopters modified by installation or removal of external equipment. For purposes of this paragraph, “external equipment” means any instrument , mechanism, part, apparatus, appurtenance, or accessory that is attached to, or extends from, the helicopter exterior but is not used nor is intended to be used in operating or controlling a helicopter in flight and is not part of an airframe or engine. An “acoustical change” does not include:

(A) Addition or removal of external equipment;

(B) Changes in the airframe made to accommodate the addition or removal of external equipment, to provide for an external load attaching means, to facilitate the use of external equipment or external loads , or to facilitate the safe operation of the helicopter with external equipment mounted to, or external loads carried by, the helicopter ;

(C) Reconfiguration of the helicopter by the addition or removal of floats and skis;

(D) Flight with one or more doors and/or windows removed or in an open position; or

(E) Any changes in the operational limitations placed on the helicopter as a consequence of the addition or removal of external equipment, floats, and skis, or flight operations with doors and/or windows removed or in an open position.

(5) Tiltrotors.

(c) For purposes of complying with part 34 of this chapter, any voluntary change in the type design of the airplane or engine which may increase fuel venting or exhaust emissions is an “emissions change.”

(d) For the purpose of maintaining compliance with part 38 of this chapter, any voluntary change in the type design of an airplane that may increase the fuel efficiency metric value or the MTOM of that airplane is a “fuel efficiency change”, in addition to being a minor or major change as classified in paragraph (a) of this section.

[Amdt. 21-27, 34 FR 18363 , Nov. 18, 1969]

Editorial Note:

For Federal Register citations affecting § 21.93 , see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

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§ 21.95

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§ 21.95 Approval of minor changes in type design.

Minor changes in a type design may be approved under a method acceptable to the FAA before submitting to the FAA any substantiating or descriptive data.

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§ 21.97

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§ 21.97 Approval of major changes in type design.

(a) An applicant for approval of a major change in type design must—

(1) Provide substantiating data and necessary descriptive data for inclusion in the type design;

(2) Show that the change and areas affected by the change comply with the applicable requirements of this subchapter, and provide the FAA the means by which such compliance has been shown; and

(3) Provide a statement certifying that the applicant has complied with the applicable requirements.

(b) Approval of a major change in the type design of an aircraft engine is limited to the specific engine configuration upon which the change is made unless the applicant identifies in the necessary descriptive data for inclusion in the type design the other configurations of the same engine type for which approval is requested and shows that the change is compatible with the other configurations.

[Amdt. 21-40, 39 FR 35459 , Oct. 1, 1974, as amended by Amdt. 21-92, 74 FR 53387 , Oct. 16, 2009; Amdt. 21-96, 77 FR 71695 , Dec. 4, 2012]

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§ 21.99

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§ 21.99 Required design changes.

(a) When an Airworthiness Directive is issued under Part 39 the holder of the type certificate for the product concerned must—

(1) If the FAA finds that design changes are necessary to correct the unsafe condition of the product, and upon his request, submit appropriate design changes for approval; and

(2) Upon approval of the design changes, make available the descriptive data covering the changes to all operators of products previously certificated under the type certificate.

(b) In a case where there are no current unsafe conditions, but the FAA or the holder of the type certificate finds through service experience that changes in type design will contribute to the safety of the product, the holder of the type certificate may submit appropriate design changes for approval. Upon approval of the changes, the manufacturer must make information on the design changes available to all operators of the same type of product.

§ 21.101

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§ 21.101 Designation of applicable regulations.

(a) An applicant for a change to a type certificate must show that the change and areas affected by the change comply with the airworthiness requirements applicable to the category of the product in effect on the date of the application for the change and with parts 34, 36, and 38 of this chapter. Exceptions are detailed in paragraphs (b) and (c) of this section.

(b) Except as provided in paragraph (g) of this section, if paragraphs (b)(1), (2), or (3) of this section apply, an applicant may show that the change and areas affected by the change comply with an earlier amendment of a regulation required by paragraph (a) of this section, and of any other regulation the FAA finds is directly related. However, the earlier amended regulation may not precede either the corresponding regulation included by reference in the type certificate, or any regulation in §§ 25.2 , 27.2 , or 29.2 of this chapter that is related to the change. The applicant may show compliance with an earlier amendment of a regulation for any of the following:

(1) A change that the FAA finds not to be significant. In determining whether a specific change is significant, the FAA considers the change in context with all previous relevant design changes and all related revisions to the applicable regulations incorporated in the type certificate for the product. Changes that meet one of the following criteria are automatically considered significant:

(i) The general configuration or the principles of construction are not retained.

(ii) The assumptions used for certification of the product to be changed do not remain valid.

(2) Each area, system, component, equipment, or appliance that the FAA finds is not affected by the change.

(3) Each area, system, component, equipment, or appliance that is affected by the change, for which the FAA finds that compliance with a regulation described in paragraph (a) of this section would not contribute materially to the level of safety of the product or would be impractical.

(c) An applicant for a change to an aircraft (other than a rotorcraft) of 6,000 pounds or less maximum weight, to a non-turbine rotorcraft of 3,000 pounds or less maximum weight, to a level 1 low-speed airplane , or to a level 2 low-speed airplane may show that the change and areas affected by the change comply with the regulations included in the type certificate. However, if the FAA finds that the change is significant in an area, the FAA may designate compliance with an amendment to the regulation incorporated by reference in the type certificate that applies to the change and any regulation that the FAA finds is directly related, unless the FAA also finds that compliance with that amendment or regulation would not contribute materially to the level of safety of the product or would be impractical.

(d) If the FAA finds that the regulations in effect on the date of the application for the change do not provide adequate standards with respect to the proposed change because of a novel or unusual design feature, the applicant must also comply with special conditions, and amendments to those special conditions, prescribed under the provisions of § 21.16 , to provide a level of safety equal to that established by the regulations in effect on the date of the application for the change.

(e) An application for a change to a type certificate for a transport category aircraft is effective for 5 years, and an application for a change to any other type certificate is effective for 3 years. If the change has not been approved, or if it is clear that it will not be approved under the time limit established under this paragraph, the applicant may do either of the following:

(1) File a new application for a change to the type certificate and comply with all the provisions of paragraph (a) of this section applicable to an original application for a change.

(2) File for an extension of the original application and comply with the provisions of paragraph (a) of this section. The applicant must then select a new application date. The new application date may not precede the date the change is approved by more than the time period established under this paragraph (e).

(f) For aircraft certificated under §§ 21.17(b) , 21.24, 21.25, and 21.27 the airworthiness requirements applicable to the category of the product in effect on the date of the application for the change include each airworthiness requirement that the FAA finds to be appropriate for the type certification of the aircraft in accordance with those sections.

(g) Notwithstanding paragraph (b) of this section, for transport category airplanes, the applicant must show compliance with each applicable provision of part 26 of this chapter, unless the applicant has elected or was required to comply with a corresponding amendment to part 25 of this chapter that was issued on or after the date of the applicable part 26 provision.

§ 21.111

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§ 21.111 Applicability.

This subpart prescribes procedural requirements for the issue of supplemental type certificates.

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§ 21.115

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§ 21.115 Applicable requirements.

(a) Each applicant for a supplemental type certificate must show that the altered product meets applicable requirements specified in § 21.101 and—

(1) In the case of an acoustical change described in § 21.93(b) , show compliance with the applicable noise requirements of part 36 of this chapter;

(2) In the case of an emissions change described in § 21.93(c) , show compliance with the applicable fuel venting and exhaust emissions requirements of part 34 of this chapter; and

(3) In the case of a fuel efficiency change described in § 21.93(d) , show compliance with the applicable fuel efficiency requirements of part 38 of this chapter.

(b) Each applicant for a supplemental type certificate must meet §§ 21.33 and 21.53 with respect to each change in the type design.

[Amdt. 21-17, 32 FR 14927 , Oct. 28, 1967, as amended by Amdt. 21-42, 40 FR 1033 , Jan. 6, 1975; Amdt. 21-52A, 45 FR 79009 , Nov. 28, 1980; Amdt. 21-61, 53 FR 3540 , Feb. 5, 1988; Amdt. 21-68, 55 FR 32860 , Aug. 10, 1990; Amdt. 21-71, 57 FR 42854 , Sept. 16, 1992; Amdt. 21-77, 65 FR 36266 , June 7, 2000; Amdt. No. 21-107, 89 FR 12653 , Feb. 16, 2024]

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§ 21.117

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§ 21.117 Issue of supplemental type certificates.

(a) An applicant is entitled to a supplemental type certificate if the FAA finds that the applicant meets the requirements of §§ 21.113 and 21.115.

(b) A supplemental type certificate consists of—

(1) The approval by the FAA of a change in the type design of the product; and

(2) The type certificate previously issued for the product.

§ 21.119

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§ 21.119 Privileges.

The holder of a supplemental type certificate may—

(a) In the case of aircraft , obtain airworthiness certificates;

(b) In the case of other products, obtain approval for installation on certificated aircraft ; and

(c) Obtain a production certificate in accordance with the requirements of subpart G of this part for the change in the type design approved by the supplemental type certificate.

§ 21.120

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§ 21.120 Responsibility of supplemental type certificate holders to provide written permission for alterations.

A supplemental type certificate holder who allows a person to use the supplemental type certificate to alter an aircraft , aircraft engine , or propeller must provide that person with written permission acceptable to the FAA .

§ 21.121

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§ 21.121 Applicability.

This subpart prescribes rules for production under a type certificate.

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§ 21.122

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§ 21.122 Location of or change to manufacturing facilities.

(a) A type certificate holder may utilize manufacturing facilities located outside of the United States if the FAA finds no undue burden in administering the applicable requirements of Title 49 U.S.C. and this subchapter.

(b) The type certificate holder must obtain FAA approval before making any changes to the location of any of its manufacturing facilities.

(c) The type certificate holder must immediately notify the FAA , in writing, of any change to the manufacturing facilities that may affect the inspection, conformity, or airworthiness of its product or article.

§ 21.123

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§ 21.123 Production under type certificate.

Each manufacturer of a product being manufactured under a type certificate must—

(a) Maintain at the place of manufacture all information and data specified in §§ 21.31 and 21.41;

(b) Make each product and article thereof available for inspection by the FAA ;

(c) Maintain records of the completion of all inspections and tests required by §§ 21.127 , 21.128, and 21.129 for at least 5 years for the products and articles thereof manufactured under the approval and at least 10 years for critical components identified under § 45.15(c) of this chapter;

(d) Allow the FAA to make any inspection or test, including any inspection or test at a supplier facility, necessary to determine compliance with this subchapter;

(e) Mark the product in accordance with part 45 of this chapter, including any critical parts;

(f) Identify any portion of that product ( e.g., sub-assemblies, component parts, or replacement articles) that leave the manufacturer's facility as FAA approved with the manufacturer's part number and name, trademark, symbol, or other FAA -approved manufacturer's identification; and

(g) Except as otherwise authorized by the FAA , obtain a production certificate for that product in accordance with subpart G of this part within 6 months after the date of issuance of the type certificate.

§ 21.127

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§ 21.127 Tests: aircraft .

(a) Each person manufacturing aircraft under a type certificate must establish an approved production flight test procedure and flight check-off form, and in accordance with that form, flight test each aircraft produced.

(b) Each production flight test procedure must include the following:

(1) An operational check of the trim, controllability, or other flight characteristics to establish that the production aircraft has the same range and degree of control as the prototype aircraft .

(2) An operational check of each part or system operated by the crew while in flight to establish that, during flight, instrument readings are within normal range.

(3) A determination that all instruments are properly marked, and that all placards and required flight manuals are installed after flight test.

(4) A check of the operational characteristics of the aircraft on the ground.

(5) A check on any other items peculiar to the aircraft being tested that can best be done during the ground or flight operation of the aircraft .

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§ 21.128

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§ 21.128 Tests: aircraft engines.

(a) Each person manufacturing aircraft engines under a type certificate must subject each engine (except rocket engines for which the manufacturer must establish a sampling technique) to an acceptable test run that includes the following:

(1) Break-in runs that include a determination of fuel and oil consumption and a determination of power characteristics at rated maximum continuous power or thrust and, if applicable, at rated takeoff power or thrust.

(2) At least five hours of operation at rated maximum continuous power or thrust. For engines having a rated takeoff power or thrust higher than rated maximum continuous power or thrust, the five-hour run must include 30 minutes at rated takeoff power or thrust.

(b) The test runs required by paragraph (a) of this section may be made with the engine appropriately mounted and using current types of power and thrust measuring equipment.

§ 21.129

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§ 21.129 Tests: propellers.

Each person manufacturing propellers under a type certificate must give each variable pitch propeller an acceptable functional test to determine if it operates properly throughout the normal range of operation.

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§ 21.130

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§ 21.130 Statement of conformity.

Each holder or licensee of a type certificate who manufactures a product under this subpart must provide, in a form and manner acceptable to the FAA , a statement that the product for which the type certificate has been issued conforms to its type certificate and is in a condition for safe operation.

§ 21.131

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§ 21.131 Applicability.

This subpart prescribes—

(a) Procedural requirements for issuing production certificates; and

(b) Rules governing holders of those certificates.

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§ 21.132

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§ 21.132 Eligibility.

Any person may apply for a production certificate if that person holds, for the product concerned—

(a) A current type certificate,

(b) A supplemental type certificate, or

(c) Rights to the benefits of that type certificate or supplemental type certificate under a licensing agreement.

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§ 21.135

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§ 21.135 Organization.

(a) Each applicant for or holder of a production certificate must provide the FAA with a document—

(1) Describing how its organization will ensure compliance with the provisions of this subpart;

(2) Describing assigned responsibilities, delegated authorities, and the functional relationship of those responsible for quality to management and other organizational components; and

(3) Identifying an accountable manager.

(b) The accountable manager specified in paragraph (a) of this section must be responsible within the applicant's or production approval holder's organization for, and have authority over, all production operations conducted under this part. The accountable manager must confirm that the procedures described in the quality manual required by § 21.138 are in place and that the production approval holder satisfies the requirements of the applicable regulations of subchapter C, Aircraft . The accountable manager must serve as the primary contact with the FAA .

(c) Each applicant for or holder of a production certificate, except those based only on a supplemental type certificate or on the rights to the benefits of a supplemental type certificate under a licensing agreement, must meet the applicable requirements of part 5 of this chapter.

§ 21.137

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§ 21.137 Quality system.

Each applicant for or holder of a production certificate must establish and describe in writing a quality system that ensures that each product and article conforms to its approved design and is in a condition for safe operation. This quality system must include:

(a) Design data control. Procedures for controlling design data and subsequent changes to ensure that only current, correct, and approved data is used.

(b) Document control. Procedures for controlling quality system documents and data and subsequent changes to ensure that only current, correct, and approved documents and data are used.

(c) Supplier control. Procedures that—

(1) Ensure that each supplier-provided product, article, or service conforms to the production approval holder's requirements; and

(2) Establish a supplier-reporting process for products, articles, or services that have been released from or provided by the supplier and subsequently found not to conform to the production approval holder's requirements.

(d) Manufacturing process control. Procedures for controlling manufacturing processes to ensure that each product and article conforms to its approved design.

(e) Inspecting and testing. Procedures for inspections and tests used to ensure that each product and article conforms to its approved design. These procedures must include the following, as applicable:

(1) A flight test of each aircraft produced unless that aircraft will be exported as an unassembled aircraft .

(2) A functional test of each aircraft engine and each propeller produced.

(f) Inspection, measuring, and test equipment control. Procedures to ensure calibration and control of all inspection, measuring, and test equipment used in determining conformity of each product and article to its approved design. Each calibration standard must be traceable to a standard acceptable to the FAA .

(g) Inspection and test status. Procedures for documenting the inspection and test status of products and articles supplied or manufactured to the approved design.

(h) Nonconforming product and article control.

(1) Procedures to ensure that only products or articles that conform to their approved design are installed on a type-certificated product. These procedures must provide for the identification, documentation, evaluation, segregation, and disposition of nonconforming products and articles. Only authorized individuals may make disposition determinations.

(2) Procedures to ensure that discarded articles are rendered unusable.

(i) Corrective and preventive actions. Procedures for implementing corrective and preventive actions to eliminate the causes of an actual or potential nonconformity to the approved design or noncompliance with the approved quality system.

(j) Handling and storage. Procedures to prevent damage and deterioration of each product and article during handling, storage, preservation, and packaging.

(k) Control of quality records. Procedures for identifying, storing, protecting, retrieving, and retaining quality records. A production approval holder must retain these records for at least 5 years for the products and articles manufactured under the approval and at least 10 years for critical components identified under § 45.15(c) of this chapter.

(l) Internal audits. Procedures for planning, conducting, and documenting internal audits to ensure compliance with the approved quality system. The procedures must include reporting results of internal audits to the manager responsible for implementing corrective and preventive actions.

(m) In-service feedback. Procedures for receiving and processing feedback on in-service failures, malfunctions, and defects. These procedures must include a process for assisting the design approval holder to—

(1) Address any in-service problem involving design changes; and

(2) Determine if any changes to the Instructions for Continued Airworthiness are necessary.

(n) Quality escapes. Procedures for identifying, analyzing, and initiating appropriate corrective action for products or articles that have been released from the quality system and that do not conform to the applicable design data or quality system requirements.

(o) Issuing authorized release documents. Procedures for issuing authorized release documents for aircraft engines, propellers, and articles if the production approval holder intends to issue those documents. These procedures must provide for the selection, appointment, training, management, and removal of individuals authorized by the production approval holder to issue authorized release documents. Authorized release documents may be issued for new aircraft engines, propellers, and articles manufactured by the production approval holder; and for used aircraft engines, propellers, and articles when rebuilt, or altered, in accordance with § 43.3(j) of this chapter. When a production approval holder issues an authorized release document for the purpose of export, the production approval holder must comply with the procedures applicable to the export of new and used aircraft engines, propellers, and articles specified in § 21.331 and the responsibilities of exporters specified in § 21.335.

[Docket No. FAA -2006-25877, Amdt. 21-92, 74 FR 53387 , Oct. 16, 2009, as amended by Doc. No. FAA -2013-0933, Amdt. 21-98, 80 FR 59031 , Oct. 1, 2015; Amdt. 21-98A, 80 FR 59031 , Dec. 17, 2015]

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§ 21.138

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§ 21.138 Quality manual.

Each applicant for or holder of a production certificate must provide a manual describing its quality system to the FAA for approval. The manual must be in the English language and retrievable in a form acceptable to the FAA .

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§ 21.139

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§ 21.139 Location of or change to manufacturing facilities.

(a) An applicant may obtain a production certificate for manufacturing facilities located outside of the United States if the FAA finds no undue burden in administering the applicable requirements of Title 49 U.S.C. and this subchapter.

(b) The production certificate holder must obtain FAA approval before making any changes to the location of any of its manufacturing facilities.

(c) The production certificate holder must immediately notify the FAA , in writing, of any change to the manufacturing facilities that may affect the inspection, conformity, or airworthiness of its product or article.

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§ 21.141

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§ 21.141 Issuance.

The FAA issues a production certificate after finding that the applicant complies with the requirements of this subpart.

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§ 21.142

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§ 21.142 Production limitation record.

The FAA issues a production limitation record as part of a production certificate. The record lists the type certificate number and model of every product that the production certificate holder is authorized to manufacture, and identifies every interface component that the production certificate holder is authorized to manufacture and install under this part.

§ 21.143

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§ 21.143 Duration.

A production certificate is effective until surrendered, suspended, revoked, or the FAA otherwise establishes a termination date.

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§ 21.144

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§ 21.144 Transferability.

The holder of a production certificate may not transfer the production certificate.

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§ 21.145

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§ 21.145 Privileges.

(a) The holder of a production certificate may—

(1) Obtain an aircraft airworthiness certificate without further showing, except that the FAA may inspect the aircraft for conformity with the type design; or

(2) In the case of other products, obtain approval from the FAA for installation on type-certificated aircraft .

(b) Notwithstanding the provisions of § 147.3 of this chapter, the holder of a production certificate for a primary category aircraft , or for a normal, utility, or acrobatic category aircraft of a type design that is eligible for a special airworthiness certificate in the primary category under § 21.184(c), may—

(1) Conduct training for persons in the performance of a special inspection and preventive maintenance program approved as a part of the aircraft 's type design under § 21.24(b) , provided a person holding a mechanic certificate with appropriate airframe and powerplant ratings issued under part 65 of this chapter gives the training; and

(2) Issue a certificate of competency to persons successfully completing the approved training program, provided the certificate specifies the aircraft make and model to which the certificate applies.

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§ 21.146

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§ 21.146 Responsibility of holder.

The holder of a production certificate must—

(a) Amend the document required by § 21.135 as necessary to reflect changes in the organization and provide these amendments to the FAA .

(b) Maintain the quality system in compliance with the data and procedures approved for the production certificate;

(c) Ensure that each completed product or article for which a production certificate has been issued, including primary category aircraft assembled under a production certificate by another person from a kit provided by the holder of the production certificate, presented for airworthiness certification or approval conforms to its approved design and is in a condition for safe operation;

(d) Mark the product or article for which a certificate or approval has been issued. Marking must be in accordance with part 45 of this chapter, including any critical parts;

(e) Identify any portion of the product or article (e.g., sub-assemblies, component parts, or replacement articles) that leave the manufacturer's facility as FAA approved with the manufacturer's part number and name, trademark, symbol, or other FAA approved manufacturer's identification;

(f) Have access to type design data necessary to determine conformity and airworthiness for each product and article produced under the production certificate;

(g) Retain its production certificate and make it available to the FAA upon request; and

(h) Make available to the FAA information regarding all delegation of authority to suppliers.

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§ 21.147

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§ 21.147 Amendment of production certificates.

(a) A holder of a production certificate must apply for an amendment to a production certificate in a form and manner prescribed by the FAA .

(b) An applicant for an amendment to a production certificate to add a type certificate or model, or both, must comply with §§ 21.135(c) , 21.137, 21.138, and 21.150.

(c) An applicant may apply to amend its production limitation record to allow the manufacture and installation of an interface component , provided—

(1) The applicant owns or has a license to use the design and installation data for the interface component and makes that data available to the FAA upon request;

(2) The applicant manufactures the interface component ;

(3) The applicant's product conforms to its approved type design and the interface component conforms to its approved type design;

(4) The assembled product with the installed interface component is in a condition for safe operation; and

(5) The applicant complies with any other conditions and limitations the FAA considers necessary.

§ 21.150

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§ 21.150 Changes in quality system.

After the issuance of a production certificate—

(a) Each change to the quality system is subject to review by the FAA ; and

(b) The holder of a production certificate must immediately notify the FAA , in writing, of any change that may affect the inspection, conformity, or airworthiness of its product or article.

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§ 21.171

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§ 21.171 Applicability.

This subpart prescribes procedural requirements for the issue of airworthiness certificates.

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§ 21.173

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§ 21.173 Eligibility.

Any registered owner of a U.S.-registered aircraft (or the agent of the owner) may apply for an airworthiness certificate for that aircraft . An application for an airworthiness certificate must be made in a form and manner acceptable to the FAA , and may be submitted to any FAA office.

[Amdt. 21-26, 34 FR 15244 , Sept. 30, 1969]

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§ 21.175

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§ 21.175 Airworthiness certificates: classification.

(a) Standard airworthiness certificates are airworthiness certificates issued for aircraft type certificated:

(1) In the normal, utility, acrobatic, commuter, or transport category;

(2) As manned free balloons; or

(3) As special classes of aircraft .

(b) Special airworthiness certificates are airworthiness certificates issued for:

(1) Aircraft type-certificated in the primary, restricted, provisional, or limited category;

(2) Aircraft certificated in the light-sport category;

(3) Aircraft operating for an experimental purpose; or

(4) Aircraft operating under a special flight permit.

[Docket No. FAA -2023-1377, Amdt. 21-109, 90 FR 35205 , July 24, 2025]

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§ 21.179

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§ 21.179 Transferability.

An airworthiness certificate is transferred with the aircraft .

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§ 21.181

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§ 21.181 Duration.

(a) Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the FAA , airworthiness certificates are effective as long as the aircraft is registered in the United States and as follows:

(1) Standard airworthiness certificates and special airworthiness certificates issued for aircraft certificated in the primary, restricted, or limited category are effective as long as the maintenance , preventive maintenance , and alterations are performed in accordance with parts 43 and 91 of this chapter.

(2) A special flight permit is effective for the period of time specified in the permit.

(3) A special airworthiness certificate in the light-sport category is effective as long as—

(i) The aircraft meets the definition of a light-sport aircraft ;

(ii) The aircraft conforms to its original configuration, except for those alterations performed in accordance with an applicable consensus standard and authorized by the aircraft 's manufacturer or a person acceptable to the FAA ; and

(iii) The aircraft has no unsafe condition and is not likely to develop an unsafe condition.

(4) The duration of an experimental airworthiness certificate issued for research and development, showing compliance with regulations, crew training, or market survey is effective for 3 years from the date of issue or renewal unless the FAA prescribes a shorter period.

(5) The duration of an experimental airworthiness certificate issued for exhibition, air-racing, operating amateur-built aircraft , operating primary kit-built aircraft , operating light-sport aircraft , operating light-sport category kit-built aircraft , operating former light-sport category aircraft is unlimited, unless the FAA establishes a specific period for good cause.

(b) The owner, operator, or bailee of the aircraft must, upon request, make it available for inspection by the FAA .

(c) Upon suspension, revocation, or termination by order of the FAA of an airworthiness certificate, the owner, operator, or bailee of an aircraft must, upon request, surrender the certificate to the FAA .

[Amdt. 21-21, 33 FR 6858 , May 7, 1968, as amended by Amdt. 21-49, 44 FR 46781 , Aug. 9, 1979; Amdt. 21-70, 57 FR 41368 , Sept. 9, 1992; Amdt. 21-85, 69 FR 44861 , July 27, 2004; Amdt. 21-109, 90 FR 35205 , July 24, 2025]

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§ 21.182

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§ 21.182 Aircraft identification.

(a) Except as provided in paragraph (b) of this section, each applicant for an airworthiness certificate under this subpart must show that his aircraft is identified as prescribed in § 45.11.

(b) Paragraph (a) of this section does not apply to applicants for the following:

(1) A special flight permit.

(2) An experimental certificate for an aircraft not issued for the purpose of operating amateur-built aircraft , operating primary kit-built aircraft , or operating light-sport aircraft .

(3) A change from one airworthiness classification to another, for an aircraft already identified as prescribed in § 45.11 .

[Amdt. 21-13, 32 FR 188 , Jan. 10, 1967, as amended by Amdt. 21-51, 45 FR 60170 , Sept. 11, 1980; Amdt. 21-70, 57 FR 41368 , Sept. 9, 1992; Amdt. 21-85, 69 FR 44862 , July 27, 2004]

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§ 21.183

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§ 21.183 Issue of standard airworthiness certificates for normal, utility, acrobatic, commuter, and transport category aircraft ; manned free balloons; and special classes of aircraft .

(a) New aircraft manufactured under a production certificate. An applicant for a standard airworthiness certificate for a new aircraft manufactured under a production certificate is entitled to a standard airworthiness certificate without further showing, except that the FAA may inspect the aircraft to determine conformity to the type design and condition for safe operation.

(b) New aircraft manufactured under type certificate. An applicant for a standard airworthiness certificate for a new aircraft manufactured under a type certificate is entitled to a standard airworthiness certificate upon presentation, by the holder or licensee of the type certificate, of the statement of conformity prescribed in § 21.130 if the FAA finds after inspection that the aircraft conforms to the type design and is in condition for safe operation.

(c) Import aircraft. An applicant for a standard airworthiness certificate for an import aircraft is entitled to that certificate if—

(1) The aircraft is type certificated in accordance with § 21.21 or § 21.29 and produced under the authority of another State of Manufacture;

(2) The State of Manufacture certifies, in accordance with the export provisions of an agreement with the United States for import of that aircraft , that the aircraft conforms to the type design and is in condition for safe operation; and

(3) The FAA finds that the aircraft conforms to the type design and is in condition for safe operation.

(d) Used aircraft and surplus aircraft of the U.S. Armed Forces. An applicant for a standard airworthiness certificate for a used aircraft or surplus aircraft of the U.S. Armed Forces is entitled to a standard airworthiness certificate if—

(1) The applicant presents evidence to the FAA that the aircraft conforms to a type design approved under a type certificate or a supplemental type certificate and to applicable Airworthiness Directives;

(2) The aircraft (except an experimentally certificated aircraft that previously had been issued a different airworthiness certificate under this section) has been inspected in accordance with the performance rules for 100-hour inspections set forth in § 43.15 of this chapter, or an equivalent performance standard acceptable to the FAA , and found airworthy by—

(i) The manufacturer;

(ii) The holder of a repair station certificate as provided in Part 145 of this chapter;

(iii) The holder of a mechanic certificate as authorized in Part 65 of this chapter;

(iv) The holder of a certificate issued under part 121 of this chapter, and having a maintenance and inspection organization appropriate to the aircraft type; or

(v) A foreign maintenance organization appropriately certificated by an exporting authority with whose country the United States has a bilateral agreement that includes acceptance of this aircraft category by the United States for import. An acceptable inspection must have been completed while the aircraft was operated on the registry of the exporting authority and within 60 days of submitting the application for a United States airworthiness certificate;

(3) The FAA finds after inspection, that the aircraft conforms to the type design, and is in condition for safe operation.

(e) Noise requirements. Notwithstanding all other provisions of this section, the following must be complied with for the original issuance of a standard airworthiness certificate:

(1) For transport category large airplanes and jet (turbojet powered) airplanes that have not had any flight time before the dates specified in § 36.1(d) , no standard airworthiness certificate is originally issued under this section unless the FAA finds that the type design complies with the noise requirements in § 36.1(d) in addition to the applicable airworthiness requirements in this section. For import airplanes , compliance with this paragraph is shown if the country in which the airplane was manufactured certifies, and the FAA finds, that § 36.1(d) (or the applicable airplane noise requirements of the country in which the airplane was manufactured and any other requirements the FAA may prescribe to provide noise levels no greater than those provided by compliance with § 36.1(d) ) and paragraph (c) of this section are complied with.

(2) For normal, utility, acrobatic, commuter, or transport category propeller driven small airplanes (except for those airplanes that are designed for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, as effective on January 1, 1966) or for dispensing fire fighting materials to which § 36.1583 of this chapter does not apply) that have not had any flight time before the applicable date specified in part 36 of this chapter, no standard airworthiness certificate is originally issued under this section unless the applicant shows that the type design complies with the applicable noise requirements of part 36 of this chapter in addition to the applicable airworthiness requirements in this section. For import airplanes , compliance with this paragraph is shown if the country in which the airplane was manufactured certifies, and the FAA finds, that the applicable requirements of part of this chapter (or the applicable airplane noise requirements of the country in which the airplane was manufactured and any other requirements the FAA may prescribe to provide noise levels no greater than those provided by compliance with the applicable requirements of part 36 of this chapter) and paragraph (c) of this section are complied with.

(f) Passenger emergency exit requirements. Notwithstanding all other provisions of this section, each applicant for issuance of a standard airworthiness certificate for a transport category airplane manufactured after October 16, 1987, must show that the airplane meets the requirements of § 25.807(c)(7) in effect on July 24, 1989. For the purposes of this paragraph, the date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA -approved type design data.

(g) Fuel venting and exhaust emission requirements. Notwithstanding all other provisions of this section, and irrespective of the date of application, no airworthiness certificate is issued, on and after the dates specified in part 34 for the airplanes specified therein, unless the airplane complies with the applicable requirements of that part.

(h) New aircraft manufactured under the provisions of § 21.6(b) . An applicant for a standard airworthiness certificate for a new aircraft manufactured under the provisions of § 21.6(b) is entitled to a standard airworthiness certificate if—

(1) The applicant presents evidence to the FAA that the aircraft conforms to a type design approved under a type certificate or supplemental type certificate and to applicable Airworthiness Directives;

(2) The aircraft has been inspected in accordance with the performance rules for a 100-hour inspections set forth in § 43.15 of this chapter and found airworthy by a person specified in paragraph (d)(2) of this section; and

(3) The FAA finds after inspection, that the aircraft conforms to the type design, and is in condition for safe operation.

(i) [Reserved]

(j) Fuel efficiency requirements. No original standard airworthiness certificate may be issued under this section unless the applicant has demonstrated that the type design complies with the applicable fuel efficiency requirements of part 38 of this chapter.

[Amdt. 21-17, 32 FR 14927 , Oct. 28, 1967]

Editorial Note:

For Federal Register citations affecting § 21.183 , see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.govinfo.gov.

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§ 21.184

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§ 21.184 Issue of special airworthiness certificates for primary category aircraft .

(a) New primary category aircraft manufactured under a production certificate. An applicant for an original, special airworthiness certificate-primary category for a new aircraft that meets the criteria of § 21.24(a)(1) , manufactured under a production certificate, including aircraft assembled by another person from a kit provided by the holder of the production certificate and under the supervision and quality control of that holder, is entitled to a special airworthiness certificate without further showing, except that the FAA may inspect the aircraft to determine conformity to the type design and condition for safe operation.

(b) Imported aircraft. An applicant for a special airworthiness certificate-primary category for an imported aircraft type certificated under § 21.29 is entitled to a special airworthiness certificate if the civil airworthiness authority of the country in which the aircraft was manufactured certifies, and the FAA finds after inspection, that the aircraft conforms to an approved type design that meets the criteria of § 21.24(a)(1) and is in a condition for safe operation.

(c) Aircraft having a current standard airworthiness certificate. An applicant for a special airworthiness certificate-primary category, for an aircraft having a current standard airworthiness certificate that meets the criteria of § 21.24(a)(1) , may obtain the primary category certificate in exchange for its standard airworthiness certificate through the supplemental type certification process. For the purposes of this paragraph, a current standard airworthiness certificate means that the aircraft conforms to its approved normal, utility, or acrobatic type design, complies with all applicable airworthiness directives, has been inspected and found airworthy within the last 12 calendar months in accordance with § 91.409(a)(1) of this chapter, and is found to be in a condition for safe operation by the FAA .

(d) Other aircraft. An applicant for a special airworthiness certificate-primary category for an aircraft that meets the criteria of § 21.24(a)(1) , and is not covered by paragraph (a), (b), or (c) of this section, is entitled to a special airworthiness certificate if—

(1) The applicant presents evidence to the FAA that the aircraft conforms to an approved primary, normal, utility, or acrobatic type design, including compliance with all applicable airworthiness directives;

(2) The aircraft has been inspected and found airworthy within the past 12 calendar months in accordance with § 91.409(a)(1) of this chapter and;

(3) The aircraft is found by the FAA to conform to an approved type design and to be in a condition for safe operation.

(e) Multiple-category airworthiness certificates in the primary category and any other category will not be issued; a primary category aircraft may hold only one airworthiness certificate.

§ 21.185

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§ 21.185 Issue of airworthiness certificates for restricted category aircraft .

(a) Aircraft manufactured under a production certificate or type certificate. An applicant for a restricted category airworthiness certificate for an aircraft type certificated in the restricted category, that was not previously type certificated in any other category, must comply with § 21.183(a) or (b), as applicable. A used aircraft must conform to its type certificate and be in a condition for safe operation.

(b) Other aircraft. An applicant for an airworthiness certificate in the restricted category is entitled to an airworthiness certificate if—

(1) The aircraft is type certificated for a special purpose operation in the restricted category;

(2) The aircraft was—

(i) Manufactured in accordance with the requirements of, and accepted for use by, the U.S. Armed Forces and has a service history with the U.S. Armed Forces acceptable to the FAA ; or

(ii) Previously type certificated in another category; and

(3) The aircraft has been inspected by the FAA and found by him to be in a good state of preservation and repair and in a condition for safe operation.

(c) Import aircraft. An applicant for the original issue of a special airworthiness certificate for a restricted category import aircraft is entitled to that certificate if—

(1) The aircraft is type-certificated in accordance with § 21.25 or § 21.29 and produced under the authority of another State of Manufacture;

(2) The State of Manufacture certifies, in accordance with the export provisions of an agreement with the United States for import of that aircraft that the aircraft conforms to the type design and is in condition for safe operation; and

(3) The FAA finds that the aircraft conforms to the type design and is in condition for safe operation.

(d) Noise requirements. For propeller -driven small airplanes (except airplanes designed for “agricultural aircraft operations,” as defined in § 137.3 of this chapter, as effective on January 1, 1966, or for dispensing fire fighting materials) that have not had any flight time before the applicable date specified in Part 36 of this chapter, and notwithstanding the other provisions of this section, no original restricted category airworthiness certificate is issued under this section unless the FAA finds that the type design complies with the applicable noise requirements of Part 36 of this chapter in addition to the applicable airworthiness requirements of this section. For import airplanes , compliance with this paragraph is shown if the country in which the airplane was manufactured certifies, and the FAA finds, that the applicable requirements of Part 36 of this chapter (or the applicable airplane noise requirements of the country in which the airplane was manufactured and any other requirements the FAA may prescribe to provide noise levels no greater than those provided by compliance with the applicable requirements of Part 36 of this chapter) and paragraph (c) of this section are complied with.

[Amdt. 21-10, 31 FR 9211 , July 6, 1966, as amended by Amdt. 21-32, 35 FR 10202 , June 23, 1970; Amdt. 21-42, 40 FR 1034 , Jan. 6, 1975; Amdt. 21-92, 74 FR 53389 , Oct. 16, 2009; Amdt. 21-92, 74 FR 53389 , Oct. 16, 2009; Amdt. 21-92A, 75 FR 9095 , Mar. 1, 2010; Amdt. 21-109, 90 FR 35206 , July 24, 2025]

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§ 21.187

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§ 21.187 Issue of multiple airworthiness certifications for restricted category aircraft .

(a) An applicant for an airworthiness certificate in the restricted category, and in one or more other categories except primary category, is entitled to the certificate, if—

(1) The applicant shows compliance with the requirements for each category, when the aircraft is in the configuration for that category;

(2) The applicant shows that the aircraft can be converted from one category to another by removing or adding equipment by simple mechanical means;

(3) The aircraft complies with the applicable requirements of part 34 of this subchapter; and

(4) The airplane complies with the applicable requirements of part 38 of this subchapter.

(b) The operator of an aircraft certificated under this section must have the aircraft inspected by the FAA , or by a certificated mechanic with an appropriate airframe rating , to determine airworthiness each time the aircraft is converted from the restricted category to another category for the carriage of passengers for compensation or hire, unless the FAA finds this unnecessary for safety in a particular case.

(c) The aircraft complies with the applicable requirements of part 34.

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§ 21.190 Issue of a special airworthiness certificate for a light-sport category aircraft .

(a) Purpose. The FAA issues a special airworthiness certificate in the light-sport category to operate a light-sport aircraft , other than a gyroplane .

(b) Eligibility. To be eligible for a special airworthiness certificate in the light-sport category:

(1) An applicant must provide the FAA with—

(i) The aircraft 's operating instructions;

(ii) The aircraft 's maintenance and inspection procedures;

(iii) The manufacturer's statement of compliance as described in paragraph (c) of this section; and

(iv) The aircraft 's flight training supplement.

(2) The aircraft must not have been previously issued a standard, primary, restricted, limited, or provisional airworthiness certificate, or an equivalent airworthiness certificate issued by a foreign civil aviation authority.

(3) The aircraft must be inspected by the FAA and found to be in a condition for safe operation.

(c) Manufacturer's statement of compliance for light-sport category aircraft. The manufacturer's statement of compliance required in paragraph (b)(1)(iii) of this section must—

(1) Identify the aircraft by make and model, serial number, class, date of manufacture, and consensus standard used;

(2) State that the aircraft meets the provisions of the identified consensus standard;

(3) State that the aircraft conforms to the manufacturer's design data, using the manufacturer's quality assurance system that meets the identified consensus standard;

(4) State that the manufacturer will make available to any interested person the following documents that meet the identified consensus standard:

(i) The aircraft 's operating instructions.

(ii) The aircraft 's maintenance and inspection procedures.

(iii) The aircraft 's flight training supplement.

(5) State that the manufacturer will monitor and correct safety-of-flight issues through the issuance of safety directives and a continued airworthiness system that meets the identified consensus standard;

(6) State that at the request of the FAA , the manufacturer will provide unrestricted access to its facilities; and

(7) State that the manufacturer, in accordance with a production acceptance test procedure that meets an applicable consensus standard has—

(i) Ground and flight tested the aircraft ;

(ii) Found the aircraft performance acceptable; and

(iii) Determined that the aircraft is in a condition for safe operation.

(d) Light-sport aircraft manufactured outside the United States. For aircraft manufactured outside of the United States to be eligible for a special airworthiness certificate in the light-sport category, an applicant must meet the requirements of paragraph (b) of this section and provide to the FAA evidence that—

(1) The aircraft was manufactured in a country with which the United States has a Bilateral Airworthiness Agreement concerning airplanes or Bilateral Aviation Safety Agreement with associated Implementation Procedures for Airworthiness concerning airplanes , or an equivalent airworthiness agreement; and

(2) The aircraft is eligible for an airworthiness certificate, flight authorization, or other similar certification in its country of manufacture.

[Amdt. 21-85, 69 FR 44862 , July 27, 2004]

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§ 21.191

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§ 21.191 Issue of experimental airworthiness certificates.

Experimental airworthiness certificates are issued for the following experimental purposes:

(a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new aircraft operating techniques, or new uses for aircraft .

(b) Showing compliance with regulations. Conducting flight tests and other operations to show compliance with the airworthiness regulations including flights to show compliance for issuance of type and supplemental type certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliability requirements of the regulations.

(c) Crew training. Training of the applicant's flight crews.

(d) Exhibition. Exhibiting the aircraft 's flight capabilities, performance, or unusual characteristics at air shows, motion picture, television, and similar productions, and the maintenance of exhibition flight proficiency, including (for persons exhibiting aircraft) flying to and from such air shows and productions.

(e) Air racing. Participating in air races, including (for such participants) practicing for such air races and flying to and from racing events.

(f) Market surveys. Use of aircraft for purposes of conducting market surveys, sales demonstrations, and customer crew training only as provided in § 21.195 .

(g) Operating amateur-built aircraft. Operating an aircraft the major portion of which has been fabricated and assembled by persons who undertook the construction project solely for their own education or recreation.

(h) Operating primary kit-built aircraft. Operating a primary category aircraft that meets the criteria of § 21.24(a)(1) that was assembled by a person from a kit manufactured by the holder of a production certificate for that kit, without the supervision and quality control of the production certificate holder under § 21.184(a) .

(i) Operating light-sport aircraft. Operating a light-sport aircraft that—

(1) Has not been issued a U.S. or foreign airworthiness certificate and does not meet the provisions of § 103.1 of this chapter. An experimental airworthiness certificate will not be issued under this paragraph (i) for these aircraft after January 31, 2008;

(2) Has been assembled—

(i) From an aircraft kit; and

(ii) In accordance with manufacturer's assembly instructions that meet an applicable consensus standard; and

(iii) An experimental airworthiness certificate will not be issued under this paragraph (i)(2) for these aircraft after October 22, 2025; or

(3) Has been previously issued a special airworthiness certificate in the light-sport category under § 21.190 . An experimental airworthiness certificate will not be issued under this paragraph for these aircraft after October 22, 2025.

(j) [Reserved]

(k) Operating light-sport category kit-built aircraft. Operating an aircraft of a type that has been certificated under § 21.190 and assembled from an aircraft kit in accordance with manufacturer's assembly instructions that meet an applicable FAA -accepted consensus standard.

(l) Operating former light-sport category aircraft. Operating an aircraft that previously has been issued a special airworthiness certificate in the light-sport category under § 21.190 .

[Amdt. 21-21, 38 FR 6858 , May 7, 1968, as amended by Amdt. 21-57, 49 FR 39651 , Oct. 9, 1984; Amdt. 21-70, 57 FR 41369 , Sept. 9, 1992; Amdt. 21-85, 69 FR 44862 , July 27, 2004; Amdt. 21-85, 69 FR 53336 , Sept. 1, 2004; Amdt. 21-109, 90 FR 35207 , July 24, 2025]

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§ 21.193

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§ 21.193 Experimental airworthiness certificates: General.

An applicant for an experimental certificate must submit the following information:

(a) A statement, in a form and manner prescribed by the FAA setting forth the purpose for which the aircraft is to be used.

(b) Enough data (such as photographs) to identify the aircraft .

(c) Upon inspection of the aircraft , any pertinent information found necessary by the FAA to safeguard the general public.

(d) In the case of an aircraft to be used for experimental purposes—

(1) The purpose of the experiment;

(2) The estimated time or number of flights required for the experiment;

(3) The areas over which the experiment will be conducted; and

(4) Except for aircraft converted from a previously certificated type without appreciable change in the external configuration, three-view drawings or three-view dimensioned photographs of the aircraft .

(e) In the case of a light-sport aircraft assembled from a kit to be certificated in accordance with § 21.191(k) , an applicant must provide the following:

(1) Evidence that an aircraft of the same make and model was manufactured and assembled by the aircraft kit manufacturer and issued a special airworthiness certificate in the light-sport category.

(2) The aircraft 's operating instructions.

(3) The aircraft 's maintenance and inspection procedures.

(4) The manufacturer's statement of compliance for the aircraft kit used in the aircraft assembly that meets § 21.190(c) , except that instead of meeting § 21.190(c)(7) , the statement must identify assembly instructions for the aircraft that meet an applicable consensus standard.

(5) The aircraft 's flight training supplement.

(6) In addition to paragraphs (e)(1) through (e)(5) of this section, for an aircraft kit manufactured outside of the United States , evidence that the aircraft kit was manufactured in a country with which the United States has a Bilateral Airworthiness Agreement concerning airplanes or a Bilateral Aviation Safety Agreement with associated Implementation Procedures for Airworthiness concerning airplanes , or an equivalent airworthiness agreement.

§ 21.195

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§ 21.195 Experimental airworthiness certificates: Aircraft to be used for market surveys, sales demonstrations, and customer crew training.

(a) A manufacturer of aircraft manufactured within the United States may apply for an experimental airworthiness certificate for an aircraft that is to be used for market surveys, sales demonstrations, or customer crew training.

(b) A manufacturer of an aircraft engine manufactured by him within the United States , that has altered a type certificated aircraft by installing an engine it has manufactured, may apply for an experimental airworthiness certificate for that aircraft to be used for market surveys, sales demonstrations, or customer crew training, if the basic aircraft , before alteration, was type certificated in the normal, utility, acrobatic, commuter, transport, primary, or restricted category.

(c) A person who has altered the design of a type certificated aircraft may apply for an experimental airworthiness certificate for an altered aircraft to be used for market surveys, sales demonstrations, or customer crew training, if the basic aircraft , before alteration, was type certificated in the normal, utility, acrobatic, commuter, transport, primary, or restricted category.

(d) An applicant for an experimental airworthiness certificate under paragraph (a), (b), or (c) of this section is entitled to that certificate if, in addition to meeting the requirements of § 21.193 —

(1) He has established an inspection and maintenance program for the continued airworthiness of the aircraft ; and

(2) The applicant shows that the aircraft has been flown for at least 50 hours, or for at least 5 hours if it is a type certificated aircraft which has been altered. FAA may reduce these operational requirements if the applicant provides adequate justification.

[Docket No. FAA -2023-1377, Amdt. 21-109, 90 FR 35208 , July 24, 2025]

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§ 21.197

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§ 21.197 Special flight permits.

(a) A special flight permit may be issued for an aircraft that may not currently meet applicable airworthiness requirements but is capable of safe flight, for the following purposes:

(1) Flying the aircraft to a base where repairs, alterations, or maintenance are to be performed, or to a point of storage.

(2) Delivering or exporting the aircraft .

(3) Production flight testing new production aircraft .

(4) Evacuating aircraft from areas of impending danger.

(5) Conducting customer demonstration flights in new production aircraft that have satisfactorily completed production flight tests.

(b) A special flight permit may also be issued to authorize the operation of an aircraft at a weight in excess of its maximum certificated takeoff weight for flight beyond the normal range over water, or over land areas where adequate landing facilities or appropriate fuel is not available. The excess weight that may be authorized under this paragraph is limited to the additional fuel, fuel-carrying facilities, and navigation equipment necessary for the flight.

(c) Upon application, as prescribed in §§ 91.1017 or 119.51 of this chapter, a special flight permit with a continuing authorization may be issued for aircraft that may not meet applicable airworthiness requirements, but are capable of safe flight for the purpose of flying aircraft to a base where maintenance or alterations are to be performed. The permit issued under this paragraph is an authorization, including conditions and limitations for flight, which is set forth in the certificate holder's operations specifications. The permit issued under this paragraph may be issued to—

(1) Certificate holders authorized to conduct operations under part 119 of this chapter, that have an approved program for continuing flight authorization; or

(2) Management specification holders authorized to conduct operations under part 91, subpart K of this chapter for those aircraft they operate and maintain under a continuous airworthiness maintenance program prescribed by § 91.1411 of this chapter.

§ 21.199

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§ 21.199 Issue of special flight permits.

(a) Except as provided in § 21.197(c) , an applicant for a special flight permit must submit a statement in a form and manner prescribed by the FAA , indicating—

(1) The purpose of the flight.

(2) The proposed itinerary.

(3) The crew required to operate the aircraft and its equipment, e.g., pilot, co-pilot, navigator, etc.

(4) The ways, if any, in which the aircraft does not comply with the applicable airworthiness requirements.

(5) Any restriction the applicant considers necessary for safe operation of the aircraft .

(6) Any other information considered necessary by the FAA for the purpose of prescribing operating limitations.

(b) The FAA may make, or require the applicant to make appropriate inspections or tests necessary for safety.

§ 21.211

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§ 21.211 Applicability.

This subpart prescribes procedural requirements for the issue of provisional airworthiness certificates.

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§ 21.213

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§ 21.213 Eligibility.

(a) A manufacturer who is a United States citizen may apply for a Class I or Class II provisional airworthiness certificate for aircraft manufactured by him within the U.S.

(b) Any holder of an air carrier operating certificate under Part 121 of this chapter who is a United States citizen may apply for a Class II provisional airworthiness certificate for transport category aircraft that meet either of the following:

(1) The aircraft has a current Class II provisional type certificate or an amendment thereto.

(2) The aircraft has a current provisional amendment to a type certificate that was preceded by a corresponding Class II provisional type certificate.

(c) An aircraft engine manufacturer who is a United States citizen and who has altered a type certificated aircraft by installing different type certificated engines, manufactured by him within the United States , may apply for a Class I provisional airworthiness certificate for that aircraft , if the basic aircraft , before alteration, was type certificated in the normal, utility, acrobatic, commuter, or transport category.

§ 21.215

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§ 21.215 Application.

Applications for provisional airworthiness certificates must be submitted to the FAA . The application must be accompanied by the pertinent information specified in this subpart.

[Amdt. 21-67, 54 FR 39291 , Sept. 25, 1989; 54 FR 52872 , Dec. 22, 1989; Doc. No. FAA -2018-0119, Amdt. 21-101, 83 FR 9169 , Mar. 5, 2018]

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§ 21.217

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§ 21.217 Duration.

Unless sooner surrendered, superseded, revoked, or otherwise terminated, provisional airworthiness certificates are effective for the duration of the corresponding provisional type certificate, amendment to a provisional type certificate, or provisional amendment to the type certificate.

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§ 21.219

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§ 21.219 Transferability.

Class I provisional airworthiness certificates are not transferable. Class II provisional airworthiness certificates may be transferred to an air carrier eligible to apply for a certificate under § 21.213(b) .

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§ 21.221

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§ 21.221 Class I provisional airworthiness certificates.

(a) Except as provided in § 21.225 , an applicant is entitled to a Class I provisional airworthiness certificate for an aircraft for which a Class I provisional type certificate has been issued if—

(1) He meets the eligibility requirements of § 21.213 and he complies with this section; and

(2) The FAA finds that there is no feature, characteristic or condition of the aircraft that would make the aircraft unsafe when operated in accordance with the limitations established in §§ 21.81(e) and 91.317 of this subchapter.

(b) The manufacturer must hold a provisional type certificate for the aircraft .

(c) The manufacturer must submit a statement that the aircraft conforms to the type design corresponding to the provisional type certificate and has been found by him to be in safe operating condition under all applicable limitations.

(d) The aircraft must be flown at least five hours by the manufacturer.

(e) The aircraft must be supplied with a provisional aircraft flight manual or other document and appropriate placards containing the limitations established by §§ 21.81(e) and 91.317.

§ 21.223

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§ 21.223 Class II provisional airworthiness certificates.

(a) Except as provided in § 21.225 , an applicant is entitled to a Class II provisional airworthiness certificate for an aircraft for which a Class II provisional type certificate has been issued if—

(1) He meets the eligibility requirements of § 21.213 and he complies with this section; and

(2) The FAA finds that there is no feature, characteristic, or condition of the aircraft that would make the aircraft unsafe when operated in accordance with the limitations established in §§ 21.83(h) , 91.317 , and 121.207 of this chapter.

(b) The applicant must show that a Class II provisional type certificate for the aircraft has been issued to the manufacturer.

(c) The applicant must submit a statement by the manufacturer that the aircraft has been manufactured under a quality system adequate to ensure that the aircraft conforms to the type design corresponding with the provisional type certificate.

(d) The applicant must submit a statement that the aircraft has been found by him to be in a safe operating condition under the applicable limitations.

(e) The aircraft must be flown at least five hours by the manufacturer.

(f) The aircraft must be supplied with a provisional aircraft flight manual containing the limitations established by §§ 21.83(h) , 91.317 , and 121.207 of this chapter.

§ 21.225

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§ 21.225 Provisional airworthiness certificates corresponding with provisional amendments to type certificates.

(a) An applicant is entitled to a Class I or a Class II provisional airworthiness certificate, for an aircraft , for which a provisional amendment to the type certificate has been issued, if—

(1) He meets the eligibility requirements of § 21.213 and he complies with this section; and

(2) The FAA finds that there is no feature, characteristic, or condition of the aircraft , as modified in accordance with the provisionally amended type certificate, that would make the aircraft unsafe when operated in accordance with the applicable limitations established in §§ 21.85(g) , 91.317 , and 121.207 of this chapter.

(b) The applicant must show that the modification was made under a quality system adequate to ensure that the modification conforms to the provisionally amended type certificate.

(c) The applicant must submit a statement that the aircraft has been found by him to be in a safe operating condition under the applicable limitations.

(d) The aircraft must be flown at least five hours by the manufacturer.

(e) The aircraft must be supplied with a provisional aircraft flight manual or other document and appropriate placards containing the limitations required by §§ 21.85(g) , 91.317 , and 121.207 of this chapter.

§ 21.301

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§ 21.301 Applicability.

This subpart prescribes—

(a) Procedural requirements for issuing PMAs; and

(b) Rules governing holders of PMAs.

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§ 21.303

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§ 21.303 Application.

(a) The applicant for a PMA must apply in a form and manner prescribed by the FAA , and include the following:

(1) The identity of the product on which the article is to be installed.

(2) The name and address of the manufacturing facilities at which these articles are to be manufactured.

(3) The design of the article, which consists of—

(i) Drawings and specifications necessary to show the configuration of the article; and

(ii) Information on dimensions, materials, and processes necessary to define the structural strength of the article.

(4) Test reports and computations necessary to show that the design of the article meets the airworthiness requirements of this subchapter. The test reports and computations must be applicable to the product on which the article is to be installed, unless the applicant shows that the design of the article is identical to the design of a article that is covered under a type certificate. If the design of the article was obtained by a licensing agreement, the applicant must provide evidence of that agreement.

(5) An applicant for a PMA based on test reports and computations must provide a statement certifying that the applicant has complied with the airworthiness requirements of this subchapter.

(b) Each applicant for a PMA must make all inspections and tests necessary to determine—

(1) Compliance with the applicable airworthiness requirements;

(2) That materials conform to the specifications in the design;

(3) That the article conforms to its approved design; and

(4) That the manufacturing processes, construction, and assembly conform to those specified in the design.

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§ 21.305

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§ 21.305 Organization.

(a) Each applicant for or holder of a PMA must provide the FAA with a document—

(1) Describing how its organization will ensure compliance with the provisions of this subpart;

(2) Describing assigned responsibilities, delegated authorities, and the functional relationship of those responsible for quality to management and other organizational components; and

(3) Identifying an accountable manager.

(b) The accountable manager specified in paragraph (a) of this section must be responsible within the applicant's or production approval holder's organization for, and have authority over, all production operations conducted under this part. The accountable manager must confirm that the procedures described in the quality manual required by § 21.308 are in place and that the production approval holder satisfies the requirements of the applicable regulations of subchapter C, Aircraft . The accountable manager must serve as the primary contact with the FAA .

§ 21.307

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§ 21.307 Quality system.

Each applicant for or holder of a PMA must establish a quality system that meets the requirements of § 21.137 .

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§ 21.308

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§ 21.308 Quality manual.

Each applicant for or holder of a PMA must provide a manual describing its quality system to the FAA for approval. The manual must be in the English language and retrievable in a form acceptable to the FAA .

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§ 21.309

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§ 21.309 Location of or change to manufacturing facilities.

(a) An applicant may obtain a PMA for manufacturing facilities located outside of the United States if the FAA finds no undue burden in administering the applicable requirements of Title 49 U.S.C. and this subchapter.

(b) The PMA holder must obtain FAA approval before making any changes to the location of any of its manufacturing facilities.

(c) The PMA holder must immediately notify the FAA , in writing, of any change to the manufacturing facilities that may affect the inspection, conformity, or airworthiness of its PMA article.

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§ 21.310

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§ 21.310 Inspections and tests.

(a) Each applicant for or holder of a PMA must allow the FAA to inspect its quality system, facilities, technical data, and any manufactured articles and witness any tests, including any inspections or tests at a supplier facility, necessary to determine compliance with this subchapter.

(b) Unless otherwise authorized by the FAA , the applicant or holder—

(1) May not present any article to the FAA for an inspection or test unless compliance with § 21.303(b)(2) through (4) has been shown for that article; and

(2) May not make any change to an article between the time that compliance with § 21.303(b)(2) through (4) is shown for that article and the time that the article is presented to the FAA for the inspection or test.

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§ 21.311

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§ 21.311 Issuance.

The FAA issues a PMA after finding that the applicant complies with the requirements of this subpart and the design complies with the requirements of this chapter applicable to the product on which the article is to be installed.

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§ 21.313

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§ 21.313 Duration.

A PMA is effective until surrendered, withdrawn, or the FAA otherwise terminates it.

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§ 21.314

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§ 21.314 Transferability.

The holder of a PMA may not transfer the PMA .

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§ 21.316

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§ 21.316 Responsibility of holder.

Each holder of a PMA must—

(a) Amend the document required by § 21.305 as necessary to reflect changes in the organization and provide these amendments to the FAA ;

(b) Maintain the quality system in compliance with the data and procedures approved for the PMA ;

(c) Ensure that each PMA article conforms to its approved design and is in a condition for safe operation;

(d) Mark the PMA article for which an approval has been issued. Marking must be in accordance with part 45 of this chapter, including any critical parts;

(e) Identify any portion of the PMA article ( e.g., sub-assemblies, component parts, or replacement articles) that leave the manufacturer's facility as FAA approved with the manufacturer's part number and name, trademark, symbol, or other FAA approved manufacturer's identification;

(f) Have access to design data necessary to determine conformity and airworthiness for each article produced under the PMA ;

(g) Retain each document granting PMA and make it available to the FAA upon request; and

(h) Make available to the FAA information regarding all delegation of authority to suppliers.

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§ 21.319

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§ 21.319 Design changes.

(a) Classification of design changes.

(1) A “minor change” to the design of an article produced under a PMA is one that has no appreciable effect on the approval basis.

(2) A “major change” to the design of an article produced under a PMA is any change that is not minor.

(b) Approval of design changes.

(1) Minor changes to the basic design of a PMA may be approved using a method acceptable to the FAA .

(2) The PMA holder must obtain FAA approval of any major change before including it in the design of an article produced under a PMA .

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§ 21.320

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§ 21.320 Changes in quality system.

After the issuance of a PMA—

(a) Each change to the quality system is subject to review by the FAA ; and

(b) The holder of the PMA must immediately notify the FAA , in writing, of any change that may affect the inspection, conformity, or airworthiness of its article.

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§ 21.321

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§ 21.321 Applicability.

This subpart prescribes—

(a) Procedural requirements for issuing export airworthiness approvals; and

(b) Rules governing the holders of those approvals.

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§ 21.325

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§ 21.325 Export airworthiness approvals.

(a) An export airworthiness approval for an aircraft is issued in the form of an export certificate of airworthiness. This certificate does not authorize operation of that aircraft .

(b) The FAA prescribes the form and manner in which an export airworthiness approval for an aircraft engine , propeller , or article is issued.

(c) If the FAA finds no undue burden in administering the applicable requirements of Title 49 U.S.C. and this subchapter, an export airworthiness approval may be issued for a product or article located outside of the United States .

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§ 21.327

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§ 21.327 Application.

(a) Any owner of a U.S.-registered aircraft (or the agent of the owner) may apply for an export certificate of airworthiness for that aircraft .

(b) Any person may apply for an export airworthiness approval for an aircraft engine , propeller , or article.

(c) Each applicant must apply in a form and manner prescribed by the FAA .

[Docket No. FAA -2023-1377, Amdt. 21-109, 90 FR 35208 , July 24, 2025]

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§ 21.329

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§ 21.329 Issuance of export certificates of airworthiness.

(a) A person may obtain from the FAA an export certificate of airworthiness for an aircraft if—

(1) A new or used aircraft manufactured under subpart F or G of this part meets the requirements under subpart H of this part for a—

(i) Standard airworthiness certificate; or

(ii) Special airworthiness certificate in either the “primary” or the “restricted” category; or

(2) A new or used aircraft not manufactured under subpart F or G of this part has a valid—

(i) Standard airworthiness certificate; or

(ii) Special airworthiness certificate in either the “primary” or the “restricted” category.

(b) An aircraft need not meet a requirement specified in paragraph (a) of this section, as applicable, if—

(1) The importing country or jurisdiction accepts, in a form and manner acceptable to the FAA , a deviation from that requirement; and

(2) The export certificate of airworthiness lists as an exception any difference between the aircraft to be exported and its type design.

[Docket No. FAA -2006-25877, Amdt. 21-92, 74 FR 53391 , Oct. 16, 2009, as amended by Amdt. 21-109, 90 FR 35208 , July 24, 2025]

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§ 21.331

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§ 21.331 Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.

(a) A person may obtain from the FAA an export airworthiness approval to export a new aircraft engine , propeller , or article that is manufactured under this part if it conforms to its approved design and is in a condition for safe operation.

(b) A new aircraft engine , propeller , or article need not meet a requirement of paragraph (a) of this section if—

(1) The importing country or jurisdiction accepts, in a form and manner acceptable to the FAA , a deviation from that requirement; and

(2) The export airworthiness approval lists as an exception any difference between the aircraft engine , propeller , or article to be exported and its approved design.

(c) A person may obtain from the FAA an export airworthiness approval to export a used aircraft engine , propeller , or article if it conforms to its approved design and is in a condition for safe operation.

(d) A used aircraft engine or propeller need not meet a requirement of paragraph (c) of this section if—

(1) The importing country or jurisdiction accepts, in a form and manner acceptable to the FAA , a deviation from that requirement; and

(2) The export airworthiness approval lists as an exception any difference between the used aircraft engine or propeller to be exported and its approved design.

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§ 21.335

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§ 21.335 Responsibilities of exporters.

Unless otherwise agreed to by the importing country or jurisdiction, each exporter must—

(a) Forward to the importing country or jurisdiction all documents specified by that country or jurisdiction;

(b) Preserve and package products and articles as necessary to protect them against corrosion and damage during transit or storage and state the duration of effectiveness of such preservation and packaging;

(c) Remove or cause to be removed any temporary installation incorporated on an aircraft for the purpose of export delivery and restore the aircraft to the approved configuration upon completion of the delivery flight;

(d) Secure all proper foreign entry clearances from all the countries or jurisdictions involved when conducting sales demonstrations or delivery flights; and

(e) When title to an aircraft passes or has passed to a foreign purchaser—

(1) Request cancellation of the U.S. registration and airworthiness certificates from the FAA , giving the date of transfer of title, and the name and address of the foreign owner;

(2) Return the Registration and Airworthiness Certificates to the FAA ; and

(3) Provide a statement to the FAA certifying that the U.S. identification and registration numbers have been removed from the aircraft in compliance with § 45.33 .

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§ 21.500

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§ 21.500 Acceptance of aircraft engines and propellers.

An aircraft engine or propeller manufactured in a foreign country or jurisdiction meets the requirements for acceptance under this subchapter if—

(a) That country or jurisdiction is subject to the provisions of an agreement with the United States for the acceptance of that product;

(b) That product is marked in accordance with part 45 of this chapter; and

(c) The holder or licensee of a U.S. type certificate for that product furnishes with each such aircraft engine or propeller imported into the United States , an export airworthiness approval issued in accordance with the provisions of that agreement certifying that the individual aircraft engine or propeller—

(1) Conforms to its U.S. type certificate and is in condition for safe operation; and

(2) Has been subjected by the manufacturer to a final operational check.

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§ 21.502

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§ 21.502 Acceptance of articles.

An article (including an article produced under a letter of TSO design approval) manufactured in a foreign country or jurisdiction meets the requirements for acceptance under this subchapter if—

(a) That country or jurisdiction is subject to the provisions of an agreement with the United States for the acceptance of that article;

(b) That article is marked in accordance with part 45 of this chapter; and

(c) An export airworthiness approval has been issued in accordance with the provisions of that agreement for that article for import into the United States .

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§ 21.601

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§ 21.601 Applicability and definitions.

(a) This subpart prescribes—

(1) Procedural requirements for issuing TSO authorizations;

(2) Rules governing the holders of TSO authorizations; and

(3) Procedural requirements for issuing letters of TSO design approval.

(b) For the purposes of this subpart—

(1) A TSO issued by the FAA is a minimum performance standard for specified articles used on civil aircraft ;

(2) A TSO authorization is an FAA design and production approval issued to the manufacturer of an article that has been found to meet a specific TSO ;

(3) A letter of TSO design approval is an FAA design approval for an article that has been found to meet a specific TSO in accordance with the procedures of § 21.621 ;

(4) An article manufactured under a TSO authorization, an FAA letter of acceptance as described in § 21.613(b) , or an article manufactured under a letter of TSO design approval described in § 21.621 is an approved article for the purpose of meeting the regulations of this chapter that require the article to be approved; and

(5) An article manufacturer is the person who controls the design and quality of the article produced (or to be produced, in the case of an application), including any related parts, processes, or services procured from an outside source.

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§ 21.603

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§ 21.603 Application.

(a) An applicant for a TSO authorization must apply in the form and manner prescribed by the FAA . The applicant must include the following documents in the application:

(1) A statement of conformance certifying that the applicant has met the requirements of this subpart and that the article concerned meets the applicable TSO that is effective on the date of application for that article.

(2) One copy of the technical data required in the applicable TSO .

(b) If the applicant anticipates a series of minor changes in accordance with § 21.619 , the applicant may set forth in its application the basic model number of the article and the part number of the components with open brackets after it to denote that suffix change letters or numbers (or combinations of them) will be added from time to time.

(c) If the application is deficient, the applicant must, when requested by the FAA , provide any additional information necessary to show compliance with this part. If the applicant fails to provide the additional information within 30 days after the FAA 's request, the FAA denies the application and notifies the applicant.

[Docket No. FAA -2006-25877, Amdt. 21-92, 74 FR 53392 , Oct. 16, 2009, as amended by Doc. No. FAA -2018-0119, Amdt. 21-101, 83 FR 9169 , Mar. 5, 2018]

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§ 21.605

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§ 21.605 Organization.

(a) Each applicant for or holder of a TSO authorization must provide the FAA with a document—

(1) Describing how its organization will ensure compliance with the provisions of this subpart;

(2) Describing assigned responsibilities, delegated authorities, and the functional relationship of those responsible for quality to management and other organizational components; and

(3) Identifying an accountable manager.

(b) The accountable manager specified in paragraph (a) of this section must be responsible within the applicant's or production approval holder's organization for, and have authority over, all production operations conducted under this part. The accountable manager must confirm that the procedures described in the quality manual required by § 21.608 are in place and that the production approval holder satisfies the requirements of the applicable regulations of subchapter C, Aircraft . The accountable manager must serve as the primary contact with the FAA .

§ 21.607

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§ 21.607 Quality system.

Each applicant for or holder of a TSO authorization must establish a quality system that meets the requirements of § 21.137 .

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§ 21.608

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§ 21.608 Quality manual.

Each applicant for or holder of a TSO authorization must provide a manual describing its quality system to the FAA for approval. The manual must be in the English language and retrievable in a form acceptable to the FAA .

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§ 21.609

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§ 21.609 Location of or change to manufacturing facilities.

(a) An applicant may obtain a TSO authorization for manufacturing facilities located outside of the United States if the FAA finds no undue burden in administering the applicable requirements of Title 49 U.S.C. and this subchapter.

(b) The TSO authorization holder must obtain FAA approval before making any changes to the location of any of its manufacturing facilities.

(c) The TSO authorization holder must immediately notify the FAA , in writing, of any change to the manufacturing facilities that may affect the inspection, conformity, or airworthiness of its product or article.

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§ 21.611

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§ 21.611 Issuance.

If the FAA finds that the applicant complies with the requirements of this subchapter, the FAA issues a TSO authorization to the applicant (including all TSO deviations granted to the applicant).

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§ 21.613

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§ 21.613 Duration.

(a) A TSO authorization or letter of TSO design approval is effective until surrendered, withdrawn, or otherwise terminated by the FAA .

(b) If a TSO is revised or canceled, the holder of an affected FAA letter of acceptance of a statement of conformance, TSO authorization, or letter of TSO design approval may continue to manufacture articles that meet the original TSO without obtaining a new acceptance, authorization, or approval but must comply with the requirements of this chapter.

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§ 21.614

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§ 21.614 Transferability.

The holder of a TSO authorization or letter of TSO design approval may not transfer the TSO authorization or letter of TSO design approval.

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§ 21.616

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§ 21.616 Responsibility of holder.

Each holder of a TSO authorization must—

(a) Amend the document required by § 21.605 as necessary to reflect changes in the organization and provide these amendments to the FAA .

(b) Maintain a quality system in compliance with the data and procedures approved for the TSO authorization;

(c) Ensure that each manufactured article conforms to its approved design, is in a condition for safe operation, and meets the applicable TSO ;

(d) Mark the TSO article for which an approval has been issued. Marking must be in accordance with part 45 of this chapter, including any critical parts;

(e) Identify any portion of the TSO article (e.g., sub-assemblies, component parts, or replacement articles) that leave the manufacturer's facility as FAA approved with the manufacturer's part number and name, trademark, symbol, or other FAA approved manufacturer's identification;

(f) Have access to design data necessary to determine conformity and airworthiness for each article produced under the TSO authorization. The manufacturer must retain this data until it no longer manufactures the article. At that time, copies of the data must be sent to the FAA ;

(g) Retain its TSO authorization and make it available to the FAA upon request; and

(h) Make available to the FAA information regarding all delegation of authority to suppliers.

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§ 21.618

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§ 21.618 Approval for deviation.

(a) Each manufacturer who requests approval to deviate from any performance standard of a TSO must show that factors or design features providing an equivalent level of safety compensate for the standards from which a deviation is requested.

(b) The manufacturer must send requests for approval to deviate, together with all pertinent data, to the FAA . If the article is manufactured under the authority of a foreign country or jurisdiction, the manufacturer must send requests for approval to deviate, together with all pertinent data, through the civil aviation authority of that country or jurisdiction to the FAA .

[Docket No. FAA -2006-25877, Amdt. 21-92, 74 FR 53392 , Oct. 16, 2009, as amended by Doc. No. FAA -2018-0119, Amdt. 21-101, 83 FR 9169 , Mar. 5, 2018]

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§ 21.619

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§ 21.619 Design changes.

(a) Minor changes by the manufacturer holding a TSO authorization. The manufacturer of an article under an authorization issued under this part may make minor design changes (any change other than a major change) without further approval by the FAA . In this case, the changed article keeps the original model number (part numbers may be used to identify minor changes) and the manufacturer must forward to the FAA , any revised data that are necessary for compliance with § 21.603(a) .

(b) Major changes by the manufacturer holding a TSO authorization. Any design change by the manufacturer extensive enough to require a substantially complete investigation to determine compliance with a TSO is a major change. Before making a major change, the manufacturer must assign a new type or model designation to the article and apply for an authorization under § 21.603 .

(c) Changes by persons other than the manufacturer. No design change by any person (other than the manufacturer who provided the statement of conformance for the article) is eligible for approval under this part unless the person seeking the approval is a manufacturer and applies under § 21.603(a) for a separate TSO authorization. Persons other than a manufacturer may obtain approval for design changes under part 43 or under the applicable airworthiness regulations of this chapter.

[Docket No. FAA -2006-25877, Amdt. 21-92, 74 FR 53392 , Oct. 16, 2009, as amended by Doc. No. FAA -2018-0119, Amdt. 21-101, 83 FR 9169 , Mar. 5, 2018; Doc. No. FAA -2022-1355, Amdt. 21-106, 87 FR 75710 , Dec. 9, 2022]

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§ 21.620

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§ 21.620 Changes in quality system.

After the issuance of a TSO authorization—

(a) Each change to the quality system is subject to review by the FAA ; and

(b) The holder of the TSO authorization must immediately notify the FAA , in writing, of any change that may affect the inspection, conformity, or airworthiness of its article.

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§ 21.621

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§ 21.621 Issue of letters of TSO design approval: Import articles.

(a) The FAA may issue a letter of TSO design approval for an article—

(1) Designed and manufactured in a foreign country or jurisdiction subject to the export provisions of an agreement with the United States for the acceptance of these articles for import; and

(2) For import into the United States if—

(i) The State of Design certifies that the article has been examined, tested, and found to meet the applicable TSO or the applicable performance standards of the State of Design and any other performance standards the FAA may prescribe to provide a level of safety equivalent to that provided by the TSO ; and

(ii) The manufacturer has provided to the FAA one copy of the technical data required in the applicable performance standard through its State of Design.

(b) The FAA issues the letter of TSO design approval that lists any deviation granted under § 21.618 .

§ 21.700

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§ 21.700 SFAR No. 111—Lavatory Oxygen Systems.

The requirements of § 121.1500 of this chapter also apply to this part.

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Part 21 — CCAR-21 产品和零部件合格审定

CCAR-21 原文

CCAR-21

来源: CAAC官网

資訊公開 - 規範性文件 功能表

民用航空器及其相關産品適航審定程式

  1. 標準適航證的申請與頒發 2.1 標準適航證的類別 (1) 運輸類：依據CCAR25或與其等效的適航標準審定或認可的航空器，包括運輸類（客運）、運輸類（貨運）、運輸類（客/貨運）。 (2) 正常類、實用類、特技類、通勤類：依據CCAR23或與其等效的適航標準審定或認可的航空器。 (3) 運輸類旋翼航空器：依據CCAR29或與其等效的適航標準審定或認可的航空器。 (4) 正常類旋翼航空器：依據CCAR27或與其等效的適航標準審定或認可的航空器。 (5) 載人自由氣球類：依據CCAR31或與其等效的適航標準審定或認可的航空器。 (6) 特殊類別：對於某些尚未頒布適航規章的航空器，依據CCAR－23、25、27、29、31、33、35中對其型號設計適用的要求，或民航總局適航審定司認為適用於該具體的設計和預期用途，且具有等效安全水準的其他適航要求審定或認可的航空器。 2.2 進口全新航空器 2.2.1 申請 (1) 申請人在航空器預計交付日期30日之前,應將航空器交付計劃及合同的“技術條款”部分提交所在地區管理局審定處備案。航空器交付狀態必須符合民航總局批准的型號設計並處於安全可用狀態。 (2) 申請人應在航空器交付前向適航審定司申請並提交以下文件： (a) 《民用航空器適航證申請書》[AAC-018] （以下簡稱《適航證申請書》）（附錄一）； (b) 航空器構型與批准或認可的型號的構型差異説明； (c) 適航審定司認為必要的其他資料。 2.2.2 受理 (1) 適航審定司收到申請書後5個工作日內,通知申請人受理意見。 (2) 適航審定司將申請人提交的《適航證申請書》[AAC-018]、構型差異説明、《民用航空器適航檢查及頒發適航證書授權聲明》[AAC-169] （附錄二）和 “簽發人”、“頒發日期”欄為空白的《民用航空器標準適航證》[AAC-023] （附錄三）交給經授權的適航監察員對航空器進行適航檢查。 2.2.3 適航檢查 (1) 適航監察員對申請適航證的航空器的適航檢查應在航空器製造、組裝或改裝現場進行。檢查按照《民用航空器適航性評審和檢查記錄單》[AAC-198] （附錄四）的內容實施。 (2) 適航檢查應當包括對航空器各種合格性證件、技術資料、持續適航文件的評審及對航空器交付時的技術狀態與批准的型號設計的符合性的檢查，至少應包括下述內容： (a) 文件記錄的評審： ⅰ.確認申請人提交的《適航證申請書》[AAC-018]填寫準確無誤； ⅱ.確認航空器（含所安裝發動機、螺旋槳）已通過型號認可審查，型號審定過程中的遺留問題已得到解決，型號認可證及其數據單、生産許可證現行有效； ⅲ.審核製造過程中的技術資料和記錄，確認航空器滿足經批准的型號設計，所有設計更改均得到批准； ⅳ.確認航空器完成所有適用的適航指令； Ⅴ.審查製造人按規定對航空器進行試飛的有關報告； Ⅵ.確認持續適航性文件的完整有效； (b) 航空器交付狀態的適航檢查； ⅰ.確認航空器國籍登記標誌及其在航空器上的噴塗符合CCAR－45的要求； ⅱ.根據型號合格證數據單確認航空器型號和型別的符合性； ⅲ.確認各系統工作正常並正確標識； ⅳ.確認航空器的各類應急、救生設備齊全,並符合民航總局的有關規定； ⅴ.確認各類警告標誌及標牌、告示等符合民航總局的有關規定。 （3）適航監察員檢查中如發現問題，應以《民用航空器適航檢查發現問題通知單》[AAC-199] （附錄五）的形式通知申請人,申請人應對所發現的問題予以糾正，糾正措施應被適航監察員所接受。 （4）檢查結束後，適航監察員應填寫《民用航空器適航性評審和檢查記錄單》[AAC-198]，在申請人的《適航證申請書》[AAC-018]上簽署意見，並完成《民用航空器適航性評審和檢查報告》[AAC-171] （附錄六）。 2.2.4 頒發證件 (1) 所申請的航空器經適航監察員檢查，在確認其符合經批准的型號設計，並處於安全可用狀態後,即可在現場簽發《民用航空器標準適航證》[AAC-023]。 (2) 當適航監察員認為有必要對標準適航證的有效期或航空器的使用進行限制時,應在向申請人頒發標準適航證之前,在標準適航證 “備註”欄內註明使用限制或有效期。 2.2.5 存檔 適航監察員應在適航證簽發後30日內，將下述文件（或複印件）報適航審定司存檔： （1）簽署適航檢查結論後的《適航證申請書》[AAC-018]原件； （2）《民用航空器適航性評審和檢查記錄單》[AAC-198]； （3）《民用航空器適航性評審和檢查報告》[AAC-171]； （4）《民用航空器國籍登記證》複印件； （5）《民用航空器標準適航證》[AAC-023]複印件； （6）《民用航空器適航檢查及頒發適航證書授權聲明》[AAC-169]複印件； （7）民用航空器未註冊/取消註冊聲明； （8）民用航空器出口適航證； （9）航空器交接文書。 2.3 進口使用過航空器 2.3.1 使用過航空器的定義 對某航空器，如滿足下列條件之一即為使用過航空器： (1) 航空器的所有權曾經被除製造廠或專門的租機公司之外的第三方所持有； (2) 航空器曾被私人擁有、出租或安排過短暫使用； (3) 曾經專門用作培訓駕駛員或參與空中出租業務； (4) 航空器所有權雖然一直被製造廠或專門的租機公司所持有，但未按規定的維護方案進行相應的維護，或累計使用超過100飛行小時或1日曆年（以先到為準）。 2.3.2 對於按照CCAR-121審定合格的國內承運人，如欲引進使用過航空器，應滿足以下要求： （1）雙邊要求 申請人從以下來源引進使用過航空器時，應滿足相應的雙邊要求： （a）從製造國引進航空器：該航空器製造國應與我國簽有航空安全協議或適航雙邊協議； （b）從非製造國引進航空器：該航空器出口國應與我國簽有相關雙邊協議。 （2）使用過航空器的履歷要求 （a）擬引進航空器，運營歷史清楚。 （b）該航空器具備完整有效的履歷和維修記錄；其維修記錄應至少保存下列資訊： ⅰ、重要改裝的批准情況及工作記錄； ⅱ、適航指令、服務通告的執行情況； ⅲ、超手冊修理記錄； ⅳ、非例行工作記錄及工作單； ⅴ、事故及重大事件記錄。 （3）使用過航空器的部件要求 （a）擬引進航空器交付前，其所有人應向國內申請人提供完整屬實的裝機清單，以使申請人全面、及時掌握該架航空器的裝機設備狀況。該裝機設備清單的內容不得少於原製造廠給出的裝機清單內容，並應包括自航空器出廠後所有更換件的記錄。 （b）裝機設備使用、維護、更換、安裝記錄必須完整、有效，具有可追溯性。 （c）對於時壽件,需有局方認可的適航批准標簽。 （d）對於其他零部件，需有適航批准標簽或局方認可的有效合格證件或可接受的證明性文件。 （4）使用過航空器的預檢要求 為準確了解航空器的狀態，在簽署購/租機合同/協議之前，申請人應派出由工程技術人員參加的檢查組對擬引進的航空器技術狀態進行預檢，必要時可聘請有關專家共同參與預檢工作。 檢查組應參照《使用過航空器預檢單》[AAC-236] （附錄七）的內容和要求，對擬引進航空器的適航文件以及實際技術狀態進行預檢，重點完成下述內容： （a） 審查擬引進航空器的構型與CAAC VTC批准構型之間的差異；以及和本公司現有相同機型之間在設備及構型上存在的差異。如存在差異，應評估上述差異對適航性的影響並提出在飛行、維修、航材等方面所需完成的工作； （b） 審查擬引進航空器在運作中是否發生過事故、重大事件，處理情況如何； （c） 審查是否做過重要改裝（如STC）及重要修理，評審相關適航批准文件及改裝、修理記錄是否完整、有效； （d） 審查時壽件的控制方式是否滿足原製造廠相關文件（如MPD）的要求，時壽件清單是否完整、有效； （e） 檢查擬引進航空器的適航指令、服務通告執行情況； （f） 檢查擬引進航空器的歷史防腐記錄，對於發生二級（包含二級）以上腐蝕的區域，需要檢查腐蝕區域的實際情況； （g） 對擬引進航空器進行外部檢查及必要的內部抽查； （h） 局方以及申請人認為有必要的預檢項目。 預檢結束後，申請人需參照《使用過航空器預檢報告》[AAC-237]（附錄八）的內容和要求完成預檢報告，報告至少對以上提到的各項內容進行説明，並對航空器的適航狀況給出明確結論。《預檢報告》和《預檢單》需隨《適航證申請書》一起提交局方。 （5）使用過航空器交付時的要求 （a）使用過航空器交付前，國內申請人應要求航空器所有人將該航空器送至CAAC批准或接受的維修單位完成一次高級別/深度檢修。 （b）交付時的檢查方案應根據航空器維修歷史、航空器自身技術狀態並結合承運人現有同型號機隊的維修管理方案來確定，應能夠保證維修方案的順利過渡。 （c）對於交付時機齡超過14年的航空器，申請人應加大結構檢查深度，如對龍骨梁、廚房和廁所下地板梁以及下貨艙底部結構的檢查。 （d）申請人應及時選派相關工程技術人員對擬交付的航空器進行現場監修，以確保相關維修和改裝工作的品質滿足適航要求。 （e）申請人應該準備好下述技術資料，以便適航監察員檢查： i、航空器、發動機、螺旋槳的日曆時間、飛行小時、飛行迴圈； ⅱ、時壽件的控制狀況； ⅲ、航空器的維護方案以及執行情況； ⅳ、適航指令和服務通告的執行情況； ⅴ、重大故障的發生與處理； ⅵ、重要改裝項目和重要修理項目的適航批准狀況； ⅶ、更換件的適航批准狀況； ⅷ、補充結構檢查方案（SSID）的執行情況； ⅸ、防腐控制方案（CPCP）的執行情況； ⅹ、機身增壓邊界結構修理評估方案（RAG）的執行情況。 2.3.3 申請 （1）申請人應在航空器預計交付日期30天之前,將航空器交付計劃及合同的“技術條款”部分提交所在地區管理局審定處備案，航空器交付狀態必須符合民航總局批准的型號設計並處於安全可用狀態。 （2）申請人應在航空器交付前向適航審定司提交以下文件： （a）《航空器適航證申請書》[AAC-018]； （b）《使用過航空器預檢單》[AAC-236]； （c）《使用過航空器預檢報告》[AAC-237]； （d）適航審定司認為必要的其他資料。 2.3.4 受理 適航審定司將按照本程式2.2.2受理申請人提出的申請並將申請人提交的文件轉給授權的適航監察員。 2.3.5 適航檢查 （1）對於使用過的航空器，適航監察員首先需對預檢報告進行評審，並制定出針對該航空器的審查計劃和檢查方案。該檢查方案應包括結構檢查項目、適航指令項目、工程指令項目、防腐項目、時壽件項目、重要結構修理和改裝項目等。這些項目可能是本次交付檢計劃維修工作中的項目，也可能是適航監察員根據對該航空器的文件審查結果、適航指令要求以及當前使用困難報告等資訊制定出的特殊檢查要求。 （2）適航檢查包括文件審查和現場檢查： （a）文件審查 適航監察員應對本程式2.3.2條（5）款（e）項中的技術文件進行審查。 （b）現場檢查 適航監察員應按照本程式2.2.3條內容及針對該航空器制定的檢查方案實施檢查。 （3）對於擬引進航空器歷史上所做過的重要改裝，應確認所有重要改裝方案已經航空器設計國適航當局的批准或認可，改裝工作是由所在國民航局批准的有資格的維修單位或改裝站實施，改裝記錄完整、有效，相關持續適航文件（如：AFM、AMM、MMEL、WBM等）已進行了補充或修訂。適航監察員應按照 《重要改裝評估單》[AAC-235] （附錄九）進行審查，對此類重要改裝以簽發標準適航證的方式予以認可。 2.3.6 頒發證件 按照本程式2.2.4對檢查合格的航空器簽署並頒發標準適航證。 2.3.7 存檔 除按照本程式2.2.5的要求將相關文件報適航審定司存檔外，還應將《重要改裝符合性評估單》[AAC-235]報適航審定司存檔。 2.4 國産全新航空器 2.4.1 申請 （1） 僅依據型號合格證（TC ONLY）生産的新航空器 除適航審定司另有規定外，申請人應向製造人所在的地區管理局審定處提出申請，並提交下述申請資料： (a)《適航證申請書》[AAC-018] ； (b)《製造符合性聲明》[AAC-037] ； (c) 局方認為必要的其他資料。 （2） 按照經批准的生産檢驗系統（APIS）製造的新航空器 除適航審定司另有規定外，申請人應向製造人所在的地區管理局審定處提出申請，並提交2.4.1條（1）款的規定的申請資料。 （3） 依據生産許可證（PC）製造的新航空器 申請人應向製造人所在的地區管理局審定處提出申請，並提交2.4.1第（1）款規定中除(b)項外的申請資料。 2.4.2 受理 地區管理局審定處在收到適航證申請書後5個工作日內，應做出是否受理的決定並通知申請人。 2.4.3 適航檢查 (1) 對僅依據型號合格證或批准的生産檢驗系統生産的新航空器，由地區管理局審定處派適航監察員對航空器的整個生産製造過程進行重點的監督和檢查。製造符合性檢查項目由適航監察員、生産檢驗委任代表和製造人的有關人員共同確定，檢查方案由地區管理局審定處參照有關的適航審定標準與確定的製造符合性檢查項目及參照《民用航空器適航性評審和檢查記錄單》[AAC-198]的有關內容制定。 (2) 對依據生産許可證製造的新航空器，地區管理局審定處可授權生産檢驗委任代表，按《民用航空器適航性評審和檢查記錄單》[AAC-198]的內容，對航空器進行適航檢查。 (3) 適航檢查應參照2.2.3的規定進行，適航檢查包括對所申請的航空器其各種合格證件、技術資料、持續適航文件的評審及對航空器交付時的技術狀態的檢查。 (4)授權的適航監察員或生産檢驗委任代表在檢查中如發現問題應參照2.2.3 第（3）款的規定以《民用航空器適航檢查發現問題通知單》[AAC-199]的形式通知申請人,申請人應對所發現的問題予以糾正，糾正措施應被授權的適航監察員或生産檢驗委任代表所接受。檢查結束後，授權的適航監察員或生産檢驗委任代表應按2.2.3第（4）款的規定填寫《民用航空器適航性評審和檢查記錄單》[AAC-198]，在申請人的《適航證申請書》[AAC-018]上簽署意見，並完成《民用航空器適航性評審和檢查報告》[AAC-171]。 2.4.4 頒發 授權的適航監察員或生産檢驗委任代表檢查並確認航空器符合經批准的型號設計，並處於安全可用狀態後,參照2.2.4的規定簽發相應類別的標準適航證。 2.4.5 存檔 授權的適航監察員或生産檢驗委任代表應在適航證簽發後10個工作日內，將下述文件報適航審定司存檔： (1) 簽署適航檢查結論後的《適航證申請書》[AAC-018]原件； (2) 《民用航空器適航性評審和檢查記錄單》[AAC-198]； (3) 《民用航空器適航性評審和檢查報告》[AAC-171]； (4) 《民用航空器國籍登記證》複印件； (5) 《民用航空器標準適航證》[AAC-023]複印件； (6) 航空器交接文書。 2.5 軍隊退役航空器轉民用（備用） 2.6 標準適航證的轉讓性和有效期 標準適航證可以隨航空器一起轉讓，在中國註冊登記期間，除非被暫停、吊銷，或局方另行規定終止日期外，航空器在按照各項規定進行維修並按照各項運作限制運作時，其適航證長期有效。 2.7 文件存檔期限 標準適航證申請書、檢查記錄和報告以及適航證件複印件均應保存至該航空器登出以後2年。
  2. 特殊適航證的申請與頒發 3.1 特殊適航證的類別 (1) 初級類：取得初級類航空器設計批准書的航空器頒發初級類特殊適航證。 (2) 限用類：取得限用類型號設計批准書的航空器以及民航總局同意的其他情況頒發限用類特殊適航證。 3.2 申請 (1) 對進口航空器特殊適航證的申請人，應參照2.2.1第(2)款的要求向適航審定司提出申請，提交相應的申請文件。 (2) 對國産航空器特殊適航證的申請人，應參照2.4.1的要求向地區管理局審定處提出申請，並提交相應的申請文件。 3.3 受理 適航審定司或地區管理局審定處收到申請書後應參照2.2.2或2.4.2的要求通知申請人受理意見。 3.4 適航檢查 (1) 經授權的適航監察員或生産檢驗委任代表參照2.2.3（1）、（2）中的適用部分，以及《民用航空器適航性評審和檢查記錄單》（特殊適航證）[AAC-201] （附錄十）的要求，對航空器進行適航檢查。 (2) 經授權的適航監察員或生産檢驗委任代表在檢查中如發現問題，應參照2.2.3第（3）款的規定以《民用航空器適航檢查發現問題通知單》[AAC-199]的形式通知申請人。申請人應對所發現的問題予以糾正，糾正措施應被適航監察員或生産檢驗委任代表所接受。 (3) 檢查結束後，適航監察員或生産檢驗委任代表應參照2.2.3第（4）款的規定填寫《民用航空器適航性評審和檢查記錄單》（特殊適航證）[AAC-201]，在《適航證申請書》上簽署意見，並完成《民用航空器適航性評審和檢查報告》[AAC-171]。 3.5 頒發 適航監察員或生産檢驗委任代表檢查並確認航空器符合經批准的型號設計，並處於安全可用狀態後,參照2.2.4的規定簽發《民用航空器特殊適航證》[AAC-231] （附錄十一）。 3.6 存檔 適航監察員或生産檢驗委任代表應參照2.2.5或2.4.5的規定要求，將存檔文件報適航審定司。 3.7 對獲得特殊適航證的航空器的基本要求和限制 3.7.1 航空器的標識要求 獲得特殊適航證的航空器，應當在航空器的主艙門入口附近或者駕駛艙附近（或按民航總局批准的位置）標記“初級類”或“限用類“字樣，該標識應採用耐久的方法附著在該航空器上並清晰可見，其字樣的尺寸大小應當在5至20釐米之間。 3.7.2 取得特殊適航證的航空器不得從事商業性載客運作。 3.8 特殊適航證的轉讓性和有效期 特殊適航證可以隨航空器一起轉讓，在中國註冊登記期間，除非被暫停、吊銷，或局方另行規定終止日期外，航空器在按照各項規定進行維修並按照各項運作限制運作時，其適航證長期有效。 3.9 文件存檔期限 特殊適航證申請書、檢查記錄和報告以及適航證件複印件均應保存至該航空器登出以後2年。
  3. 到岸恢復組裝的進口全新航空器 4.1 一般要求 4.1.1對於已取得型號認可證的、需到岸恢復組裝的航空器應滿足下列要求： (1) 不屬於按照CCAR-25部審定的運輸飛機； (2) 該航空器已具有製造國適航當局頒發的出口適航證； (3) 該航空器的到岸組裝工藝由原製造廠提供或認可； (4) 恢復組裝工作應滿足下述要求： (a) 由製造單位派人完成；或 (b) 由製造單位授權的單位或人員完成；或 (c) 由經製造單位相同機型及等級培訓合格的人員完成。 申請人首架（批）到岸恢復組裝的航空器必須在上述(a)或(b)項的條件下完成。 4.1.2航空器在完成恢復組裝後應進行功能性試飛，試飛合格後方可申請適航證。 4.1.3航空器試飛前應持有下列兩種證件之一： (1) 出口國適航當局頒發的適航性證件； (2) 按照本程式第8條相關規定頒發的特許飛行證。 4.2 適航證的申請 航空器適航證申請人應參照2.2.1的要求，向適航審定司提出申請。 4.3 受理 適航審定司收到適航證申請書後參照2.2.2的要求進行受理,並授權適航監察員對航空器進行適航檢查。 4.4 適航檢查 對於需到岸完成恢復組裝航空器的適航檢查要求如下： 4.4.1 對申請標準適航證的航空器，適航監察員應按照本程式2.2.3進行適航檢查。對申請特殊適航證的航空器，適航監察員應按照本程式3.4的要求進行適航檢查。 4.4.2 在航空器到岸恢復組裝交付前，適航監察員應在恢復組裝現場對組裝、試飛等項目進行檢查。 4.4.3 適航監察員應參照2.2.3第（3）款的規定將檢查中發現的問題以《民用航空器適航檢查發現問題通知單》[AAC-199]的形式通知申請人。申請人應對所發現的問題予以糾正，糾正措施應被適航監察員所接受。 4.4.4 檢查結束後，適航監察員應按2.2.3第（4）款的規定填寫《民用航空器適航性評審和檢查記錄單》（標準適航證）[AAC-198]，或《民用航空器適航性評審和檢查記錄單》（特殊適航證）[AAC-201]，在《適航證申請書》[AAC-018]上簽署意見，並完成《民用航空器適航性評審和檢查報告》[AAC-171]。 4.5 頒發 適航監察員檢查並確認航空器符合經批准的型號設計，並處於安全可用狀態後,即可參照2.2.4或3.5的要求籤發《民用航空器標準適航證》[AAC-023]、或《民用航空器特殊適航證》[AAC-231]。 4.6 存檔 適航監察員應在適航證簽發後30日內，參照2.2.5規定的要求，將存檔文件報適航審定司。
  4. 適航證的更換和重新頒發 5.1 適航證的更換 當發生下列情況之一時，申請人應當申請更換航空器適航證： (1) 適航證再次簽發記錄已填滿； (2) 適航證破損或丟失。 5.1.1 申請 申請人需向適航審定司提出更換適航證的申請，並提交以下文件： (1) 《適航證申請書》[AAC-018]； (2) 交回破損或再次簽發記錄已填滿的適航證； (3) 適航審定司認為必要的其他資料。 5.1.2 受理、審核和頒證 適航審定司在收到申請書後5個工作日內，對申請人提交的文件進行審核，審核合格後予以更換，並將相關文件存檔。 5.2 適航證的重新頒發 當發生下列情況之一時,申請人需申請重新頒發適航證: (1) 適航證被吊銷； (2) 適航證類別變更； (3) 航空器型號發生變化; (4) 航空器國籍登記號變更。 5.2.1申請 申請人因上述原因申請重新頒發適航證，應向所在地區管理局審定處提出申請，並提交以下相關文件： (1) 説明性信函； (2) 《適航證申請書》[AAC-018]； (3) 該航空器自上次適航證簽發後完成的各項工作的概要報告和一份清單，清單中應當列明各項工作記錄，歷次重大檢修的內容，已經執行的和尚未執行的適航指令、服務通告和類似文件的工作情況記錄以及重要設備、部件、零件的更換記錄； (4) 航空器的機體、發動機、螺旋槳等的使用時間(自開始使用或者自上次修理或翻修後)； (5) 該航空器最近一次的重量和平衡報告，包括稱重記錄和重心圖表以及航空器的基本設備清單； (6) 必要的驗證性試飛報告； (7) 航空器適航證被吊銷後所採取糾正措施的文件； (8) 申請更改的適航證類別的有關説明性文件及相應的技術資料； (9) 局方認為必要的其他資料。 5.2.2 受理 地區管理局審定處在收到申請人的申請書後5個工作日內，做出是否受理的決定並通知申請人。 5.2.3 適航檢查 地區管理局審定處應派適航監察員對申請人提交的申請文件進行評估，如有必要應參照本程式2.2.3和3.4中適用的要求進行適航檢查, 在《適航證申請書》[AAC-018]內簽署適航檢查結論，並完成相應的檢查報告。 5.2.4 頒發 適航審定司在審核經地區管理局審定處簽署適航檢查結論的《適航證申請書》[AAC-018]、《航空器適航性評審和檢查報告》[AAC-171]（如對航空器進行適航檢查）後,認為航空器處於安全可用狀態後,重新頒發航空器適航證，並將相關文件存檔。
  5. 出口適航批准 6.1 一般要求 6.1.1 出口民用航空産品分類 出口民用航空産品分為以下三類： (1) 第Ⅰ類産品：已具有型號合格證或型號設計批准書的完整的航空器、航空發動機、螺旋槳； (2) 第Ⅱ類産品：其破損會危及I類産品安全的主要部件，如機翼、機身、起落架、動力傳動裝置、操縱面等，以及按照民航總局頒布的技術標準規定（CTSOA）所生産的民用航空器上的材料、零部件和機載設備； (3) 第Ⅲ類産品：Ⅰ、Ⅱ類産品以外的民用航空産品，包括按照民航總局適航審定部門可以接受的技術標準製造的標準件。 6.1.2 出口適航批准證書 民用航空産品出口適航批准證書包括以下兩種形式： (1) 出口適航證：用於批准Ⅰ類産品的出口，此種證書不得作為批准航空器運作的文件； (2) 適航批准標簽：用於批准Ⅱ、Ⅲ類産品的出口。 6.1.3 申請人的資格要求 (1) 任何出口人或其授權的代表可以申請第Ⅰ類或第Ⅱ類産品的出口適航證或者適航批准標簽。 (2) 持有下列證件之一的製造人可以申請第Ⅲ類産品的適航批准標簽： (a) 生産許可證； (b) 生産檢驗系統批准書； (c) 零部件製造人批准書； (d) 技術標準規定項目批准書。 6.1.4 申請人的責任 (1) 申請人應確認擬出口的民用航空産品是否滿足進口國的特殊要求； (2) 向進口國適航當局提供出口産品正常運作所需的文件和資料，例如飛行手冊、維護手冊、安裝説明書等，以及進口國特殊要求中規定的其他資料。産品出口人為製造人的，還應當提供上述資料後續的更改版； (3) 出口産品用於銷售表演和交付飛行的，應當向有關國家申請入境許可證； (4) 向外國購買人轉讓航空器的所有權後，應當： (a) 向局方申請登出並交還被轉讓航空器的國籍登記證和適航證，並且説明所有權轉讓日期和外國受讓人的名稱和地址； (b) 按照有關規定從被轉讓航空器上除去中國國籍標誌和註冊號。 6.2 國産Ⅰ類産品的出口 6.2.1 申請 申請人應向製造人所在地區管理局審定處提出申請，並提交以下文件： (1) 《民用航空産品出口適航批准申請書》[AAC－233] （附錄十二）； (2) 《製造符合性聲明》[AAC-037] (如適用)； (3) 出口産品如不符合進口方的特殊要求或不符合CCAR-21中21.329條關於頒發出口適航證的相關要求，則應當提交進口方適航當局的認可聲明。 6.2.2 受理 地區管理局審定處在收到申請書後5個工作日內，應做出是否受理的決定並通知申請人。 6.2.3 適航檢查 對於申請出口的航空器、發動機、螺旋槳，適航監察員或授權的的生産檢驗委任代表應按照《民用航空産品出口適航檢查單》[AAC－234] （附錄十三） 進行檢查。在確認其符合規定的型號設計, 滿足進口國的特殊要求，處於安全可用狀態後，在申請書上簽署適航檢查結論，並填寫檢查記錄。 檢查至少應包括： (1) 持續適航文件的完整性（如適用）； (2) 滿足進口國適航當局特殊要求的情況。 6.2.4 頒發 申請人將已簽署適航檢查結論的申請書提交適航審定司，經適航審定司審核確認該航空器、航空發動機或螺旋槳符合適用的適航規章要求，並滿足進口國適航當局的各種特殊要求後，頒發《出口適航證》[AAC－157] （附錄十四）。 6.3 國産Ⅱ、Ⅲ類航空産品的出口 6.3.1 申請 申請人應向所在的地區管理局審定處提出申請，提交以下文件： （1）《民用航空産品出口適航批准申請書》[AAC－233] ； （2）出口産品如不符合進口方的特殊要求或不符合CCAR-21中21.329條關於頒發適航批准標簽的相關要求，則應當提交進口方適航當局的認可聲明。 6.3.2 受理 地區管理局審定處在收到申請書後5個工作日內，應做出是否受理的決定並通知申請人。 6.3.3 適航檢查 授權的適航監察員或生産檢驗委任代表應參照《民用航空産品出口適航檢查單》[AAC－234] 的要求進行檢查，在申請書上簽署適航檢查結論，並填寫檢查記錄。 適航檢查至少應包括： （1）持續適航文件的完整性（如適用）。 （2） 滿足進口國適航當局特殊要求的情況。 6.3.4 頒發 授權的適航監察員或生産檢驗委任代表，確認該航空産品符合經批准的設計和有關的適航要求，並滿足進口國適航當局的特殊要求後頒發《適航批准標簽》[AAC－038] （附錄十五）。 6.4 使用過航空器的出口 6.4.1 申請 申請人應向所在地區管理局審定處提交： （1）《民用航空産品出口適航批准申請書》[AAC－233] ； （2）滿足進口國適航當局各種特殊要求的説明。 6.4.2 受理 地區管理局審定處在收到申請書後5個工作日內，應做出是否受理的決定並通知申請人。 6.4.3 適航檢查 對於使用過的航空器，經授權的適航監察員，按下述要求進行適航檢查： （1） 確認該航空器完成了規定的檢查，符合有關的持續適航要求； （2）確認符合進口國適航當局的特殊要求。如發現有不符合進口國適航當局特殊要求的情況，申請人必須給出糾正措施或取得進口國適航當局出具的認可聲明； （3）檢查結束後適航監察員應在申請書上簽署適航檢查結論，並填寫檢查記錄。 6.4.4 頒發 適航審定司在審核經簽署的《民用航空産品出口適航批准申請書》[AAC－233]，確認該産品符合適用的適航規章要求，並滿足進口國適航當局的特殊要求後，頒發出口適航證[AAC－157]。
  6. 外國航空器適航證認可書 7.1 一般要求 7.1.1 申請外國航空器適航證認可書的民用航空器，必須具有現行有效的外國國籍登記證和適航證，且其型號已經適航審定司認可。 7.1.2 合法佔有、使用上述外國民用航空器的中國使用人，可以申請該航空器的外國適航證認可書。 7.2 申請 申請人應向所在地區管理局審定處提出申請，並提交以下資料： (1) 《外國民用航空器適航證認可書申請書》[AAC-081] （附錄十六）； (2) 外國適航當局證明該航空器適航證現行有效的證明文件； (3) 外國適航證、國籍登記證、無線電臺執照副本； (4) 航空器滿足適用的適航指令的聲明和所完成適航指令清單； (5) 局方認為必要的其他資料。 7.3 受理 地區管理局審定處應在收到申請資料後5個工作日內審核資料，做出是否受理的決定並通知申請人。 7.4 適航檢查 經授權的適航監察員，按照《外國民用航空器適航證認可檢查記錄單》[AAC－207] （附錄十七），在交付現場對該航空器進行檢查。檢查結束後，適航監察員應在檢查記錄單上填寫檢查記錄，在申請書內簽署適航檢查結論。 7.5 頒發 適航審定司在審核經簽署的《外國民用航空器適航證認可書申請書》[AAC－081]，《外國民用航空器適航認可檢查記錄單》[AAC－207]，確認該航空器符合適用的適航規章要求，並處於安全可用狀態後頒發《外國民用航空器適航證認可書》[AAC-082]（ 附錄十八）。 7.6 存檔 適航監察員應在適航證認可書籤發後30日內，將下述文件報適航審定司存檔。 (1)《外國民用航空器適航證認可書申請書》[AAC-081]； (2)《外國民用航空器適航認可檢查記錄單》[AAC-207]； (3) 外國適航當局證明該航空器適航證現行有效的證明文件； (4) 外國適航證、國籍登記證、無線電臺執照複印件； (5) 適航證認可書複印件。 7.7 適航證認可書的有效期 適航證認可書的有效期從頒發之日起至外國適航證有效期滿，或租賃合同到期為止，以先到為準，但不超過1年。 7.8 適航證認可書的重新頒發 適航證認可書有效期滿後可按第7條的規定重新申請。
  7. 特許飛行證 8.1 一般要求 （1）對於尚未取得有效適航證或目前可能不符合有關適航要求，但在一定限制條件下能安全飛行的航空器可申請特許飛行證。 （2）申請特許飛行證的航空器應滿足CCAR-45的要求,尚未取得國籍登記的航空器應當首先申請臨時登記標誌並獲得臨時登記證書。 （3）民用航空器的所有人或佔有人可以申請該航空器的特許飛行證。 8.2 特許飛行證的分類及適用範圍 特許飛行證分為兩類。 8.2.1 第Ⅰ類特許飛行證適用範圍 (1) 為試驗航空器新的設計構思、新設備、新安裝、新操作技術及新用途而進行的飛行； (2) 為證明符合適航標準而進行的試驗飛行，包括證明符合型號合格證書和補充型號合格證書的飛行、證實重要設計更改的飛行、證明符合標準的功能和可靠性要求的飛行； (3) 新飛機的生産試飛； (4) 製造人為交付或出口航空器而進行的調機飛行； (5) 製造人為訓練機組而進行的飛行； (6) 為航空比賽或展示航空器的飛行能力、性能和不尋常特性而進行的飛行，包括飛往和飛離比賽、展覽、拍攝場所的飛行； (7) 為航空器市場調查和銷售而進行的表演飛行； (8) 局方同意的其他飛行。 8.2.2 第Ⅱ類特許飛行證適用範圍 (1) 為改裝、修理航空器而進行的調機飛行； (2) 營運人為交付或出口航空器而進行的調機飛行； (3) 為撤離發生危險的地區而進行的飛行； (4) 局方認為必要的其他飛行。 8.3 申請 申請人應向所在地區管理局審定處提出申請，並提交下列文件： (1) 《民用航空器特許飛行證申請書》[AAC－083] （附錄十九）； (2) 建議的使用限制； (3) 製造人的《製造符合性聲明》[AAC-037]（如適用）； (4) 對航空器技術狀態的評估報告； (5) 局方認為必要的其他文件。 8.4 受理 地區管理局審定處應在收到申請資料後5個工作日內，審核資料，做出是否受理的決定並通知申請人。 8.5 適航檢查 (1) 地區管理局審定處授權的適航監察員或生産檢驗委任代表應： (a) 對航空器進行必要的檢查； (b) 確認申請人為保證航空器安全運作所採取的各項措施已得到正確實施； (c) 評估申請人提出的使用限制建議是否準確、全面； (d) 核實申請人所做的各項檢查、試驗工作已正確記錄。 (2) 檢查結束後，授權的適航監察員或生産檢驗委任代表應在《民用航空器特許飛行證申請書》[AAC－083]上簽署適航檢查結論，完成《民用航空器適航性評審和檢查記錄單》（特許飛行證）[AAC-232] （附錄二十）。 8.6 頒發 授權的適航監察員或生産檢驗委任代表對所申請的航空器進行檢查，在確認其處於安全可用狀態後,簽發《民用航空器特許飛行證》[AAC-054] （附錄二十一）。 8.7 存檔 地區管理局審定處應將下述文件存檔： (1) 《民用航空器特許飛行證申請書》[AAC－083]; (2) 《特許飛行證》[AAC-054] 複印件； (3) 《民用航空器評審和檢查記錄單》（特許飛行證）[AAC-232]。 8.8 特許飛行的基本要求及使用限制 對特許飛行的基本要求和限制如下： （1） 對取得臨時國籍和登記標誌的航空器，申請人應在該航空器的外表面上製作局方指定的臨時登記標誌； （2） 取得特許飛行證的航空器不得從事運輸或作業飛行； （3） 取得特許飛行證的航空器不得載運與飛行無關的人員，飛行機組成員和有關人員必須確知特許飛行的情況和有關的要求及安全措施； （4） 特許飛行應當遵守相應的飛行規則，並且應當避開空中交通繁忙的區域、人口稠密地區，以及可能對公眾安全造成危害的區域； （5） 特許飛行應當在飛行手冊所規定的性能限制以及局方對該次特許飛行所提出的其他限制條件下進行； （6） 除非得到飛越國的同意，持特許飛行證的航空器不得飛越該國領空。 8.9 特許飛行證的有效期 特許飛行證的有效期可視完成預期飛行的時間由局方給定，最長不超過一年。
  8. 證件展示 航空器運作時，其適航證、外國航空器適航證認可書或特許飛行證原件應置於航空器內明顯處。
  9. 證後管理 10.1 本程式規定申請人提交的各種相關文件及其所獲證件的複印件均由適航審定司、地區管理局審定處、或授權的生産委任檢驗代表組分別存檔。 10.2 適航監察員應按附錄22留存相關資料。 10.3證件被暫停或吊銷後，適航審定司、地區管理局審定處應將暫停或吊銷的原因和結論記錄存檔。 10.4 對於航空器，存檔文件及有關記錄應保存至該航空器取消在中國註冊後2年。
  10. 證件簽署權 下述人員有權簽署本程式規定的相關證件： (1) 適航審定司司長； (2) 地區管理局審定處處長； (3) 授權的生産檢驗委任代表組組長； (4) 經授權的其他人員。
  11. 適航檢查費用 申請人申請辦理1.4規定的證件，應按規定交納適航檢查費。
  12. 適航證的暫扣或吊銷 13.1 適航證的暫扣 航空器在發生下列情況之一時，局方有權暫扣適航證： （1） 航空器存在某種可疑的危險特徵； （2） 航空器遭受損傷而短期不能修復； （3） 航空器封藏停用； （4） 按批准的方案，對航空器進行修理或加、改裝期間。 13.2 適航證的吊銷 航空器發生下列情況之一時，局方有權吊銷其證件： （1） 航空器進行了證件規定的使用類別或使用限制以外的飛行； （2） 航空器未按批准的維修方案進行維護和修理； （3） 航空器未在規定的時間內達到局方所規定的各項要求（如適航指令）； （4） 其他對安全有不利影響的情況。 13.3 航空器所有人或佔有人在接到證件暫扣或吊銷的通知後，應立即將證件交還給所屬地區管理局。 13.4 局方在確認有關問題被糾正後，應將暫扣的證件發還航空器所有人或佔有人。
  13. 附則 14.1 本程式由適航審定司負責解釋。 14.2 本程式引用的文件如無特別説明均指最新有效版本。 14.3 本程式自2008年4月14日起實施，原AP-21-05R1同時廢止。
  14. 附錄 附件： 民用航空器及其相關産品適航審定程式附件民用航空器及其相關産品適航審定程式

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Part 23 — CCAR-23 正常类飞机适航标准

正常类、实用类、特技类、通勤类飞机的适航审定标准，涵盖小型固定翼航空器。

Part 23 — CCAR-23 正常类飞机适航标准

FAR Part 23 原文

Part 23

Authority:

Source:

§ 23.1457

Cockpit voice recorders.

(a) Each cockpit voice recorder required by the operating rules of this chapter must be approved and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the airplane by radio.

(2) Voice communications of flightcrew members on the flight deck.

(3) Voice communications of flightcrew members on the flight deck, using the airplane's interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flightcrew members using the passenger loudspeaker system, if there is such a system and if the fourth channel is available in accordance with the requirements of paragraph (c)(4)(ii) of this section.

(b) The recording requirements of paragraph (a)(2) of this section must be met by installing a cockpit-mounted area microphone, located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations. The microphone must be so located and, if necessary, the preamplifiers and filters of the recorder must be so adjusted or supplemented, so that the intelligibility of the recorded communications is as high as practicable when recorded under flight cockpit noise conditions and played back. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph (a) of this section obtained from each of the following sources is recorded on a separate channel:

(1) For the first channel, from each boom, mask, or handheld microphone, headset, or speaker used at the first pilot station.

(2) For the second channel from each boom, mask, or handheld microphone, headset, or speaker used at the second pilot station.

(3) For the third channel—from the cockpit-mounted area microphone.

(4) For the fourth channel from:

(i) Each boom, mask, or handheld microphone, headset, or speaker used at the station for the third and fourth crewmembers.

(ii) If the stations specified in paragraph (c)(4)(i) of this section are not required or if the signal at such a station is picked up by another channel, each microphone on the flight deck that is used with the passenger loudspeaker system, if its signals are not picked up by another channel.

(5) And that as far as is practicable all sounds received by the microphone listed in paragraphs (c)(1), (2), and (4) of this section must be recorded without interruption irrespective of the position of the interphone-transmitter key switch. The design shall ensure that sidetone for the flightcrew is produced only when the interphone, public address system, or radio transmitters are in use.

(d) Each cockpit voice recorder must be installed so that:

(1)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the airplane.

(2) There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact.

(3) There is an aural or visual means for preflight checking of the recorder for proper operation.

(4) Any single electrical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder.

(5) It has an independent power source—

(i) That provides 10 ±1 minutes of electrical power to operate both the cockpit voice recorder and cockpit-mounted area microphone;

(ii) That is located as close as practicable to the cockpit voice recorder; and

(iii) To which the cockpit voice recorder and cockpit-mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus.

(6) It is in a separate container from the flight data recorder when both are required. If used to comply with only the cockpit voice recorder requirements, a combination unit may be installed.

(e) The recorder container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the recorder from fire.

(1) Except as provided in paragraph (e)(2) of this section, the recorder container must be located as far aft as practicable, but need not be outside of the pressurized compartment, and may not be located where aft-mounted engines may crush the container during impact.

(2) If two separate combination digital flight data recorder and cockpit voice recorder units are installed instead of one cockpit voice recorder and one digital flight data recorder, the combination unit that is installed to comply with the cockpit voice recorder requirements may be located near the cockpit.

(f) If the cockpit voice recorder has a bulk erasure device, the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must—

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container, which is secured in such manner that they are not likely to be separated during crash impact.

§ 23.1459

Flight data recorders.

(a) Each flight recorder required by the operating rules of this chapter must be installed so that—

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the aircraft level system requirements and the functionality specified in § 23.2500;

(2) The vertical acceleration sensor is rigidly attached, and located longitudinally either within the approved center of gravity limits of the airplane, or at a distance forward or aft of these limits that does not exceed 25 percent of the airplane's mean aerodynamic chord;

(3)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads;

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the airplane;

(4) There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(6) Any single electrical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder; and

(7) It is in a separate container from the cockpit voice recorder when both are required. If used to comply with only the flight data recorder requirements, a combination unit may be installed. If a combination unit is installed as a cockpit voice recorder to comply with § 23.1457(e)(2), a combination unit must be used to comply with this flight data recorder requirement.

(b) Each non-ejectable record container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire. In meeting this requirement, the record container must be located as far aft as practicable, but need not be aft of the pressurized compartment, and may not be where aft-mounted engines may crush the container upon impact.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and heading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. The correlation must cover the airspeed range over which the airplane is to be operated, the range of altitude to which the airplane is limited, and 360 degrees of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must—

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container, which is secured in such a manner that they are not likely to be separated during crash impact.

(e) Any novel or unique design or operational characteristics of the aircraft shall be evaluated to determine if any dedicated parameters must be recorded on flight recorders in addition to or in place of existing requirements.

§ 23.1529

Instructions for continued airworthiness.

The applicant must prepare Instructions for Continued Airworthiness, in accordance with appendix A of this part, that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airplane or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 23.2000

Applicability and definitions.

(a) This part prescribes airworthiness standards for the issuance of type certificates, and changes to those certificates, for airplanes in the normal category.

(b) For the purposes of this part, the following definition applies:

Continued safe flight and landing means an airplane is capable of continued controlled flight and landing, possibly using emergency procedures, without requiring exceptional pilot skill or strength. Upon landing, some airplane damage may occur as a result of a failure condition.

§ 23.2005

Certification of normal category airplanes.

(a) Certification in the normal category applies to airplanes with a passenger-seating configuration of 19 or less and a maximum certificated takeoff weight of 19,000 pounds or less.

(b) Airplane certification levels are:

(1) Level 1—for airplanes with a maximum seating configuration of 0 to 1 passengers.

(2) Level 2—for airplanes with a maximum seating configuration of 2 to 6 passengers.

(3) Level 3—for airplanes with a maximum seating configuration of 7 to 9 passengers.

(4) Level 4—for airplanes with a maximum seating configuration of 10 to 19 passengers.

(c) Airplane performance levels are:

(1) Low speed—for airplanes with a V NO and V MO ≤ 250 Knots Calibrated Airspeed (KCAS) and a M MO ≤ 0.6.

(2) High speed—for airplanes with a V NO or V MO > 250 KCAS or a M MO > 0.6.

(d) Airplanes not certified for aerobatics may be used to perform any maneuver incident to normal flying, including—

(1) Stalls (except whip stalls); and

(2) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees.

(e) Airplanes certified for aerobatics may be used to perform maneuvers without limitations, other than those limitations established under subpart G of this part.

§ 23.2010

Accepted means of compliance.

(a) An applicant must comply with this part using a means of compliance, which may include consensus standards, accepted by the Administrator.

(b) An applicant requesting acceptance of a means of compliance must provide the means of compliance to the FAA in a form and manner acceptable to the Administrator.

§ 23.2100

Weight and center of gravity.

(a) The applicant must determine limits for weights and centers of gravity that provide for the safe operation of the airplane.

(b) The applicant must comply with each requirement of this subpart at critical combinations of weight and center of gravity within the airplane's range of loading conditions using tolerances acceptable to the Administrator.

(c) The condition of the airplane at the time of determining its empty weight and center of gravity must be well defined and easily repeatable.

§ 23.2105

Performance data.

(a) Unless otherwise prescribed, an airplane must meet the performance requirements of this subpart in—

(1) Still air and standard atmospheric conditions at sea level for all airplanes; and

(2) Ambient atmospheric conditions within the operating envelope for levels 1 and 2 high-speed and levels 3 and 4 airplanes.

(b) Unless otherwise prescribed, the applicant must develop the performance data required by this subpart for the following conditions:

(1) Airport altitudes from sea level to 10,000 feet (3,048 meters); and

(2) Temperatures above and below standard day temperature that are within the range of operating limitations, if those temperatures could have a negative effect on performance.

(c) The procedures used for determining takeoff and landing distances must be executable consistently by pilots of average skill in atmospheric conditions expected to be encountered in service.

(d) Performance data determined in accordance with paragraph (b) of this section must account for losses due to atmospheric conditions, cooling needs, and other demands on power sources.

§ 23.2110

Stall speed.

The applicant must determine the airplane stall speed or the minimum steady flight speed for each flight configuration used in normal operations, including takeoff, climb, cruise, descent, approach, and landing. The stall speed or minimum steady flight speed determination must account for the most adverse conditions for each flight configuration with power set at—

(a) Idle or zero thrust for propulsion systems that are used primarily for thrust; and

(b) A nominal thrust for propulsion systems that are used for thrust, flight control, and/or high-lift systems.

§ 23.2115

Takeoff performance.

(a) The applicant must determine airplane takeoff performance accounting for—

(1) Stall speed safety margins;

(2) Minimum control speeds; and

(3) Climb gradients.

(b) For single engine airplanes and levels 1, 2, and 3 low-speed multiengine airplanes, takeoff performance includes the determination of ground roll and initial climb distance to 50 feet (15 meters) above the takeoff surface.

(c) For levels 1, 2, and 3 high-speed multiengine airplanes, and level 4 multiengine airplanes, takeoff performance includes a determination of the following distances after a sudden critical loss of thrust—

(1) An aborted takeoff at critical speed;

(2) Ground roll and initial climb to 35 feet (11 meters) above the takeoff surface; and

(3) Net takeoff flight path.

§ 23.2120

Climb requirements.

The design must comply with the following minimum climb performance out of ground effect:

(a) With all engines operating and in the initial climb configuration(s)—

(1) For levels 1 and 2 low-speed airplanes, a climb gradient of 8.3 percent for landplanes and 6.7 percent for seaplanes and amphibians; and

(2) For levels 1 and 2 high-speed airplanes, all level 3 airplanes, and level 4 single-engines a climb gradient after takeoff of 4 percent.

(b) After a critical loss of thrust on multiengine airplanes—

(1) For levels 1 and 2 low-speed airplanes that do not meet single-engine crashworthiness requirements, a climb gradient of 1.5 percent at a pressure altitude of 5,000 feet (1,524 meters) in the cruise configuration(s);

(2) For levels 1 and 2 high-speed airplanes, and level 3 low-speed airplanes, a 1 percent climb gradient at 400 feet (122 meters) above the takeoff surface with the landing gear retracted and flaps in the takeoff configuration(s); and

(3) For level 3 high-speed airplanes and all level 4 airplanes, a 2 percent climb gradient at 400 feet (122 meters) above the takeoff surface with the landing gear retracted and flaps in the approach configuration(s).

(c) For a balked landing, a climb gradient of 3 percent without creating undue pilot workload with the landing gear extended and flaps in the landing configuration(s).

§ 23.2125

Climb information.

(a) The applicant must determine climb performance at each weight, altitude, and ambient temperature within the operating limitations—

(1) For all single-engine airplanes;

(2) For levels 1 and 2 high-speed multiengine airplanes and level 3 multiengine airplanes, following a critical loss of thrust on takeoff in the initial climb configuration; and

(3) For all multiengine airplanes, during the enroute phase of flight with all engines operating and after a critical loss of thrust in the cruise configuration.

(b) The applicant must determine the glide performance for single-engine airplanes after a complete loss of thrust.

§ 23.2130

Landing.

The applicant must determine the following, for standard temperatures at critical combinations of weight and altitude within the operational limits:

(a) The distance, starting from a height of 50 feet (15 meters) above the landing surface, required to land and come to a stop.

(b) The approach and landing speeds, configurations, and procedures, which allow a pilot of average skill to land within the published landing distance consistently and without causing damage or injury, and which allow for a safe transition to the balked landing conditions of this part accounting for:

(1) Stall speed safety margin; and

(2) Minimum control speeds.

§ 23.2135

Controllability.

(a) The airplane must be controllable and maneuverable, without requiring exceptional piloting skill, alertness, or strength, within the operating envelope—

(1) At all loading conditions for which certification is requested;

(2) During all phases of flight;

(3) With likely reversible flight control or propulsion system failure; and

(4) During configuration changes.

(b) The airplane must be able to complete a landing without causing substantial damage or serious injury using the steepest approved approach gradient procedures and providing a reasonable margin below V ref or above approach angle of attack.

(c) V MC is the calibrated airspeed at which, following the sudden critical loss of thrust, it is possible to maintain control of the airplane. For multiengine airplanes, the applicant must determine V MC, if applicable, for the most critical configurations used in takeoff and landing operations.

(d) If the applicant requests certification of an airplane for aerobatics, the applicant must demonstrate those aerobatic maneuvers for which certification is requested and determine entry speeds.

§ 23.2140

Trim.

(a) The airplane must maintain lateral and directional trim without further force upon, or movement of, the primary flight controls or corresponding trim controls by the pilot, or the flight control system, under the following conditions:

(1) For levels 1, 2, and 3 airplanes in cruise.

(2) For level 4 airplanes in normal operations.

(b) The airplane must maintain longitudinal trim without further force upon, or movement of, the primary flight controls or corresponding trim controls by the pilot, or the flight control system, under the following conditions:

(1) Climb.

(2) Level flight.

(3) Descent.

(4) Approach.

(c) Residual control forces must not fatigue or distract the pilot during normal operations of the airplane and likely abnormal or emergency operations, including a critical loss of thrust on multiengine airplanes.

§ 23.2145

Stability.

(a) Airplanes not certified for aerobatics must—

(1) Have static longitudinal, lateral, and directional stability in normal operations;

(2) Have dynamic short period and Dutch roll stability in normal operations; and

(3) Provide stable control force feedback throughout the operating envelope.

(b) No airplane may exhibit any divergent longitudinal stability characteristic so unstable as to increase the pilot's workload or otherwise endanger the airplane and its occupants.

§ 23.2150

Stall characteristics, stall warning, and spins.

(a) The airplane must have controllable stall characteristics in straight flight, turning flight, and accelerated turning flight with a clear and distinctive stall warning that provides sufficient margin to prevent inadvertent stalling.

(b) Single-engine airplanes, not certified for aerobatics, must not have a tendency to inadvertently depart controlled flight.

(c) Levels 1 and 2 multiengine airplanes, not certified for aerobatics, must not have a tendency to inadvertently depart controlled flight from thrust asymmetry after a critical loss of thrust.

(d) Airplanes certified for aerobatics that include spins must have controllable stall characteristics and the ability to recover within one and one-half additional turns after initiation of the first control action from any point in a spin, not exceeding six turns or any greater number of turns for which certification is requested, while remaining within the operating limitations of the airplane.

(e) Spin characteristics in airplanes certified for aerobatics that includes spins must recover without exceeding limitations and may not result in unrecoverable spins—

(1) With any typical use of the flight or engine power controls; or

(2) Due to pilot disorientation or incapacitation.

§ 23.2155

Ground and water handling characteristics.

For airplanes intended for operation on land or water, the airplane must have controllable longitudinal and directional handling characteristics during taxi, takeoff, and landing operations.

§ 23.2160

Vibration, buffeting, and high-speed characteristics.

(a) Vibration and buffeting, for operations up to V D /M D, must not interfere with the control of the airplane or cause excessive fatigue to the flightcrew. Stall warning buffet within these limits is allowable.

(b) For high-speed airplanes and all airplanes with a maximum operating altitude greater than 25,000 feet (7,620 meters) pressure altitude, there must be no perceptible buffeting in cruise configuration at 1g and at any speed up to V MO /M MO , except stall buffeting.

(c) For high-speed airplanes, the applicant must determine the positive maneuvering load factors at which the onset of perceptible buffet occurs in the cruise configuration within the operational envelope. Likely inadvertent excursions beyond this boundary must not result in structural damage.

(d) High-speed airplanes must have recovery characteristics that do not result in structural damage or loss of control, beginning at any likely speed up to V MO /M MO , following—

(1) An inadvertent speed increase; and

(2) A high-speed trim upset for airplanes where dynamic pressure can impair the longitudinal trim system operation.

§ 23.2165

Performance and flight characteristics requirements for flight in icing conditions.

(a) An applicant who requests certification for flight in icing conditions defined in part 1 of appendix C to part 25 of this chapter, or an applicant who requests certification for flight in these icing conditions and any additional atmospheric icing conditions, must show the following in the icing conditions for which certification is requested under normal operation of the ice protection system(s):

(1) Compliance with each requirement of this subpart, except those applicable to spins and any that must be demonstrated at speeds in excess of—

(i) 250 KCAS;

(ii) V MO /M MO or V NE ; or

(iii) A speed at which the applicant demonstrates the airframe will be free of ice accretion.

(2) The means by which stall warning is provided to the pilot for flight in icing conditions and non-icing conditions is the same.

(b) If an applicant requests certification for flight in icing conditions, the applicant must provide a means to detect any icing conditions for which certification is not requested and show the airplane's ability to avoid or exit those conditions.

(c) The applicant must develop an operating limitation to prohibit intentional flight, including takeoff and landing, into icing conditions for which the airplane is not certified to operate.

§ 23.2200

Structural design envelope.

The applicant must determine the structural design envelope, which describes the range and limits of airplane design and operational parameters for which the applicant will show compliance with the requirements of this subpart. The applicant must account for all airplane design and operational parameters that affect structural loads, strength, durability, and aeroelasticity, including:

(a) Structural design airspeeds, landing descent speeds, and any other airspeed limitation at which the applicant must show compliance to the requirements of this subpart. The structural design airspeeds must—

(1) Be sufficiently greater than the stalling speed of the airplane to safeguard against loss of control in turbulent air; and

(2) Provide sufficient margin for the establishment of practical operational limiting airspeeds.

(b) Design maneuvering load factors not less than those, which service history shows, may occur within the structural design envelope.

(c) Inertial properties including weight, center of gravity, and mass moments of inertia, accounting for—

(1) Each critical weight from the airplane empty weight to the maximum weight; and

(2) The weight and distribution of occupants, payload, and fuel.

(d) Characteristics of airplane control systems, including range of motion and tolerances for control surfaces, high-lift devices, or other moveable surfaces.

(e) Each critical altitude up to the maximum altitude.

§ 23.2205

Interaction of systems and structures.

For airplanes equipped with systems that modify structural performance, alleviate the impact of this subpart's requirements, or provide a means of compliance with this subpart, the applicant must account for the influence and failure of these systems when showing compliance with the requirements of this subpart.

§ 23.2210

Structural design loads.

(a) The applicant must:

(1) Determine the applicable structural design loads resulting from likely externally or internally applied pressures, forces, or moments that may occur in flight, ground and water operations, ground and water handling, and while the airplane is parked or moored.

(2) Determine the loads required by paragraph (a)(1) of this section at all critical combinations of parameters, on and within the boundaries of the structural design envelope.

(b) The magnitude and distribution of the applicable structural design loads required by this section must be based on physical principles.

§ 23.2215

Flight load conditions.

The applicant must determine the structural design loads resulting from the following flight conditions:

(a) Atmospheric gusts where the magnitude and gradient of these gusts are based on measured gust statistics.

(b) Symmetric and asymmetric maneuvers.

(c) Asymmetric thrust resulting from the failure of a powerplant unit.

§ 23.2220

Ground and water load conditions.

The applicant must determine the structural design loads resulting from taxi, takeoff, landing, and handling conditions on the applicable surface in normal and adverse attitudes and configurations.

§ 23.2225

Component loading conditions.

The applicant must determine the structural design loads acting on:

(a) Each engine mount and its supporting structure such that both are designed to withstand loads resulting from—

(1) Powerplant operation combined with flight gust and maneuver loads; and

(2) For non-reciprocating powerplants, sudden powerplant stoppage.

(b) Each flight control and high-lift surface, their associated system and supporting structure resulting from—

(1) The inertia of each surface and mass balance attachment;

(2) Flight gusts and maneuvers;

(3) Pilot or automated system inputs;

(4) System induced conditions, including jamming and friction; and

(5) Taxi, takeoff, and landing operations on the applicable surface, including downwind taxi and gusts occurring on the applicable surface.

(c) A pressurized cabin resulting from the pressurization differential—

(1) From zero up to the maximum relief pressure combined with gust and maneuver loads;

(2) From zero up to the maximum relief pressure combined with ground and water loads if the airplane may land with the cabin pressurized; and

(3) At the maximum relief pressure multiplied by 1.33, omitting all other loads.

§ 23.2230

Limit and ultimate loads.

The applicant must determine—

(a) The limit loads, which are equal to the structural design loads unless otherwise specified elsewhere in this part; and

(b) The ultimate loads, which are equal to the limit loads multiplied by a 1.5 factor of safety unless otherwise specified elsewhere in this part.

§ 23.2235

Structural strength.

The structure must support:

(a) Limit loads without—

(1) Interference with the safe operation of the airplane; and

(2) Detrimental permanent deformation.

(b) Ultimate loads.

§ 23.2240

Structural durability.

(a) The applicant must develop and implement inspections or other procedures to prevent structural failures due to foreseeable causes of strength degradation, which could result in serious or fatal injuries, or extended periods of operation with reduced safety margins. Each of the inspections or other procedures developed under this section must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by § 23.1529.

(b) For Level 4 airplanes, the procedures developed for compliance with paragraph (a) of this section must be capable of detecting structural damage before the damage could result in structural failure.

(c) For pressurized airplanes:

(1) The airplane must be capable of continued safe flight and landing following a sudden release of cabin pressure, including sudden releases caused by door and window failures.

(2) For airplanes with maximum operating altitude greater than 41,000 feet, the procedures developed for compliance with paragraph (a) of this section must be capable of detecting damage to the pressurized cabin structure before the damage could result in rapid decompression that would result in serious or fatal injuries.

(d) The airplane must be designed to minimize hazards to the airplane due to structural damage caused by high-energy fragments from an uncontained engine or rotating machinery failure.

§ 23.2245

Aeroelasticity.

(a) The airplane must be free from flutter, control reversal, and divergence—

(1) At all speeds within and sufficiently beyond the structural design envelope;

(2) For any configuration and condition of operation;

(3) Accounting for critical degrees of freedom; and

(4) Accounting for any critical failures or malfunctions.

(b) The applicant must establish tolerances for all quantities that affect flutter.

§ 23.2250

Design and construction principles.

(a) The applicant must design each part, article, and assembly for the expected operating conditions of the airplane.

(b) Design data must adequately define the part, article, or assembly configuration, its design features, and any materials and processes used.

(c) The applicant must determine the suitability of each design detail and part having an important bearing on safety in operations.

(d) The control system must be free from jamming, excessive friction, and excessive deflection when the airplane is subjected to expected limit airloads.

(e) Doors, canopies, and exits must be protected against inadvertent opening in flight, unless shown to create no hazard when opened in flight.

§ 23.2255

Protection of structure.

(a) The applicant must protect each part of the airplane, including small parts such as fasteners, against deterioration or loss of strength due to any cause likely to occur in the expected operational environment.

(b) Each part of the airplane must have adequate provisions for ventilation and drainage.

(c) For each part that requires maintenance, preventive maintenance, or servicing, the applicant must incorporate a means into the airplane design to allow such actions to be accomplished.

§ 23.2260

Materials and processes.

(a) The applicant must determine the suitability and durability of materials used for parts, articles, and assemblies, accounting for the effects of likely environmental conditions expected in service, the failure of which could prevent continued safe flight and landing.

(b) The methods and processes of fabrication and assembly used must produce consistently sound structures. If a fabrication process requires close control to reach this objective, the applicant must perform the process under an approved process specification.

(c) Except as provided in paragraphs (f) and (g) of this section, the applicant must select design values that ensure material strength with probabilities that account for the criticality of the structural element. Design values must account for the probability of structural failure due to material variability.

(d) If material strength properties are required, a determination of those properties must be based on sufficient tests of material meeting specifications to establish design values on a statistical basis.

(e) If thermal effects are significant on a critical component or structure under normal operating conditions, the applicant must determine those effects on allowable stresses used for design.

(f) Design values, greater than the minimums specified by this section, may be used, where only guaranteed minimum values are normally allowed, if a specimen of each individual item is tested before use to determine that the actual strength properties of that particular item will equal or exceed those used in the design.

(g) An applicant may use other material design values if approved by the Administrator.

§ 23.2265

Special factors of safety.

(a) The applicant must determine a special factor of safety for each critical design value for each part, article, or assembly for which that critical design value is uncertain, and for each part, article, or assembly that is—

(1) Likely to deteriorate in service before normal replacement; or

(2) Subject to appreciable variability because of uncertainties in manufacturing processes or inspection methods.

(b) The applicant must determine a special factor of safety using quality controls and specifications that account for each—

(1) Type of application;

(2) Inspection method;

(3) Structural test requirement;

(4) Sampling percentage; and

(5) Process and material control.

(c) The applicant must multiply the highest pertinent special factor of safety in the design for each part of the structure by each limit and ultimate load, or ultimate load only, if there is no corresponding limit load, such as occurs with emergency condition loading.

§ 23.2270

Emergency conditions.

(a) The airplane, even when damaged in an emergency landing, must protect each occupant against injury that would preclude egress when—

(1) Properly using safety equipment and features provided for in the design;

(2) The occupant experiences ultimate static inertia loads likely to occur in an emergency landing; and

(3) Items of mass, including engines or auxiliary power units (APUs), within or aft of the cabin, that could injure an occupant, experience ultimate static inertia loads likely to occur in an emergency landing.

(b) The emergency landing conditions specified in paragraph (a)(1) and (a)(2) of this section, must—

(1) Include dynamic conditions that are likely to occur in an emergency landing; and

(2) Not generate loads experienced by the occupants, which exceed established human injury criteria for human tolerance due to restraint or contact with objects in the airplane.

(c) The airplane must provide protection for all occupants, accounting for likely flight, ground, and emergency landing conditions.

(d) Each occupant protection system must perform its intended function and not create a hazard that could cause a secondary injury to an occupant. The occupant protection system must not prevent occupant egress or interfere with the operation of the airplane when not in use.

(e) Each baggage and cargo compartment must—

(1) Be designed for its maximum weight of contents and for the critical load distributions at the maximum load factors corresponding to the flight and ground load conditions determined under this part;

(2) Have a means to prevent the contents of the compartment from becoming a hazard by impacting occupants or shifting; and

(3) Protect any controls, wiring, lines, equipment, or accessories whose damage or failure would affect safe operations.

§ 23.2300

Flight control systems.

(a) The applicant must design airplane flight control systems to:

(1) Operate easily, smoothly, and positively enough to allow proper performance of their functions.

(2) Protect against likely hazards.

(b) The applicant must design trim systems, if installed, to:

(1) Protect against inadvertent, incorrect, or abrupt trim operation.

(2) Provide a means to indicate—

(i) The direction of trim control movement relative to airplane motion;

(ii) The trim position with respect to the trim range;

(iii) The neutral position for lateral and directional trim; and

(iv) The range for takeoff for all applicant requested center of gravity ranges and configurations.

§ 23.2305

Landing gear systems.

(a) The landing gear must be designed to—

(1) Provide stable support and control to the airplane during surface operation; and

(2) Account for likely system failures and likely operation environments (including anticipated limitation exceedances and emergency procedures).

(b) All airplanes must have a reliable means of stopping the airplane with sufficient kinetic energy absorption to account for landing. Airplanes that are required to demonstrate aborted takeoff capability must account for this additional kinetic energy.

(c) For airplanes that have a system that actuates the landing gear, there is—

(1) A positive means to keep the landing gear in the landing position; and

(2) An alternative means available to bring the landing gear in the landing position when a non-deployed system position would be a hazard.

§ 23.2310

Buoyancy for seaplanes and amphibians.

Airplanes intended for operations on water, must—

(a) Provide buoyancy of 80 percent in excess of the buoyancy required to support the maximum weight of the airplane in fresh water; and

(b) Have sufficient margin so the airplane will stay afloat at rest in calm water without capsizing in case of a likely float or hull flooding.

§ 23.2315

Means of egress and emergency exits.

(a) With the cabin configured for takeoff or landing, the airplane is designed to:

(1) Facilitate rapid and safe evacuation of the airplane in conditions likely to occur following an emergency landing, excluding ditching for level 1, level 2, and single-engine level 3 airplanes.

(2) Have means of egress (openings, exits, or emergency exits), that can be readily located and opened from the inside and outside. The means of opening must be simple and obvious and marked inside and outside the airplane.

(3) Have easy access to emergency exits when present.

(b) Airplanes approved for aerobatics must have a means to egress the airplane in flight.

§ 23.2320

Occupant physical environment.

(a) The applicant must design the airplane to—

(1) Allow clear communication between the flightcrew and passengers;

(2) Protect the pilot and flight controls from propellers; and

(3) Protect the occupants from serious injury due to damage to windshields, windows, and canopies.

(b) For level 4 airplanes, each windshield and its supporting structure directly in front of the pilot must withstand, without penetration, the impact equivalent to a two-pound bird when the velocity of the airplane is equal to the airplane's maximum approach flap speed.

(c) The airplane must provide each occupant with air at a breathable pressure, free of hazardous concentrations of gases, vapors, and smoke during normal operations and likely failures.

(d) If a pressurization system is installed in the airplane, it must be designed to protect against—

(1) Decompression to an unsafe level; and

(2) Excessive differential pressure.

(e) If an oxygen system is installed in the airplane, it must—

(1) Effectively provide oxygen to each user to prevent the effects of hypoxia; and

(2) Be free from hazards in itself, in its method of operation, and its effect upon other components.

§ 23.2325

Fire protection.

(a) The following materials must be self-extinguishing—

(1) Insulation on electrical wire and electrical cable;

(2) For levels 1, 2, and 3 airplanes, materials in the baggage and cargo compartments inaccessible in flight; and

(3) For level 4 airplanes, materials in the cockpit, cabin, baggage, and cargo compartments.

(b) The following materials must be flame resistant—

(1) For levels 1, 2 and 3 airplanes, materials in each compartment accessible in flight; and

(2) Any equipment associated with any electrical cable installation and that would overheat in the event of circuit overload or fault.

(c) Thermal/acoustic materials in the fuselage, if installed, must not be a flame propagation hazard.

(d) Sources of heat within each baggage and cargo compartment that are capable of igniting adjacent objects must be shielded and insulated to prevent such ignition.

(e) For level 4 airplanes, each baggage and cargo compartment must—

(1) Be located where a fire would be visible to the pilots, or equipped with a fire detection system and warning system; and

(2) Be accessible for the manual extinguishing of a fire, have a built-in fire extinguishing system, or be constructed and sealed to contain any fire within the compartment.

(f) There must be a means to extinguish any fire in the cabin such that—

(1) The pilot, while seated, can easily access the fire extinguishing means; and

(2) For levels 3 and 4 airplanes, passengers have a fire extinguishing means available within the passenger compartment.

(g) Each area where flammable fluids or vapors might escape by leakage of a fluid system must—

(1) Be defined; and

(2) Have a means to minimize the probability of fluid and vapor ignition, and the resultant hazard, if ignition occurs.

(h) Combustion heater installations must be protected from uncontained fire.

§ 23.2330

Fire protection in designated fire zones and adjacent areas.

(a) Flight controls, engine mounts, and other flight structures within or adjacent to designated fire zones must be capable of withstanding the effects of a fire.

(b) Engines in a designated fire zone must remain attached to the airplane in the event of a fire.

(c) In designated fire zones, terminals, equipment, and electrical cables used during emergency procedures must be fire-resistant.

§ 23.2335

Lightning protection.

The airplane must be protected against catastrophic effects from lightning.

§ 23.2400

Powerplant installation.

(a) For the purpose of this subpart, the airplane powerplant installation must include each component necessary for propulsion, which affects propulsion safety, or provides auxiliary power to the airplane.

(b) Each airplane engine and propeller must be type certificated, except for engines and propellers installed on level 1 low-speed airplanes, which may be approved under the airplane type certificate in accordance with a standard accepted by the Administrator that contains airworthiness criteria the Administrator has found appropriate and applicable to the specific design and intended use of the engine or propeller and provides a level of safety acceptable to the Administrator.

(c) The applicant must construct and arrange each powerplant installation to account for—

(1) Likely operating conditions, including foreign object threats;

(2) Sufficient clearance of moving parts to other airplane parts and their surroundings;

(3) Likely hazards in operation including hazards to ground personnel; and

(4) Vibration and fatigue.

(d) Hazardous accumulations of fluids, vapors, or gases must be isolated from the airplane and personnel compartments, and be safely contained or discharged.

(e) Powerplant components must comply with their component limitations and installation instructions or be shown not to create a hazard.

§ 23.2405

Automatic power or thrust control systems.

(a) An automatic power or thrust control system intended for in-flight use must be designed so no unsafe condition will result during normal operation of the system.

(b) Any single failure or likely combination of failures of an automatic power or thrust control system must not prevent continued safe flight and landing of the airplane.

(c) Inadvertent operation of an automatic power or thrust control system by the flightcrew must be prevented, or if not prevented, must not result in an unsafe condition.

(d) Unless the failure of an automatic power or thrust control system is extremely remote, the system must—

(1) Provide a means for the flightcrew to verify the system is in an operating condition;

(2) Provide a means for the flightcrew to override the automatic function; and

(3) Prevent inadvertent deactivation of the system.

§ 23.2410

Powerplant installation hazard assessment.

The applicant must assess each powerplant separately and in relation to other airplane systems and installations to show that any hazard resulting from the likely failure of any powerplant system, component, or accessory will not—

(a) Prevent continued safe flight and landing or, if continued safe flight and landing cannot be ensured, the hazard has been minimized;

(b) Cause serious injury that may be avoided; and

(c) Require immediate action by any crewmember for continued operation of any remaining powerplant system.

§ 23.2415

Powerplant ice protection.

(a) The airplane design, including the induction and inlet system, must prevent foreseeable accumulation of ice or snow that adversely affects powerplant operation.

(b) The powerplant installation design must prevent any accumulation of ice or snow that adversely affects powerplant operation, in those icing conditions for which certification is requested.

§ 23.2420

Reversing systems.

Each reversing system must be designed so that—

(a) No unsafe condition will result during normal operation of the system; and

(b) The airplane is capable of continued safe flight and landing after any single failure, likely combination of failures, or malfunction of the reversing system.

§ 23.2425

Powerplant operational characteristics.

(a) The installed powerplant must operate without any hazardous characteristics during normal and emergency operation within the range of operating limitations for the airplane and the engine.

(b) The pilot must have the capability to stop the powerplant in flight and restart the powerplant within an established operational envelope.

§ 23.2430

Fuel systems.

(a) Each fuel system must—

(1) Be designed and arranged to provide independence between multiple fuel storage and supply systems so that failure of any one component in one system will not result in loss of fuel storage or supply of another system;

(2) Be designed and arranged to prevent ignition of the fuel within the system by direct lightning strikes or swept lightning strokes to areas where such occurrences are highly probable, or by corona or streamering at fuel vent outlets;

(3) Provide the fuel necessary to ensure each powerplant and auxiliary power unit functions properly in all likely operating conditions;

(4) Provide the flightcrew with a means to determine the total useable fuel available and provide uninterrupted supply of that fuel when the system is correctly operated, accounting for likely fuel fluctuations;

(5) Provide a means to safely remove or isolate the fuel stored in the system from the airplane;

(6) Be designed to retain fuel under all likely operating conditions and minimize hazards to the occupants during any survivable emergency landing. For level 4 airplanes, failure due to overload of the landing system must be taken into account; and

(7) Prevent hazardous contamination of the fuel supplied to each powerplant and auxiliary power unit.

(b) Each fuel storage system must—

(1) Withstand the loads under likely operating conditions without failure;

(2) Be isolated from personnel compartments and protected from hazards due to unintended temperature influences;

(3) Be designed to prevent significant loss of stored fuel from any vent system due to fuel transfer between fuel storage or supply systems, or under likely operating conditions;

(4) Provide fuel for at least one-half hour of operation at maximum continuous power or thrust; and

(5) Be capable of jettisoning fuel safely if required for landing.

(c) Each fuel storage refilling or recharging system must be designed to—

(1) Prevent improper refilling or recharging;

(2) Prevent contamination of the fuel stored during likely operating conditions; and

(3) Prevent the occurrence of any hazard to the airplane or to persons during refilling or recharging.

§ 23.2435

Powerplant induction and exhaust systems.

(a) The air induction system for each powerplant or auxiliary power unit and their accessories must—

(1) Supply the air required by that powerplant or auxiliary power unit and its accessories under likely operating conditions;

(2) Be designed to prevent likely hazards in the event of fire or backfire;

(3) Minimize the ingestion of foreign matter; and

(4) Provide an alternate intake if blockage of the primary intake is likely.

(b) The exhaust system, including exhaust heat exchangers for each powerplant or auxiliary power unit, must—

(1) Provide a means to safely discharge potential harmful material; and

(2) Be designed to prevent likely hazards from heat, corrosion, or blockage.

§ 23.2440

Powerplant fire protection.

(a) A powerplant, auxiliary power unit, or combustion heater that includes a flammable fluid and an ignition source for that fluid must be installed in a designated fire zone.

(b) Each designated fire zone must provide a means to isolate and mitigate hazards to the airplane in the event of fire or overheat within the zone.

(c) Each component, line, fitting, and control subject to fire conditions must—

(1) Be designed and located to prevent hazards resulting from a fire, including any located adjacent to a designated fire zone that may be affected by fire within that zone;

(2) Be fire-resistant if carrying flammable fluid, gas or air, or is required to operate in the event of a fire; and

(3) Be fireproof or enclosed by a fire proof shield if storing concentrated flammable fluids.

(d) The applicant must provide a means to prevent hazardous quantities of flammable fluids from flowing into, within or through each designated fire zone. This means must—

(1) Not restrict flow or limit operation of any remaining powerplant or auxiliary power unit, or equipment necessary for safety;

(2) Prevent inadvertent operation; and

(3) Be located outside the fire zone unless an equal degree of safety is provided with a means inside the fire zone.

(e) A means to ensure the prompt detection of fire must be provided for each designated fire zone—

(1) On a multiengine airplane where detection will mitigate likely hazards to the airplane; or

(2) That contains a fire extinguisher.

(f) A means to extinguish fire within a fire zone, except a combustion heater fire zone, must be provided for—

(1) Any fire zone located outside the pilot's view;

(2) Any fire zone embedded within the fuselage, which must also include a redundant means to extinguish fire; and

(3) Any fire zone on a level 4 airplane.

§ 23.2500

Airplane level systems requirements.

This section applies generally to installed equipment and systems unless a section of this part imposes requirements for a specific piece of equipment, system, or systems.

(a) The equipment and systems required for an airplane to operate safely in the kinds of operations for which certification is requested (Day VFR, Night VFR, IFR) must be designed and installed to—

(1) Meet the level of safety applicable to the certification and performance level of the airplane; and

(2) Perform their intended function throughout the operating and environmental limits for which the airplane is certificated.

(b) The systems and equipment not covered by paragraph (a) of this section—considered separately and in relation to other systems—must be designed and installed so their operation does not have an adverse effect on the airplane or its occupants.

§ 23.2505

Function and installation.

When installed, each item of equipment must function as intended.

§ 23.2510

Equipment, systems, and installations.

For any airplane system or equipment whose failure or abnormal operation has not been specifically addressed by another requirement in this part, the applicant must design and install each system and equipment, such that there is a logical and acceptable inverse relationship between the average probability and the severity of failure conditions to the extent that:

(a) Each catastrophic failure condition is extremely improbable;

(b) Each hazardous failure condition is extremely remote; and

(c) Each major failure condition is remote.

§ 23.2515

Electrical and electronic system lightning protection.

An airplane approved for IFR operations must meet the following requirements, unless an applicant shows that exposure to lightning is unlikely:

(a) Each electrical or electronic system that performs a function, the failure of which would prevent the continued safe flight and landing of the airplane, must be designed and installed such that—

(1) The function at the airplane level is not adversely affected during and after the time the airplane is exposed to lightning; and

(2) The system recovers normal operation of that function in a timely manner after the airplane is exposed to lightning unless the system's recovery conflicts with other operational or functional requirements of the system.

(b) Each electrical and electronic system that performs a function, the failure of which would significantly reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed such that the system recovers normal operation of that function in a timely manner after the airplane is exposed to lightning.

§ 23.2520

High-intensity Radiated Fields (HIRF) protection.

(a) Each electrical and electronic system that performs a function, the failure of which would prevent the continued safe flight and landing of the airplane, must be designed and installed such that—

(1) The function at the airplane level is not adversely affected during and after the time the airplane is exposed to the HIRF environment; and

(2) The system recovers normal operation of that function in a timely manner after the airplane is exposed to the HIRF environment, unless the system's recovery conflicts with other operational or functional requirements of the system.

(b) For airplanes approved for IFR operations, each electrical and electronic system that performs a function, the failure of which would significantly reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed such that the system recovers normal operation of that function in a timely manner after the airplane is exposed to the HIRF environment.

§ 23.2525

System power generation, storage, and distribution.

The power generation, storage, and distribution for any system must be designed and installed to—

(a) Supply the power required for operation of connected loads during all intended operating conditions;

(b) Ensure no single failure or malfunction of any one power supply, distribution system, or other utilization system will prevent the system from supplying the essential loads required for continued safe flight and landing; and

(c) Have enough capacity, if the primary source fails, to supply essential loads, including non-continuous essential loads for the time needed to complete the function required for continued safe flight and landing.

§ 23.2530

External and cockpit lighting.

(a) The applicant must design and install all lights to minimize any adverse effects on the performance of flightcrew duties.

(b) Any position and anti-collision lights, if required by part 91 of this chapter, must have the intensities, flash rate, colors, fields of coverage, and other characteristics to provide sufficient time for another aircraft to avoid a collision.

(c) Any position lights, if required by part 91 of this chapter, must include a red light on the left side of the airplane, a green light on the right side of the airplane, spaced laterally as far apart as practicable, and a white light facing aft, located on an aft portion of the airplane or on the wing tips.

(d) Any taxi and landing lights must be designed and installed so they provide sufficient light for night operations.

(e) For seaplanes or amphibian airplanes, riding lights must provide a white light visible in clear atmospheric conditions.

§ 23.2535

Safety equipment.

Safety and survival equipment, required by the operating rules of this chapter, must be reliable, readily accessible, easily identifiable, and clearly marked to identify its method of operation.

§ 23.2540

Flight in icing conditions.

An applicant who requests certification for flight in icing conditions defined in part 1 of appendix C to part 25 of this chapter, or an applicant who requests certification for flight in these icing conditions and any additional atmospheric icing conditions, must show the following in the icing conditions for which certification is requested:

(a) The ice protection system provides for safe operation.

(b) The airplane design must provide protection from stalling when the autopilot is operating.

§ 23.2545

Pressurized systems elements.

Pressurized systems must withstand appropriate proof and burst pressures.

§ 23.2550

Equipment containing high-energy rotors.

Equipment containing high-energy rotors must be designed or installed to protect the occupants and airplane from uncontained fragments.

§ 23.2600

Flightcrew interface.

(a) The pilot compartment, its equipment, and its arrangement to include pilot view, must allow each pilot to perform his or her duties, including taxi, takeoff, climb, cruise, descent, approach, landing, and perform any maneuvers within the operating envelope of the airplane, without excessive concentration, skill, alertness, or fatigue.

(b) The applicant must install flight, navigation, surveillance, and powerplant controls and displays so flightcrew members can monitor and perform defined tasks associated with the intended functions of systems and equipment. The system and equipment design must minimize flightcrew errors, which could result in additional hazards.

(c) For level 4 airplanes, the flightcrew interface design must allow for continued safe flight and landing after the loss of vision through any one of the windshield panels.

§ 23.2605

Installation and operation.

(a) Each item of installed equipment related to the flightcrew interface must be labelled, if applicable, as to it identification, function, or operating limitations, or any combination of these factors.

(b) There must be a discernible means of providing system operating parameters required to operate the airplane, including warnings, cautions, and normal indications to the responsible crewmember.

(c) Information concerning an unsafe system operating condition must be provided in a timely manner to the crewmember responsible for taking corrective action. The information must be clear enough to avoid likely crewmember errors.

§ 23.2610

Instrument markings, control markings, and placards.

(a) Each airplane must display in a conspicuous manner any placard and instrument marking necessary for operation.

(b) The design must clearly indicate the function of each cockpit control, other than primary flight controls.

(c) The applicant must include instrument marking and placard information in the Airplane Flight Manual.

§ 23.2615

Flight, navigation, and powerplant instruments.

(a) Installed systems must provide the flightcrew member who sets or monitors parameters for the flight, navigation, and powerplant, the information necessary to do so during each phase of flight. This information must—

(1) Be presented in a manner that the crewmember can monitor the parameter and determine trends, as needed, to operate the airplane; and

(2) Include limitations, unless the limitation cannot be exceeded in all intended operations.

(b) Indication systems that integrate the display of flight or powerplant parameters to operate the airplane or are required by the operating rules of this chapter must—

(1) Not inhibit the primary display of flight or powerplant parameters needed by any flightcrew member in any normal mode of operation; and

(2) In combination with other systems, be designed and installed so information essential for continued safe flight and landing will be available to the flightcrew in a timely manner after any single failure or probable combination of failures.

§ 23.2620

Airplane flight manual.

The applicant must provide an Airplane Flight Manual that must be delivered with each airplane.

(a) The Airplane Flight Manual must contain the following information—

(1) Airplane operating limitations;

(2) Airplane operating procedures;

(3) Performance information;

(4) Loading information; and

(5) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(b) The following sections of the Airplane Flight Manual must be approved by the FAA in a manner specified by the Administrator—

(1) For low-speed, level 1 and 2 airplanes, those portions of the Airplane Flight Manual containing the information specified in paragraph (a)(1) of this section; and

(2) For high-speed level 1 and 2 airplanes and all level 3 and 4 airplanes, those portions of the Airplane Flight Manual containing the information specified in paragraphs (a)(1) thru (a)(4) of this section.

Part 23 — CCAR-23 正常类飞机适航标准

CCAR-23 原文

CCAR-23

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Part 25 — CCAR-25 运输类飞机适航标准

运输类飞机的适航审定标准，适用于大型客机、货机及公务机，要求最高。

Part 25 — CCAR-25 运输类飞机适航标准

FAR Part 25 原文

Part 25

Authority:

Source:

§ 25.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for transport category airplanes.

(b) Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements in this part.

§ 25.2

Special retroactive requirements.

The following special retroactive requirements are applicable to an airplane for which the regulations referenced in the type certificate predate the sections specified below—

(a) Irrespective of the date of application, each applicant for a supplemental type certificate (or an amendment to a type certificate) involving an increase in passenger seating capacity to a total greater than that for which the airplane has been type certificated must show that the airplane concerned meets the requirements of:

(1) Sections 25.721(d), 25.783(g), 25.785(c), 25.803(c)(2) through (9), 25.803 (d) and (e), 25.807 (a), (c), and (d), 25.809 (f) and (h), 25.811, 25.812, 25.813 (a), (b), and (c), 25.815, 25.817, 25.853 (a) and (b), 25.855(a), 25.993(f), and 25.1359(c) in effect on October 24, 1967, and

(2) Sections 25.803(b) and 25.803(c)(1) in effect on April 23, 1969.

(b) Irrespective of the date of application, each applicant for a supplemental type certificate (or an amendment to a type certificate) for an airplane manufactured after October 16, 1987, must show that the airplane meets the requirements of § 25.807(c)(7) in effect on July 24, 1989.

(c) Compliance with subsequent revisions to the sections specified in paragraph (a) or (b) of this section may be elected or may be required in accordance with § 21.101(a) of this chapter.

§ 25.3

Special provisions for ETOPS type design approvals.

(a) Applicability. This section applies to an applicant for ETOPS type design approval of an airplane:

(1) That has an existing type certificate on February 15, 2007; or

(2) For which an application for an original type certificate was submitted before February 15, 2007.

(b) Airplanes with two engines. (1) For ETOPS type design approval of an airplane up to and including 180 minutes, an applicant must comply with § 25.1535, except that it need not comply with the following provisions of Appendix K, K25.1.4, of this part:

(i) K25.1.4(a), fuel system pressure and flow requirements;

(ii) K25.1.4(a)(3), low fuel alerting; and

(iii) K25.1.4(c), engine oil tank design.

(2) For ETOPS type design approval of an airplane beyond 180 minutes an applicant must comply with § 25.1535.

(c) Airplanes with more than two engines. An applicant for ETOPS type design approval must comply with § 25.1535 for an airplane manufactured on or after February 17, 2015, except that, for an airplane configured for a three person flight crew, the applicant need not comply with Appendix K, K25.1.4(a)(3), of this part, low fuel alerting.

§ 25.4

Definitions.

(a) For the purposes of this part, the following general definitions apply:

(1) Certification maintenance requirement means a required scheduled maintenance task established during the design certification of the airplane systems as an airworthiness limitation of the type certificate or supplemental type certificate.

(2) Significant latent failure is a latent failure that, in combination with one or more specific failures or events, would result in a hazardous or catastrophic failure condition.

(b) For purposes of this part, the following failure conditions, in order of increasing severity, apply:

(1) Major failure condition means a failure condition that would reduce the capability of the airplane or the ability of the flightcrew to cope with adverse operating conditions, to the extent that there would be—

(i) A significant reduction in safety margins or functional capabilities,

(ii) A physical discomfort or a significant increase in flightcrew workload or in conditions impairing the efficiency of the flightcrew,

(iii) Physical distress to passengers or cabin crew, possibly including injuries, or

(iv) An effect of similar severity.

(2) Hazardous failure condition means a failure condition that would reduce the capability of the airplane or the ability of the flightcrew to cope with adverse operating conditions, to the extent that there would be—

(i) A large reduction in safety margins or functional capabilities,

(ii) Physical distress or excessive workload such that the flightcrew cannot be relied upon to perform their tasks accurately or completely, or

(iii) Serious or fatal injuries to a relatively small number of persons other than the flightcrew.

(3) Catastrophic failure condition means a failure condition that would result in multiple fatalities, usually with the loss of the airplane.

(c) For purposes of this part, the following failure conditions in order of decreasing probability apply:

(1) Probable failure condition means a failure condition that is anticipated to occur one or more times during the entire operational life of each airplane of a given type.

(2) Remote failure condition means a failure condition that is not anticipated to occur to each airplane of a given type during its entire operational life, but which may occur several times during the total operational life of a number of airplanes of a given type.

(3) Extremely remote failure condition means a failure condition that is not anticipated to occur to each airplane of a given type during its entire operational life, but which may occur a few times during the total operational life of all airplanes of a given type.

(4) Extremely improbable failure condition means a failure condition that is not anticipated to occur during the total operational life of all airplanes of a given type.

§ 25.5

Incorporations by reference.

(a) The materials listed in this section are incorporated by reference in the corresponding sections noted. These incorporations by reference were approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. These materials are incorporated as they exist on the date of the approval, and notice of any change in these materials will be published in the Federal Register. The materials are available for purchase at the corresponding addresses noted below, and all are available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

(b) The following materials are available for purchase from the following address: The National Technical Information Services (NTIS), Springfield, Virginia 22166.

(1) Fuel Tank Flammability Assessment Method User's Manual, dated May 2008, document number DOT/FAA/AR-05/8, IBR approved for § 25.981 and Appendix N. It can also be obtained at the following Web site: http://www.fire.tc.faa.gov/systems/fueltank/FTFAM.stm.

(2) [Reserved]

§ 25.21

Proof of compliance.

(a) Each requirement of this subpart must be met at each appropriate combination of weight and center of gravity within the range of loading conditions for which certification is requested. This must be shown—

(1) By tests upon an airplane of the type for which certification is requested, or by calculations based on, and equal in accuracy to, the results of testing; and

(2) By systematic investigation of each probable combination of weight and center of gravity, if compliance cannot be reasonably inferred from combinations investigated.

(b) [Reserved]

(c) The controllability, stability, trim, and stalling characteristics of the airplane must be shown for each altitude up to the maximum expected in operation.

(d) Parameters critical for the test being conducted, such as weight, loading (center of gravity and inertia), airspeed, power, and wind, must be maintained within acceptable tolerances of the critical values during flight testing.

(e) If compliance with the flight characteristics requirements is dependent upon a stability augmentation system or upon any other automatic or power-operated system, compliance must be shown with §§ 25.671 and 25.672.

(f) In meeting the requirements of §§ 25.105(d), 25.125, 25.233, and 25.237, the wind velocity must be measured at a height of 10 meters above the surface, or corrected for the difference between the height at which the wind velocity is measured and the 10-meter height.

(g) The requirements of this subpart associated with icing conditions apply only if the applicant is seeking certification for flight in icing conditions.

(1) Paragraphs (g)(3) and (4) of this section apply only to airplanes with one or both of the following attributes:

(i) Maximum takeoff gross weight is less than 60,000 lbs; or

(ii) The airplane is equipped with reversible flight controls.

(2) Each requirement of this subpart, except §§ 25.121(a), 25.123(c), 25.143(b)(1) and (2), 25.149, 25.201(c)(2), 25.239, and 25.251(b) through (e), must be met in the icing conditions specified in Appendix C of this part. Section 25.207(c) and (d) must be met in the landing configuration in the icing conditions specified in Appendix C, but need not be met for other configurations. Compliance must be shown using the ice accretions defined in part II of Appendix C of this part, assuming normal operation of the airplane and its ice protection system in accordance with the operating limitations and operating procedures established by the applicant and provided in the airplane flight manual.

(3) If the applicant does not seek certification for flight in all icing conditions defined in Appendix O of this part, each requirement of this subpart, except §§ 25.105, 25.107, 25.109, 25.111, 25.113, 25.115, 25.121, 25.123, 25.143(b)(1), (b)(2), and (c)(1), 25.149, 25.201(c)(2), 25.207(c), (d), and (e)(1), 25.239, and 25.251(b) through (e), must be met in the Appendix O icing conditions for which certification is not sought in order to allow a safe exit from those conditions. Compliance must be shown using the ice accretions defined in part II, paragraphs (b) and (d) of Appendix O, assuming normal operation of the airplane and its ice protection system in accordance with the operating limitations and operating procedures established by the applicant and provided in the airplane flight manual.

(4) If the applicant seeks certification for flight in any portion of the icing conditions of Appendix O of this part, each requirement of this subpart, except §§ 25.121(a), 25.123(c), 25.143(b)(1) and (2), 25.149, 25.201(c)(2), 25.239, and 25.251(b) through (e), must be met in the Appendix O icing conditions for which certification is sought. Section 25.207(c) and (d) must be met in the landing configuration in the Appendix O icing conditions for which certification is sought, but need not be met for other configurations. Compliance must be shown using the ice accretions defined in part II, paragraphs (c) and (d) of Appendix O, assuming normal operation of the airplane and its ice protection system in accordance with the operating limitations and operating procedures established by the applicant and provided in the airplane flight manual.

§ 25.23

Load distribution limits.

(a) Ranges of weights and centers of gravity within which the airplane may be safely operated must be established. If a weight and center of gravity combination is allowable only within certain load distribution limits (such as spanwise) that could be inadvertently exceeded, these limits and the corresponding weight and center of gravity combinations must be established.

(b) The load distribution limits may not exceed—

(1) The selected limits;

(2) The limits at which the structure is proven; or

(3) The limits at which compliance with each applicable flight requirement of this subpart is shown.

§ 25.25

Weight limits.

(a) Maximum weights. Maximum weights corresponding to the airplane operating conditions (such as ramp, ground or water taxi, takeoff, en route, and landing), environmental conditions (such as altitude and temperature), and loading conditions (such as zero fuel weight, center of gravity position and weight distribution) must be established so that they are not more than—

(1) The highest weight selected by the applicant for the particular conditions; or

(2) The highest weight at which compliance with each applicable structural loading and flight requirement is shown, except that for airplanes equipped with standby power rocket engines the maximum weight must not be more than the highest weight established in accordance with appendix E of this part; or

(3) The highest weight at which compliance is shown with the certification requirements of Part 36 of this chapter.

(b) Minimum weight. The minimum weight (the lowest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is not less than—

(1) The lowest weight selected by the applicant;

(2) The design minimum weight (the lowest weight at which compliance with each structural loading condition of this part is shown); or

(3) The lowest weight at which compliance with each applicable flight requirement is shown.

§ 25.27

Center of gravity limits.

The extreme forward and the extreme aft center of gravity limitations must be established for each practicably separable operating condition. No such limit may lie beyond—

(a) The extremes selected by the applicant;

(b) The extremes within which the structure is proven; or

(c) The extremes within which compliance with each applicable flight requirement is shown.

§ 25.29

Empty weight and corresponding center of gravity.

(a) The empty weight and corresponding center of gravity must be determined by weighing the airplane with—

(1) Fixed ballast;

(2) Unusable fuel determined under § 25.959; and

(3) Full operating fluids, including—

(i) Oil;

(ii) Hydraulic fluid; and

(iii) Other fluids required for normal operation of airplane systems, except potable water, lavatory precharge water, and fluids intended for injection in the engine.

(b) The condition of the airplane at the time of determining empty weight must be one that is well defined and can be easily repeated.

§ 25.31

Removable ballast.

Removable ballast may be used on showing compliance with the flight requirements of this subpart.

§ 25.33

Propeller speed and pitch limits.

(a) The propeller speed and pitch must be limited to values that will ensure—

(1) Safe operation under normal operating conditions; and

(2) Compliance with the performance requirements of §§ 25.101 through 25.125.

(b) There must be a propeller speed limiting means at the governor. It must limit the maximum possible governed engine speed to a value not exceeding the maximum allowable r.p.m.

(c) The means used to limit the low pitch position of the propeller blades must be set so that the engine does not exceed 103 percent of the maximum allowable engine rpm or 99 percent of an approved maximum overspeed, whichever is greater, with—

(1) The propeller blades at the low pitch limit and governor inoperative;

(2) The airplane stationary under standard atmospheric conditions with no wind; and

(3) The engines operating at the takeoff manifold pressure limit for reciprocating engine powered airplanes or the maximum takeoff torque limit for turbopropeller engine-powered airplanes.

§ 25.101

General.

(a) Unless otherwise prescribed, airplanes must meet the applicable performance requirements of this subpart for ambient atmospheric conditions and still air.

(b) The performance, as affected by engine power or thrust, must be based on the following relative humidities;

(1) For turbine engine powered airplanes, a relative humidity of—

(i) 80 percent, at and below standard temperatures; and

(ii) 34 percent, at and above standard temperatures plus 50 °F.

Between these two temperatures, the relative humidity must vary linearly.

(2) For reciprocating engine powered airplanes, a relative humidity of 80 percent in a standard atmosphere. Engine power corrections for vapor pressure must be made in accordance with the following table:

(c) The performance must correspond to the propulsive thrust available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in paragraph (b) of this section. The available propulsive thrust must correspond to engine power or thrust, not exceeding the approved power or thrust less—

(1) Installation losses; and

(2) The power or equivalent thrust absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.

(d) Unless otherwise prescribed, the applicant must select the takeoff, en route, approach, and landing configurations for the airplane.

(e) The airplane configurations may vary with weight, altitude, and temperature, to the extent they are compatible with the operating procedures required by paragraph (f) of this section.

(f) Unless otherwise prescribed, in determining the accelerate-stop distances, takeoff flight paths, takeoff distances, and landing distances, changes in the airplane's configuration, speed, power, and thrust, must be made in accordance with procedures established by the applicant for operation in service.

(g) Procedures for the execution of balked landings and missed approaches associated with the conditions prescribed in §§ 25.119 and 25.121(d) must be established.

(h) The procedures established under paragraphs (f) and (g) of this section must—

(1) Be able to be consistently executed in service by crews of average skill;

(2) Use methods or devices that are safe and reliable; and

(3) Include allowance for any time delays, in the execution of the procedures, that may reasonably be expected in service.

(i) The accelerate-stop and landing distances prescribed in §§ 25.109 and 25.125, respectively, must be determined with all the airplane wheel brake assemblies at the fully worn limit of their allowable wear range.

§ 25.103

Stall speed.

(a) The reference stall speed, V SR , is a calibrated airspeed defined by the applicant. V SR may not be less than a 1-g stall speed. V SR is expressed as:

(b) V CL MAX is determined with:

(1) Engines idling, or, if that resultant thrust causes an appreciable decrease in stall speed, not more than zero thrust at the stall speed;

(2) Propeller pitch controls (if applicable) in the takeoff position;

(3) The airplane in other respects (such as flaps, landing gear, and ice accretions) in the condition existing in the test or performance standard in which V SR is being used;

(4) The weight used when V SR is being used as a factor to determine compliance with a required performance standard;

(5) The center of gravity position that results in the highest value of reference stall speed; and

(6) The airplane trimmed for straight flight at a speed selected by the applicant, but not less than 1.13V SR and not greater than 1.3V SR .

(c) Starting from the stabilized trim condition, apply the longitudinal control to decelerate the airplane so that the speed reduction does not exceed one knot per second.

(d) In addition to the requirements of paragraph (a) of this section, when a device that abruptly pushes the nose down at a selected angle of attack (e.g., a stick pusher) is installed, the reference stall speed, V SR , may not be less than 2 knots or 2 percent, whichever is greater, above the speed at which the device operates.

§ 25.105

Takeoff.

(a) The takeoff speeds prescribed by § 25.107, the accelerate-stop distance prescribed by § 25.109, the takeoff path prescribed by § 25.111, the takeoff distance and takeoff run prescribed by § 25.113, and the net takeoff flight path prescribed by § 25.115, must be determined in the selected configuration for takeoff at each weight, altitude, and ambient temperature within the operational limits selected by the applicant—

(1) In non-icing conditions; and

(2) In icing conditions, if in the configuration used to show compliance with § 25.121(b), and with the most critical of the takeoff ice accretion(s) defined in appendices C and O of this part, as applicable, in accordance with § 25.21(g):

(i) The stall speed at maximum takeoff weight exceeds that in non-icing conditions by more than the greater of 3 knots CAS or 3 percent of V SR ; or

(ii) The degradation of the gradient of climb determined in accordance with § 25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in § 25.115(b).

(b) No takeoff made to determine the data required by this section may require exceptional piloting skill or alertness.

(c) The takeoff data must be based on—

(1) In the case of land planes and amphibians:

(i) Smooth, dry and wet, hard-surfaced runways; and

(ii) At the option of the applicant, grooved or porous friction course wet, hard-surfaced runways.

(2) Smooth water, in the case of seaplanes and amphibians; and

(3) Smooth, dry snow, in the case of skiplanes.

(d) The takeoff data must include, within the established operational limits of the airplane, the following operational correction factors:

(1) Not more than 50 percent of nominal wind components along the takeoff path opposite to the direction of takeoff, and not less than 150 percent of nominal wind components along the takeoff path in the direction of takeoff.

(2) Effective runway gradients.

§ 25.107

Takeoff speeds.

(a) V 1 must be established in relation to V EF as follows:

(1) V EF is the calibrated airspeed at which the critical engine is assumed to fail. V EF must be selected by the applicant, but may not be less than V MCG determined under § 25.149(e).

(2) V 1 , in terms of calibrated airspeed, is selected by the applicant; however, V 1 may not be less than V EF plus the speed gained with critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognizes and reacts to the engine failure, as indicated by the pilot's initiation of the first action (e.g., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests.

(b) V 2MIN, in terms of calibrated airspeed, may not be less than—

(1) 1.13 V SR for—

(i) Two-engine and three-engine turbopropeller and reciprocating engine powered airplanes; and

(ii) Turbojet powered airplanes without provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed;

(2) 1.08 V SR for—

(i) Turbopropeller and reciprocating engine powered airplanes with more than three engines; and

(ii) Turbojet powered airplanes with provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed; and

(3) 1.10 times V MC established under § 25.149.

(c) V 2 , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by § 25.121(b) but may not be less than—

(1) V 2MIN ;

(2) V R plus the speed increment attained (in accordance with § 25.111(c)(2)) before reaching a height of 35 feet above the takeoff surface; and

(3) A speed that provides the maneuvering capability specified in § 25.143(h).

(d) V MU is the calibrated airspeed at and above which the airplane can safely lift off the ground, and con- tinue the takeoff. V MU speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground takeoff tests.

(e) V R, in terms of calibrated airspeed, must be selected in accordance with the conditions of paragraphs (e)(1) through (4) of this section:

(1) V R may not be less than—

(i) V 1 ;

(ii) 105 percent of V MC ;

(iii) The speed (determined in accordance with § 25.111(c)(2)) that allows reaching V 2 before reaching a height of 35 feet above the takeoff surface; or

(iv) A speed that, if the airplane is rotated at its maximum practicable rate, will result in a V LOF of not less than —

(A) 110 percent of V MU in the all-engines-operating condition, and 105 percent of V MU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition; or

(B) If the V MU attitude is limited by the geometry of the airplane ( i.e., tail contact with the runway), 108 percent of V MU in the all-engines-operating condition, and 104 percent of V MU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition.

(2) For any given set of conditions (such as weight, configuration, and temperature), a single value of V R, obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating takeoff provisions.

(3) It must be shown that the one-engine-inoperative takeoff distance, using a rotation speed of 5 knots less than V R established in accordance with paragraphs (e)(1) and (2) of this section, does not exceed the corresponding one-engine-inoperative takeoff distance using the established V R . The takeoff distances must be determined in accordance with § 25.113(a)(1).

(4) Reasonably expected variations in service from the established takeoff procedures for the operation of the airplane (such as over-rotation of the airplane and out-of-trim conditions) may not result in unsafe flight characteristics or in marked increases in the scheduled takeoff distances established in accordance with § 25.113(a).

(f) V LOF is the calibrated airspeed at which the airplane first becomes airborne.

(g) V FTO , in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by § 25.121(c), but may not be less than—

(1) 1.18 V SR ; and

(2) A speed that provides the maneuvering capability specified in § 25.143(h).

(h) In determining the takeoff speeds V 1 , V R , and V 2 for flight in icing conditions, the values of V MCG , V MC , and V MU determined for non-icing conditions may be used.

§ 25.109

Accelerate-stop distance.

(a) The accelerate-stop distance on a dry runway is the greater of the following distances:

(1) The sum of the distances necessary to—

(i) Accelerate the airplane from a standing start with all engines operating to V EF for takeoff from a dry runway;

(ii) Allow the airplane to accelerate from V EF to the highest speed reached during the rejected takeoff, assuming the critical engine fails at V EF and the pilot takes the first action to reject the takeoff at the V 1 for takeoff from a dry runway; and

(iii) Come to a full stop on a dry runway from the speed reached as prescribed in paragraph (a)(1)(ii) of this section; plus

(iv) A distance equivalent to 2 seconds at the V 1 for takeoff from a dry runway.

(2) The sum of the distances necessary to—

(i) Accelerate the airplane from a standing start with all engines operating to the highest speed reached during the rejected takeoff, assuming the pilot takes the first action to reject the takeoff at the V 1 for takeoff from a dry runway; and

(ii) With all engines still operating, come to a full stop on dry runway from the speed reached as prescribed in paragraph (a)(2)(i) of this section; plus

(iii) A distance equivalent to 2 seconds at the V 1 for takeoff from a dry runway.

(b) The accelerate-stop distance on a wet runway is the greater of the following distances:

(1) The accelerate-stop distance on a dry runway determined in accordance with paragraph (a) of this section; or

(2) The accelerate-stop distance determined in accordance with paragraph (a) of this section, except that the runway is wet and the corresponding wet runway values of V EF and V 1 are used. In determining the wet runway accelerate-stop distance, the stopping force from the wheel brakes may never exceed:

(i) The wheel brakes stopping force determined in meeting the requirements of § 25.101(i) and paragraph (a) of this section; and

(ii) The force resulting from the wet runway braking coefficient of friction determined in accordance with paragraphs (c) or (d) of this section, as applicable, taking into account the distribution of the normal load between braked and unbraked wheels at the most adverse center-of-gravity position approved for takeoff.

(c) The wet runway braking coefficient of friction for a smooth wet runway is defined as a curve of friction coefficient versus ground speed and must be computed as follows:

(1) The maximum tire-to-ground wet runway braking coefficient of friction is defined as:

(2) The maximum tire-to-ground wet runway braking coefficient of friction must be adjusted to take into account the efficiency of the anti-skid system on a wet runway. Anti-skid system operation must be demonstrated by flight testing on a smooth wet runway, and its efficiency must be determined. Unless a specific anti-skid system efficiency is determined from a quantitative analysis of the flight testing on a smooth wet runway, the maximum tire-to-ground wet runway braking coefficient of friction determined in paragraph (c)(1) of this section must be multiplied by the efficiency value associated with the type of anti-skid system installed on the airplane:

(d) At the option of the applicant, a higher wet runway braking coefficient of friction may be used for runway surfaces that have been grooved or treated with a porous friction course material. For grooved and porous friction course runways, the wet runway braking coefficent of friction is defined as either:

(1) 70 percent of the dry runway braking coefficient of friction used to determine the dry runway accelerate-stop distance; or

(2) The wet runway braking coefficient defined in paragraph (c) of this section, except that a specific anti-skid system efficiency, if determined, is appropriate for a grooved or porous friction course wet runway, and the maximum tire-to-ground wet runway braking coefficient of friction is defined as:

(e) Except as provided in paragraph (f)(1) of this section, means other than wheel brakes may be used to determine the accelerate-stop distance if that means—

(1) Is safe and reliable;

(2) Is used so that consistent results can be expected under normal operating conditions; and

(3) Is such that exceptional skill is not required to control the airplane.

(f) The effects of available reverse thrust—

(1) Shall not be included as an additional means of deceleration when determining the accelerate-stop distance on a dry runway; and

(2) May be included as an additional means of deceleration using recommended reverse thrust procedures when determining the accelerate-stop distance on a wet runway, provided the requirements of paragraph (e) of this section are met.

(g) The landing gear must remain extended throughout the accelerate-stop distance.

(h) If the accelerate-stop distance includes a stopway with surface characteristics substantially different from those of the runway, the takeoff data must include operational correction factors for the accelerate-stop distance. The correction factors must account for the particular surface characteristics of the stopway and the variations in these characteristics with seasonal weather conditions (such as temperature, rain, snow, and ice) within the established operational limits.

(i) A flight test demonstration of the maximum brake kinetic energy accelerate-stop distance must be conducted with not more than 10 percent of the allowable brake wear range remaining on each of the airplane wheel brakes.

§ 25.111

Takeoff path.

(a) The takeoff path extends from a standing start to a point in the takeoff at which the airplane is 1,500 feet above the takeoff surface, or at which the transition from the takeoff to the en route configuration is completed and V FTO is reached, whichever point is higher. In addition—

(1) The takeoff path must be based on the procedures prescribed in § 25.101(f);

(2) The airplane must be accelerated on the ground to V EF, at which point the critical engine must be made inoperative and remain inoperative for the rest of the takeoff; and

(3) After reaching V EF, the airplane must be accelerated to V 2 .

(b) During the acceleration to speed V 2 , the nose gear may be raised off the ground at a speed not less than V R . However, landing gear retraction may not be begun until the airplane is airborne.

(c) During the takeoff path determination in accordance with paragraphs (a) and (b) of this section—

(1) The slope of the airborne part of the takeoff path must be positive at each point;

(2) The airplane must reach V 2 before it is 35 feet above the takeoff surface and must continue at a speed as close as practical to, but not less than V 2 , until it is 400 feet above the takeoff surface;

(3) At each point along the takeoff path, starting at the point at which the airplane reaches 400 feet above the takeoff surface, the available gradient of climb may not be less than—

(i) 1.2 percent for two-engine airplanes;

(ii) 1.5 percent for three-engine airplanes; and

(iii) 1.7 percent for four-engine airplanes.

(4) The airplane configuration may not be changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust that requires action by the pilot may be made until the airplane is 400 feet above the takeoff surface; and

(5) If § 25.105(a)(2) requires the takeoff path to be determined for flight in icing conditions, the airborne part of the takeoff must be based on the airplane drag:

(i) With the most critical of the takeoff ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), from a height of 35 feet above the takeoff surface up to the point where the airplane is 400 feet above the takeoff surface; and

(ii) With the most critical of the final takeoff ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), from the point where the airplane is 400 feet above the takeoff surface to the end of the takeoff path.

(d) The takeoff path must be determined by a continuous demonstrated takeoff or by synthesis from segments. If the takeoff path is determined by the segmental method—

(1) The segments must be clearly defined and must be related to the distinct changes in the configuration, power or thrust, and speed;

(2) The weight of the airplane, the configuration, and the power or thrust must be constant throughout each segment and must correspond to the most critical condition prevailing in the segment;

(3) The flight path must be based on the airplane's performance without ground effect; and

(4) The takeoff path data must be checked by continuous demonstrated takeoffs up to the point at which the airplane is out of ground effect and its speed is stabilized, to ensure that the path is conservative relative to the continous path.

The airplane is considered to be out of the ground effect when it reaches a height equal to its wing span.

(e) For airplanes equipped with standby power rocket engines, the takeoff path may be determined in accordance with section II of appendix E.

§ 25.113

Takeoff distance and takeoff run.

(a) Takeoff distance on a dry runway is the greater of—

(1) The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface, determined under § 25.111 for a dry runway; or

(2) 115 percent of the horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface, as determined by a procedure consistent with § 25.111.

(b) Takeoff distance on a wet runway is the greater of—

(1) The takeoff distance on a dry runway determined in accordance with paragraph (a) of this section; or

(2) The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 15 feet above the takeoff surface, achieved in a manner consistent with the achievement of V 2 before reaching 35 feet above the takeoff surface, determined under § 25.111 for a wet runway.

(c) If the takeoff distance does not include a clearway, the takeoff run is equal to the takeoff distance. If the takeoff distance includes a clearway—

(1) The takeoff run on a dry runway is the greater of—

(i) The horizontal distance along the takeoff path from the start of the takeoff to a point equidistant between the point at which V LOF is reached and the point at which the airplane is 35 feet above the takeoff surface, as determined under § 25.111 for a dry runway; or

(ii) 115 percent of the horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to a point equidistant between the point at which V LOF is reached and the point at which the airplane is 35 feet above the takeoff surface, determined by a procedure consistent with § 25.111.

(2) The takeoff run on a wet runway is the greater of—

(i) The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 15 feet above the takeoff surface, achieved in a manner consistent with the achievement of V 2 before reaching 35 feet above the takeoff surface, as determined under § 25.111 for a wet runway; or

(ii) 115 percent of the horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to a point equidistant between the point at which V LOF is reached and the point at which the airplane is 35 feet above the takeoff surface, determined by a procedure consistent with § 25.111.

§ 25.115

Takeoff flight path.

(a) The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff distance determined in accordance with § 25.113(a) or (b), as appropriate for the runway surface condition.

(b) The net takeoff flight path data must be determined so that they represent the actual takeoff flight paths (determined in accordance with § 25.111 and with paragraph (a) of this section) reduced at each point by a gradient of climb equal to—

(1) 0.8 percent for two-engine airplanes;

(2) 0.9 percent for three-engine airplanes; and

(3) 1.0 percent for four-engine airplanes.

(c) The prescribed reduction in climb gradient may be applied as an equivalent reduction in acceleration along that part of the takeoff flight path at which the airplane is accelerated in level flight.

§ 25.117

Climb: general.

Compliance with the requirements of §§ 25.119 and 25.121 must be shown at each weight, altitude, and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity for each configuration.

§ 25.119

Landing climb: All-engines-operating.

In the landing configuration, the steady gradient of climb may not be less than 3.2 percent, with the engines at the power or thrust that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the go-around power or thrust setting—

(a) In non-icing conditions, with a climb speed of V REF determined in accordance with § 25.125(b)(2)(i); and

(b) In icing conditions with the most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), and with a climb speed of V REF determined in accordance with § 25.125(b)(2)(ii).

§ 25.121

Climb: One-engine-inoperative.

(a) Takeoff; landing gear extended. In the critical takeoff configuration existing along the flight path (between the points at which the airplane reaches V LOF and at which the landing gear is fully retracted) and in the configuration used in § 25.111 but without ground effect, the steady gradient of climb must be positive for two-engine airplanes, and not less than 0.3 percent for three-engine airplanes or 0.5 percent for four-engine airplanes, at V LOF and with—

(1) The critical engine inoperative and the remaining engines at the power or thrust available when retraction of the landing gear is begun in accordance with § 25.111 unless there is a more critical power operating condition existing later along the flight path but before the point at which the landing gear is fully retracted; and

(2) The weight equal to the weight existing when retraction of the landing gear is begun, determined under § 25.111.

(b) Takeoff; landing gear retracted. In the takeoff configuration existing at the point of the flight path at which the landing gear is fully retracted, and in the configuration used in § 25.111 but without ground effect:

(1) The steady gradient of climb may not be less than 2.4 percent for two-engine airplanes, 2.7 percent for three-engine airplanes, and 3.0 percent for four-engine airplanes, at V 2 with:

(i) The critical engine inoperative, the remaining engines at the takeoff power or thrust available at the time the landing gear is fully retracted, determined under § 25.111, unless there is a more critical power operating condition existing later along the flight path but before the point where the airplane reaches a height of 400 feet above the takeoff surface; and

(ii) The weight equal to the weight existing when the airplane's landing gear is fully retracted, determined under § 25.111.

(2) The requirements of paragraph (b)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the most critical of the takeoff ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), if in the configuration used to show compliance with § 25.121(b) with this takeoff ice accretion:

(A) The stall speed at maximum takeoff weight exceeds that in non-icing conditions by more than the greater of 3 knots CAS or 3 percent of V SR ; or

(B) The degradation of the gradient of climb determined in accordance with § 25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in § 25.115(b).

(c) Final takeoff. In the en route configuration at the end of the takeoff path determined in accordance with § 25.111:

(1) The steady gradient of climb may not be less than 1.2 percent for two-engine airplanes, 1.5 percent for three-engine airplanes, and 1.7 percent for four-engine airplanes, at V FTO with—

(i) The critical engine inoperative and the remaining engines at the available maximum continuous power or thrust; and

(ii) The weight equal to the weight existing at the end of the takeoff path, determined under § 25.111.

(2) The requirements of paragraph (c)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the most critical of the final takeoff ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), if in the configuration used to show compliance with § 25.121(b) with the takeoff ice accretion used to show compliance with § 25.111(c)(5)(i):

(A) The stall speed at maximum takeoff weight exceeds that in non-icing conditions by more than the greater of 3 knots CAS or 3 percent of V SR ; or

(B) The degradation of the gradient of climb determined in accordance with § 25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in § 25.115(b).

(d) Approach. In a configuration corresponding to the normal all-engines-operating procedure in which V SR for this configuration does not exceed 110 percent of the V SR for the related all-engines-operating landing configuration:

(1) The steady gradient of climb may not be less than 2.1 percent for two-engine airplanes, 2.4 percent for three-engine airplanes, and 2.7 percent for four-engine airplanes, with—

(i) The critical engine inoperative, the remaining engines at the go-around power or thrust setting;

(ii) The maximum landing weight;

(iii) A climb speed established in connection with normal landing procedures, but not exceeding 1.4 V SR ; and

(iv) Landing gear retracted.

(2) The requirements of paragraph (d)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the most critical of the approach ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g). The climb speed selected for non-icing conditions may be used if the climb speed for icing conditions, computed in accordance with paragraph (d)(1)(iii) of this section, does not exceed that for non-icing conditions by more than the greater of 3 knots CAS or 3 percent.

§ 25.123

En route flight paths.

(a) For the en route configuration, the flight paths prescribed in paragraph (b) and (c) of this section must be determined at each weight, altitude, and ambient temperature, within the operating limits established for the airplane. The variation of weight along the flight path, accounting for the progressive consumption of fuel and oil by the operating engines, may be included in the computation. The flight paths must be determined at a speed not less than V FTO , with—

(1) The most unfavorable center of gravity;

(2) The critical engines inoperative;

(3) The remaining engines at the available maximum continuous power or thrust; and

(4) The means for controlling the engine-cooling air supply in the position that provides adequate cooling in the hot-day condition.

(b) The one-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 1.1 percent for two-engine airplanes, 1.4 percent for three-engine airplanes, and 1.6 percent for four-engine airplanes—

(1) In non-icing conditions; and

(2) In icing conditions with the most critical of the en route ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), if:

(i) A speed of 1.18 “V SR0 with the en route ice accretion exceeds the en route speed selected for non-icing conditions by more than the greater of 3 knots CAS or 3 percent of V SR ; or

(ii) The degradation of the gradient of climb is greater than one-half of the applicable actual-to-net flight path reduction defined in paragraph (b) of this section.

(c) For three- or four-engine airplanes, the two-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 0.3 percent for three-engine airplanes and 0.5 percent for four-engine airplanes.

§ 25.125

Landing.

(a) The horizontal distance necessary to land and to come to a complete stop (or to a speed of approximately 3 knots for water landings) from a point 50 feet above the landing surface must be determined (for standard temperatures, at each weight, altitude, and wind within the operational limits established by the applicant for the airplane):

(1) In non-icing conditions; and

(2) In icing conditions with the most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), if V REF for icing conditions exceeds V REF for non-icing conditions by more than 5 knots CAS at the maximum landing weight.

(b) In determining the distance in paragraph (a) of this section:

(1) The airplane must be in the landing configuration.

(2) A stabilized approach, with a calibrated airspeed of not less than V REF , must be maintained down to the 50-foot height.

(i) In non-icing conditions, V REF may not be less than:

(A) 1.23 V SR 0;

(B) V MCL established under § 25.149(f); and

(C) A speed that provides the maneuvering capability specified in § 25.143(h).

(ii) In icing conditions, V REF may not be less than:

(A) The speed determined in paragraph (b)(2)(i) of this section;

(B) 1.23 V SR0 with the most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), if that speed exceeds V REF selected for non-icing conditions by more than 5 knots CAS; and

(C) A speed that provides the maneuvering capability specified in § 25.143(h) with the most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g).

(3) Changes in configuration, power or thrust, and speed, must be made in accordance with the established procedures for service operation.

(4) The landing must be made without excessive vertical acceleration, tendency to bounce, nose over, ground loop, porpoise, or water loop.

(5) The landings may not require exceptional piloting skill or alertness.

(c) For landplanes and amphibians, the landing distance on land must be determined on a level, smooth, dry, hard-surfaced runway. In addition—

(1) The pressures on the wheel braking systems may not exceed those specified by the brake manufacturer;

(2) The brakes may not be used so as to cause excessive wear of brakes or tires; and

(3) Means other than wheel brakes may be used if that means—

(i) Is safe and reliable;

(ii) Is used so that consistent results can be expected in service; and

(iii) Is such that exceptional skill is not required to control the airplane.

(d) For seaplanes and amphibians, the landing distance on water must be determined on smooth water.

(e) For skiplanes, the landing distance on snow must be determined on smooth, dry, snow.

(f) The landing distance data must include correction factors for not more than 50 percent of the nominal wind components along the landing path opposite to the direction of landing, and not less than 150 percent of the nominal wind components along the landing path in the direction of landing.

(g) If any device is used that depends on the operation of any engine, and if the landing distance would be noticeably increased when a landing is made with that engine inoperative, the landing distance must be determined with that engine inoperative unless the use of compensating means will result in a landing distance not more than that with each engine operating.

§ 25.143

General.

(a) The airplane must be safely controllable and maneuverable during—

(1) Takeoff;

(2) Climb;

(3) Level flight;

(4) Descent; and

(5) Landing.

(b) It must be possible to make a smooth transition from one flight condition to any other flight condition without exceptional piloting skill, alertness, or strength, and without danger of exceeding the airplane limit-load factor under any probable operating conditions, including—

(1) The sudden failure of the critical engine;

(2) For airplanes with three or more engines, the sudden failure of the second critical engine when the airplane is in the en route, approach, or landing configuration and is trimmed with the critical engine inoperative; and

(3) Configuration changes, including deployment or retraction of deceleration devices.

(c) The airplane must be shown to be safely controllable and maneuverable with the most critical of the ice accretion(s) appropriate to the phase of flight as defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), and with the critical engine inoperative and its propeller (if applicable) in the minimum drag position:

(1) At the minimum V 2 for takeoff;

(2) During an approach and go-around; and

(3) During an approach and landing.

(d) The following table prescribes, for conventional wheel type controls, the maximum control forces permitted during the testing required by paragraph (a) through (c) of this section:

(e) Approved operating procedures or conventional operating practices must be followed when demonstrating compliance with the control force limitations for short term application that are prescribed in paragraph (d) of this section. The airplane must be in trim, or as near to being in trim as practical, in the preceding steady flight condition. For the takeoff condition, the airplane must be trimmed according to the approved operating procedures.

(f) When demonstrating compliance with the control force limitations for long term application that are prescribed in paragraph (d) of this section, the airplane must be in trim, or as near to being in trim as practical.

(g) When maneuvering at a constant airspeed or Mach number (up to V FC /M FC ), the stick forces and the gradient of the stick force versus maneuvering load factor must lie within satisfactory limits. The stick forces must not be so great as to make excessive demands on the pilot's strength when maneuvering the airplane, and must not be so low that the airplane can easily be overstressed inadvertently. Changes of gradient that occur with changes of load factor must not cause undue difficulty in maintaining control of the airplane, and local gradients must not be so low as to result in a danger of overcontrolling.

(h) The maneuvering capabilities in a constant speed coordinated turn at forward center of gravity, as specified in the following table, must be free of stall warning or other characteristics that might interfere with normal maneuvering:

(i) When demonstrating compliance with § 25.143 in icing conditions—

(1) Controllability must be demonstrated with the most critical of the ice accretion(s) for the particular flight phase as defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g);

(2) It must be shown that a push force is required throughout a pushover maneuver down to a zero g load factor, or the lowest load factor obtainable if limited by elevator power or other design characteristic of the flight control system. It must be possible to promptly recover from the maneuver without exceeding a pull control force of 50 pounds; and

(3) Any changes in force that the pilot must apply to the pitch control to maintain speed with increasing sideslip angle must be steadily increasing with no force reversals, unless the change in control force is gradual and easily controllable by the pilot without using exceptional piloting skill, alertness, or strength.

(j) For flight in icing conditions before the ice protection system has been activated and is performing its intended function, it must be demonstrated in flight with the most critical of the ice accretion(s) defined in Appendix C, part II, paragraph (e) of this part and Appendix O, part II, paragraph (d) of this part, as applicable, in accordance with § 25.21(g), that:

(1) The airplane is controllable in a pull-up maneuver up to 1.5 g load factor; and

(2) There is no pitch control force reversal during a pushover maneuver down to 0.5 g load factor.

§ 25.145

Longitudinal control.

(a) It must be possible, at any point between the trim speed prescribed in § 25.103(b)(6) and stall identification (as defined in § 25.201(d)), to pitch the nose downward so that the acceleration to this selected trim speed is prompt with

(1) The airplane trimmed at the trim speed prescribed in § 25.103(b)(6);

(2) The landing gear extended;

(3) The wing flaps (i) retracted and (ii) extended; and

(4) Power (i) off and (ii) at maximum continuous power on the engines.

(b) With the landing gear extended, no change in trim control, or exertion of more than 50 pounds control force (representative of the maximum short term force that can be applied readily by one hand) may be required for the following maneuvers:

(1) With power off, flaps retracted, and the airplane trimmed at 1.3 V SR1 , extend the flaps as rapidly as possible while maintaining the airspeed at approximately 30 percent above the reference stall speed existing at each instant throughout the maneuver.

(2) Repeat paragraph (b)(1) except initially extend the flaps and then retract them as rapidly as possible.

(3) Repeat paragraph (b)(2), except at the go-around power or thrust setting.

(4) With power off, flaps retracted, and the airplane trimmed at 1.3 V SR1 , rapidly set go-around power or thrust while maintaining the same airspeed.

(5) Repeat paragraph (b)(4) except with flaps extended.

(6) With power off, flaps extended, and the airplane trimmed at 1.3 V SR1 , obtain and maintain airspeeds between V SW and either 1.6 V SR1 or V FE , whichever is lower.

(c) It must be possible, without exceptional piloting skill, to prevent loss of altitude when complete retraction of the high lift devices from any position is begun during steady, straight, level flight at 1.08 V SR1 for propeller powered airplanes, or 1.13 V SR1 for turbojet powered airplanes, with—

(1) Simultaneous movement of the power or thrust controls to the go-around power or thrust setting;

(2) The landing gear extended; and

(3) The critical combinations of landing weights and altitudes.

(d) If gated high-lift device control positions are provided, paragraph (c) of this section applies to retractions of the high-lift devices from any position from the maximum landing position to the first gated position, between gated positions, and from the last gated position to the fully retracted position. The requirements of paragraph (c) of this section also apply to retractions from each approved landing position to the control position(s) associated with the high-lift device configuration(s) used to establish the go-around procedure(s) from that landing position. In addition, the first gated control position from the maximum landing position must correspond with a configuration of the high-lift devices used to establish a go-around procedure from a landing configuration. Each gated control position must require a separate and distinct motion of the control to pass through the gated position and must have features to prevent inadvertent movement of the control through the gated position. It must only be possible to make this separate and distinct motion once the control has reached the gated position.

§ 25.147

Directional and lateral control.

(a) Directional control; general. It must be possible, with the wings level, to yaw into the operative engine and to safely make a reasonably sudden change in heading of up to 15 degrees in the direction of the critical inoperative engine. This must be shown at 1.3 V S R1 for heading changes up to 15 degrees (except that the heading change at which the rudder pedal force is 150 pounds need not be exceeded), and with—

(1) The critical engine inoperative and its propeller in the minimum drag position;

(2) The power required for level flight at 1.3 V S R1, but not more than maximum continuous power;

(3) The most unfavorable center of gravity;

(4) Landing gear retracted;

(5) Flaps in the approach position; and

(6) Maximum landing weight.

(b) Directional control; airplanes with four or more engines. Airplanes with four or more engines must meet the requirements of paragraph (a) of this section except that—

(1) The two critical engines must be inoperative with their propellers (if applicable) in the minimum drag position;

(2) [Reserved]

(3) The flaps must be in the most favorable climb position.

(c) Lateral control; general. It must be possible to make 20° banked turns, with and against the inoperative engine, from steady flight at a speed equal to 1.3 V S R1, with—

(1) The critical engine inoperative and its propeller (if applicable) in the minimum drag position;

(2) The remaining engines at maximum continuous power;

(3) The most unfavorable center of gravity;

(4) Landing gear (i) retracted and (ii) extended;

(5) Flaps in the most favorable climb position; and

(6) Maximum takeoff weight.

(d) Lateral control; roll capability. With the critical engine inoperative, roll response must allow normal maneuvers. Lateral control must be sufficient, at the speeds likely to be used with one engine inoperative, to provide a roll rate necessary for safety without excessive control forces or travel.

(e) Lateral control; airplanes with four or more engines. Airplanes with four or more engines must be able to make 20° banked turns, with and against the inoperative engines, from steady flight at a speed equal to 1.3 V S R1, with maximum continuous power, and with the airplane in the configuration prescribed by paragraph (b) of this section.

(f) Lateral control; all engines operating. With the engines operating, roll response must allow normal maneuvers (such as recovery from upsets produced by gusts and the initiation of evasive maneuvers). There must be enough excess lateral control in sideslips (up to sideslip angles that might be required in normal operation), to allow a limited amount of maneuvering and to correct for gusts. Lateral control must be enough at any speed up to V FC / M FC to provide a peak roll rate necessary for safety, without excessive control forces or travel.

§ 25.149

Minimum control speed.

(a) In establishing the minimum control speeds required by this section, the method used to simulate critical engine failure must represent the most critical mode of powerplant failure with respect to controllability expected in service.

(b) V MC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative and maintain straight flight with an angle of bank of not more than 5 degrees.

(c) V MC may not exceed 1.13 V SR with—

(1) Maximum available takeoff power or thrust on the engines;

(2) The most unfavorable center of gravity;

(3) The airplane trimmed for takeoff;

(4) The maximum sea level takeoff weight (or any lesser weight necessary to show V MC );

(5) The airplane in the most critical takeoff configuration existing along the flight path after the airplane becomes airborne, except with the landing gear retracted;

(6) The airplane airborne and the ground effect negligible; and

(7) If applicable, the propeller of the inoperative engine—

(i) Windmilling;

(ii) In the most probable position for the specific design of the propeller control; or

(iii) Feathered, if the airplane has an automatic feathering device acceptable for showing compliance with the climb requirements of § 25.121.

(d) The rudder forces required to maintain control at V MC may not exceed 150 pounds nor may it be necessary to reduce power or thrust of the operative engines. During recovery, the airplane may not assume any dangerous attitude or require exceptional piloting skill, alertness, or strength to prevent a heading change of more than 20 degrees.

(e) V MCG , the minimum control speed on the ground, is the calibrated airspeed during the takeoff run at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane using the rudder control alone (without the use of nosewheel steering), as limited by 150 pounds of force, and the lateral control to the extent of keeping the wings level to enable the takeoff to be safely continued using normal piloting skill. In the determination of V MCG , assuming that the path of the airplane accelerating with all engines operating is along the centerline of the runway, its path from the point at which the critical engine is made inoperative to the point at which recovery to a direction parallel to the centerline is completed may not deviate more than 30 feet laterally from the centerline at any point. V MCG must be established with—

(1) The airplane in each takeoff configuration or, at the option of the applicant, in the most critical takeoff configuration;

(2) Maximum available takeoff power or thrust on the operating engines;

(3) The most unfavorable center of gravity;

(4) The airplane trimmed for takeoff; and

(5) The most unfavorable weight in the range of takeoff weights.

(f) V MCL , the minimum control speed during approach and landing with all engines operating, is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees. V MCL must be established with—

(1) The airplane in the most critical configuration (or, at the option of the applicant, each configuration) for approach and landing with all engines operating;

(2) The most unfavorable center of gravity;

(3) The airplane trimmed for approach with all engines operating;

(4) The most favorable weight, or, at the option of the applicant, as a function of weight;

(5) For propeller airplanes, the propeller of the inoperative engine in the position it achieves without pilot action, assuming the engine fails while at the power or thrust necessary to maintain a three degree approach path angle; and

(6) Go-around power or thrust setting on the operating engine(s).

(g) For airplanes with three or more engines, V MCL-2 , the minimum control speed during approach and landing with one critical engine inoperative, is the calibrated airspeed at which, when a second critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with both engines still inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees. V MCL-2 must be established with—

(1) The airplane in the most critical configuration (or, at the option of the applicant, each configuration) for approach and landing with one critical engine inoperative;

(2) The most unfavorable center of gravity;

(3) The airplane trimmed for approach with one critical engine inoperative;

(4) The most unfavorable weight, or, at the option of the applicant, as a function of weight;

(5) For propeller airplanes, the propeller of the more critical inoperative engine in the position it achieves without pilot action, assuming the engine fails while at the power or thrust necessary to maintain a three degree approach path angle, and the propeller of the other inoperative engine feathered;

(6) The power or thrust on the operating engine(s) necessary to maintain an approach path angle of three degrees when one critical engine is inoperative; and

(7) The power or thrust on the operating engine(s) rapidly changed, immediately after the second critical engine is made inoperative, from the power or thrust prescribed in paragraph (g)(6) of this section to—

(i) Minimum power or thrust; and

(ii) Go-around power or thrust setting.

(h) In demonstrations of V MCL and V MCL-2 —

(1) The rudder force may not exceed 150 pounds;

(2) The airplane may not exhibit hazardous flight characteristics or require exceptional piloting skill, alertness, or strength;

(3) Lateral control must be sufficient to roll the airplane, from an initial condition of steady flight, through an angle of 20 degrees in the direction necessary to initiate a turn away from the inoperative engine(s), in not more than 5 seconds; and

(4) For propeller airplanes, hazardous flight characteristics must not be exhibited due to any propeller position achieved when the engine fails or during any likely subsequent movements of the engine or propeller controls.

§ 25.161

Trim.

(a) General. Each airplane must meet the trim requirements of this section after being trimmed, and without further pressure upon, or movement of, either the primary controls or their corresponding trim controls by the pilot or the automatic pilot.

(b) Lateral and directional trim. The airplane must maintain lateral and directional trim with the most adverse lateral displacement of the center of gravity within the relevant operating limitations, during normally expected conditions of operation (including operation at any speed from 1.3 V SR 1 to V MO /M MO ).

(c) Longitudinal trim. The airplane must maintain longitudinal trim during—

(1) A climb with maximum continuous power at a speed not more than 1.3 V SR 1 , with the landing gear retracted, and the flaps (i) retracted and (ii) in the takeoff position;

(2) Either a glide with power off at a speed not more than 1.3 V SR1 , or an approach within the normal range of approach speeds appropriate to the weight and configuration with power settings corresponding to a 3 degree glidepath, whichever is the most severe, with the landing gear extended, the wing flaps (i) retracted and (ii) extended, and with the most unfavorable combination of center of gravity position and weight approved for landing; and

(3) Level flight at any speed from 1.3 V SR 1 , to V MO /M MO, with the landing gear and flaps retracted, and from 1.3 V SR 1 to V LE with the landing gear extended.

(d) Longitudinal, directional, and lateral trim. The airplane must maintain longitudinal, directional, and lateral trim (and for the lateral trim, the angle of bank may not exceed five degrees) at 1.3 V SR 1 during climbing flight with—

(1) The critical engine inoperative;

(2) The remaining engines at maximum continuous power; and

(3) The landing gear and flaps retracted.

(e) Airplanes with four or more engines. Each airplane with four or more engines must also maintain trim in rectilinear flight with the most unfavorable center of gravity and at the climb speed, configuration, and power required by § 25.123(a) for the purpose of establishing the en route flight paths with two engines inoperative.

§ 25.171

General.

The airplane must be longitudinally, directionally, and laterally stable in accordance with the provisions of §§ 25.173 through 25.177. In addition, suitable stability and control feel (static stability) is required in any condition normally encountered in service, if flight tests show it is necessary for safe operation.

§ 25.173

Static longitudinal stability.

Under the conditions specified in § 25.175, the characteristics of the elevator control forces (including friction) must be as follows:

(a) A pull must be required to obtain and maintain speeds below the specified trim speed, and a push must be required to obtain and maintain speeds above the specified trim speed. This must be shown at any speed that can be obtained except speeds higher than the landing gear or wing flap operating limit speeds or V FC /M FC, whichever is appropriate, or lower than the minimum speed for steady unstalled flight.

(b) The airspeed must return to within 10 percent of the original trim speed for the climb, approach, and landing conditions specified in § 25.175 (a), (c), and (d), and must return to within 7.5 percent of the original trim speed for the cruising condition specified in § 25.175(b), when the control force is slowly released from any speed within the range specified in paragraph (a) of this section.

(c) The average gradient of the stable slope of the stick force versus speed curve may not be less than 1 pound for each 6 knots.

(d) Within the free return speed range specified in paragraph (b) of this section, it is permissible for the airplane, without control forces, to stabilize on speeds above or below the desired trim speeds if exceptional attention on the part of the pilot is not required to return to and maintain the desired trim speed and altitude.

§ 25.175

Demonstration of static longitudinal stability.

Static longitudinal stability must be shown as follows:

(a) Climb. The stick force curve must have a stable slope at speeds between 85 and 115 percent of the speed at which the airplane—

(1) Is trimmed, with—

(i) Wing flaps retracted;

(ii) Landing gear retracted;

(iii) Maximum takeoff weight; and

(iv) 75 percent of maximum continuous power for reciprocating engines or the maximum power or thrust selected by the applicant as an operating limitation for use during climb for turbine engines; and

(2) Is trimmed at the speed for best rate-of-climb except that the speed need not be less than 1.3 V SR 1 .

(b) Cruise. Static longitudinal stability must be shown in the cruise condition as follows:

(1) With the landing gear retracted at high speed, the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range, or 50 knots plus the resulting free return speed range, above and below the trim speed (except that the speed range need not include speeds less than 1.3 V SR 1 , nor speeds greater than V FC /M FC, nor speeds that require a stick force of more than 50 pounds), with—

(i) The wing flaps retracted;

(ii) The center of gravity in the most adverse position (see § 25.27);

(iii) The most critical weight between the maximum takeoff and maximum landing weights;

(iv) 75 percent of maximum continuous power for reciprocating engines or for turbine engines, the maximum cruising power selected by the applicant as an operating limitation (see § 25.1521), except that the power need not exceed that required at V MO / M MO ; and

(v) The airplane trimmed for level flight with the power required in paragraph (b)(1)(iv) of this section.

(2) With the landing gear retracted at low speed, the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range, or 50 knots plus the resulting free return speed range, above and below the trim speed (except that the speed range need not include speeds less than 1.3 V SR 1 , nor speeds greater than the minimum speed of the applicable speed range prescribed in paragraph (b)(1), nor speeds that require a stick force of more than 50 pounds), with—

(i) Wing flaps, center of gravity position, and weight as specified in paragraph (b)(1) of this section;

(ii) Power required for level flight at a speed equal to ( V MO + 1.3 V SR 1 )/2; and

(iii) The airplane trimmed for level flight with the power required in paragraph (b)(2)(ii) of this section.

(3) With the landing gear extended, the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range, or 50 knots plus the resulting free return speed range, above and below the trim speed (except that the speed range need not include speeds less than 1.3 V SR 1 , nor speeds greater than V LE, nor speeds that require a stick force of more than 50 pounds), with—

(i) Wing flap, center of gravity position, and weight as specified in paragraph (b)(1) of this section;

(ii) 75 percent of maximum continuous power for reciprocating engines or, for turbine engines, the maximum cruising power selected by the applicant as an operating limitation, except that the power need not exceed that required for level flight at V LE ; and

(iii) The aircraft trimmed for level flight with the power required in paragraph (b)(3)(ii) of this section.

(c) Approach. The stick force curve must have a stable slope at speeds between V SW and 1.7 V SR 1 , with—

(1) Wing flaps in the approach position;

(2) Landing gear retracted;

(3) Maximum landing weight; and

(4) The airplane trimmed at 1.3 V SR 1 with enough power to maintain level flight at this speed.

(d) Landing. The stick force curve must have a stable slope, and the stick force may not exceed 80 pounds, at speeds between V SW and 1.7 V SR 0 with—

(1) Wing flaps in the landing position;

(2) Landing gear extended;

(3) Maximum landing weight;

(4) The airplane trimmed at 1.3 V SR0 with—

(i) Power or thrust off, and

(ii) Power or thrust for level flight.

(5) The airplane trimmed at 1.3 V SR 0 with power or thrust off.

§ 25.177

Static lateral-directional stability.

(a) The static directional stability (as shown by the tendency to recover from a skid with the rudder free) must be positive for any landing gear and flap position and symmetric power condition, at speeds from 1.13 V SR1 , up to V FE , V LE , or V FC /M FC (as appropriate for the airplane configuration).

(b) The static lateral stability (as shown by the tendency to raise the low wing in a sideslip with the aileron controls free) for any landing gear and flap position and symmetric power condition, may not be negative at any airspeed (except that speeds higher than V FE need not be considered for flaps extended configurations nor speeds higher than V LE for landing gear extended configurations) in the following airspeed ranges:

(1) From 1.13 V SR1 to V MO /M MO .

(2) From V MO /M MO to V FC /M FC , unless the divergence is—

(i) Gradual;

(ii) Easily recognizable by the pilot; and

(iii) Easily controllable by the pilot.

(c) The following requirement must be met for the configurations and speed specified in paragraph (a) of this section. In straight, steady sideslips over the range of sideslip angles appropriate to the operation of the airplane, the aileron and rudder control movements and forces must be substantially proportional to the angle of sideslip in a stable sense. This factor of proportionality must lie between limits found necessary for safe operation. The range of sideslip angles evaluated must include those sideslip angles resulting from the lesser of:

(1) One-half of the available rudder control input; and

(2) A rudder control force of 180 pounds.

(d) For sideslip angles greater than those prescribed by paragraph (c) of this section, up to the angle at which full rudder control is used or a rudder control force of 180 pounds is obtained, the rudder control forces may not reverse, and increased rudder deflection must be needed for increased angles of sideslip. Compliance with this requirement must be shown using straight, steady sideslips, unless full lateral control input is achieved before reaching either full rudder control input or a rudder control force of 180 pounds; a straight, steady sideslip need not be maintained after achieving full lateral control input. This requirement must be met at all approved landing gear and flap positions for the range of operating speeds and power conditions appropriate to each landing gear and flap position with all engines operating.

§ 25.181

Dynamic stability.

(a) Any short period oscillation, not including combined lateral-directional oscillations, occurring between 1.13 V SR and maximum allowable speed appropriate to the configuration of the airplane must be heavily damped with the primary controls—

(1) Free; and

(2) In a fixed position.

(b) Any combined lateral-directional oscillations (“Dutch roll”) occurring between 1.13 V SR and maximum allowable speed appropriate to the configuration of the airplane must be positively damped with controls free, and must be controllable with normal use of the primary controls without requiring exceptional pilot skill.

§ 25.201

Stall demonstration.

(a) Stalls must be shown in straight flight and in 30 degree banked turns with—

(1) Power off; and

(2) The power necessary to maintain level flight at 1.5 V SR1 (where V SR1 corresponds to the reference stall speed at maximum landing weight with flaps in the approach position and the landing gear retracted).

(b) In each condition required by paragraph (a) of this section, it must be possible to meet the applicable requirements of § 25.203 with—

(1) Flaps, landing gear, and deceleration devices in any likely combination of positions approved for operation;

(2) Representative weights within the range for which certification is requested;

(3) The most adverse center of gravity for recovery; and

(4) The airplane trimmed for straight flight at the speed prescribed in § 25.103(b)(6).

(c) The following procedures must be used to show compliance with § 25.203;

(1) Starting at a speed sufficiently above the stalling speed to ensure that a steady rate of speed reduction can be established, apply the longitudinal control so that the speed reduction does not exceed one knot per second until the airplane is stalled.

(2) In addition, for turning flight stalls, apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per second.

(3) As soon as the airplane is stalled, recover by normal recovery techniques.

(d) The airplane is considered stalled when the behavior of the airplane gives the pilot a clear and distinctive indication of an acceptable nature that the airplane is stalled. Acceptable indications of a stall, occurring either individually or in combination, are—

(1) A nose-down pitch that cannot be readily arrested;

(2) Buffeting, of a magnitude and severity that is a strong and effective deterrent to further speed reduction; or

(3) The pitch control reaches the aft stop and no further increase in pitch attitude occurs when the control is held full aft for a short time before recovery is initiated.

§ 25.203

Stall characteristics.

(a) It must be possible to produce and to correct roll and yaw by unreversed use of the aileron and rudder controls, up to the time the airplane is stalled. No abnormal nose-up pitching may occur. The longitudinal control force must be positive up to and throughout the stall. In addition, it must be possible to promptly prevent stalling and to recover from a stall by normal use of the controls.

(b) For level wing stalls, the roll occurring between the stall and the completion of the recovery may not exceed approximately 20 degrees.

(c) For turning flight stalls, the action of the airplane after the stall may not be so violent or extreme as to make it difficult, with normal piloting skill, to effect a prompt recovery and to regain control of the airplane. The maximum bank angle that occurs during the recovery may not exceed—

(1) Approximately 60 degrees in the original direction of the turn, or 30 degrees in the opposite direction, for deceleration rates up to 1 knot per second; and

(2) Approximately 90 degrees in the original direction of the turn, or 60 degrees in the opposite direction, for deceleration rates in excess of 1 knot per second.

§ 25.207

Stall warning.

(a) Stall warning with sufficient margin to prevent inadvertent stalling with the flaps and landing gear in any normal position must be clear and distinctive to the pilot in straight and turning flight.

(b) The warning must be furnished either through the inherent aerodynamic qualities of the airplane or by a device that will give clearly distinguishable indications under expected conditions of flight. However, a visual stall warning device that requires the attention of the crew within the cockpit is not acceptable by itself. If a warning device is used, it must provide a warning in each of the airplane configurations prescribed in paragraph (a) of this section at the speed prescribed in paragraphs (c) and (d) of this section. Except for the stall warning prescribed in paragraph (h)(3)(ii) of this section, the stall warning for flight in icing conditions must be provided by the same means as the stall warning for flight in non-icing conditions.

(c) When the speed is reduced at rates not exceeding one knot per second, stall warning must begin, in each normal configuration, at a speed, V SW , exceeding the speed at which the stall is identified in accordance with § 25.201(d) by not less than five knots or five percent CAS, whichever is greater. Once initiated, stall warning must continue until the angle of attack is reduced to approximately that at which stall warning began.

(d) In addition to the requirement of paragraph (c) of this section, when the speed is reduced at rates not exceeding one knot per second, in straight flight with engines idling and at the center-of-gravity position specified in § 25.103(b)(5), V SW , in each normal configuration, must exceed V SR by not less than three knots or three percent CAS, whichever is greater.

(e) In icing conditions, the stall warning margin in straight and turning flight must be sufficient to allow the pilot to prevent stalling (as defined in § 25.201(d)) when the pilot starts a recovery maneuver not less than three seconds after the onset of stall warning. When demonstrating compliance with this paragraph, the pilot must perform the recovery maneuver in the same way as for the airplane in non-icing conditions. Compliance with this requirement must be demonstrated in flight with the speed reduced at rates not exceeding one knot per second, with—

(1) The most critical of the takeoff ice and final takeoff ice accretions defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), for each configuration used in the takeoff phase of flight;

(2) The most critical of the en route ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), for the en route configuration;

(3) The most critical of the holding ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), for the holding configuration(s);

(4) The most critical of the approach ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), for the approach configuration(s); and

(5) The most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), for the landing and go-around configuration(s).

(f) The stall warning margin must be sufficient in both non-icing and icing conditions to allow the pilot to prevent stalling when the pilot starts a recovery maneuver not less than one second after the onset of stall warning in slow-down turns with at least 1.5 g load factor normal to the flight path and airspeed deceleration rates of at least 2 knots per second. When demonstrating compliance with this paragraph for icing conditions, the pilot must perform the recovery maneuver in the same way as for the airplane in non-icing conditions. Compliance with this requirement must be demonstrated in flight with—

(1) The flaps and landing gear in any normal position;

(2) The airplane trimmed for straight flight at a speed of 1.3 V SR ; and

(3) The power or thrust necessary to maintain level flight at 1.3 V SR .

(g) Stall warning must also be provided in each abnormal configuration of the high lift devices that is likely to be used in flight following system failures (including all configurations covered by Airplane Flight Manual procedures).

(h) The following stall warning margin is required for flight in icing conditions before the ice protection system has been activated and is performing its intended function. Compliance must be shown using the most critical of the ice accretion(s) defined in Appendix C, part II, paragraph (e) of this part and Appendix O, part II, paragraph (d) of this part, as applicable, in accordance with § 25.21(g). The stall warning margin in straight and turning flight must be sufficient to allow the pilot to prevent stalling without encountering any adverse flight characteristics when:

(1) The speed is reduced at rates not exceeding one knot per second;

(2) The pilot performs the recovery maneuver in the same way as for flight in non-icing conditions; and

(3) The recovery maneuver is started no earlier than:

(i) One second after the onset of stall warning if stall warning is provided by the same means as for flight in non-icing conditions; or

(ii) Three seconds after the onset of stall warning if stall warning is provided by a different means than for flight in non-icing conditions.

(i) In showing compliance with paragraph (h) of this section, if stall warning is provided by a different means in icing conditions than for non-icing conditions, compliance with § 25.203 must be shown using the accretion defined in appendix C, part II(e) of this part. Compliance with this requirement must be shown using the demonstration prescribed by § 25.201, except that the deceleration rates of § 25.201(c)(2) need not be demonstrated.

§ 25.231

Longitudinal stability and control.

(a) Landplanes may have no uncontrollable tendency to nose over in any reasonably expected operating condition or when rebound occurs during landing or takeoff. In addition—

(1) Wheel brakes must operate smoothly and may not cause any undue tendency to nose over; and

(2) If a tail-wheel landing gear is used, it must be possible, during the takeoff ground run on concrete, to maintain any attitude up to thrust line level, at 75 percent of V SR 1 .

(b) For seaplanes and amphibians, the most adverse water conditions safe for takeoff, taxiing, and landing, must be established.

§ 25.233

Directional stability and control.

(a) There may be no uncontrollable ground-looping tendency in 90° cross winds, up to a wind velocity of 20 knots or 0.2 V SR 0 , whichever is greater, except that the wind velocity need not exceed 25 knots at any speed at which the airplane may be expected to be operated on the ground. This may be shown while establishing the 90° cross component of wind velocity required by § 25.237.

(b) Landplanes must be satisfactorily controllable, without exceptional piloting skill or alertness, in power-off landings at normal landing speed, without using brakes or engine power to maintain a straight path. This may be shown during power-off landings made in conjunction with other tests.

(c) The airplane must have adequate directional control during taxiing. This may be shown during taxiing prior to takeoffs made in conjunction with other tests.

§ 25.235

Taxiing condition.

The shock absorbing mechanism may not damage the structure of the airplane when the airplane is taxied on the roughest ground that may reasonably be expected in normal operation.

§ 25.237

Wind velocities.

(a) For land planes and amphibians, the following applies:

(1) A 90-degree cross component of wind velocity, demonstrated to be safe for takeoff and landing, must be established for dry runways and must be at least 20 knots or 0.2 V SR0 , whichever is greater, except that it need not exceed 25 knots.

(2) The crosswind component for takeoff established without ice accretions is valid in icing conditions.

(3) The landing crosswind component must be established for:

(i) Non-icing conditions, and

(ii) Icing conditions with the most critical of the landing ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g).

(b) For seaplanes and amphibians, the following applies:

(1) A 90-degree cross component of wind velocity, up to which takeoff and landing is safe under all water conditions that may reasonably be expected in normal operation, must be established and must be at least 20 knots or 0.2 V SR 0 , whichever is greater, except that it need not exceed 25 knots.

(2) A wind velocity, for which taxiing is safe in any direction under all water conditions that may reasonably be expected in normal operation, must be established and must be at least 20 knots or 0.2 V SR0 , whichever is greater, except that it need not exceed 25 knots.

§ 25.239

Spray characteristics, control, and stability on water.

(a) For seaplanes and amphibians, during takeoff, taxiing, and landing, and in the conditions set forth in paragraph (b) of this section, there may be no—

(1) Spray characteristics that would impair the pilot's view, cause damage, or result in the taking in of an undue quantity of water;

(2) Dangerously uncontrollable porpoising, bounding, or swinging tendency; or

(3) Immersion of auxiliary floats or sponsons, wing tips, propeller blades, or other parts not designed to withstand the resulting water loads.

(b) Compliance with the requirements of paragraph (a) of this section must be shown—

(1) In water conditions, from smooth to the most adverse condition established in accordance with § 25.231;

(2) In wind and cross-wind velocities, water currents, and associated waves and swells that may reasonably be expected in operation on water;

(3) At speeds that may reasonably be expected in operation on water;

(4) With sudden failure of the critical engine at any time while on water; and

(5) At each weight and center of gravity position, relevant to each operating condition, within the range of loading conditions for which certification is requested.

(c) In the water conditions of paragraph (b) of this section, and in the corresponding wind conditions, the seaplane or amphibian must be able to drift for five minutes with engines inoperative, aided, if necessary, by a sea anchor.

§ 25.251

Vibration and buffeting.

(a) The airplane must be demonstrated in flight to be free from any vibration and buffeting that would prevent continued safe flight in any likely operating condition.

(b) Each part of the airplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to V DF /M DF . The maximum speeds shown must be used in establishing the operating limitations of the airplane in accordance with § 25.1505.

(c) Except as provided in paragraph (d) of this section, there may be no buffeting condition, in normal flight, including configuration changes during cruise, severe enough to interfere with the control of the airplane, to cause excessive fatigue to the crew, or to cause structural damage. Stall warning buffeting within these limits is allowable.

(d) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any speed up to V MO / M MO, except that stall warning buffeting is allowable.

(e) For an airplane with M D greater than .6 or with a maximum operating altitude greater than 25,000 feet, the positive maneuvering load factors at which the onset of perceptible buffeting occurs must be determined with the airplane in the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the airplane is to be certificated. The envelopes of load factor, speed, altitude, and weight must provide a sufficient range of speeds and load factors for normal operations. Probable inadvertent excursions beyond the boundaries of the buffet onset envelopes may not result in unsafe conditions.

§ 25.253

High-speed characteristics.

(a) Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met:

(1) Operating conditions and characteristics likely to cause inadvertent speed increases (including upsets in pitch and roll) must be simulated with the airplane trimmed at any likely cruise speed up to V MO / M MO . These conditions and characteristics include gust upsets, inadvertent control movements, low stick force gradient in relation to control friction, passenger movement, leveling off from climb, and descent from Mach to airspeed limit altitudes.

(2) Allowing for pilot reaction time after effective inherent or artificial speed warning occurs, it must be shown that the airplane can be recovered to a normal attitude and its speed reduced to V MO / M MO, without—

(i) Exceptional piloting strength or skill;

(ii) Exceeding V D / M D, V DF / M DF, or the structural limitations; and

(iii) Buffeting that would impair the pilot's ability to read the instruments or control the airplane for recovery.

(3) With the airplane trimmed at any speed up to V MO /M MO , there must be no reversal of the response to control input about any axis at any speed up to V DF /M DF . Any tendency to pitch, roll, or yaw must be mild and readily controllable, using normal piloting techniques. When the airplane is trimmed at V MO /M MO , the slope of the elevator control force versus speed curve need not be stable at speeds greater than V FC /M FC , but there must be a push force at all speeds up to V DF /M DF and there must be no sudden or excessive reduction of elevator control force as V DF /M DF is reached.

(4) Adequate roll capability to assure a prompt recovery from a lateral upset condition must be available at any speed up to V DF /M DF .

(5) With the airplane trimmed at V MO /M MO , extension of the speedbrakes over the available range of movements of the pilot's control, at all speeds above V MO /M MO , but not so high that V DF /M DF would be exceeded during the maneuver, must not result in:

(i) An excessive positive load factor when the pilot does not take action to counteract the effects of extension;

(ii) Buffeting that would impair the pilot's ability to read the instruments or control the airplane for recovery; or

(iii) A nose down pitching moment, unless it is small.

(b) Maximum speed for stability characteristics, V FC /M FC . V FC /M FC is the maximum speed at which the requirements of §§ 25.143(g), 25.147(f), 25.175(b)(1), 25.177(a) through (c), and 25.181 must be met with flaps and landing gear retracted. Except as noted in § 25.253(c), V FC /M FC may not be less than a speed midway between V MO /M MO and V DF /M DF , except that, for altitudes where Mach number is the limiting factor, M FC need not exceed the Mach number at which effective speed warning occurs.

(c) Maximum speed for stability characteristics in icing conditions. The maximum speed for stability characteristics with the most critical of the ice accretions defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g), at which the requirements of §§ 25.143(g), 25.147(f), 25.175(b)(1), 25.177(a) through (c), and 25.181 must be met, is the lower of:

(1) 300 knots CAS;

(2) V FC ; or

(3) A speed at which it is demonstrated that the airframe will be free of ice accretion due to the effects of increased dynamic pressure.

§ 25.255

Out-of-trim characteristics.

(a) From an initial condition with the airplane trimmed at cruise speeds up to V MO /M MO, the airplane must have satisfactory maneuvering stability and controllability with the degree of out-of-trim in both the airplane nose-up and nose-down directions, which results from the greater of—

(1) A three-second movement of the longitudinal trim system at its normal rate for the particular flight condition with no aerodynamic load (or an equivalent degree of trim for airplanes that do not have a power-operated trim system), except as limited by stops in the trim system, including those required by § 25.655(b) for adjustable stabilizers; or

(2) The maximum mistrim that can be sustained by the autopilot while maintaining level flight in the high speed cruising condition.

(b) In the out-of-trim condition specified in paragraph (a) of this section, when the normal acceleration is varied from + 1 g to the positive and negative values specified in paragraph (c) of this section—

(1) The stick force vs. g curve must have a positive slope at any speed up to and including V FC /M FC ; and

(2) At speeds between V FC /M FC and V DF /M DF the direction of the primary longitudinal control force may not reverse.

(c) Except as provided in paragraphs (d) and (e) of this section, compliance with the provisions of paragraph (a) of this section must be demonstrated in flight over the acceleration range—

(1) −1 g to + 2.5 g; or

(2) 0 g to 2.0 g, and extrapolating by an acceptable method to −1 g and + 2.5 g.

(d) If the procedure set forth in paragraph (c)(2) of this section is used to demonstrate compliance and marginal conditions exist during flight test with regard to reversal of primary longitudinal control force, flight tests must be accomplished from the normal acceleration at which a marginal condition is found to exist to the applicable limit specified in paragraph (b)(1) of this section.

(e) During flight tests required by paragraph (a) of this section, the limit maneuvering load factors prescribed in §§ 25.333(b) and 25.337, and the maneuvering load factors associated with probable inadvertent excursions beyond the boundaries of the buffet onset envelopes determined under § 25.251(e), need not be exceeded. In addition, the entry speeds for flight test demonstrations at normal acceleration values less than 1 g must be limited to the extent necessary to accomplish a recovery without exceeding V DF /M DF .

(f) In the out-of-trim condition specified in paragraph (a) of this section, it must be possible from an overspeed condition at V DF /M DF to produce at least 1.5 g for recovery by applying not more than 125 pounds of longitudinal control force using either the primary longitudinal control alone or the primary longitudinal control and the longitudinal trim system. If the longitudinal trim is used to assist in producing the required load factor, it must be shown at V DF /M DF that the longitudinal trim can be actuated in the airplane nose-up direction with the primary surface loaded to correspond to the least of the following airplane nose-up control forces:

(1) The maximum control forces expected in service as specified in §§ 25.301 and 25.397.

(2) The control force required to produce 1.5 g.

(3) The control force corresponding to buffeting or other phenomena of such intensity that it is a strong deterrent to further application of primary longitudinal control force.

§ 25.301

Loads.

(a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads.

(b) Unless otherwise provided, the specified air, ground, and water loads must be placed in equilibrium with inertia forces, considering each item of mass in the airplane. These loads must be distributed to conservatively approximate or closely represent actual conditions. Methods used to determine load intensities and distribution must be validated by flight load measurement unless the methods used for determining those loading conditions are shown to be reliable.

(c) If deflections under load would significantly change the distribution of external or internal loads, this redistribution must be taken into account.

§ 25.302

Interaction of systems and structures.

For airplanes equipped with systems that affect structural performance, either directly or as a result of a failure or malfunction, the influence of these systems and their failure conditions must be taken into account when showing compliance with the requirements of subparts C and D of this part. These criteria are only applicable to structure whose failure could prevent continued safe flight and landing.

(a) General. The applicant must use the following criteria in determining the influence of a system and its failure conditions on the airplane structure.

(b) System fully operative. With the system fully operative, the following criteria apply:

(1) The applicant must derive limit loads for the limit conditions specified in subpart C of this part, taking into account the behavior of the system up to the limit loads. System nonlinearities must be taken into account.

(2) The applicant must show that the airplane meets the strength requirements of subparts C and D of this part, using the appropriate factor of safety to derive ultimate loads from the limit loads defined in paragraph (b)(1) of this section. The effect of nonlinearities must be investigated sufficiently beyond limit conditions to ensure the behavior of the system presents no detrimental effects compared to the behavior below limit conditions. However, conditions beyond limit conditions need not be considered when it can be shown that the airplane has design features that will not allow it to exceed those limit conditions.

(3) [Reserved]

(c) System in the failure condition. For any system failure condition not shown to be extremely improbable or that results from a single failure, the following criteria apply:

(1) At the time of occurrence. The applicant must establish a realistic scenario, starting from 1g level flight conditions, and including pilot corrective actions, to determine the loads occurring at the time of failure and immediately after failure.

(i) For static strength substantiation, the airplane must be able to withstand the ultimate loads determined by multiplying the loads in paragraph (c)(1) of this section by a factor of safety that is related to the probability of occurrence of the failure. The factor of safety (F.S.) is defined in Figure 1.

(ii) For residual strength substantiation, the airplane must be able to withstand two thirds of the ultimate loads defined in paragraph (c)(1)(i) of this section. For pressurized cabins, these loads must be combined with the normal operating differential pressure.

(iii) [Reserved]

(iv) Failures of the system that result in forced structural vibrations (oscillatory failures) must not produce loads that could result in detrimental deformation of primary structure.

(2) For the continuation of the flight. For the airplane, in the system failed state and considering any appropriate reconfiguration and flight limitations, the following apply:

(i) The loads derived from the following conditions at speeds up to V C /M C , or the speed limitation prescribed for the remainder of the flight must be determined:

(A) the limit symmetrical maneuvering conditions specified in §§ 25.331 and 25.345,

(B) the limit gust and turbulence conditions specified in §§ 25.341 and 25.345,

(C) the limit rolling conditions specified in § 25.349 and the limit unsymmetrical conditions specified in §§ 25.367 and 25.427(b) and (c),

(D) the limit yaw maneuvering conditions specified in § 25.351,

(E) the limit ground loading conditions specified in §§ 25.473 and 25.491, and

(F) any other subpart C of this part load condition for which a system is specifically installed or tailored to reduce the loads of that condition.

(ii) For static strength substantiation, each part of the structure must be able to withstand the loads in paragraph (c)(2)(i) of this section multiplied by a factor of safety that depends on the probability of being in this failure condition. The factor of safety is defined in Figure 2.

(iii) For residual strength substantiation, the airplane must be able to withstand two thirds of the ultimate loads defined in paragraph (c)(2)(ii) of this section. For pressurized cabins, these loads must be combined with the normal operating differential pressure.

(iv) If the loads induced by the failure condition have a significant effect on fatigue or damage tolerance then their effects must be taken into account.

(v)-(vi) [Reserved]

(3) [Reserved]

(d) Failure indications. For system failure detection and indication, the following apply:

(1) The system must be checked for failure conditions evaluated under paragraph (c) of this section that degrade the structural capability below the level required by subparts C (excluding § 25.302) and D of this part or that reduce the reliability of the remaining system. As far as practicable, these failures must be indicated to the flightcrew before flight.

(2) The existence of any failure condition evaluated under paragraph (c) of this section that results in a factor of safety between the airplane strength and the loads of subpart C of this part below 1.25 must be indicated to the flightcrew.

(e) Dispatch with known failure conditions. If the airplane is to be dispatched in a known system failure condition that affects structural performance or affects the reliability of the remaining system to maintain structural performance, then the Master Minimum Equipment List must ensure the provisions of § 25.302 are met for the dispatched condition and for any subsequent failures. Flight limitations and operational limitations may be taken into account in establishing Qj as the combined probability of being in the dispatched failure condition and the subsequent failure condition for the safety margins in Figure 2. No reduction in these safety margins is allowed if the subsequent system failure rate is greater than 10 −3 per flight hour.

§ 25.303

Factor of safety.

Unless otherwise specified, a factor of safety of 1.5 must be applied to the prescribed limit load which are considered external loads on the structure. When a loading condition is prescribed in terms of ultimate loads, a factor of safety need not be applied unless otherwise specified.

§ 25.305

Strength and deformation.

(a) The structure must be able to support limit loads without detrimental permanent deformation. At any load up to limit loads, the deformation may not interfere with safe operation.

(b) The structure must be able to support ultimate loads without failure for at least 3 seconds. However, when proof of strength is shown by dynamic tests simulating actual load conditions, the 3-second limit does not apply. Static tests conducted to ultimate load must include the ultimate deflections and ultimate deformation induced by the loading. When analytical methods are used to show compliance with the ultimate load strength requirements, it must be shown that—

(1) The effects of deformation are not significant;

(2) The deformations involved are fully accounted for in the analysis; or

(3) The methods and assumptions used are sufficient to cover the effects of these deformations.

(c) Where structural flexibility is such that any rate of load application likely to occur in the operating conditions might produce transient stresses appreciably higher than those corresponding to static loads, the effects of this rate of application must be considered.

(d) [Reserved]

(e) The airplane must be designed to withstand any vibration and buffeting that might occur in any likely operating condition up to V D /M D , including stall and probable inadvertent excursions beyond the boundaries of the buffet onset envelope. This must be shown by analysis, flight tests, or other tests found necessary by the Administrator.

(f) Unless shown to be extremely improbable, the airplane must be designed to withstand any forced structural vibration resulting from any failure, malfunction or adverse condition in the flight control system. These must be considered limit loads and must be investigated at airspeeds up to V C /M C .

§ 25.307

Proof of structure.

(a) Compliance with the strength and deformation requirements of this subpart must be shown for each critical loading condition. Structural analysis may be used only if the structure conforms to that for which experience has shown this method to be reliable. In other cases, substantiating tests must be made to load levels that are sufficient to verify structural behavior up to loads specified in § 25.305.

(b)-(c) [Reserved]

(d) When static or dynamic tests are used to show compliance with the requirements of § 25.305(b) for flight structures, appropriate material correction factors must be applied to the test results, unless the structure, or part thereof, being tested has features such that a number of elements contribute to the total strength of the structure and the failure of one element results in the redistribution of the load through alternate load paths.

§ 25.321

General.

(a) Flight load factors represent the ratio of the aerodynamic force component (acting normal to the assumed longitudinal axis of the airplane) to the weight of the airplane. A positive load factor is one in which the aerodynamic force acts upward with respect to the airplane.

(b) Considering compressibility effects at each speed, compliance with the flight load requirements of this subpart must be shown—

(1) At each critical altitude within the range of altitudes selected by the applicant;

(2) At each weight from the design minimum weight to the design maximum weight appropriate to each particular flight load condition; and

(3) For each required altitude and weight, for any practicable distribution of disposable load within the operating limitations recorded in the Airplane Flight Manual.

(c) Enough points on and within the boundaries of the design envelope must be investigated to ensure that the maximum load for each part of the airplane structure is obtained.

(d) The significant forces acting on the airplane must be placed in equilibrium in a rational or conservative manner. The linear inertia forces must be considered in equilibrium with the thrust and all aerodynamic loads, while the angular (pitching) inertia forces must be considered in equilibrium with thrust and all aerodynamic moments, including moments due to loads on components such as tail surfaces and nacelles. Critical thrust values in the range from zero to maximum continuous thrust must be considered.

§ 25.331

Symmetric maneuvering conditions.

(a) Procedure. For the analysis of the maneuvering flight conditions specified in paragraphs (b) and (c) of this section, the following provisions apply:

(1) Where sudden displacement of a control is specified, the assumed rate of control surface displacement may not be less than the rate that could be applied by the pilot through the control system.

(2) In determining elevator angles and chordwise load distribution in the maneuvering conditions of paragraphs (b) and (c) of this section, the effect of corresponding pitching velocities must be taken into account. The in-trim and out-of-trim flight conditions specified in § 25.255 must be considered.

(b) Maneuvering balanced conditions. Assuming the airplane to be in equilibrium with zero pitching acceleration, the maneuvering conditions A through I on the maneuvering envelope in § 25.333(b) must be investigated.

(c) Maneuvering pitching conditions. The following conditions must be investigated:

(1) Maximum pitch control displacement at V A . The airplane is assumed to be flying in steady level flight (point A 1 , § 25.333(b)) and the cockpit pitch control is suddenly moved to obtain extreme nose up pitching acceleration. In defining the tail load, the response of the airplane must be taken into account. Airplane loads that occur subsequent to the time when normal acceleration at the c.g. exceeds the positive limit maneuvering load factor (at point A 2 in § 25.333(b)), or the resulting tailplane normal load reaches its maximum, whichever occurs first, need not be considered.

(2) Checked maneuver between V A and V D . Nose-up checked pitching maneuvers must be analyzed in which the positive limit load factor prescribed in § 25.337 is achieved. As a separate condition, nose-down checked pitching maneuvers must be analyzed in which a limit load factor of 0g is achieved. In defining the airplane loads, the flight deck pitch control motions described in paragraphs (c)(2)(i) through (iv) of this section must be used:

(i) The airplane is assumed to be flying in steady level flight at any speed between V A and V D and the flight deck pitch control is moved in accordance with the following formula:

δ(t) = δ 1 sin(ωt) for 0 ≤ t ≤ t max

(ii) For nose-up pitching maneuvers, the complete flight deck pitch control displacement history may be scaled down in amplitude to the extent necessary to ensure that the positive limit load factor prescribed in § 25.337 is not exceeded. For nose-down pitching maneuvers, the complete flight deck control displacement history may be scaled down in amplitude to the extent necessary to ensure that the normal acceleration at the center of gravity does not go below 0g.

(iii) In addition, for cases where the airplane response to the specified flight deck pitch control motion does not achieve the prescribed limit load factors, then the following flight deck pitch control motion must be used:

δ(t) = δ 1 sin(ωt) for 0 ≤ t ≤ t 1

δ(t) = δ 1 for t 1 ≤ t ≤ t 2

δ(t) = δ 1 sin(ω[t + t 1 − t 2 ]) for t 2 ≤ t ≤ t max

(iv) In cases where the flight deck pitch control motion may be affected by inputs from systems (for example, by a stick pusher that can operate at high load factor as well as at 1g), then the effects of those systems shall be taken into account.

(v) Airplane loads that occur beyond the following times need not be considered:

(A) For the nose-up pitching maneuver, the time at which the normal acceleration at the center of gravity goes below 0g;

(B) For the nose-down pitching maneuver, the time at which the normal acceleration at the center of gravity goes above the positive limit load factor prescribed in § 25.337;

(C) t max. .

§ 25.333

Flight maneuvering envelope.

(a) General. The strength requirements must be met at each combination of airspeed and load factor on and within the boundaries of the representative maneuvering envelope ( V-n diagram) of paragraph (b) of this section. This envelope must also be used in determining the airplane structural operating limitations as specified in § 25.1501.

(b) Maneuvering envelope.

§ 25.335

Design airspeeds.

The selected design airspeeds are equivalent airspeeds (EAS). Estimated values of V S 0 and V S 1 must be conservative.

(a) Design cruising speed, V C . For V C, the following apply:

(1) The minimum value of V C must be sufficiently greater than V B to provide for inadvertent speed increases likely to occur as a result of severe atmospheric turbulence.

(2) Except as provided in § 25.335(d)(2), V C may not be less than V B + 1.32 U REF (with U REF as specified in § 25.341(a)(5)(i)). However V C need not exceed the maximum speed in level flight at maximum continuous power for the corresponding altitude.

(3) At altitudes where V D is limited by Mach number, V C may be limited to a selected Mach number.

(b) Design dive speed, V D . V D must be selected so that V C / M C is not greater than 0.8 V D / M D, or so that the minimum speed margin between V C / M C and V D / M D is the greater of the following values:

(1) From an initial condition of stabilized flight at V C / M C, the airplane is upset, flown for 20 seconds along a flight path 7.5° below the initial path, and then pulled up at a load factor of 1.5 g (0.5 g acceleration increment). The speed increase occurring in this maneuver may be calculated if reliable or conservative aerodynamic data is used. Power as specified in § 25.175(b)(1)(iv) is assumed until the pullup is initiated, at which time power reduction and the use of pilot controlled drag devices may be assumed;

(2) The minimum speed margin must be enough to provide for atmospheric variations (such as horizontal gusts, and penetration of jet streams and cold fronts) and for instrument errors and airframe production variations. These factors may be considered on a probability basis. The margin at altitude where M C is limited by compressibility effects must not less than 0.07M unless a lower margin is determined using a rational analysis that includes the effects of any automatic systems. In any case, the margin may not be reduced to less than 0.05M.

(c) Design maneuvering speed V A . For V A , the following apply:

(1) V A may not be less than V S 1 √n where—

(i) n is the limit positive maneuvering load factor at V C ; and

(ii) V S 1 is the stalling speed with flaps retracted.

(2) V A and V S must be evaluated at the design weight and altitude under consideration.

(3) V A need not be more than V C or the speed at which the positive C N max curve intersects the positive maneuver load factor line, whichever is less.

(d) Design speed for maximum gust intensity, V B .

(1) V B may not be less than

(2) At altitudes where V C is limited by Mach number—

(i) V B may be chosen to provide an optimum margin between low and high speed buffet boundaries; and,

(ii) V B need not be greater than V C .

(e) Design flap speeds, V F . For V F , the following apply:

(1) The design flap speed for each flap position (established in accordance with § 25.697(a)) must be sufficiently greater than the operating speed recommended for the corresponding stage of flight (including balked landings) to allow for probable variations in control of airspeed and for transition from one flap position to another.

(2) If an automatic flap positioning or load limiting device is used, the speeds and corresponding flap positions programmed or allowed by the device may be used.

(3) V F may not be less than—

(i) 1.6 V S 1 with the flaps in takeoff position at maximum takeoff weight;

(ii) 1.8 V S 1 with the flaps in approach position at maximum landing weight, and

(iii) 1.8 V S 0 with the flaps in landing position at maximum landing weight.

(f) Design drag device speeds, V DD . The selected design speed for each drag device must be sufficiently greater than the speed recommended for the operation of the device to allow for probable variations in speed control. For drag devices intended for use in high speed descents, V DD may not be less than V D . When an automatic drag device positioning or load limiting means is used, the speeds and corresponding drag device positions programmed or allowed by the automatic means must be used for design.

§ 25.337

Limit maneuvering load factors.

(a) Except where limited by maximum (static) lift coefficients, the airplane is assumed to be subjected to symmetrical maneuvers resulting in the limit maneuvering load factors prescribed in this section. Pitching velocities appropriate to the corresponding pull-up and steady turn maneuvers must be taken into account.

(b) The positive limit maneuvering load factor n for any speed up to Vn may not be less than 2.1 + 24,000/ ( W + 10,000) except that n may not be less than 2.5 and need not be greater than 3.8—where W is the design maximum takeoff weight.

(c) The negative limit maneuvering load factor—

(1) May not be less than −1.0 at speeds up to V C ; and

(2) Must vary linearly with speed from the value at V C to zero at V D .

(d) Maneuvering load factors lower than those specified in this section may be used if the airplane has design features that make it impossible to exceed these values in flight.

§ 25.341

Gust and turbulence loads.

(a) Discrete Gust Design Criteria. The airplane is assumed to be subjected to symmetrical vertical and lateral gusts in level flight. Limit gust loads must be determined in accordance with the provisions:

(1) Loads on each part of the structure must be determined by dynamic analysis. The analysis must take into account unsteady aerodynamic characteristics and all significant structural degrees of freedom including rigid body motions.

(2) The shape of the gust must be:

for 0 ≤s ≤2H

(3) A sufficient number of gust gradient distances in the range 30 feet to 350 feet must be investigated to find the critical response for each load quantity.

(4) The design gust velocity must be:

(5) The following reference gust velocities apply:

(i) At airplane speeds between V B and V C : Positive and negative gusts with reference gust velocities of 56.0 ft/sec EAS must be considered at sea level. The reference gust velocity may be reduced linearly from 56.0 ft/sec EAS at sea level to 44.0 ft/sec EAS at 15,000 feet. The reference gust velocity may be further reduced linearly from 44.0 ft/sec EAS at 15,000 feet to 20.86 ft/sec EAS at 60,000 feet.

(ii) At the airplane design speed V D : The reference gust velocity must be 0.5 times the value obtained under § 25.341(a)(5)(i).

(6) The flight profile alleviation factor, F g , must be increased linearly from the sea level value to a value of 1.0 at the maximum operating altitude defined in § 25.1527. At sea level, the flight profile alleviation factor is determined by the following equation:

(7) When a stability augmentation system is included in the analysis, the effect of any significant system nonlinearities should be accounted for when deriving limit loads from limit gust conditions.

(b) Continuous turbulence design criteria. The dynamic response of the airplane to vertical and lateral continuous turbulence must be taken into account. The dynamic analysis must take into account unsteady aerodynamic characteristics and all significant structural degrees of freedom including rigid body motions. The limit loads must be determined for all critical altitudes, weights, and weight distributions as specified in § 25.321(b), and all critical speeds within the ranges indicated in § 25.341(b)(3).

(1) Except as provided in paragraphs (b)(4) and (5) of this section, the following equation must be used:

P L = P L−1 g ± U σ A

(2) Values of A must be determined according to the following formula:

(3) The limit turbulence intensities, U σ , in feet per second true airspeed required for compliance with this paragraph are—

(i) At airplane speeds between V B and V C :

U σ = U σ ref F g

(ii) At speed V D : U σ is equal to 1/2 the values obtained under paragraph (b)(3)(i) of this section.

(iii) At speeds between V C and V D : U σ is equal to a value obtained by linear interpolation.

(iv) At all speeds, both positive and negative incremental loads due to continuous turbulence must be considered.

(4) When an automatic system affecting the dynamic response of the airplane is included in the analysis, the effects of system non-linearities on loads at the limit load level must be taken into account in a realistic or conservative manner.

(5) If necessary for the assessment of loads on airplanes with significant non-linearities, it must be assumed that the turbulence field has a root-mean-square velocity equal to 40 percent of the U σ values specified in paragraph (b)(3) of this section. The value of limit load is that load with the same probability of exceedance in the turbulence field as A U σ of the same load quantity in a linear approximated model.

(c) Supplementary gust conditions for wing-mounted engines. For airplanes equipped with wing-mounted engines, the engine mounts, pylons, and wing supporting structure must be designed for the maximum response at the nacelle center of gravity derived from the following dynamic gust conditions applied to the airplane:

(1) A discrete gust determined in accordance with § 25.341(a) at each angle normal to the flight path, and separately,

(2) A pair of discrete gusts, one vertical and one lateral. The length of each of these gusts must be independently tuned to the maximum response in accordance with § 25.341(a). The penetration of the airplane in the combined gust field and the phasing of the vertical and lateral component gusts must be established to develop the maximum response to the gust pair. In the absence of a more rational analysis, the following formula must be used for each of the maximum engine loads in all six degrees of freedom:

§ 25.343

Design fuel and oil loads.

(a) The disposable load combinations must include each fuel and oil load in the range from zero fuel and oil to the selected maximum fuel and oil load. A structural reserve fuel condition, not exceeding 45 minutes of fuel under the operating conditions in § 25.1001(e) and (f), as applicable, may be selected.

(b) If a structural reserve fuel condition is selected, it must be used as the minimum fuel weight condition for showing compliance with the flight load requirements as prescribed in this subpart. In addition—

(1) The structure must be designed for a condition of zero fuel and oil in the wing at limit loads corresponding to—

(i) A maneuvering load factor of + 2.25; and

(ii) The gust and turbulence conditions of § 25.341(a) and (b), but assuming 85% of the gust velocities prescribed in § 25.341(a)(4) and 85% of the turbulence intensities prescribed in § 25.341(b)(3).

(2) Fatigue evaluation of the structure must account for any increase in operating stresses resulting from the design condition of paragraph (b)(1) of this section; and

(3) The flutter, deformation, and vibration requirements must also be met with zero fuel.

§ 25.345

High lift devices.

(a) If wing flaps are to be used during takeoff, approach, or landing, at the design flap speeds established for these stages of flight under § 25.335(e) and with the wing flaps in the corresponding positions, the airplane is assumed to be subjected to symmetrical maneuvers and gusts. The resulting limit loads must correspond to the conditions determined as follows:

(1) Maneuvering to a positive limit load factor of 2.0; and

(2) Positive and negative gusts of 25 ft/sec EAS acting normal to the flight path in level flight. Gust loads resulting on each part of the structure must be determined by rational analysis. The analysis must take into account the unsteady aerodynamic characteristics and rigid body motions of the aircraft. The shape of the gust must be as described in § 25.341(a)(2) except that—

(b) The airplane must be designed for the conditions prescribed in paragraph (a) of this section, except that the airplane load factor need not exceed 1.0, taking into account, as separate conditions, the effects of—

(1) Propeller slipstream corresponding to maximum continuous power at the design flap speeds V F, and with takeoff power at not less than 1.4 times the stalling speed for the particular flap position and associated maximum weight; and

(2) A head-on gust of 25 feet per second velocity (EAS).

(c) If flaps or other high lift devices are to be used in en route conditions, and with flaps in the appropriate position at speeds up to the flap design speed chosen for these conditions, the airplane is assumed to be subjected to symmetrical maneuvers and gusts within the range determined by—

(1) Maneuvering to a positive limit load factor as prescribed in § 25.337(b); and

(2) The vertical gust and turbulence conditions prescribed in § 25.341(a) and (b).

(d) The airplane must be designed for a maneuvering load factor of 1.5 g at the maximum take-off weight with the wing-flaps and similar high lift devices in the landing configurations.

§ 25.349

Rolling conditions.

The airplane must be designed for loads resulting from the rolling conditions specified in paragraphs (a) and (b) of this section. Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner, considering the principal masses furnishing the reacting inertia forces.

(a) Maneuvering. The following conditions, speeds, and aileron deflections (except as the deflections may be limited by pilot effort) must be considered in combination with an airplane load factor of zero and of two-thirds of the positive maneuvering factor used in design. In determining the required aileron deflections, the torsional flexibility of the wing must be considered in accordance with § 25.301(b):

(1) Conditions corresponding to steady rolling velocities must be investigated. In addition, conditions corresponding to maximum angular acceleration must be investigated for airplanes with engines or other weight concentrations outboard of the fuselage. For the angular acceleration conditions, zero rolling velocity may be assumed in the absence of a rational time history investigation of the maneuver.

(2) At V A, a sudden deflection of the aileron to the stop is assumed.

(3) At V C, the aileron deflection must be that required to produce a rate of roll not less than that obtained in paragraph (a)(2) of this section.

(4) At V D, the aileron deflection must be that required to produce a rate of roll not less than one-third of that in paragraph (a)(2) of this section.

(b) Unsymmetrical gusts. The airplane is assumed to be subjected to unsymmetrical vertical gusts in level flight. The resulting limit loads must be determined from either the wing maximum airload derived directly from § 25.341(a), or the wing maximum airload derived indirectly from the vertical load factor calculated from § 25.341(a). It must be assumed that 100 percent of the wing air load acts on one side of the airplane and 80 percent of the wing air load acts on the other side.

§ 25.351

Yaw maneuver conditions.

The airplane must be designed for loads resulting from the yaw maneuver conditions specified in paragraphs (a) through (d) of this section at speeds from V MC to V D . Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner considering the airplane inertia forces. In computing the tail loads the yawing velocity may be assumed to be zero.

(a) With the airplane in unaccelerated flight at zero yaw, it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection, as limited by:

(1) The control system on control surface stops; or

(2) A limit pilot force of 300 pounds from V MC to V A and 200 pounds from V C /M C to V D /M D , with a linear variation between V A and V C /M C .

(b) With the cockpit rudder control deflected so as always to maintain the maximum rudder deflection available within the limitations specified in paragraph (a) of this section, it is assumed that the airplane yaws to the overswing sideslip angle.

(c) With the airplane yawed to the static equilibrium sideslip angle, it is assumed that the cockpit rudder control is held so as to achieve the maximum rudder deflection available within the limitations specified in paragraph (a) of this section.

(d) With the airplane yawed to the static equilibrium sideslip angle of paragraph (c) of this section, it is assumed that the cockpit rudder control is suddenly returned to neutral.

§ 25.353

Rudder control reversal conditions.

Airplanes with a powered rudder control surface or surfaces must be designed for loads, considered to be ultimate, resulting from the yaw maneuver conditions specified in paragraphs (a) through (e) of this section at speeds from V MC to V C /M C . Any permanent deformation resulting from these ultimate load conditions must not prevent continued safe flight and landing. The applicant must evaluate these conditions with the landing gear retracted and speed brakes (and spoilers when used as speed brakes) retracted. The applicant must evaluate the effects of flaps, flaperons, or any other aerodynamic devices when used as flaps, and slats-extended configurations, if they are used in en route conditions. Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner considering the airplane inertia forces. In computing the loads on the airplane, the yawing velocity may be assumed to be zero. The applicant must assume a pilot force of 200 pounds when evaluating each of the following conditions:

(a) With the airplane in unaccelerated flight at zero yaw, the flightdeck rudder control is suddenly and fully displaced to achieve the resulting rudder deflection, as limited by the control system or the control surface stops.

(b) With the airplane yawed to the overswing sideslip angle, the flightdeck rudder control is suddenly and fully displaced in the opposite direction, as limited by the control system or control surface stops.

(c) With the airplane yawed to the opposite overswing sideslip angle, the flightdeck rudder control is suddenly and fully displaced in the opposite direction, as limited by the control system or control surface stops.

(d) With the airplane yawed to the subsequent overswing sideslip angle, the flightdeck rudder control is suddenly and fully displaced in the opposite direction, as limited by the control system or control surface stops.

(e) With the airplane yawed to the opposite overswing sideslip angle, the flightdeck rudder control is suddenly returned to neutral.

§ 25.361

Engine and auxiliary power unit torque.

(a) For engine installations—

(1) Each engine mount, pylon, and adjacent supporting airframe structures must be designed for the effects of—

(i) A limit engine torque corresponding to takeoff power/thrust and, if applicable, corresponding propeller speed, acting simultaneously with 75% of the limit loads from flight condition A of § 25.333(b);

(ii) A limit engine torque corresponding to the maximum continuous power/thrust and, if applicable, corresponding propeller speed, acting simultaneously with the limit loads from flight condition A of § 25.333(b); and

(iii) For turbopropeller installations only, in addition to the conditions specified in paragraphs (a)(1)(i) and (ii) of this section, a limit engine torque corresponding to takeoff power and propeller speed, multiplied by a factor accounting for propeller control system malfunction, including quick feathering, acting simultaneously with 1g level flight loads. In the absence of a rational analysis, a factor of 1.6 must be used.

(2) The limit engine torque to be considered under paragraph (a)(1) of this section must be obtained by—

(i) For turbopropeller installations, multiplying mean engine torque for the specified power/thrust and speed by a factor of 1.25;

(ii) For other turbine engines, the limit engine torque must be equal to the maximum accelerating torque for the case considered.

(3) The engine mounts, pylons, and adjacent supporting airframe structure must be designed to withstand 1g level flight loads acting simultaneously with the limit engine torque loads imposed by each of the following conditions to be considered separately:

(i) Sudden maximum engine deceleration due to malfunction or abnormal condition; and

(ii) The maximum acceleration of engine.

(b) For auxiliary power unit installations, the power unit mounts and adjacent supporting airframe structure must be designed to withstand 1g level flight loads acting simultaneously with the limit torque loads imposed by each of the following conditions to be considered separately:

(1) Sudden maximum auxiliary power unit deceleration due to malfunction, abnormal condition, or structural failure; and

(2) The maximum acceleration of the auxiliary power unit.

§ 25.362

Engine failure loads.

(a) For engine mounts, pylons, and adjacent supporting airframe structure, an ultimate loading condition must be considered that combines 1g flight loads with the most critical transient dynamic loads and vibrations, as determined by dynamic analysis, resulting from failure of a blade, shaft, bearing or bearing support, or bird strike event. Any permanent deformation from these ultimate load conditions must not prevent continued safe flight and landing.

(b) The ultimate loads developed from the conditions specified in paragraph (a) of this section are to be—

(1) Multiplied by a factor of 1.0 when applied to engine mounts and pylons; and

(2) Multiplied by a factor of 1.25 when applied to adjacent supporting airframe structure.

§ 25.363

Side load on engine and auxiliary power unit mounts.

(a) Each engine and auxiliary power unit mount and its supporting structure must be designed for a limit load factor in lateral direction, for the side load on the engine and auxiliary power unit mount, at least equal to the maximum load factor obtained in the yawing conditions but not less than—

(1) 1.33; or

(2) One-third of the limit load factor for flight condition A as prescribed in § 25.333(b).

(b) The side load prescribed in paragraph (a) of this section may be assumed to be independent of other flight conditions.

§ 25.365

Pressurized compartment loads.

For airplanes with one or more pressurized compartments the following apply:

(a) The airplane structure must be strong enough to withstand the flight loads combined with pressure differential loads from zero up to the maximum relief valve setting.

(b) The external pressure distribution in flight, and stress concentrations and fatigue effects must be accounted for.

(c) If landings may be made with the compartment pressurized, landing loads must be combined with pressure differential loads from zero up to the maximum allowed during landing.

(d) The airplane structure must be designed to be able to withstand the pressure differential loads corresponding to the maximum relief valve setting multiplied by a factor of 1.33 for airplanes to be approved for operation to 45,000 feet or by a factor of 1.67 for airplanes to be approved for operation above 45,000 feet, omitting other loads.

(e) Any structure, component or part, inside or outside a pressurized compartment, the failure of which could interfere with continued safe flight and landing, must be designed to withstand the effects of a sudden release of pressure through an opening in any compartment at any operating altitude resulting from each of the following conditions:

(1) The penetration of the compartment by a portion of an engine following an engine disintegration;

(2) Any opening in any pressurized compartment up to the size H o in square feet; however, small compartments may be combined with an adjacent pressurized compartment and both considered as a single compartment for openings that cannot reasonably be expected to be confined to the small compartment. The size H o must be computed by the following formula:

H o = PA s

(3) The maximum opening caused by airplane or equipment failures not shown to be extremely improbable.

(f) In complying with paragraph (e) of this section, the fail-safe features of the design may be considered in determining the probability of failure or penetration and probable size of openings, provided that possible improper operation of closure devices and inadvertent door openings are also considered. Furthermore, the resulting differential pressure loads must be combined in a rational and conservative manner with 1-g level flight loads and any loads arising from emergency depressurization conditions. These loads may be considered as ultimate conditions; however, any deformations associated with these conditions must not interfere with continued safe flight and landing. The pressure relief provided by intercompartment venting may also be considered.

(g)(1) Except as provided in paragraph (g)(2) of this section, bulkheads, floors, and partitions in pressurized compartments for occupants must be designed to withstand the conditions specified in paragraph (e) of this section. In addition, reasonable design precautions must be taken to minimize the probability of parts becoming detached and injuring occupants while in their seats.

(2) Partitions adjacent to the opening specified in paragraph (e)(2) of this section need not be designed to withstand that condition provided—

(i) Failure of the partition would not interfere with continued safe flight and landing; and

(ii) Designing the partition to withstand the condition specified in paragraph (e)(2) of this section would be impractical.

§ 25.367

Unsymmetrical loads due to engine failure.

(a) The airplane must be designed for the unsymmetrical loads resulting from the failure of the critical engine. Turbopropeller airplanes must be designed for the following conditions in combination with a single malfunction of the propeller drag limiting system, considering the probable pilot corrective action on the flight controls:

(1) At speeds between V MC and V D, the loads resulting from power failure because of fuel flow interruption are considered to be limit loads.

(2) At speeds between V MC and V C, the loads resulting from the disconnection of the engine compressor from the turbine or from loss of the turbine blades are considered to be ultimate loads.

(3) The time history of the thrust decay and drag build-up occurring as a result of the prescribed engine failures must be substantiated by test or other data applicable to the particular engine-propeller combination.

(4) The timing and magnitude of the probable pilot corrective action must be conservatively estimated, considering the characteristics of the particular engine-propeller-airplane combination.

(b) Pilot corrective action may be assumed to be initiated at the time maximum yawing velocity is reached, but not earlier than two seconds after the engine failure. The magnitude of the corrective action may be based on the control forces specified in § 25.397(b) except that lower forces may be assumed where it is shown by anaylsis or test that these forces can control the yaw and roll resulting from the prescribed engine failure conditions.

§ 25.371

Gyroscopic loads.

The structure supporting any engine or auxiliary power unit must be designed for the loads, including gyroscopic loads, arising from the conditions specified in §§ 25.331, 25.341, 25.349, 25.351, 25.473, 25.479, and 25.481, with the engine or auxiliary power unit at the maximum rotating speed appropriate to the condition. For the purposes of compliance with this paragraph, the pitch maneuver in § 25.331(c)(1) must be carried out until the positive limit maneuvering load factor (point A 2 in § 25.333(b)) is reached.

§ 25.373

Speed control devices.

If speed control devices (such as spoilers and drag flaps) are installed for use in en route conditions—

(a) The airplane must be designed for the symmetrical maneuvers prescribed in §§ 25.333 and 25.337, the yawing maneuvers in § 25.351, and the vertical and lateral gust and turbulence conditions prescribed in § 25.341(a) and (b) at each setting and the maximum speed associated with that setting; and

(b) If the device has automatic operating or load limiting features, the airplane must be designed for the maneuver and gust conditions prescribed in paragraph (a) of this section, at the speeds and corresponding device positions that the mechanism allows.

§ 25.391

Control surface loads: General.

The control surfaces must be designed for the limit loads resulting from the flight conditions in §§ 25.331, 25.341(a) and (b), 25.349, and 25.351, considering the requirements for—

(a) Loads parallel to hinge line, in § 25.393;

(b) Pilot effort effects, in § 25.397;

(c) Trim tab effects, in § 25.407;

(d) Unsymmetrical loads, in § 25.427; and

(e) Auxiliary aerodynamic surfaces, in § 25.445.

§ 25.393

Loads parallel to hinge line.

(a) Control surfaces and supporting hinge brackets must be designed for inertia loads acting parallel to the hinge line.

(b) In the absence of more rational data, the inertia loads may be assumed to be equal to KW, where—

(1) K = 24 for vertical surfaces;

(2) K = 12 for horizontal surfaces; and

(3) W = weight of the movable surfaces.

§ 25.395

Control system.

(a) Longitudinal, lateral, directional, and drag control system and their supporting structures must be designed for loads corresponding to 125 percent of the computed hinge moments of the movable control surface in the conditions prescribed in § 25.391.

(b) The system limit loads of paragraph (a) of this section need not exceed the loads that can be produced by the pilot (or pilots) and by automatic or power devices operating the controls.

(c) The loads must not be less than those resulting from application of the minimum forces prescribed in § 25.397(c).

§ 25.397

Control system loads.

(a) General. The maximum and minimum pilot forces, specified in paragraph (c) of this section, are assumed to act at the appropriate control grips or pads (in a manner simulating flight conditions) and to be reacted at the attachment of the control system to the control surface horn.

(b) Pilot effort effects. In the control surface flight loading condition, the air loads on movable surfaces and the corresponding deflections need not exceed those that would result in flight from the application of any pilot force within the ranges specified in paragraph (c) of this section. Two-thirds of the maximum values specified for the aileron and elevator may be used if control surface hinge moments are based on reliable data. In applying this criterion, the effects of servo mechanisms, tabs, and automatic pilot systems, must be considered.

(c) Limit pilot forces and torques. The limit pilot forces and torques are as follows:

§ 25.399

Dual control system.

(a) Each dual control system must be designed for the pilots operating in opposition, using individual pilot forces not less than—

(1) 0.75 times those obtained under § 25.395; or

(2) The minimum forces specified in § 25.397(c).

(b) The control system must be designed for pilot forces applied in the same direction, using individual pilot forces not less than 0.75 times those obtained under § 25.395.

§ 25.405

Secondary control system.

Secondary controls, such as wheel brake, spoiler, and tab controls, must be designed for the maximum forces that a pilot is likely to apply to those controls. The following values may be used:

§ 25.407

Trim tab effects.

The effects of trim tabs on the control surface design conditions must be accounted for only where the surface loads are limited by maximum pilot effort. In these cases, the tabs are considered to be deflected in the direction that would assist the pilot, and the deflections are—

(a) For elevator trim tabs, those required to trim the airplane at any point within the positive portion of the pertinent flight envelope in § 25.333(b), except as limited by the stops; and

(b) For aileron and rudder trim tabs, those required to trim the airplane in the critical unsymmetrical power and loading conditions, with appropriate allowance for rigging tolerances.

§ 25.409

Tabs.

(a) Trim tabs. Trim tabs must be designed to withstand loads arising from all likely combinations of tab setting, primary control position, and airplane speed (obtainable without exceeding the flight load conditions prescribed for the airplane as a whole), when the effect of the tab is opposed by pilot effort forces up to those specified in § 25.397(b).

(b) Balancing tabs. Balancing tabs must be designed for deflections consistent with the primary control surface loading conditions.

(c) Servo tabs. Servo tabs must be designed for deflections consistent with the primary control surface loading conditions obtainable within the pilot maneuvering effort, considering possible opposition from the trim tabs.

§ 25.415

Ground gust conditions.

(a) The flight control systems and surfaces must be designed for the limit loads generated when the airplane is subjected to a horizontal 65-knot ground gust from any direction while taxiing and while parked. For airplanes equipped with control system gust locks, the taxiing condition must be evaluated with the controls locked and unlocked, and the parked condition must be evaluated with the controls locked.

(b) The control system and surface loads due to ground gust may be assumed to be static loads, and the hinge moments H must be computed from the formula:

H = K (1/2) ρ o V 2 c S

(c) The hinge moment factor K for ground gusts must be taken from the following table:

(d) The computed hinge moment of paragraph (b) of this section must be used to determine the limit loads due to ground gust conditions for the control surface. A 1.25 factor on the computed hinge moments must be used in calculating limit control system loads.

(e) Where control system flexibility is such that the rate of load application in the ground gust conditions might produce transient stresses appreciably higher than those corresponding to static loads, in the absence of a rational analysis substantiating a different dynamic factor, an additional factor of 1.6 must be applied to the control system loads of paragraph (d) of this section to obtain limit loads. If a rational analysis is used, the additional factor must not be less than 1.2.

(f) For the condition of the control locks engaged, the control surfaces, the control system locks, and the parts of any control systems between the surfaces and the locks must be designed to the resultant limit loads. Where control locks are not provided, then the control surfaces, the control system stops nearest the surfaces, and the parts of any control systems between the surfaces and the stops must be designed to the resultant limit loads. If the control system design is such as to allow any part of the control system to impact with the stops due to flexibility, then the resultant impact loads must be taken into account in deriving the limit loads due to ground gust.

(g) For the condition of taxiing with the control locks disengaged, or where control locks are not provided, the following apply:

(1) The control surfaces, the control system stops nearest the surfaces, and the parts of any control systems between the surfaces and the stops must be designed to the resultant limit loads.

(2) The parts of the control systems between the stops nearest the surfaces and the flight deck controls must be designed to the resultant limit loads, except that the parts of the control system where loads are eventually reacted by the pilot need not exceed:

(i) The loads corresponding to the maximum pilot loads in § 25.397(c) for each pilot alone; or

(ii) 0.75 times these maximum loads for each pilot when the pilot forces are applied in the same direction.

§ 25.427

Unsymmetrical loads.

(a) In designing the airplane for lateral gust, yaw maneuver and roll maneuver conditions, account must be taken of unsymmetrical loads on the empennage arising from effects such as slipstream and aerodynamic interference with the wing, vertical fin and other aerodynamic surfaces.

(b) The horizontal tail must be assumed to be subjected to unsymmetrical loading conditions determined as follows:

(1) 100 percent of the maximum loading from the symmetrical maneuver conditions of § 25.331 and the vertical gust conditions of § 25.341(a) acting separately on the surface on one side of the plane of symmetry; and

(2) 80 percent of these loadings acting on the other side.

(c) For empennage arrangements where the horizontal tail surfaces have dihedral angles greater than plus or minus 10 degrees, or are supported by the vertical tail surfaces, the surfaces and the supporting structure must be designed for gust velocities specified in § 25.341(a) acting in any orientation at right angles to the flight path.

(d) Unsymmetrical loading on the empennage arising from buffet conditions of § 25.305(e) must be taken into account.

§ 25.445

Auxiliary aerodynamic surfaces.

(a) When significant, the aerodynamic influence between auxiliary aerodynamic surfaces, such as outboard fins and winglets, and their supporting aerodynamic surfaces, must be taken into account for all loading conditions including pitch, roll, and yaw maneuvers, and gusts as specified in § 25.341(a) acting at any orientation at right angles to the flight path.

(b) To provide for unsymmetrical loading when outboard fins extend above and below the horizontal surface, the critical vertical surface loading (load per unit area) determined under § 25.391 must also be applied as follows:

(1) 100 percent to the area of the vertical surfaces above (or below) the horizontal surface.

(2) 80 percent to the area below (or above) the horizontal surface.

§ 25.457

Wing flaps.

Wing flaps, their operating mechanisms, and their supporting structures must be designed for critical loads occurring in the conditions prescribed in § 25.345, accounting for the loads occurring during transition from one flap position and airspeed to another.

§ 25.459

Special devices.

The loading for special devices using aerodynamic surfaces (such as slots, slats and spoilers) must be determined from test data.

§ 25.471

General.

(a) Loads and equilibrium. For limit ground loads—

(1) Limit ground loads obtained under this subpart are considered to be external forces applied to the airplane structure; and

(2) In each specified ground load condition, the external loads must be placed in equilibrium with the linear and angular inertia loads in a rational or conservative manner.

(b) Critical centers of gravity. The critical centers of gravity within the range for which certification is requested must be selected so that the maximum design loads are obtained in each landing gear element. Fore and aft, vertical, and lateral airplane centers of gravity must be considered. Lateral displacements of the c.g. from the airplane centerline which would result in main gear loads not greater than 103 percent of the critical design load for symmetrical loading conditions may be selected without considering the effects of these lateral c.g. displacements on the loading of the main gear elements, or on the airplane structure provided—

(1) The lateral displacement of the c.g. results from random passenger or cargo disposition within the fuselage or from random unsymmetrical fuel loading or fuel usage; and

(2) Appropriate loading instructions for random disposable loads are included under the provisions of § 25.1583(c)(2) to ensure that the lateral displacement of the center of gravity is maintained within these limits.

(c) Landing gear dimension data. Figure 1 of appendix A contains the basic landing gear dimension data.

§ 25.473

Landing load conditions and assumptions.

(a) For the landing conditions specified in § 25.479 to § 25.485 the airplane is assumed to contact the ground—

(1) In the attitudes defined in § 25.479 and § 25.481;

(2) With a limit descent velocity of 10 fps at the design landing weight (the maximum weight for landing conditions at maximum descent velocity); and

(3) With a limit descent velocity of 6 fps at the design take-off weight (the maximum weight for landing conditions at a reduced descent velocity).

(4) The prescribed descent velocities may be modified if it is shown that the airplane has design features that make it impossible to develop these velocities.

(b) Airplane lift, not exceeding airplane weight, may be assumed unless the presence of systems or procedures significantly affects the lift.

(c) The method of analysis of airplane and landing gear loads must take into account at least the following elements:

(1) Landing gear dynamic characteristics.

(2) Spin-up and springback.

(3) Rigid body response.

(4) Structural dynamic response of the airframe, if significant.

(d) The landing gear dynamic characteristics must be validated by tests as defined in § 25.723(a).

(e) The coefficient of friction between the tires and the ground may be established by considering the effects of skidding velocity and tire pressure. However, this coefficient of friction need not be more than 0.8.

§ 25.477

Landing gear arrangement.

Sections 25.479 through 25.485 apply to airplanes with conventional arrangements of main and nose gears, or main and tail gears, when normal operating techniques are used.

§ 25.479

Level landing conditions.

(a) In the level attitude, the airplane is assumed to contact the ground at forward velocity components, ranging from V L1 to 1.25 V L2 parallel to the ground under the conditions prescribed in § 25.473 with—

(1) V L1 equal to V S0 (TAS) at the appropriate landing weight and in standard sea level conditions; and

(2) V L2 equal to V S0 (TAS) at the appropriate landing weight and altitudes in a hot day temperature of 41 degrees F. above standard.

(3) The effects of increased contact speed must be investigated if approval of downwind landings exceeding 10 knots is requested.

(b) For the level landing attitude for airplanes with tail wheels, the conditions specified in this section must be investigated with the airplane horizontal reference line horizontal in accordance with Figure 2 of Appendix A of this part.

(c) For the level landing attitude for airplanes with nose wheels, shown in Figure 2 of Appendix A of this part, the conditions specified in this section must be investigated assuming the following attitudes:

(1) An attitude in which the main wheels are assumed to contact the ground with the nose wheel just clear of the ground; and

(2) If reasonably attainable at the specified descent and forward velocities, an attitude in which the nose and main wheels are assumed to contact the ground simultaneously.

(d) In addition to the loading conditions prescribed in paragraph (a) of this section, but with maximum vertical ground reactions calculated from paragraph (a), the following apply:

(1) The landing gear and directly affected attaching structure must be designed for the maximum vertical ground reaction combined with an aft acting drag component of not less than 25% of this maximum vertical ground reaction.

(2) The most severe combination of loads that are likely to arise during a lateral drift landing must be taken into account. In absence of a more rational analysis of this condition, the following must be investigated:

(i) A vertical load equal to 75% of the maximum ground reaction of § 25.473 must be considered in combination with a drag and side load of 40% and 25% respectively of that vertical load.

(ii) The shock absorber and tire deflections must be assumed to be 75% of the deflection corresponding to the maximum ground reaction of § 25.473(a)(2). This load case need not be considered in combination with flat tires.

(3) The combination of vertical and drag components is considered to be acting at the wheel axle centerline.

§ 25.481

Tail-down landing conditions.

(a) In the tail-down attitude, the airplane is assumed to contact the ground at forward velocity components, ranging from V L1 to V L2 parallel to the ground under the conditions prescribed in § 25.473 with—

(1) V L 1 equal to V S 0 (TAS) at the appropriate landing weight and in standard sea level conditions; and

(2) V L 2 equal to V S 0 (TAS) at the appropriate landing weight and altitudes in a hot day temperature of 41 degrees F. above standard.

(3) The combination of vertical and drag components considered to be acting at the main wheel axle centerline.

(b) For the tail-down landing condition for airplanes with tail wheels, the main and tail wheels are assumed to contact the ground simultaneously, in accordance with figure 3 of appendix A. Ground reaction conditions on the tail wheel are assumed to act—

(1) Vertically; and

(2) Up and aft through the axle at 45 degrees to the ground line.

(c) For the tail-down landing condition for airplanes with nose wheels, the airplane is assumed to be at an attitude corresponding to either the stalling angle or the maximum angle allowing clearance with the ground by each part of the airplane other than the main wheels, in accordance with figure 3 of appendix A, whichever is less.

§ 25.483

One-gear landing conditions.

For the one-gear landing conditions, the airplane is assumed to be in the level attitude and to contact the ground on one main landing gear, in accordance with Figure 4 of Appendix A of this part. In this attitude—

(a) The ground reactions must be the same as those obtained on that side under § 25.479(d)(1), and

(b) Each unbalanced external load must be reacted by airplane inertia in a rational or conservative manner.

§ 25.485

Side load conditions.

In addition to § 25.479(d)(2) the following conditions must be considered:

(a) For the side load condition, the airplane is assumed to be in the level attitude with only the main wheels contacting the ground, in accordance with figure 5 of appendix A.

(b) Side loads of 0.8 of the vertical reaction (on one side) acting inward and 0.6 of the vertical reaction (on the other side) acting outward must be combined with one-half of the maximum vertical ground reactions obtained in the level landing conditions. These loads are assumed to be applied at the ground contact point and to be resisted by the inertia of the airplane. The drag loads may be assumed to be zero.

§ 25.487

Rebound landing condition.

(a) The landing gear and its supporting structure must be investigated for the loads occurring during rebound of the airplane from the landing surface.

(b) With the landing gear fully extended and not in contact with the ground, a load factor of 20.0 must act on the unsprung weights of the landing gear. This load factor must act in the direction of motion of the unsprung weights as they reach their limiting positions in extending with relation to the sprung parts of the landing gear.

§ 25.489

Ground handling conditions.

Unless otherwise prescribed, the landing gear and airplane structure must be investigated for the conditions in §§ 25.491 through 25.509 with the airplane at the design ramp weight (the maximum weight for ground handling conditions). No wing lift may be considered. The shock absorbers and tires may be assumed to be in their static position.

§ 25.491

Taxi, takeoff and landing roll.

Within the range of appropriate ground speeds and approved weights, the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the aircraft is operating over the roughest ground that may reasonably be expected in normal operation.

§ 25.493

Braked roll conditions.

(a) An airplane with a tail wheel is assumed to be in the level attitude with the load on the main wheels, in accordance with figure 6 of appendix A. The limit vertical load factor is 1.2 at the design landing weight and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0.8, must be combined with the vertical ground reaction and applied at the ground contact point.

(b) For an airplane with a nose wheel the limit vertical load factor is 1.2 at the design landing weight, and 1.0 at the design ramp weight. A drag reaction equal to the vertical reaction, multiplied by a coefficient of friction of 0.8, must be combined with the vertical reaction and applied at the ground contact point of each wheel with brakes. The following two attitudes, in accordance with figure 6 of appendix A, must be considered:

(1) The level attitude with the wheels contacting the ground and the loads distributed between the main and nose gear. Zero pitching acceleration is assumed.

(2) The level attitude with only the main gear contacting the ground and with the pitching moment resisted by angular acceleration.

(c) A drag reaction lower than that prescribed in this section may be used if it is substantiated that an effective drag force of 0.8 times the vertical reaction cannot be attained under any likely loading condition.

(d) An airplane equipped with a nose gear must be designed to withstand the loads arising from the dynamic pitching motion of the airplane due to sudden application of maximum braking force. The airplane is considered to be at design takeoff weight with the nose and main gears in contact with the ground, and with a steady-state vertical load factor of 1.0. The steady- state nose gear reaction must be combined with the maximum incremental nose gear vertical reaction caused by the sudden application of maximum braking force as described in paragraphs (b) and (c) of this section.

(e) In the absence of a more rational analysis, the nose gear vertical reaction prescribed in paragraph (d) of this section must be calculated according to the following formula:

§ 25.495

Turning.

In the static position, in accordance with figure 7 of appendix A, the airplane is assumed to execute a steady turn by nose gear steering, or by application of sufficient differential power, so that the limit load factors applied at the center of gravity are 1.0 vertically and 0.5 laterally. The side ground reaction of each wheel must be 0.5 of the vertical reaction.

§ 25.497

Tail-wheel yawing.

(a) A vertical ground reaction equal to the static load on the tail wheel, in combination with a side component of equal magnitude, is assumed.

(b) If there is a swivel, the tail wheel is assumed to be swiveled 90° to the airplane longitudinal axis with the resultant load passing through the axle.

(c) If there is a lock, steering device, or shimmy damper the tail wheel is also assumed to be in the trailing position with the side load acting at the ground contact point.

§ 25.499

Nose-wheel yaw and steering.

(a) A vertical load factor of 1.0 at the airplane center of gravity, and a side component at the nose wheel ground contact equal to 0.8 of the vertical ground reaction at that point are assumed.

(b) With the airplane assumed to be in static equilibrium with the loads resulting from the use of brakes on one side of the main landing gear, the nose gear, its attaching structure, and the fuselage structure forward of the center of gravity must be designed for the following loads:

(1) A vertical load factor at the center of gravity of 1.0.

(2) A forward acting load at the airplane center of gravity of 0.8 times the vertical load on one main gear.

(3) Side and vertical loads at the ground contact point on the nose gear that are required for static equilibrium.

(4) A side load factor at the airplane center of gravity of zero.

(c) If the loads prescribed in paragraph (b) of this section result in a nose gear side load higher than 0.8 times the vertical nose gear load, the design nose gear side load may be limited to 0.8 times the vertical load, with unbalanced yawing moments assumed to be resisted by airplane inertia forces.

(d) For other than the nose gear, its attaching structure, and the forward fuselage structure, the loading conditions are those prescribed in paragraph (b) of this section, except that—

(1) A lower drag reaction may be used if an effective drag force of 0.8 times the vertical reaction cannot be reached under any likely loading condition; and

(2) The forward acting load at the center of gravity need not exceed the maximum drag reaction on one main gear, determined in accordance with § 25.493(b).

(e) With the airplane at design ramp weight, and the nose gear in any steerable position, the combined application of full normal steering torque and vertical force equal to 1.33 times the maximum static reaction on the nose gear must be considered in designing the nose gear, its attaching structure, and the forward fuselage structure.

§ 25.503

Pivoting.

(a) The airplane is assumed to pivot about one side of the main gear with the brakes on that side locked. The limit vertical load factor must be 1.0 and the coefficient of friction 0.8.

(b) The airplane is assumed to be in static equilibrium, with the loads being applied at the ground contact points, in accordance with figure 8 of appendix A.

§ 25.507

Reversed braking.

(a) The airplane must be in a three point static ground attitude. Horizontal reactions parallel to the ground and directed forward must be applied at the ground contact point of each wheel with brakes. The limit loads must be equal to 0.55 times the vertical load at each wheel or to the load developed by 1.2 times the nominal maximum static brake torque, whichever is less.

(b) For airplanes with nose wheels, the pitching moment must be balanced by rotational inertia.

(c) For airplanes with tail wheels, the resultant of the ground reactions must pass through the center of gravity of the airplane.

§ 25.509

Towing loads.

(a) The towing loads specified in paragraph (d) of this section must be considered separately. These loads must be applied at the towing fittings and must act parallel to the ground. In addition—

(1) A vertical load factor equal to 1.0 must be considered acting at the center of gravity;

(2) The shock struts and tires must be in their static positions; and

(3) With W T as the design ramp weight, the towing load, F TOW, is—

(i) 0.3 W T for W T less than 30,000 pounds;

(ii) ( 6W T + 450,000)/70 for W T between 30,000 and 100,000 pounds; and

(iii) 0.15 W T for W T over 100,000 pounds.

(b) For towing points not on the landing gear but near the plane of symmetry of the airplane, the drag and side tow load components specified for the auxiliary gear apply. For towing points located outboard of the main gear, the drag and side tow load components specified for the main gear apply. Where the specified angle of swivel cannot be reached, the maximum obtainable angle must be used.

(c) The towing loads specified in paragraph (d) of this section must be reacted as follows:

(1) The side component of the towing load at the main gear must be reacted by a side force at the static ground line of the wheel to which the load is applied.

(2) The towing loads at the auxiliary gear and the drag components of the towing loads at the main gear must be reacted as follows:

(i) A reaction with a maximum value equal to the vertical reaction must be applied at the axle of the wheel to which the load is applied. Enough airplane inertia to achieve equilibrium must be applied.

(ii) The loads must be reacted by airplane inertia.

(d) The prescribed towing loads are as follows:

§ 25.511

Ground load: unsymmetrical loads on multiple-wheel units.

(a) General. Multiple-wheel landing gear units are assumed to be subjected to the limit ground loads prescribed in this subpart under paragraphs (b) through (f) of this section. In addition—

(1) A tandem strut gear arrangement is a multiple-wheel unit; and

(2) In determining the total load on a gear unit with respect to the provisions of paragraphs (b) through (f) of this section, the transverse shift in the load centroid, due to unsymmetrical load distribution on the wheels, may be neglected.

(b) Distribution of limit loads to wheels; tires inflated. The distribution of the limit loads among the wheels of the landing gear must be established for each landing, taxiing, and ground handling condition, taking into account the effects of the following factors:

(1) The number of wheels and their physical arrangements. For truck type landing gear units, the effects of any seesaw motion of the truck during the landing impact must be considered in determining the maximum design loads for the fore and aft wheel pairs.

(2) Any differentials in tire diameters resulting from a combination of manufacturing tolerances, tire growth, and tire wear. A maximum tire-diameter differential equal to 2/3 of the most unfavorable combination of diameter variations that is obtained when taking into account manufacturing tolerances, tire growth, and tire wear, may be assumed.

(3) Any unequal tire inflation pressure, assuming the maximum variation to be ±5 percent of the nominal tire inflation pressure.

(4) A runway crown of zero and a runway crown having a convex upward shape that may be approximated by a slope of 1 1/2 percent with the horizontal. Runway crown effects must be considered with the nose gear unit on either slope of the crown.

(5) The airplane attitude.

(6) Any structural deflections.

(c) Deflated tires. The effect of deflated tires on the structure must be considered with respect to the loading conditions specified in paragraphs (d) through (f) of this section, taking into account the physical arrangement of the gear components. In addition—

(1) The deflation of any one tire for each multiple wheel landing gear unit, and the deflation of any two critical tires for each landing gear unit using four or more wheels per unit, must be considered; and

(2) The ground reactions must be applied to the wheels with inflated tires except that, for multiple-wheel gear units with more than one shock strut, a rational distribution of the ground reactions between the deflated and inflated tires, accounting for the differences in shock strut extensions resulting from a deflated tire, may be used.

(d) Landing conditions. For one and for two deflated tires, the applied load to each gear unit is assumed to be 60 percent and 50 percent, respectively, of the limit load applied to each gear for each of the prescribed landing conditions. However, for the drift landing condition of § 25.485, 100 percent of the vertical load must be applied.

(e) Taxiing and ground handling conditions. For one and for two deflated tires—

(1) The applied side or drag load factor, or both factors, at the center of gravity must be the most critical value up to 50 percent and 40 percent, respectively, of the limit side or drag load factors, or both factors, corresponding to the most severe condition resulting from consideration of the prescribed taxiing and ground handling conditions;

(2) For the braked roll conditions of § 25.493 (a) and (b)(2), the drag loads on each inflated tire may not be less than those at each tire for the symmetrical load distribution with no deflated tires;

(3) The vertical load factor at the center of gravity must be 60 percent and 50 percent, respectively, of the factor with no deflated tires, except that it may not be less than 1g; and

(4) Pivoting need not be considered.

(f) Towing conditions. For one and for two deflated tires, the towing load, F TOW, must be 60 percent and 50 percent, respectively, of the load prescribed.

§ 25.519

Jacking and tie-down provisions.

(a) General. The airplane must be designed to withstand the limit load conditions resulting from the static ground load conditions of paragraph (b) of this section and, if applicable, paragraph (c) of this section at the most critical combinations of airplane weight and center of gravity. The maximum allowable load at each jack pad must be specified.

(b) Jacking. The airplane must have provisions for jacking and must withstand the following limit loads when the airplane is supported on jacks—

(1) For jacking by the landing gear at the maximum ramp weight of the airplane, the airplane structure must be designed for a vertical load of 1.33 times the vertical static reaction at each jacking point acting singly and in combination with a horizontal load of 0.33 times the vertical static reaction applied in any direction.

(2) For jacking by other airplane structure at maximum approved jacking weight:

(i) The airplane structure must be designed for a vertical load of 1.33 times the vertical reaction at each jacking point acting singly and in combination with a horizontal load of 0.33 times the vertical static reaction applied in any direction.

(ii) The jacking pads and local structure must be designed for a vertical load of 2.0 times the vertical static reaction at each jacking point, acting singly and in combination with a horizontal load of 0.33 times the vertical static reaction applied in any direction.

(c) Tie-down. If tie-down points are provided, the main tie-down points and local structure must withstand the limit loads resulting from a 65-knot horizontal wind from any direction.

§ 25.521

General.

(a) Seaplanes must be designed for the water loads developed during takeoff and landing, with the seaplane in any attitude likely to occur in normal operation, and at the appropriate forward and sinking velocities under the most severe sea conditions likely to be encountered.

(b) Unless a more rational analysis of the water loads is made, or the standards in ANC-3 are used, §§ 25.523 through 25.537 apply.

(c) The requirements of this section and §§ 25.523 through 25.537 apply also to amphibians.

§ 25.523

Design weights and center of gravity positions.

(a) Design weights. The water load requirements must be met at each operating weight up to the design landing weight except that, for the takeoff condition prescribed in § 25.531, the design water takeoff weight (the maximum weight for water taxi and takeoff run) must be used.

(b) Center of gravity positions. The critical centers of gravity within the limits for which certification is requested must be considered to reach maximum design loads for each part of the seaplane structure.

§ 25.525

Application of loads.

(a) Unless otherwise prescribed, the seaplane as a whole is assumed to be subjected to the loads corresponding to the load factors specified in § 25.527.

(b) In applying the loads resulting from the load factors prescribed in § 25.527, the loads may be distributed over the hull or main float bottom (in order to avoid excessive local shear loads and bending moments at the location of water load application) using pressures not less than those prescribed in § 25.533(c).

(c) For twin float seaplanes, each float must be treated as an equivalent hull on a fictitious seaplane with a weight equal to one-half the weight of the twin float seaplane.

(d) Except in the takeoff condition of § 25.531, the aerodynamic lift on the seaplane during the impact is assumed to be 2/3 of the weight of the seaplane.

§ 25.527

Hull and main float load factors.

(a) Water reaction load factors n W must be computed in the following manner:

(1) For the step landing case

(2) For the bow and stern landing cases

(b) The following values are used:

(1) n W = water reaction load factor (that is, the water reaction divided by seaplane weight).

(2) C 1 = empirical seaplane operations factor equal to 0.012 (except that this factor may not be less than that necessary to obtain the minimum value of step load factor of 2.33).

(3) V S 0 = seaplane stalling speed in knots with flaps extended in the appropriate landing position and with no slipstream effect.

(4) β = angle of dead rise at the longitudinal station at which the load factor is being determined in accordance with figure 1 of appendix B.

(5) W= seaplane design landing weight in pounds.

(6) K 1 = empirical hull station weighing factor, in accordance with figure 2 of appendix B.

(7) r x = ratio of distance, measured parallel to hull reference axis, from the center of gravity of the seaplane to the hull longitudinal station at which the load factor is being computed to the radius of gyration in pitch of the seaplane, the hull reference axis being a straight line, in the plane of symmetry, tangential to the keel at the main step.

(c) For a twin float seaplane, because of the effect of flexibility of the attachment of the floats to the seaplane, the factor K 1 may be reduced at the bow and stern to 0.8 of the value shown in figure 2 of appendix B. This reduction applies only to the design of the carrythrough and seaplane structure.

§ 25.529

Hull and main float landing conditions.

(a) Symmetrical step, bow, and stern landing. For symmetrical step, bow, and stern landings, the limit water reaction load factors are those computed under § 25.527. In addition—

(1) For symmetrical step landings, the resultant water load must be applied at the keel, through the center of gravity, and must be directed perpendicularly to the keel line;

(2) For symmetrical bow landings, the resultant water load must be applied at the keel, one-fifth of the longitudinal distance from the bow to the step, and must be directed perpendicularly to the keel line; and

(3) For symmetrical stern landings, the resultant water load must be applied at the keel, at a point 85 percent of the longitudinal distance from the step to the stern post, and must be directed perpendicularly to the keel line.

(b) Unsymmetrical landing for hull and single float seaplanes. Unsymmetrical step, bow, and stern landing conditions must be investigated. In addition—

(1) The loading for each condition consists of an upward component and a side component equal, respectively, to 0.75 and 0.25 tan β times the resultant load in the corresponding symmetrical landing condition; and

(2) The point of application and direction of the upward component of the load is the same as that in the symmetrical condition, and the point of application of the side component is at the same longitudinal station as the upward component but is directed inward perpendicularly to the plane of symmetry at a point midway between the keel and chine lines.

(c) Unsymmetrical landing; twin float seaplanes. The unsymmetrical loading consists of an upward load at the step of each float of 0.75 and a side load of 0.25 tan β at one float times the step landing load reached under § 25.527. The side load is directed inboard, perpendicularly to the plane of symmetry midway between the keel and chine lines of the float, at the same longitudinal station as the upward load.

§ 25.531

Hull and main float takeoff condition.

For the wing and its attachment to the hull or main float—

(a) The aerodynamic wing lift is assumed to be zero; and

(b) A downward inertia load, corresponding to a load factor computed from the following formula, must be applied:

§ 25.533

Hull and main float bottom pressures.

(a) General. The hull and main float structure, including frames and bulkheads, stringers, and bottom plating, must be designed under this section.

(b) Local pressures. For the design of the bottom plating and stringers and their attachments to the supporting structure, the following pressure distributions must be applied:

(1) For an unflared bottom, the pressure at the chine is 0.75 times the pressure at the keel, and the pressures between the keel and chine vary linearly, in accordance with figure 3 of appendix B. The pressure at the keel (psi) is computed as follows:

(2) For a flared bottom, the pressure at the beginning of the flare is the same as that for an unflared bottom, and the pressure between the chine and the beginning of the flare varies linearly, in accordance with figure 3 of appendix B. The pressure distribution is the same as that prescribed in paragraph (b)(1) of this section for an unflared bottom except that the pressure at the chine is computed as follows:

The area over which these pressures are applied must simulate pressures occurring during high localized impacts on the hull or float, but need not extend over an area that would induce critical stresses in the frames or in the overall structure.

(c) Distributed pressures. For the design of the frames, keel, and chine structure, the following pressure distributions apply:

(1) Symmetrical pressures are computed as follows:

(2) The unsymmetrical pressure distribution consists of the pressures prescribed in paragraph (c)(1) of this section on one side of the hull or main float centerline and one-half of that pressure on the other side of the hull or main float centerline, in accordance with figure 3 of appendix B.

These pressures are uniform and must be applied simultaneously over the entire hull or main float bottom. The loads obtained must be carried into the sidewall structure of the hull proper, but need not be transmitted in a fore and aft direction as shear and bending loads.

§ 25.535

Auxiliary float loads.

(a) General. Auxiliary floats and their attachments and supporting structures must be designed for the conditions prescribed in this section. In the cases specified in paragraphs (b) through (e) of this section, the prescribed water loads may be distributed over the float bottom to avoid excessive local loads, using bottom pressures not less than those prescribed in paragraph (g) of this section.

(b) Step loading. The resultant water load must be applied in the plane of symmetry of the float at a point three-fourths of the distance from the bow to the step and must be perpendicular to the keel. The resultant limit load is computed as follows, except that the value of L need not exceed three times the weight of the displaced water when the float is completely submerged:

(c) Bow loading. The resultant limit load must be applied in the plane of symmetry of the float at a point one-fourth of the distance from the bow to the step and must be perpendicular to the tangent to the keel line at that point. The magnitude of the resultant load is that specified in paragraph (b) of this section.

(d) Unsymmetrical step loading. The resultant water load consists of a component equal to 0.75 times the load specified in paragraph (a) of this section and a side component equal to 0.25 tan β times the load specified in paragraph (b) of this section. The side load must be applied perpendicularly to the plane of symmetry of the float at a point midway between the keel and the chine.

(e) Unsymmetrical bow loading. The resultant water load consists of a component equal to 0.75 times the load specified in paragraph (b) of this section and a side component equal to 0.25 tan β times the load specified in paragraph (c) of this section. The side load must be applied perpendicularly to the plane of symmetry at a point midway between the keel and the chine.

(f) Immersed float condition. The resultant load must be applied at the centroid of the cross section of the float at a point one-third of the distance from the bow to the step. The limit load components are as follows:

(g) Float bottom pressures. The float bottom pressures must be established under § 25.533, except that the value of K 2 in the formulae may be taken as 1.0. The angle of dead rise to be used in determining the float bottom pressures is set forth in paragraph (b) of this section.

§ 25.537

Seawing loads.

Seawing design loads must be based on applicable test data.

§ 25.561

General.

(a) The airplane, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect each occupant under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a minor crash landing when—

(1) Proper use is made of seats, belts, and all other safety design provisions;

(2) The wheels are retracted (where applicable); and

(3) The occupant experiences the following ultimate inertia forces acting separately relative to the surrounding structure:

(i) Upward, 3.0g

(ii) Forward, 9.0g

(iii) Sideward, 3.0g on the airframe; and 4.0g on the seats and their attachments.

(iv) Downward, 6.0g

(v) Rearward, 1.5g

(c) For equipment, cargo in the passenger compartments and any other large masses, the following apply:

(1) Except as provided in paragraph (c)(2) of this section, these items must be positioned so that if they break loose they will be unlikely to:

(i) Cause direct injury to occupants;

(ii) Penetrate fuel tanks or lines or cause fire or explosion hazard by damage to adjacent systems; or

(iii) Nullify any of the escape facilities provided for use after an emergency landing.

(2) When such positioning is not practical (e.g. fuselage mounted engines or auxiliary power units) each such item of mass shall be restrained under all loads up to those specified in paragraph (b)(3) of this section. The local attachments for these items should be designed to withstand 1.33 times the specified loads if these items are subject to severe wear and tear through frequent removal (e.g. quick change interior items).

(d) Seats and items of mass (and their supporting structure) must not deform under any loads up to those specified in paragraph (b)(3) of this section in any manner that would impede subsequent rapid evacuation of occupants.

§ 25.562

Emergency landing dynamic conditions.

(a) The seat and restraint system in the airplane must be designed as prescribed in this section to protect each occupant during an emergency landing condition when—

(1) Proper use is made of seats, safety belts, and shoulder harnesses provided for in the design; and

(2) The occupant is exposed to loads resulting from the conditions prescribed in this section.

(b) Each seat type design approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat, in accordance with each of the following emergency landing conditions. The tests must be conducted with an occupant simulated by a 170-pound anthropomorphic test dummy, as defined by 49 CFR Part 572, Subpart B, or its equivalent, sitting in the normal upright position.

(1) A change in downward vertical velocity (Δ v) of not less than 35 feet per second, with the airplane's longitudinal axis canted downward 30 degrees with respect to the horizontal plane and with the wings level. Peak floor deceleration must occur in not more than 0.08 seconds after impact and must reach a minimum of 14g.

(2) A change in forward longitudinal velocity (Δ v) of not less than 44 feet per second, with the airplane's longitudinal axis horizontal and yawed 10 degrees either right or left, whichever would cause the greatest likelihood of the upper torso restraint system (where installed) moving off the occupant's shoulder, and with the wings level. Peak floor deceleration must occur in not more than 0.09 seconds after impact and must reach a minimum of 16g. Where floor rails or floor fittings are used to attach the seating devices to the test fixture, the rails or fittings must be misaligned with respect to the adjacent set of rails or fittings by at least 10 degrees vertically ( i.e. , out of Parallel) with one rolled 10 degrees.

(c) The following performance measures must not be exceeded during the dynamic tests conducted in accordance with paragraph (b) of this section:

(1) Where upper torso straps are used for crewmembers, tension loads in individual straps must not exceed 1,750 pounds. If dual straps are used for restraining the upper torso, the total strap tension loads must not exceed 2,000 pounds.

(2) The maximum compressive load measured between the pelvis and the lumbar column of the anthropomorphic dummy must not exceed 1,500 pounds.

(3) The upper torso restraint straps (where installed) must remain on the occupant's shoulder during the impact.

(4) The lap safety belt must remain on the occupant's pelvis during the impact.

(5) Each occupant must be protected from serious head injury under the conditions prescribed in paragraph (b) of this section. Where head contact with seats or other structure can occur, protection must be provided so that the head impact does not exceed a Head Injury Criterion (HIC) of 1,000 units. The level of HIC is defined by the equation:

(6) Where leg injuries may result from contact with seats or other structure, protection must be provided to prevent axially compressive loads exceeding 2,250 pounds in each femur.

(7) The seat must remain attached at all points of attachment, although the structure may have yielded.

(8) Seats must not yield under the tests specified in paragraphs (b)(1) and (b)(2) of this section to the extent they would impede rapid evacuation of the airplane occupants.

§ 25.563

Structural ditching provisions.

Structural strength considerations of ditching provisions must be in accordance with § 25.801(e).

§ 25.571

Damage-tolerance and fatigue evaluation of structure.

(a) General. An evaluation of the strength, detail design, and fabrication must show that catastrophic failure due to fatigue, corrosion, manufacturing defects, or accidental damage, will be avoided throughout the operational life of the airplane. This evaluation must be conducted in accordance with the provisions of paragraphs (b) and (e) of this section, except as specified in paragraph (c) of this section, for each part of the structure that could contribute to a catastrophic failure (such as wing, empennage, control surfaces and their systems, the fuselage, engine mounting, landing gear, and their related primary attachments). For turbojet powered airplanes, those parts that could contribute to a catastrophic failure must also be evaluated under paragraph (d) of this section. In addition, the following apply:

(1) Each evaluation required by this section must include—

(i) The typical loading spectra, temperatures, and humidities expected in service;

(ii) The identification of principal structural elements and detail design points, the failure of which could cause catastrophic failure of the airplane; and

(iii) An analysis, supported by test evidence, of the principal structural elements and detail design points identified in paragraph (a)(1)(ii) of this section.

(2) The service history of airplanes of similar structural design, taking due account of differences in operating conditions and procedures, may be used in the evaluations required by this section.

(3) Based on the evaluations required by this section, inspections or other procedures must be established, as necessary, to prevent catastrophic failure, and must be included in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529. The limit of validity of the engineering data that supports the structural maintenance program (hereafter referred to as LOV), stated as a number of total accumulated flight cycles or flight hours or both, established by this section must also be included in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529. Inspection thresholds for the following types of structure must be established based on crack growth analyses and/or tests, assuming the structure contains an initial flaw of the maximum probable size that could exist as a result of manufacturing or service-induced damage:

(i) Single load path structure, and

(ii) Multiple load path “fail-safe” structure and crack arrest “fail-safe” structure, where it cannot be demonstrated that load path failure, partial failure, or crack arrest will be detected and repaired during normal maintenance, inspection, or operation of an airplane prior to failure of the remaining structure.

(b) Damage-tolerance evaluation. The evaluation must include a determination of the probable locations and modes of damage due to fatigue, corrosion, or accidental damage. Repeated load and static analyses supported by test evidence and (if available) service experience must also be incorporated in the evaluation. Special consideration for widespread fatigue damage must be included where the design is such that this type of damage could occur. An LOV must be established that corresponds to the period of time, stated as a number of total accumulated flight cycles or flight hours or both, during which it is demonstrated that widespread fatigue damage will not occur in the airplane structure. This demonstration must be by full-scale fatigue test evidence. The type certificate may be issued prior to completion of full-scale fatigue testing, provided the Administrator has approved a plan for completing the required tests. In that case, the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529 must specify that no airplane may be operated beyond a number of cycles equal to 1/2 the number of cycles accumulated on the fatigue test article, until such testing is completed. The extent of damage for residual strength evaluation at any time within the operational life of the airplane must be consistent with the initial detectability and subsequent growth under repeated loads. The residual strength evaluation must show that the remaining structure is able to withstand loads (considered as static ultimate loads) corresponding to the following conditions:

(1) The limit symmetrical maneuvering conditions specified in § 25.337 at all speeds up to V c and in § 25.345.

(2) The limit gust conditions specified in § 25.341 at the specified speeds up to V C and in § 25.345.

(3) The limit rolling conditions specified in § 25.349 and the limit unsymmetrical conditions specified in §§ 25.367 and 25.427 (a) through (c), at speeds up to V C .

(4) The limit yaw maneuvering conditions specified in § 25.351(a) at the specified speeds up to V C .

(5) For pressurized cabins, the following conditions:

(i) The normal operating differential pressure combined with the expected external aerodynamic pressures applied simultaneously with the flight loading conditions specified in paragraphs (b)(1) through (4) of this section, if they have a significant effect.

(ii) The maximum value of normal operating differential pressure (including the expected external aerodynamic pressures during 1 g level flight) multiplied by a factor of 1.15, omitting other loads.

(6) For landing gear and directly-affected airframe structure, the limit ground loading conditions specified in §§ 25.473, 25.491, and 25.493.

If significant changes in structural stiffness or geometry, or both, follow from a structural failure, or partial failure, the effect on damage tolerance must be further investigated.

(c) Fatigue (safe-life) evaluation. Compliance with the damage-tolerance requirements of paragraph (b) of this section is not required if the applicant establishes that their application for particular structure is impractical. This structure must be shown by analysis, supported by test evidence, to be able to withstand the repeated loads of variable magnitude expected during its service life without detectable cracks. Appropriate safe-life scatter factors must be applied.

(d) Sonic fatigue strength. It must be shown by analysis, supported by test evidence, or by the service history of airplanes of similar structural design and sonic excitation environment, that—

(1) Sonic fatigue cracks are not probable in any part of the flight structure subject to sonic excitation; or

(2) Catastrophic failure caused by sonic cracks is not probable assuming that the loads prescribed in paragraph (b) of this section are applied to all areas affected by those cracks.

(e) Damage-tolerance (discrete source) evaluation. The airplane must be capable of successfully completing a flight during which likely structural damage occurs as a result of—

(1) Impact with a 4-pound bird when the velocity of the airplane relative to the bird along the airplane's flight path is equal to V c at sea level or 0.85V c at 8,000 feet, whichever is more critical;

(2) Uncontained fan blade impact;

(3) Uncontained engine failure; or

(4) Uncontained high energy rotating machinery failure.

The damaged structure must be able to withstand the static loads (considered as ultimate loads) which are reasonably expected to occur on the flight. Dynamic effects on these static loads need not be considered. Corrective action to be taken by the pilot following the incident, such as limiting maneuvers, avoiding turbulence, and reducing speed, must be considered. If significant changes in structural stiffness or geometry, or both, follow from a structural failure or partial failure, the effect on damage tolerance must be further investigated.

§ 25.581

Lightning protection.

(a) The airplane must be protected against catastrophic effects from lightning.

(b) For metallic components, compliance with paragraph (a) of this section may be shown by—

(1) Bonding the components properly to the airframe; or

(2) Designing the components so that a strike will not endanger the airplane.

(c) For nonmetallic components, compliance with paragraph (a) of this section may be shown by—

(1) Designing the components to minimize the effect of a strike; or

(2) Incorporating acceptable means of diverting the resulting electrical current so as not to endanger the airplane.

§ 25.601

General.

The airplane may not have design features or details that experience has shown to be hazardous or unreliable. The suitability of each questionable design detail and part must be established by tests.

§ 25.603

Materials.

The suitability and durability of materials used for parts, the failure of which could adversely affect safety, must—

(a) Be established on the basis of experience or tests;

(b) Conform to approved specifications (such as industry or military specifications, or Technical Standard Orders) that ensure their having the strength and other properties assumed in the design data; and

(c) Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.

§ 25.605

Fabrication methods.

(a) The methods of fabrication used must produce a consistently sound structure. If a fabrication process (such as gluing, spot welding, or heat treating) requires close control to reach this objective, the process must be performed under an approved process specification.

(b) Each new aircraft fabrication method must be substantiated by a test program.

§ 25.607

Fasteners.

(a) Each removable bolt, screw, nut, pin, or other removable fastener must incorporate two separate locking devices if—

(1) Its loss could preclude continued flight and landing within the design limitations of the airplane using normal pilot skill and strength; or

(2) Its loss could result in reduction in pitch, yaw, or roll control capability or response below that required by Subpart B of this chapter.

(b) The fasteners specified in paragraph (a) of this section and their locking devices may not be adversely affected by the environmental conditions associated with the particular installation.

(c) No self-locking nut may be used on any bolt subject to rotation in operation unless a nonfriction locking device is used in addition to the self-locking device.

§ 25.609

Protection of structure.

Each part of the structure must—

(a) Be suitably protected against deterioration or loss of strength in service due to any cause, including—

(1) Weathering;

(2) Corrosion; and

(3) Abrasion; and

(b) Have provisions for ventilation and drainage where necessary for protection.

§ 25.611

Accessibility provisions.

(a)Means must be provided to allow inspection (including inspection of principal structural elements and control systems), replacement of parts normally requiring replacement, adjustment, and lubrication as necessary for continued airworthiness. The inspection means for each item must be practicable for the inspection interval for the item. Nondestructive inspection aids may be used to inspect structural elements where it is impracticable to provide means for direct visual inspection if it is shown that the inspection is effective and the inspection procedures are specified in the maintenance manual required by § 25.1529.

(b) EWIS must meet the accessibility requirements of § 25.1719.

§ 25.613

Material strength properties and material design values.

(a) Material strength properties must be based on enough tests of material meeting approved specifications to establish design values on a statistical basis.

(b) Material design values must be chosen to minimize the probability of structural failures due to material variability. Except as provided in paragraphs (e) and (f) of this section, compliance must be shown by selecting material design values which assure material strength with the following probability:

(1) Where applied loads are eventually distributed through a single member within an assembly, the failure of which would result in loss of structural integrity of the component, 99 percent probability with 95 percent confidence.

(2) For redundant structure, in which the failure of individual elements would result in applied loads being safely distributed to other load carrying members, 90 percent probability with 95 percent confidence.

(c) The effects of environmental conditions, such as temperature and moisture, on material design values used in an essential component or structure must be considered where these effects are significant within the airplane operating envelope.

(d) [Reserved]

(e) Greater material design values may be used if a “premium selection” of the material is made in which a specimen of each individual item is tested before use to determine that the actual strength properties of that particular item will equal or exceed those used in design.

(f) Other material design values may be used if approved by the Administrator.

§ 25.619

Special factors.

The factor of safety prescribed in § 25.303 must be multiplied by the highest pertinent special factor of safety prescribed in §§ 25.621 through 25.625 for each part of the structure whose strength is—

(a) Uncertain;

(b) Likely to deteriorate in service before normal replacement; or

(c) Subject to appreciable variability because of uncertainties in manufacturing processes or inspection methods.

§ 25.621

Casting factors.

(a) General. For castings used in structural applications, the factors, tests, and inspections specified in paragraphs (b) through (d) of this section must be applied in addition to those necessary to establish foundry quality control. The inspections must meet approved specifications. Paragraphs (c) and (d) of this section apply to any structural castings, except castings that are pressure tested as parts of hydraulic or other fluid systems and do not support structural loads.

(b) Bearing stresses and surfaces. The casting factors specified in paragraphs (c) and (d) of this section—

(1) Need not exceed 1.25 with respect to bearing stresses regardless of the method of inspection used; and

(2) Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor.

(c) Critical castings. Each casting whose failure could preclude continued safe flight and landing of the airplane or could result in serious injury to occupants is a critical casting. Each critical casting must have a factor associated with it for showing compliance with strength and deformation requirements of § 25.305, and must comply with the following criteria associated with that factor:

(1) A casting factor of 1.0 or greater may be used, provided that—

(i) It is demonstrated, in the form of process qualification, proof of product, and process monitoring that, for each casting design and part number, the castings produced by each foundry and process combination have coefficients of variation of the material properties that are equivalent to those of wrought alloy products of similar composition. Process monitoring must include testing of coupons cut from the prolongations of each casting (or each set of castings, if produced from a single pour into a single mold in a runner system) and, on a sampling basis, coupons cut from critical areas of production castings. The acceptance criteria for the process monitoring inspections and tests must be established and included in the process specifications to ensure the properties of the production castings are controlled to within levels used in design.

(ii) Each casting receives:

(A) Inspection of 100 percent of its surface, using visual inspection and liquid penetrant or equivalent inspection methods; and

(B) Inspection of structurally significant internal areas and areas where defects are likely to occur, using radiographic or equivalent inspection methods.

(iii) One casting undergoes a static test and is shown to meet the strength and deformation requirements of § 25.305(a) and (b).

(2) A casting factor of 1.25 or greater may be used, provided that—

(i) Each casting receives:

(A) Inspection of 100 percent of its surface, using visual inspection and liquid penetrant or equivalent inspection methods; and

(B) Inspection of structurally significant internal areas and areas where defects are likely to occur, using radiographic or equivalent inspection methods.

(ii) Three castings undergo static tests and are shown to meet:

(A) The strength requirements of § 25.305(b) at an ultimate load corresponding to a casting factor of 1.25; and

(B) The deformation requirements of § 25.305(a) at a load of 1.15 times the limit load.

(3) A casting factor of 1.50 or greater may be used, provided that—

(i) Each casting receives:

(A) Inspection of 100 percent of its surface, using visual inspection and liquid penetrant or equivalent inspection methods; and

(B) Inspection of structurally significant internal areas and areas where defects are likely to occur, using radiographic or equivalent inspection methods.

(ii) One casting undergoes a static test and is shown to meet:

(A) The strength requirements of § 25.305(b) at an ultimate load corresponding to a casting factor of 1.50; and

(B) The deformation requirements of § 25.305(a) at a load of 1.15 times the limit load.

(d) Non-critical castings. For each casting other than critical castings, as specified in paragraph (c) of this section, the following apply:

(1) A casting factor of 1.0 or greater may be used, provided that the requirements of (c)(1) of this section are met, or all of the following conditions are met:

(i) Castings are manufactured to approved specifications that specify the minimum mechanical properties of the material in the casting and provides for demonstration of these properties by testing of coupons cut from the castings on a sampling basis.

(ii) Each casting receives:

(A) Inspection of 100 percent of its surface, using visual inspection and liquid penetrant or equivalent inspection methods; and

(B) Inspection of structurally significant internal areas and areas where defects are likely to occur, using radiographic or equivalent inspection methods.

(iii) Three sample castings undergo static tests and are shown to meet the strength and deformation requirements of § 25.305(a) and (b).

(2) A casting factor of 1.25 or greater may be used, provided that each casting receives:

(i) Inspection of 100 percent of its surface, using visual inspection and liquid penetrant or equivalent inspection methods; and

(ii) Inspection of structurally significant internal areas and areas where defects are likely to occur, using radiographic or equivalent inspection methods.

(3) A casting factor of 1.5 or greater may be used, provided that each casting receives inspection of 100 percent of its surface using visual inspection and liquid penetrant or equivalent inspection methods.

(4) A casting factor of 2.0 or greater may be used, provided that each casting receives inspection of 100 percent of its surface using visual inspection methods.

(5) The number of castings per production batch to be inspected by non-visual methods in accordance with paragraphs (d)(2) and (3) of this section may be reduced when an approved quality control procedure is established.

§ 25.623

Bearing factors.

(a) Except as provided in paragraph (b) of this section, each part that has clearance (free fit), and that is subject to pounding or vibration, must have a bearing factor large enough to provide for the effects of normal relative motion.

(b) No bearing factor need be used for a part for which any larger special factor is prescribed.

§ 25.625

Fitting factors.

For each fitting (a part or terminal used to join one structural member to another), the following apply:

(a) For each fitting whose strength is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures, a fitting factor of at least 1.15 must be applied to each part of—

(1) The fitting;

(2) The means of attachment; and

(3) The bearing on the joined members.

(b) No fitting factor need be used—

(1) For joints made under approved practices and based on comprehensive test data (such as continuous joints in metal plating, welded joints, and scarf joints in wood); or

(2) With respect to any bearing surface for which a larger special factor is used.

(c) For each integral fitting, the part must be treated as a fitting up to the point at which the section properties become typical of the member.

(d) For each seat, berth, safety belt, and harness, the fitting factor specified in § 25.785(f)(3) applies.

§ 25.629

Aeroelastic stability requirements.

(a) General. The aeroelastic stability evaluation required under this section includes flutter, divergence, control reversal and any undue loss of stability and control as a result of structural deformation. The aeroelastic evaluation must include whirl modes associated with any propeller or rotating device that contributes significant dynamic forces. Additionally, the evaluation must include any condition of operation within the maneuvering envelope. Compliance with this section must be shown by analyses, wind tunnel tests, ground vibration tests, flight tests, or other means found necessary by the Administrator.

(b) Aeroelastic stability envelopes. The airplane must be designed to be free from aeroelastic instability for all configurations and design conditions within the aeroelastic stability envelopes as follows:

(1) For normal conditions without failures, malfunctions, or adverse conditions, all combinations of altitudes and speeds encompassed by the V D /M D versus altitude envelope enlarged at all points by an increase of 15 percent in equivalent airspeed at both constant Mach number and constant altitude. In addition, a proper margin of stability must exist at all speeds up to V D /M D and, there must be no large and rapid reduction in stability as V D /M D is approached. The enlarged envelope may be limited to Mach 1.0 when M D is less than 1.0 at all design altitudes, and

(2) For the conditions described in § 25.629(d) below, for all approved altitudes, any airspeed up to the greater airspeed defined by;

(i) The V D /M D envelope determined by § 25.335(b); or,

(ii) An altitude-airspeed envelope defined by a 15 percent increase in equivalent airspeed above V C at constant altitude, from sea level to the altitude of the intersection of 1.15 V C with the extension of the constant cruise Mach number line, M C , then a linear variation in equivalent airspeed to M C + .05 at the altitude of the lowest V C /M C intersection; then, at higher altitudes, up to the maximum flight altitude, the boundary defined by a .05 Mach increase in M C at constant altitude.

(c) Balance weights. If concentrated balance weights are used, their effectiveness and strength, including supporting structure, must be substantiated.

(d) Failures, malfunctions, and adverse conditions. The failures, malfunctions, and adverse conditions that must be considered in showing compliance with this section are:

(1) Any critical fuel loading conditions, not shown to be extremely improbable, which may result from mismanagement of fuel.

(2) Any single failure in any flutter damper system.

(3) For airplanes not approved for operation in icing conditions, the maximum likely ice accumulation expected as a result of an inadvertent encounter.

(4) Failure of any single element of the structure supporting any engine, independently mounted propeller shaft, large auxiliary power unit, or large externally mounted aerodynamic body (such as an external fuel tank).

(5) For airplanes with engines that have propellers or large rotating devices capable of significant dynamic forces, any single failure of the engine structure that would reduce the rigidity of the rotational axis.

(6) The absence of aerodynamic or gyroscopic forces resulting from the most adverse combination of feathered propellers or other rotating devices capable of significant dynamic forces. In addition, the effect of a single feathered propeller or rotating device must be coupled with the failures of paragraphs (d)(4) and (d)(5) of this section.

(7) Any single propeller or rotating device capable of significant dynamic forces rotating at the highest likely overspeed.

(8) Any damage or failure condition, required or selected for investigation by § 25.571. The single structural failures described in paragraphs (d)(4) and (d)(5) of this section need not be considered in showing compliance with this section if;

(i) The structural element could not fail due to discrete source damage resulting from the conditions described in § 25.571(e), and

(ii) A damage tolerance investigation in accordance with § 25.571(b) shows that the maximum extent of damage assumed for the purpose of residual strength evaluation does not involve complete failure of the structural element.

(9) The following flight control system failure combinations in which aeroelastic stability relies on flight control system stiffness, damping or both:

(i) Any dual hydraulic system failure.

(ii) Any dual electrical system failure.

(iii) Any single failure in combination with any probable hydraulic or electrical system failure.

(10) Any damage, failure, or malfunction considered under §§ 25.631, 25.671, 25.672, and 25.1309.

(11) Any other combination of failures, malfunctions, or adverse conditions not shown to be extremely improbable.

(e) Flight flutter testing. Full scale flight flutter tests at speeds up to V DF /M DF must be conducted for new type designs and for modifications to a type design unless the modifications have been shown to have an insignificant effect on the aeroelastic stability. These tests must demonstrate that the airplane has a proper margin of damping at all speeds up to V DF /M DF , and that there is no large and rapid reduction in damping as V DF /M DF , is approached. If a failure, malfunction, or adverse condition is simulated during flight test in showing compliance with paragraph (d) of this section, the maximum speed investigated need not exceed V FC /M FC if it is shown, by correlation of the flight test data with other test data or analyses, that the airplane is free from any aeroelastic instability at all speeds within the altitude-airspeed envelope described in paragraph (b)(2) of this section.

§ 25.631

Bird strike damage.

The empennage structure must be designed to assure capability of continued safe flight and landing of the airplane after impact with an 8-pound bird when the velocity of the airplane (relative to the bird along the airplane's flight path) is equal to V C at sea level, selected under § 25.335(a). Compliance with this section by provision of redundant structure and protected location of control system elements or protective devices such as splitter plates or energy absorbing material is acceptable. Where compliance is shown by analysis, tests, or both, use of data on airplanes having similar structural design is acceptable.

§ 25.651

Proof of strength.

(a) Limit load tests of control surfaces are required. These tests must include the horn or fitting to which the control system is attached.

(b) Compliance with the special factors requirements of §§ 25.619 through 25.625 and 25.657 for control surface hinges must be shown by analysis or individual load tests.

§ 25.655

Installation.

(a) Movable tail surfaces must be installed so that there is no interference between any surfaces when one is held in its extreme position and the others are operated through their full angular movement.

(b) If an adjustable stabilizer is used, it must have stops that will limit its range of travel to the maximum for which the airplane is shown to meet the trim requirements of § 25.161.

§ 25.657

Hinges.

(a) For control surface hinges, including ball, roller, and self-lubricated bearing hinges, the approved rating of the bearing may not be exceeded. For nonstandard bearing hinge configurations, the rating must be established on the basis of experience or tests and, in the absence of a rational investigation, a factor of safety of not less than 6.67 must be used with respect to the ultimate bearing strength of the softest material used as a bearing.

(b) Hinges must have enough strength and rigidity for loads parallel to the hinge line.

§ 25.671

General.

(a) Each flight control system must operate with the ease, smoothness, and positiveness appropriate to its function. The flight control system must continue to operate and respond appropriately to commands, and must not hinder airplane recovery, when the airplane is experiencing any pitch, roll, or yaw rate, or vertical load factor that could occur due to operating or environmental conditions, or when the airplane is in any attitude.

(b) Each element of each flight control system must be designed, or distinctively and permanently marked, to minimize the probability of incorrect assembly that could result in failure or malfunctioning of the system. The applicant may use distinctive and permanent marking only where design means are impractical.

(c) The airplane must be shown by analysis, test, or both, to be capable of continued safe flight and landing after any of the following failures or jams in the flight control system within the normal flight envelope. Probable malfunctions must have only minor effects on control system operation and must be capable of being readily counteracted by the pilot.

(1) Any single failure, excluding failures of the type defined in § 25.671(c)(3);

(2) Any combination of failures not shown to be extremely improbable, excluding failures of the type defined in § 25.671(c)(3); and

(3) Any failure or event that results in a jam of a flight control surface or pilot control that is fixed in position due to a physical interference. The jam must be evaluated as follows:

(i) The jam must be considered at any normally encountered position of the control surface or pilot control.

(ii) The jam must be assumed to occur anywhere within the normal flight envelope and during any flight phase except during the time immediately before touchdown if the risk of a potential jam is minimized to the extent practical.

(iii) In the presence of the jam, any additional failure conditions that could prevent continued safe flight and landing must have a combined probability of 1/1000 or less.

(d) If all engines fail at any point in the flight, the airplane must be controllable, and an approach and flare to a landing and controlled stop, and flare to a ditching, must be possible, without requiring exceptional piloting skill or strength.

(e) The airplane must be designed to indicate to the flightcrew whenever the primary control means is near the limit of control authority.

(f) If the flight control system has multiple modes of operation, appropriate flightcrew alerting must be provided whenever the airplane enters any mode that significantly changes or degrades the normal handling or operational characteristics of the airplane.

§ 25.672

Stability augmentation and automatic and power-operated systems.

If the functioning of stability augmentation or other automatic or power-operated systems is necessary to show compliance with the flight characteristics requirements of this part, such systems must comply with § 25.671 and the following:

(a) A warning which is clearly distinguishable to the pilot under expected flight conditions without requiring his attention must be provided for any failure in the stability augmentation system or in any other automatic or power-operated system which could result in an unsafe condition if the pilot were not aware of the failure. Warning systems must not activate the control systems.

(b) The design of the stability augmentation system or of any other automatic or power-operated system must permit initial counteraction of failures of the type specified in § 25.671(c) without requiring exceptional pilot skill or strength, by either the deactivation of the system, or a failed portion thereof, or by overriding the failure by movement of the flight controls in the normal sense.

(c) It must be shown that after any single failure of the stability augmentation system or any other automatic or power-operated system—

(1) The airplane is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations that is critical for the type of failure being considered;

(2) The controllability and maneuverability requirements of this part are met within a practical operational flight envelope (for example, speed, altitude, normal acceleration, and airplane configurations) which is described in the Airplane Flight Manual; and

(3) The trim, stability, and stall characteristics are not impaired below a level needed to permit continued safe flight and landing.

§ 25.675

Stops.

(a) Each control system must have stops that positively limit the range of motion of each movable aerodynamic surface controlled by the system.

(b) Each stop must be located so that wear, slackness, or take-up adjustments will not adversely affect the control characteristics of the airplane because of a change in the range of surface travel.

(c) Each stop must be able to withstand any loads corresponding to the design conditions for the control system.

§ 25.677

Trim systems.

(a) Trim controls must be designed to prevent inadvertent or abrupt operation and to operate in the plane, and with the sense of motion, of the airplane.

(b) There must be means adjacent to the trim control to indicate the direction of the control movement relative to the airplane motion. In addition, there must be clearly visible means to indicate the position of the trim device with respect to the range of adjustment. The indicator must be clearly marked with the range within which it has been demonstrated that takeoff is safe for all center of gravity positions approved for takeoff.

(c) Trim control systems must be designed to prevent creeping in flight. Trim tab controls must be irreversible unless the tab is appropriately balanced and shown to be free from flutter.

(d) If an irreversible tab control system is used, the part from the tab to the attachment of the irreversible unit to the airplane structure must consist of a rigid connection.

§ 25.679

Control system gust locks.

(a) There must be a device to prevent damage to the control surfaces (including tabs), and to the control system, from gusts striking the airplane while it is on the ground or water. If the device, when engaged, prevents normal operation of the control surfaces by the pilot, it must—

(1) Automatically disengage when the pilot operates the primary flight controls in a normal manner; or

(2) Limit the operation of the airplane so that the pilot receives unmistakable warning at the start of takeoff.

(b) The device must have means to preclude the possibility of it becoming inadvertently engaged in flight.

§ 25.681

Limit load static tests.

(a) Compliance with the limit load requirements of this Part must be shown by tests in which—

(1) The direction of the test loads produces the most severe loading in the control system; and

(2) Each fitting, pulley, and bracket used in attaching the system to the main structure is included.

(b) Compliance must be shown (by analyses or individual load tests) with the special factor requirements for control system joints subject to angular motion.

§ 25.683

Operation tests.

(a) It must be shown by operation tests that when portions of the control system subject to pilot effort loads are loaded to 80 percent of the limit load specified for the system and the powered portions of the control system are loaded to the maximum load expected in normal operation, the system is free from—

(1) Jamming;

(2) Excessive friction; and

(3) Excessive deflection.

(b) It must be shown by analysis and, where necessary, by tests, that in the presence of deflections of the airplane structure due to the separate application of pitch, roll, and yaw limit maneuver loads, the control system, when loaded to obtain these limit loads and operated within its operational range of deflections, can be exercised about all control axes and remain free from—

(1) Jamming;

(2) Excessive friction;

(3) Disconnection; and

(4) Any form of permanent damage.

(c) It must be shown that under vibration loads in the normal flight and ground operating conditions, no hazard can result from interference or contact with adjacent elements.

§ 25.685

Control system details.

(a) Each detail of each control system must be designed and installed to prevent jamming, chafing, and interference from cargo, passengers, loose objects, or the freezing of moisture.

(b) There must be means in the cockpit to prevent the entry of foreign objects into places where they would jam the system.

(c) There must be means to prevent the slapping of cables or tubes against other parts.

(d) Sections 25.689 and 25.693 apply to cable systems and joints.

§ 25.689

Cable systems.

(a) Each cable, cable fitting, turnbuckle, splice, and pulley must be approved. In addition—

(1) No cable smaller than 1/8 inch in diameter may be used in the aileron, elevator, or rudder systems; and

(2) Each cable system must be designed so that there will be no hazardous change in cable tension throughout the range of travel under operating conditions and temperature variations.

(b) Each kind and size of pulley must correspond to the cable with which it is used. Pulleys and sprockets must have closely fitted guards to prevent the cables and chains from being displaced or fouled. Each pulley must lie in the plane passing through the cable so that the cable does not rub against the pulley flange.

(c) Fairleads must be installed so that they do not cause a change in cable direction of more than three degrees.

(d) Clevis pins subject to load or motion and retained only by cotter pins may not be used in the control system.

(e) Turnbuckles must be attached to parts having angular motion in a manner that will positively prevent binding throughout the range of travel.

(f) There must be provisions for visual inspection of fairleads, pulleys, terminals, and turnbuckles.

§ 25.693

Joints.

Control system joints (in push-pull systems) that are subject to angular motion, except those in ball and roller bearing systems, must have a special factor of safety of not less than 3.33 with respect to the ultimate bearing strength of the softest material used as a bearing. This factor may be reduced to 2.0 for joints in cable control systems. For ball or roller bearings, the approved ratings may not be exceeded.

§ 25.697

Lift and drag devices, controls.

(a) Each lift device control must be designed so that the pilots can place the device in any takeoff, en route, approach, or landing position established under § 25.101(d). Lift and drag devices must maintain the selected positions, except for movement produced by an automatic positioning or load limiting device, without further attention by the pilots.

(b) Each lift and drag device control must be designed and located to make inadvertent operation improbable. Lift and drag devices intended for ground operation only must have means to prevent the inadvertant operation of their controls in flight if that operation could be hazardous.

(c) The rate of motion of the surfaces in response to the operation of the control and the characteristics of the automatic positioning or load limiting device must give satisfactory flight and performance characteristics under steady or changing conditions of airspeed, engine power, and airplane attitude.

(d) The lift device control must be designed to retract the surfaces from the fully extended position, during steady flight at maximum continuous engine power at any speed below V F + 9.0 (knots).

§ 25.699

Lift and drag device indicator.

(a) There must be means to indicate to the pilots the position of each lift or drag device having a separate control in the cockpit to adjust its position. In addition, an indication of unsymmetrical operation or other malfunction in the lift or drag device systems must be provided when such indication is necessary to enable the pilots to prevent or counteract an unsafe flight or ground condition, considering the effects on flight characteristics and performance.

(b) There must be means to indicate to the pilots the takeoff, en route, approach, and landing lift device positions.

(c) If any extension of the lift and drag devices beyond the landing position is possible, the controls must be clearly marked to identify this range of extension.

§ 25.701

Flap and slat interconnection.

(a) Unless the airplane has safe flight characteristics with the flaps or slats retracted on one side and extended on the other, the motion of flaps or slats on opposite sides of the plane of symmetry must be synchronized by a mechanical interconnection or approved equivalent means.

(b) If a wing flap or slat interconnection or equivalent means is used, it must be designed to account for the applicable unsymmetrical loads, including those resulting from flight with the engines on one side of the plane of symmetry inoperative and the remaining engines at takeoff power.

(c) For airplanes with flaps or slats that are not subjected to slipstream conditions, the structure must be designed for the loads imposed when the wing flaps or slats on one side are carrying the most severe load occurring in the prescribed symmetrical conditions and those on the other side are carrying not more than 80 percent of that load.

(d) The interconnection must be designed for the loads resulting when interconnected flap or slat surfaces on one side of the plane of symmetry are jammed and immovable while the surfaces on the other side are free to move and the full power of the surface actuating system is applied.

§ 25.703

Takeoff warning system.

A takeoff warning system must be installed and must meet the following requirements:

(a) The system must provide to the pilots an aural warning that is automatically activated during the initial portion of the takeoff roll if the airplane is in a configuration, including any of the following, that would not allow a safe takeoff:

(1) The wing flaps or leading edge devices are not within the approved range of takeoff positions.

(2) Wing spoilers (except lateral control spoilers meeting the requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a safe takeoff.

(b) The warning required by paragraph (a) of this section must continue until—

(1) The configuration is changed to allow a safe takeoff;

(2) Action is taken by the pilot to terminate the takeoff roll;

(3) The airplane is rotated for takeoff; or

(4) The warning is manually deactivated by the pilot.

(c) The means used to activate the system must function properly throughout the ranges of takeoff weights, altitudes, and temperatures for which certification is requested.

§ 25.721

General.

(a) The landing gear system must be designed so that when it fails due to overloads during takeoff and landing, the failure mode is not likely to cause spillage of enough fuel to constitute a fire hazard. The overloads must be assumed to act in the upward and aft directions in combination with side loads acting inboard and outboard. In the absence of a more rational analysis, the side loads must be assumed to be up to 20 percent of the vertical load or 20 percent of the drag load, whichever is greater.

(b) The airplane must be designed to avoid any rupture leading to the spillage of enough fuel to constitute a fire hazard as a result of a wheels-up landing on a paved runway, under the following minor crash landing conditions:

(1) Impact at 5 feet-per-second vertical velocity, with the airplane under control, at Maximum Design Landing Weight—

(i) With the landing gear fully retracted; and

(ii) With any one or more landing gear legs not extended.

(2) Sliding on the ground, with—

(i) The landing gear fully retracted and with up to a 20° yaw angle; and

(ii) Any one or more landing gear legs not extended and with 0° yaw angle.

(c) For configurations where the engine nacelle is likely to come into contact with the ground, the engine pylon or engine mounting must be designed so that when it fails due to overloads (assuming the overloads to act predominantly in the upward direction and separately, predominantly in the aft direction), the failure mode is not likely to cause the spillage of enough fuel to constitute a fire hazard.

§ 25.723

Shock absorption tests.

(a) The analytical representation of the landing gear dynamic characteristics that is used in determining the landing loads must be validated by energy absorption tests. A range of tests must be conducted to ensure that the analytical representation is valid for the design conditions specified in § 25.473.

(1) The configurations subjected to energy absorption tests at limit design conditions must include at least the design landing weight or the design takeoff weight, whichever produces the greater value of landing impact energy.

(2) The test attitude of the landing gear unit and the application of appropriate drag loads during the test must simulate the airplane landing conditions in a manner consistent with the development of rational or conservative limit loads.

(b) The landing gear may not fail in a test, demonstrating its reserve energy absorption capacity, simulating a descent velocity of 12 f.p.s. at design landing weight, assuming airplane lift not greater than airplane weight acting during the landing impact.

(c) In lieu of the tests prescribed in this section, changes in previously approved design weights and minor changes in design may be substantiated by analyses based on previous tests conducted on the same basic landing gear system that has similar energy absorption characteristics.

§§ 25.725-25.727

§ 25.729

Retracting mechanism.

(a) General. For airplanes with retractable landing gear, the following apply:

(1) The landing gear retracting mechanism, wheel well doors, and supporting structure, must be designed for—

(i) The loads occurring in the flight conditions when the gear is in the retracted position,

(ii) The combination of friction loads, inertia loads, brake torque loads, air loads, and gyroscopic loads resulting from the wheels rotating at a peripheral speed equal to 1.23V SR (with the wing-flaps in take-off position at design take-off weight), occurring during retraction and extension at any airspeed up to 1.5 V SR1 (with the wing-flaps in the approach position at design landing weight), and

(iii) Any load factor up to those specified in § 25.345(a) for the wing-flaps extended condition.

(2) Unless there are other means to decelerate the airplane in flight at this speed, the landing gear, the retracting mechanism, and the airplane structure (including wheel well doors) must be designed to withstand the flight loads occurring with the landing gear in the extended position at any speed up to 0.67 V C .

(3) Landing gear doors, their operating mechanism, and their supporting structures must be designed for the yawing maneuvers prescribed for the airplane in addition to the conditions of airspeed and load factor prescribed in paragraphs (a)(1) and (2) of this section.

(b) Landing gear lock. There must be positive means to keep the landing gear extended in flight and on the ground. There must be positive means to keep the landing gear and doors in the correct retracted position in flight, unless it can be shown that lowering of the landing gear or doors, or flight with the landing gear or doors extended, at any speed, is not hazardous.

(c) Emergency operation. There must be an emergency means for extending the landing gear in the event of—

(1) Any reasonably probable failure in the normal retraction system; or

(2) The failure of any single source of hydraulic, electric, or equivalent energy supply.

(d) Operation test. The proper functioning of the retracting mechanism must be shown by operation tests.

(e) Position indicator and warning device. If a retractable landing gear is used, there must be a landing gear position indicator easily visible to the pilot or to the appropriate crew members (as well as necessary devices to actuate the indicator) to indicate without ambiguity that the retractable units and their associated doors are secured in the extended (or retracted) position. The means must be designed as follows:

(1) If switches are used, they must be located and coupled to the landing gear mechanical systems in a manner that prevents an erroneous indication of “down and locked” if the landing gear is not in a fully extended position, or of “up and locked” if the landing gear is not in the fully retracted position. The switches may be located where they are operated by the actual landing gear locking latch or device.

(2) The flightcrew must be given an aural warning that functions continuously, or is periodically repeated, if a landing is attempted when the landing gear is not locked down.

(3) The warning must be given in sufficient time to allow the landing gear to be locked down or a go-around to be made.

(4) There must not be a manual shut-off means readily available to the flightcrew for the warning required by paragraph (e)(2) of this section such that it could be operated instinctively, inadvertently, or by habitual reflexive action.

(5) The system used to generate the aural warning must be designed to minimize false or inappropriate alerts.

(6) Failures of systems used to inhibit the landing gear aural warning, that would prevent the warning system from operating, must be improbable.

(7) A flightcrew alert must be provided whenever the landing gear position is not consistent with the landing gear selector lever position.

(f) Protection of equipment on landing gear and in wheel wells. Equipment that is essential to the safe operation of the airplane and that is located on the landing gear and in wheel wells must be protected from the damaging effects of—

(1) A bursting tire;

(2) A loose tire tread, unless it is shown that a loose tire tread cannot cause damage.

(3) Possible wheel brake temperatures.

§ 25.731

Wheels.

(a) Each main and nose wheel must be approved.

(b) The maximum static load rating of each wheel may not be less than the corresponding static ground reaction with—

(1) Design maximum weight; and

(2) Critical center of gravity.

(c) The maximum limit load rating of each wheel must equal or exceed the maximum radial limit load determined under the applicable ground load requirements of this part.

(d) Overpressure burst prevention. Means must be provided in each wheel to prevent wheel failure and tire burst that may result from excessive pressurization of the wheel and tire assembly.

(e) Braked wheels. Each braked wheel must meet the applicable requirements of § 25.735.

§ 25.733

Tires.

(a) When a landing gear axle is fitted with a single wheel and tire assembly, the wheel must be fitted with a suitable tire of proper fit with a speed rating approved by the Administrator that is not exceeded under critical conditions and with a load rating approved by the Administrator that is not exceeded under—

(1) The loads on the main wheel tire, corresponding to the most critical combination of airplane weight (up to maximum weight) and center of gravity position, and

(2) The loads corresponding to the ground reactions in paragraph (b) of this section, on the nose wheel tire, except as provided in paragraphs (b)(2) and (b)(3) of this section.

(b) The applicable ground reactions for nose wheel tires are as follows:

(1) The static ground reaction for the tire corresponding to the most critical combination of airplane weight (up to maximum ramp weight) and center of gravity position with a force of 1.0g acting downward at the center of gravity. This load may not exceed the load rating of the tire.

(2) The ground reaction of the tire corresponding to the most critical combination of airplane weight (up to maximum landing weight) and center of gravity position combined with forces of 1.0g downward and 0.31g forward acting at the center of gravity. The reactions in this case must be distributed to the nose and main wheels by the principles of statics with a drag reaction equal to 0.31 times the vertical load at each wheel with brakes capable of producing this ground reaction. This nose tire load may not exceed 1.5 times the load rating of the tire.

(3) The ground reaction of the tire corresponding to the most critical combination of airplane weight (up to maximum ramp weight) and center of gravity position combined with forces of 1.0g downward and 0.20g forward acting at the center of gravity. The reactions in this case must be distributed to the nose and main wheels by the principles of statics with a drag reaction equal to 0.20 times the vertical load at each wheel with brakes capable of producing this ground reaction. This nose tire load may not exceed 1.5 times the load rating of the tire.

(c) When a landing gear axle is fitted with more than one wheel and tire assembly, such as dual or dual-tandem, each wheel must be fitted with a suitable tire of proper fit with a speed rating approved by the Administrator that is not exceeded under critical conditions, and with a load rating approved by the Administrator that is not exceeded by—

(1) The loads on each main wheel tire, corresponding to the most critical combination of airplane weight (up to maximum weight) and center of gravity position, when multiplied by a factor of 1.07; and

(2) Loads specified in paragraphs (a)(2), (b)(1), (b)(2), and (b)(3) of this section on each nose wheel tire.

(d) Each tire installed on a retractable landing gear system must, at the maximum size of the tire type expected in service, have a clearance to surrounding structure and systems that is adequate to prevent unintended contact between the tire and any part of the structure or systems.

(e) For an airplane with a maximum certificated takeoff weight of more than 75,000 pounds, tires mounted on braked wheels must be inflated with dry nitrogen or other gases shown to be inert so that the gas mixture in the tire does not contain oxygen in excess of 5 percent by volume, unless it can be shown that the tire liner material will not produce a volatile gas when heated or that means are provided to prevent tire temperatures from reaching unsafe levels.

§ 25.735

Brakes and braking systems.

(a) Approval. Each assembly consisting of a wheel(s) and brake(s) must be approved.

(b) Brake system capability. The brake system, associated systems and components must be designed and constructed so that:

(1) If any electrical, pneumatic, hydraulic, or mechanical connecting or transmitting element fails, or if any single source of hydraulic or other brake operating energy supply is lost, it is possible to bring the airplane to rest with a braked roll stopping distance of not more than two times that obtained in determining the landing distance as prescribed in § 25.125.

(2) Fluid lost from a brake hydraulic system following a failure in, or in the vicinity of, the brakes is insufficient to cause or support a hazardous fire on the ground or in flight.

(c) Brake controls. The brake controls must be designed and constructed so that:

(1) Excessive control force is not required for their operation.

(2) If an automatic braking system is installed, means are provided to:

(i) Arm and disarm the system, and

(ii) Allow the pilot(s) to override the system by use of manual braking.

(d) Parking brake. The airplane must have a parking brake control that, when selected on, will, without further attention, prevent the airplane from rolling on a dry and level paved runway when the most adverse combination of maximum thrust on one engine and up to maximum ground idle thrust on any, or all, other engine(s) is applied. The control must be suitably located or be adequately protected to prevent inadvertent operation. There must be indication in the cockpit when the parking brake is not fully released.

(e) Antiskid system. If an antiskid system is installed:

(1) It must operate satisfactorily over the range of expected runway conditions, without external adjustment.

(2) It must, at all times, have priority over the automatic braking system, if installed.

(f) Kinetic energy capacity —(1) Design landing stop. The design landing stop is an operational landing stop at maximum landing weight. The design landing stop brake kinetic energy absorption requirement of each wheel, brake, and tire assembly must be determined. It must be substantiated by dynamometer testing that the wheel, brake and tire assembly is capable of absorbing not less than this level of kinetic energy throughout the defined wear range of the brake. The energy absorption rate derived from the airplane manufacturer's braking requirements must be achieved. The mean deceleration must not be less than 10 fps 2 .

(2) Maximum kinetic energy accelerate-stop. The maximum kinetic energy accelerate-stop is a rejected takeoff for the most critical combination of airplane takeoff weight and speed. The accelerate-stop brake kinetic energy absorption requirement of each wheel, brake, and tire assembly must be determined. It must be substantiated by dynamometer testing that the wheel, brake, and tire assembly is capable of absorbing not less than this level of kinetic energy throughout the defined wear range of the brake. The energy absorption rate derived from the airplane manufacturer's braking requirements must be achieved. The mean deceleration must not be less than 6 fps 2 .

(3) Most severe landing stop. The most severe landing stop is a stop at the most critical combination of airplane landing weight and speed. The most severe landing stop brake kinetic energy absorption requirement of each wheel, brake, and tire assembly must be determined. It must be substantiated by dynamometer testing that, at the declared fully worn limit(s) of the brake heat sink, the wheel, brake and tire assembly is capable of absorbing not less than this level of kinetic energy. The most severe landing stop need not be considered for extremely improbable failure conditions or if the maximum kinetic energy accelerate-stop energy is more severe.

(g) Brake condition after high kinetic energy dynamometer stop(s). Following the high kinetic energy stop demonstration(s) required by paragraph (f) of this section, with the parking brake promptly and fully applied for at least 3 minutes, it must be demonstrated that for at least 5 minutes from application of the parking brake, no condition occurs (or has occurred during the stop), including fire associated with the tire or wheel and brake assembly, that could prejudice the safe and complete evacuation of the airplane.

(h) Stored energy systems. An indication to the flightcrew of the usable stored energy must be provided if a stored energy system is used to show compliance with paragraph (b)(1) of this section. The available stored energy must be sufficient for:

(1) At least 6 full applications of the brakes when an antiskid system is not operating; and

(2) Bringing the airplane to a complete stop when an antiskid system is operating, under all runway surface conditions for which the airplane is certificated.

(i) Brake wear indicators. Means must be provided for each brake assembly to indicate when the heat sink is worn to the permissible limit. The means must be reliable and readily visible.

(j) Overtemperature burst prevention. Means must be provided in each braked wheel to prevent a wheel failure, a tire burst, or both, that may result from elevated brake temperatures. Additionally, all wheels must meet the requirements of § 25.731(d).

(k) Compatibility. Compatibility of the wheel and brake assemblies with the airplane and its systems must be substantiated.

§ 25.737

Skis.

Each ski must be approved. The maximum limit load rating of each ski must equal or exceed the maximum limit load determined under the applicable ground load requirements of this part.

§ 25.751

Main float buoyancy.

Each main float must have—

(a) A buoyancy of 80 percent in excess of that required to support the maximum weight of the seaplane or amphibian in fresh water; and

(b) Not less than five watertight compartments approximately equal in volume.

§ 25.753

Main float design.

Each main float must be approved and must meet the requirements of § 25.521.

§ 25.755

Hulls.

(a) Each hull must have enough watertight compartments so that, with any two adjacent compartments flooded, the buoyancy of the hull and auxiliary floats (and wheel tires, if used) provides a margin of positive stability great enough to minimize the probability of capsizing in rough, fresh water.

(b) Bulkheads with watertight doors may be used for communication between compartments.

§ 25.771

Pilot compartment.

(a) Each pilot compartment and its equipment must allow the minimum flight crew (established under § 25.1523) to perform their duties without unreasonable concentration or fatigue.

(b) The primary controls listed in § 25.779(a), excluding cables and control rods, must be located with respect to the propellers so that no member of the minimum flight crew (established under § 25.1523), or part of the controls, lies in the region between the plane of rotation of any inboard propeller and the surface generated by a line passing through the center of the propeller hub making an angle of five degrees forward or aft of the plane of rotation of the propeller.

(c) If provision is made for a second pilot, the airplane must be controllable with equal safety from either pilot seat.

(d) The pilot compartment must be constructed so that, when flying in rain or snow, it will not leak in a manner that will distract the crew or harm the structure.

(e) Vibration and noise characteristics of cockpit equipment may not interfere with safe operation of the airplane.

§ 25.772

Pilot compartment doors.

For an airplane that has a lockable door installed between the pilot compartment and the passenger compartment:

(a) For airplanes with a maximum passenger seating configuration of more than 20 seats, the emergency exit configuration must be designed so that neither crewmembers nor passengers require use of the flightdeck door in order to reach the emergency exits provided for them; and

(b) Means must be provided to enable flight crewmembers to directly enter the passenger compartment from the pilot compartment if the cockpit door becomes jammed.

(c) There must be an emergency means to enable a flight attendant to enter the pilot compartment in the event that the flightcrew becomes incapacitated.

§ 25.773

Pilot compartment view.

(a) Nonprecipitation conditions. For nonprecipitation conditions, the following apply:

(1) Each pilot compartment must be arranged to give the pilots a sufficiently extensive, clear, and undistorted view, to enable them to safely perform any maneuvers within the operating limitations of the airplane, including taxiing takeoff, approach, and landing.

(2) Each pilot compartment must be free of glare and reflection that could interfere with the normal duties of the minimum flight crew (established under § 25.1523). This must be shown in day and night flight tests under nonprecipitation conditions.

(b) Precipitation conditions. For precipitation conditions, the following apply:

(1) The airplane must have a means to maintain a clear portion of the windshield, during precipitation conditions, sufficient for both pilots to have a sufficiently extensive view along the flight path in normal flight attitudes of the airplane. This means must be designed to function, without continuous attention on the part of the crew, in—

(i) Heavy rain at speeds up to 1.5 V SR1 with lift and drag devices retracted; and

(ii) The icing conditions specified in Appendix C of this part and the following icing conditions specified in Appendix O of this part, if certification for flight in icing conditions is sought:

(A) For airplanes certificated in accordance with § 25.1420(a)(1), the icing conditions that the airplane is certified to safely exit following detection.

(B) For airplanes certificated in accordance with § 25.1420(a)(2), the icing conditions that the airplane is certified to safely operate in and the icing conditions that the airplane is certified to safely exit following detection.

(C) For airplanes certificated in accordance with § 25.1420(a)(3) and for airplanes not subject to § 25.1420, all icing conditions.

(2) No single failure of the systems used to provide the view required by paragraph (b)(1) of this section must cause the loss of that view by both pilots in the specified precipitation conditions.

(3) The first pilot must have a window that—

(i) Is openable under the conditions prescribed in paragraph (b)(1) of this section when the cabin is not pressurized;

(ii) Provides the view specified in paragraph (b)(1) of this section; and

(iii) Provides sufficient protection from the elements against impairment of the pilot's vision.

(4) The openable window specified in paragraph (b)(3) of this section need not be provided if it is shown that an area of the transparent surface will remain clear sufficient for at least one pilot to land the airplane safely in the event of—

(i) Any system failure or combination of failures which is not extremely improbable, in accordance with § 25.1309, under the precipitation conditions specified in paragraph (b)(1) of this section.

(ii) An encounter with severe hail, birds, or insects.

(c) Internal windshield and window fogging. The airplane must have a means to prevent fogging of the internal portions of the windshield and window panels over an area which would provide the visibility specified in paragraph (a) of this section under all internal and external ambient conditions, including precipitation conditions, in which the airplane is intended to be operated.

(d) Fixed markers or other guides must be installed at each pilot station to enable the pilots to position themselves in their seats for an optimum combination of outside visibility and instrument scan. If lighted markers or guides are used they must comply with the requirements specified in § 25.1381.

(e) Vision systems with transparent displays. A vision system with a transparent display surface located in the pilot's outside field of view, such as a head up-display, head mounted display, or other equivalent display, must meet the following requirements in nonprecipitation and precipitation conditions:

(1) While the vision system display is in operation, it must compensate for interference with the pilot's outside field of view such that the combination of what is visible in the display and what remains visible through and around it, enables the pilot to perform the maneuvers and normal duties of paragraph (a) of this section.

(2) The pilot's view of the external scene may not be distorted by the transparent display surface or by the vision system imagery. When the vision system displays imagery or any symbology that is referenced to the imagery and outside scene topography, including attitude symbology, flight path vector, and flight path angle reference cue, that imagery and symbology must be aligned with, and scaled to, the external scene.

(3) The vision system must provide a means to allow the pilot using the display to immediately deactivate and reactivate the vision system imagery, on demand, without removing the pilot's hands from the primary flight controls or thrust controls.

(4) When the vision system is not in operation it may not restrict the pilot from performing the maneuvers specified in paragraph (a)(1) of this section or the pilot compartment from meeting the provisions of paragraph (a)(2) of this section.

§ 25.775

Windshields and windows.

(a) Internal panes must be made of nonsplintering material.

(b) Windshield panes directly in front of the pilots in the normal conduct of their duties, and the supporting structures for these panes, must withstand, without penetration, the impact of a four-pound bird when the velocity of the airplane (relative to the bird along the airplane's flight path) is equal to the value of V C, at sea level, selected under § 25.335(a).

(c) Unless it can be shown by analysis or tests that the probability of occurrence of a critical windshield fragmentation condition is of a low order, the airplane must have a means to minimize the danger to the pilots from flying windshield fragments due to bird impact. This must be shown for each transparent pane in the cockpit that—

(1) Appears in the front view of the airplane;

(2) Is inclined 15 degrees or more to the longitudinal axis of the airplane; and

(3) Has any part of the pane located where its fragmentation will constitute a hazard to the pilots.

(d) The design of windshields and windows in pressurized airplanes must be based on factors peculiar to high altitude operation, including the effects of continuous and cyclic pressurization loadings, the inherent characteristics of the material used, and the effects of temperatures and temperature differentials. The windshield and window panels must be capable of withstanding the maximum cabin pressure differential loads combined with critical aerodynamic pressure and temperature effects after any single failure in the installation or associated systems. It may be assumed that, after a single failure that is obvious to the flight crew (established under § 25.1523), the cabin pressure differential is reduced from the maximum, in accordance with appropriate operating limitations, to allow continued safe flight of the airplane with a cabin pressure altitude of not more than 15,000 feet.

(e) The windshield panels in front of the pilots must be arranged so that, assuming the loss of vision through any one panel, one or more panels remain available for use by a pilot seated at a pilot station to permit continued safe flight and landing.

§ 25.777

Cockpit controls.

(a) Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation.

(b) The direction of movement of cockpit controls must meet the requirements of § 25.779. Wherever practicable, the sense of motion involved in the operation of other controls must correspond to the sense of the effect of the operation upon the airplane or upon the part operated. Controls of a variable nature using a rotary motion must move clockwise from the off position, through an increasing range, to the full on position.

(c) The controls must be located and arranged, with respect to the pilots' seats, so that there is full and unrestricted movement of each control without interference from the cockpit structure or the clothing of the minimum flight crew (established under § 25.1523) when any member of this flight crew, from 5′2″ to 6′3″ in height, is seated with the seat belt and shoulder harness (if provided) fastened.

(d) Identical powerplant controls for each engine must be located to prevent confusion as to the engines they control.

(e) Wing flap controls and other auxiliary lift device controls must be located on top of the pedestal, aft of the throttles, centrally or to the right of the pedestal centerline, and not less than 10 inches aft of the landing gear control.

(f) The landing gear control must be located forward of the throttles and must be operable by each pilot when seated with seat belt and shoulder harness (if provided) fastened.

(g) Control knobs must be shaped in accordance with § 25.781. In addition, the knobs must be of the same color, and this color must contrast with the color of control knobs for other purposes and the surrounding cockpit.

(h) If a flight engineer is required as part of the minimum flight crew (established under § 25.1523), the airplane must have a flight engineer station located and arranged so that the flight crewmembers can perform their functions efficiently and without interfering with each other.

§ 25.779

Motion and effect of cockpit controls.

Cockpit controls must be designed so that they operate in accordance with the following movement and actuation:

(a) Aerodynamic controls:

(1) Primary.

(2) Secondary.

(b) Powerplant and auxiliary controls:

(1) Powerplant.

(2) Auxiliary.

§ 25.781

Cockpit control knob shape.

Cockpit control knobs must conform to the general shapes (but not necessarily the exact sizes or specific proportions) in the following figure:

§ 25.783

Fuselage doors.

(a) General. This section applies to fuselage doors, which includes all doors, hatches, openable windows, access panels, covers, etc., on the exterior of the fuselage that do not require the use of tools to open or close. This also applies to each door or hatch through a pressure bulkhead, including any bulkhead that is specifically designed to function as a secondary bulkhead under the prescribed failure conditions of part 25. These doors must meet the requirements of this section, taking into account both pressurized and unpressurized flight, and must be designed as follows:

(1) Each door must have means to safeguard against opening in flight as a result of mechanical failure, or failure of any single structural element.

(2) Each door that could be a hazard if it unlatches must be designed so that unlatching during pressurized and unpressurized flight from the fully closed, latched, and locked condition is extremely improbable. This must be shown by safety analysis.

(3) Each element of each door operating system must be designed or, where impracticable, distinctively and permanently marked, to minimize the probability of incorrect assembly and adjustment that could result in a malfunction.

(4) All sources of power that could initiate unlocking or unlatching of any door must be automatically isolated from the latching and locking systems prior to flight and it must not be possible to restore power to the door during flight.

(5) Each removable bolt, screw, nut, pin, or other removable fastener must meet the locking requirements of § 25.607.

(6) Certain doors, as specified by § 25.807(h), must also meet the applicable requirements of §§ 25.809 through 25.812 for emergency exits.

(b) Opening by persons. There must be a means to safeguard each door against opening during flight due to inadvertent action by persons. In addition, design precautions must be taken to minimize the possibility for a person to open a door intentionally during flight. If these precautions include the use of auxiliary devices, those devices and their controlling systems must be designed so that—

(1) No single failure will prevent more than one exit from being opened; and

(2) Failures that would prevent opening of the exit after landing are improbable.

(c) Pressurization prevention means. There must be a provision to prevent pressurization of the airplane to an unsafe level if any door subject to pressurization is not fully closed, latched, and locked.

(1) The provision must be designed to function after any single failure, or after any combination of failures not shown to be extremely improbable.

(2) Doors that meet the conditions described in paragraph (h) of this section are not required to have a dedicated pressurization prevention means if, from every possible position of the door, it will remain open to the extent that it prevents pressurization or safely close and latch as pressurization takes place. This must also be shown with any single failure and malfunction, except that—

(i) With failures or malfunctions in the latching mechanism, it need not latch after closing; and

(ii) With jamming as a result of mechanical failure or blocking debris, the door need not close and latch if it can be shown that the pressurization loads on the jammed door or mechanism would not result in an unsafe condition.

(d) Latching and locking. The latching and locking mechanisms must be designed as follows:

(1) There must be a provision to latch each door.

(2) The latches and their operating mechanism must be designed so that, under all airplane flight and ground loading conditions, with the door latched, there is no force or torque tending to unlatch the latches. In addition, the latching system must include a means to secure the latches in the latched position. This means must be independent of the locking system.

(3) Each door subject to pressurization, and for which the initial opening movement is not inward, must—

(i) Have an individual lock for each latch;

(ii) Have the lock located as close as practicable to the latch; and

(iii) Be designed so that, during pressurized flight, no single failure in the locking system would prevent the locks from restraining the latches necessary to secure the door.

(4) Each door for which the initial opening movement is inward, and unlatching of the door could result in a hazard, must have a locking means to prevent the latches from becoming disengaged. The locking means must ensure sufficient latching to prevent opening of the door even with a single failure of the latching mechanism.

(5) It must not be possible to position the lock in the locked position if the latch and the latching mechanism are not in the latched position.

(6) It must not be possible to unlatch the latches with the locks in the locked position. Locks must be designed to withstand the limit loads resulting from—

(i) The maximum operator effort when the latches are operated manually;

(ii) The powered latch actuators, if installed; and

(iii) The relative motion between the latch and the structural counterpart.

(7) Each door for which unlatching would not result in a hazard is not required to have a locking mechanism meeting the requirements of paragraphs (d)(3) through (d)(6) of this section.

(e) Warning, caution, and advisory indications. Doors must be provided with the following indications:

(1) There must be a positive means to indicate at each door operator's station that all required operations to close, latch, and lock the door(s) have been completed.

(2) There must be a positive means clearly visible from each operator station for any door that could be a hazard if unlatched to indicate if the door is not fully closed, latched, and locked.

(3) There must be a visual means on the flight deck to signal the pilots if any door is not fully closed, latched, and locked. The means must be designed such that any failure or combination of failures that would result in an erroneous closed, latched, and locked indication is improbable for—

(i) Each door that is subject to pressurization and for which the initial opening movement is not inward; or

(ii) Each door that could be a hazard if unlatched.

(4) There must be an aural warning to the pilots prior to or during the initial portion of takeoff roll if any door is not fully closed, latched, and locked, and its opening would prevent a safe takeoff and return to landing.

(f) Visual inspection provision. Each door for which unlatching of the door could be a hazard must have a provision for direct visual inspection to determine, without ambiguity, if the door is fully closed, latched, and locked. The provision must be permanent and discernible under operational lighting conditions, or by means of a flashlight or equivalent light source.

(g) Certain maintenance doors, removable emergency exits, and access panels. Some doors not normally opened except for maintenance purposes or emergency evacuation and some access panels need not comply with certain paragraphs of this section as follows:

(1) Access panels that are not subject to cabin pressurization and would not be a hazard if open during flight need not comply with paragraphs (a) through (f) of this section, but must have a means to prevent inadvertent opening during flight.

(2) Inward-opening removable emergency exits that are not normally removed, except for maintenance purposes or emergency evacuation, and flight deck-openable windows need not comply with paragraphs (c) and (f) of this section.

(3) Maintenance doors that meet the conditions of paragraph (h) of this section, and for which a placard is provided limiting use to maintenance access, need not comply with paragraphs (c) and (f) of this section.

(h) Doors that are not a hazard. For the purposes of this section, a door is considered not to be a hazard in the unlatched condition during flight, provided it can be shown to meet all of the following conditions:

(1) Doors in pressurized compartments would remain in the fully closed position if not restrained by the latches when subject to a pressure greater than 1/2 psi. Opening by persons, either inadvertently or intentionally, need not be considered in making this determination.

(2) The door would remain inside the airplane or remain attached to the airplane if it opens either in pressurized or unpressurized portions of the flight. This determination must include the consideration of inadvertent and intentional opening by persons during either pressurized or unpressurized portions of the flight.

(3) The disengagement of the latches during flight would not allow depressurization of the cabin to an unsafe level. This safety assessment must include the physiological effects on the occupants.

(4) The open door during flight would not create aerodynamic interference that could preclude safe flight and landing.

(5) The airplane would meet the structural design requirements with the door open. This assessment must include the aeroelastic stability requirements of § 25.629, as well as the strength requirements of subpart C of this part.

(6) The unlatching or opening of the door must not preclude safe flight and landing as a result of interaction with other systems or structures.

§ 25.785

Seats, berths, safety belts, and harnesses.

(a) A seat (or berth for a nonambulant person) must be provided for each occupant who has reached his or her second birthday.

(b) Each seat, berth, safety belt, harness, and adjacent part of the airplane at each station designated as occupiable during takeoff and landing must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the inertia forces specified in §§ 25.561 and 25.562.

(c) Each seat or berth must be approved.

(d) Each occupant of a seat that makes more than an 18-degree angle with the vertical plane containing the airplane centerline must be protected from head injury by a safety belt and an energy absorbing rest that will support the arms, shoulders, head, and spine, or by a safety belt and shoulder harness that will prevent the head from contacting any injurious object. Each occupant of any other seat must be protected from head injury by a safety belt and, as appropriate to the type, location, and angle of facing of each seat, by one or more of the following:

(1) A shoulder harness that will prevent the head from contacting any injurious object.

(2) The elimination of any injurious object within striking radius of the head.

(3) An energy absorbing rest that will support the arms, shoulders, head, and spine.

(e) Each berth must be designed so that the forward part has a padded end board, canvas diaphragm, or equivalent means, that can withstand the static load reaction of the occupant when subjected to the forward inertia force specified in § 25.561. Berths must be free from corners and protuberances likely to cause injury to a person occupying the berth during emergency conditions.

(f) Each seat or berth, and its supporting structure, and each safety belt or harness and its anchorage must be designed for an occupant weight of 170 pounds, considering the maximum load factors, inertia forces, and reactions among the occupant, seat, safety belt, and harness for each relevant flight and ground load condition (including the emergency landing conditions prescribed in § 25.561). In addition—

(1) The structural analysis and testing of the seats, berths, and their supporting structures may be determined by assuming that the critical load in the forward, sideward, downward, upward, and rearward directions (as determined from the prescribed flight, ground, and emergency landing conditions) acts separately or using selected combinations of loads if the required strength in each specified direction is substantiated. The forward load factor need not be applied to safety belts for berths.

(2) Each pilot seat must be designed for the reactions resulting from the application of the pilot forces prescribed in § 25.395.

(3) The inertia forces specified in § 25.561 must be multiplied by a factor of 1.33 (instead of the fitting factor prescribed in § 25.625) in determining the strength of the attachment of each seat to the structure and each belt or harness to the seat or structure.

(g) Each seat at a flight deck station must have a restraint system consisting of a combined safety belt and shoulder harness with a single-point release that permits the flight deck occupant, when seated with the restraint system fastened, to perform all of the occupant's necessary flight deck functions. There must be a means to secure each combined restraint system when not in use to prevent interference with the operation of the airplane and with rapid egress in an emergency.

(h) Each seat located in the passenger compartment and designated for use during takeoff and landing by a flight attendant required by the operating rules of this chapter must be:

(1) Near a required floor level emergency exit, except that another location is acceptable if the emergency egress of passengers would be enhanced with that location. A flight attendant seat must be located adjacent to each Type A or B emergency exit. Other flight attendant seats must be evenly distributed among the required floor- level emergency exits to the extent feasible.

(2) To the extent possible, without compromising proximity to a required floor level emergency exit, located to provide a direct view of the cabin area for which the flight attendant is responsible.

(3) Positioned so that the seat will not interfere with the use of a passageway or exit when the seat is not in use.

(4) Located to minimize the probability that occupants would suffer injury by being struck by items dislodged from service areas, stowage compartments, or service equipment.

(5) Either forward or rearward facing with an energy absorbing rest that is designed to support the arms, shoulders, head, and spine.

(6) Equipped with a restraint system consisting of a combined safety belt and shoulder harness unit with a single point release. There must be means to secure each restraint system when not in use to prevent interference with rapid egress in an emergency.

(i) Each safety belt must be equipped with a metal to metal latching device.

(j) If the seat backs do not provide a firm handhold, there must be a handgrip or rail along each aisle to enable persons to steady themselves while using the aisles in moderately rough air.

(k) Each projecting object that would injure persons seated or moving about the airplane in normal flight must be padded.

(l) Each forward observer's seat required by the operating rules must be shown to be suitable for use in conducting the necessary enroute inspection.

§ 25.787

Stowage compartments.

(a) Each compartment for the stowage of cargo, baggage, carry-on articles, and equipment (such as life rafts), and any other stowage compartment, must be designed for its placarded maximum weight of contents and for the critical load distribution at the appropriate maximum load factors corresponding to the specified flight and ground load conditions, and to those emergency landing conditions of § 25.561(b)(3) for which the breaking loose of the contents of such compartments in the specified direction could—

(1) Cause direct injury to occupants;

(2) Penetrate fuel tanks or lines or cause fire or explosion hazard by damage to adjacent systems; or

(3) Nullify any of the escape facilities provided for use after an emergency landing.

If the airplane has a passenger-seating configuration, excluding pilot seats, of 10 seats or more, each stowage compartment in the passenger cabin, except for under seat and overhead compartments for passenger convenience, must be completely enclosed.

(b) There must be a means to prevent the contents in the compartments from becoming a hazard by shifting, under the loads specified in paragraph (a) of this section. For stowage compartments in the passenger and crew cabin, if the means used is a latched door, the design must take into consideration the wear and deterioration expected in service.

(c) If cargo compartment lamps are installed, each lamp must be installed so as to prevent contact between lamp bulb and cargo.

§ 25.789

Retention of items of mass in passenger and crew compartments and galleys.

(a) Means must be provided to prevent each item of mass (that is part of the airplane type design) in a passenger or crew compartment or galley from becoming a hazard by shifting under the appropriate maximum load factors corresponding to the specified flight and ground load conditions, and to the emergency landing conditions of § 25.561(b).

(b) Each interphone restraint system must be designed so that when subjected to the load factors specified in § 25.561(b)(3), the interphone will remain in its stowed position.

§ 25.791

Passenger information signs and placards.

(a) Regarding “No Smoking” signs and placards:

(1) There must be at least one placard, or lighted sign, stating if smoking is prohibited. The placard or lighted sign must be legible to each person seated in the cabin.

(2) Lighted “No Smoking” signs must either be operable by a member of the flightcrew or be illuminated continuously during airplane operations. Illuminated signs must be legible under all probable conditions of cabin illumination to each person seated in the cabin.

(b) Signs that notify when seat belts should be fastened and that are installed to comply with the operating rules of this chapter must be operable by a member of the flightcrew and, when illuminated, must be legible under all probable conditions of cabin illumination to each person seated in the cabin.

(c) A placard must be located on or adjacent to the door of each receptacle used for the disposal of flammable waste materials to indicate that use of the receptacle for disposal of cigarettes, etc., is prohibited.

(d) Lavatories must have “No Smoking” or “No Smoking in Lavatory” placards conspicuously located on or adjacent to each side of the entry door.

(e) Symbols that clearly express the intent of the sign or placard may be used in lieu of letters.

§ 25.793

Floor surfaces.

The floor surface of all areas which are likely to become wet in service must have slip resistant properties.

§ 25.795

Security considerations.

(a) Protection of flightcrew compartment. If a flightdeck door is required by operating rules:

(1) The bulkhead, door, and any other accessible boundary separating the flightcrew compartment from occupied areas must be designed to resist forcible intrusion by unauthorized persons and be capable of withstanding impacts of 300 joules (221.3 foot pounds).

(2) The bulkhead, door, and any other accessible boundary separating the flightcrew compartment from occupied areas must be designed to resist a constant 250 pound (1,113 Newtons) tensile load on accessible handholds, including the doorknob or handle.

(3) The bulkhead, door, and any other boundary separating the flightcrew compartment from any occupied areas must be designed to resist penetration by small arms fire and fragmentation devices to a level equivalent to level IIIa of the National Institute of Justice (NIJ) Standard 0101.04.

(4) If required by the operating rules of this chapter, an installed physical secondary barrier (IPSB) must be installed to resist intrusion into the flightdeck whenever the flightdeck door is opened. When deployed, the IPSB must:

(i) Resist a 250 pound (1113 Newtons) static load in the direction of the passenger cabin applied at the most critical locations on the IPSB;

(ii) Resist a 600 pound (2669 Newtons) static load in the direction of the flightdeck applied at the most critical locations on the IPSB;

(iii) Delay a person attempting to access the flightdeck by at least the time required for a crewmember to open and reclose the flightdeck door, but no less than 5 seconds;

(iv) Prevent a person from reaching through and touching the flightdeck door;

(v) Allow for necessary crewmember activities; and

(vi) Provide line-of-sight visibility between the flightdeck door and the cabin.

(b) Airplanes with a maximum certificated passenger seating capacity of more than 60 persons or a maximum certificated takeoff gross weight of over 100,000 pounds (45,359 Kilograms) must be designed to limit the effects of an explosive or incendiary device as follows:

(1) Flightdeck smoke protection. Means must be provided to limit entry of smoke, fumes, and noxious gases into the flightdeck.

(2) Passenger cabin smoke protection. Means must be provided to prevent passenger incapacitation in the cabin resulting from smoke, fumes, and noxious gases as represented by the initial combined volumetric concentrations of 0.59% carbon monoxide and 1.23% carbon dioxide.

(3) Cargo compartment fire suppression. An extinguishing agent must be capable of suppressing a fire. All cargo-compartment fire suppression systems must be designed to withstand the following effects, including support structure displacements or adjacent materials displacing against the distribution system:

(i) Impact or damage from a 0.5-inch diameter aluminum sphere traveling at 430 feet per second (131.1 meters per second);

(ii) A 15-pound per square-inch (103.4 kPa) pressure load if the projected surface area of the component is greater than 4 square feet. Any single dimension greater than 4 feet (1.22 meters) may be assumed to be 4 feet (1.22 meters) in length; and

(iii) A 6-inch (0.152 meters) displacement, except where limited by the fuselage contour, from a single point force applied anywhere along the distribution system where relative movement between the system and its attachment can occur.

(iv) Paragraphs (b)(3)(i) through (iii) of this section do not apply to components that are redundant and separated in accordance with paragraph (c)(2) of this section or are installed remotely from the cargo compartment.

(c) An airplane with a maximum certificated passenger seating capacity of more than 60 persons or a maximum certificated takeoff gross weight of over 100,000 pounds (45,359 Kilograms) must comply with the following:

(1) Least risk bomb location. An airplane must be designed with a designated location where a bomb or other explosive device could be placed to best protect flight-critical structures and systems from damage in the case of detonation.

(2) Survivability of systems. (i) Except where impracticable, redundant airplane systems necessary for continued safe flight and landing must be physically separated, at a minimum, by an amount equal to a sphere of diameter

(where H 0 is defined under § 25.365(e)(2) of this part and D need not exceed 5.05 feet (1.54 meters)). The sphere is applied everywhere within the fuselage—limited by the forward bulkhead and the aft bulkhead of the passenger cabin and cargo compartment beyond which only one-half the sphere is applied.

(ii) Where compliance with paragraph (c)(2)(i) of this section is impracticable, other design precautions must be taken to maximize the survivability of those systems.

(3) Interior design to facilitate searches. Design features must be incorporated that will deter concealment or promote discovery of weapons, explosives, or other objects from a simple inspection in the following areas of the airplane cabin:

(i) Areas above the overhead bins must be designed to prevent objects from being hidden from view in a simple search from the aisle. Designs that prevent concealment of objects with volumes 20 cubic inches and greater satisfy this requirement.

(ii) Toilets must be designed to prevent the passage of solid objects greater than 2.0 inches in diameter.

(iii) Life preservers or their storage locations must be designed so that tampering is evident.

(d) Each chemical oxygen generator or its installation must be designed to be secure from deliberate manipulation by one of the following:

(1) By providing effective resistance to tampering,

(2) By providing an effective combination of resistance to tampering and active tamper-evident features,

(3) By installation in a location or manner whereby any attempt to access the generator would be immediately obvious, or

(4) By a combination of approaches specified in paragraphs (d)(1), (d)(2) and (d)(3) of this section that the Administrator finds provides a secure installation.

(e) Exceptions. Airplanes used solely to transport cargo only need to meet the requirements of paragraphs (b)(1), (b)(3), and (c)(2) of this section.

(f) Material Incorporated by Reference. You must use National Institute of Justice (NIJ) Standard 0101.04, Ballistic Resistance of Personal Body Armor, June 2001, Revision A, to establish ballistic resistance as required by paragraph (a)(3) of this section.

(1) The Director of the Federal Register approved the incorporation by reference of this document under 5 U.S.C. 552(a) and 1 CFR part 51.

(2) You may review copies of NIJ Standard 0101.04 at the:

(i) National Institute of Justice (NIJ), http://www.ojp.usdoj.gov/nij, telephone (202) 307-2942; or

(ii) National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741-6030, or go to http://www.archives.gov/federal-register/cfr/ibr-locations.html.

(3) You may obtain copies of NIJ Standard 0101.04 from the National Criminal Justice Reference Service, P.O. Box 6000, Rockville, MD 20849-6000, telephone (800) 851-3420.

§ 25.801

Ditching.

(a) If certification with ditching provisions is requested, the airplane must meet the requirements of this section and §§ 25.807(e), 25.1411, and 25.1415(a).

(b) Each practicable design measure, compatible with the general characteristics of the airplane, must be taken to minimize the probability that in an emergency landing on water, the behavior of the airplane would cause immediate injury to the occupants or would make it impossible for them to escape.

(c) The probable behavior of the airplane in a water landing must be investigated by model tests or by comparison with airplanes of similar configuration for which the ditching characteristics are known. Scoops, flaps, projections, and any other factor likely to affect the hydrodynamic characteristics of the airplane, must be considered.

(d) It must be shown that, under reasonably probable water conditions, the flotation time and trim of the airplane will allow the occupants to leave the airplane and enter the liferafts required by § 25.1415. If compliance with this provision is shown by buoyancy and trim computations, appropriate allowances must be made for probable structural damage and leakage. If the airplane has fuel tanks (with fuel jettisoning provisions) that can reasonably be expected to withstand a ditching without leakage, the jettisonable volume of fuel may be considered as buoyancy volume.

(e) Unless the effects of the collapse of external doors and windows are accounted for in the investigation of the probable behavior of the airplane in a water landing (as prescribed in paragraphs (c) and (d) of this section), the external doors and windows must be designed to withstand the probable maximum local pressures.

§ 25.803

Emergency evacuation.

(a) Each crew and passenger area must have emergency means to allow rapid evacuation in crash landings, with the landing gear extended as well as with the landing gear retracted, considering the possibility of the airplane being on fire.

(b) [Reserved]

(c) For airplanes having a seating capacity of more than 44 passengers, it must be shown that the maximum seating capacity, including the number of crewmembers required by the operating rules for which certification is requested, can be evacuated from the airplane to the ground under simulated emergency conditions within 90 seconds. Compliance with this requirement must be shown by actual demonstration using the test criteria outlined in appendix J of this part unless the Administrator finds that a combination of analysis and testing will provide data equivalent to that which would be obtained by actual demonstration.

(d)-(e) [Reserved]

§ 25.807

Emergency exits.

(a) Type. For the purpose of this part, the types of exits are defined as follows:

(1) Type I. This type is a floor-level exit with a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than eight inches.

(2) Type II. This type is a rectangular opening of not less than 20 inches wide by 44 inches high, with corner radii not greater than seven inches. Type II exits must be floor-level exits unless located over the wing, in which case they must not have a step-up inside the airplane of more than 10 inches nor a step-down outside the airplane of more than 17 inches.

(3) Type III. This type is a rectangular opening of not less than 20 inches wide by 36 inches high with corner radii not greater than seven inches, and with a step-up inside the airplane of not more than 20 inches. If the exit is located over the wing, the step-down outside the airplane may not exceed 27 inches.

(4) Type IV. This type is a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than 6.3 inches, located over the wing, with a step-up inside the airplane of not more than 29 inches and a step-down outside the airplane of not more than 36 inches.

(5) Ventral. This type is an exit from the passenger compartment through the pressure shell and the bottom fuselage skin. The dimensions and physical configuration of this type of exit must allow at least the same rate of egress as a Type I exit with the airplane in the normal ground attitude, with landing gear extended.

(6) Tailcone. This type is an aft exit from the passenger compartment through the pressure shell and through an openable cone of the fuselage aft of the pressure shell. The means of opening the tailcone must be simple and obvious and must employ a single operation.

(7) Type A. This type is a floor-level exit with a rectangular opening of not less than 42 inches wide by 72 inches high, with corner radii not greater than seven inches.

(8) Type B. This type is a floor-level exit with a rectangular opening of not less than 32 inches wide by 72 inches high, with corner radii not greater than six inches.

(9) Type C. This type is a floor-level exit with a rectangular opening of not less than 30 inches wide by 48 inches high, with corner radii not greater than 10 inches.

(b) Step down distance. Step down distance, as used in this section, means the actual distance between the bottom of the required opening and a usable foot hold, extending out from the fuselage, that is large enough to be effective without searching by sight or feel.

(c) Over-sized exits. Openings larger than those specified in this section, whether or not of rectangular shape, may be used if the specified rectangular opening can be inscribed within the opening and the base of the inscribed rectangular opening meets the specified step-up and step-down heights.

(d) Asymmetry. Exits of an exit pair need not be diametrically opposite each other nor of the same size; however, the number of passenger seats permitted under paragraph (g) of this section is based on the smaller of the two exits.

(e) Uniformity. Exits must be distributed as uniformly as practical, taking into account passenger seat distribution.

(f) Location. (1) Each required passenger emergency exit must be accessible to the passengers and located where it will afford the most effective means of passenger evacuation.

(2) If only one floor-level exit per side is prescribed, and the airplane does not have a tailcone or ventral emergency exit, the floor-level exits must be in the rearward part of the passenger compartment unless another location affords a more effective means of passenger evacuation.

(3) If more than one floor-level exit per side is prescribed, and the airplane does not have a combination cargo and passenger configuration, at least one floor-level exit must be located in each side near each end of the cabin.

(4) For an airplane that is required to have more than one passenger emergency exit for each side of the fuselage, no passenger emergency exit shall be more than 60 feet from any adjacent passenger emergency exit on the same side of the same deck of the fuselage, as measured parallel to the airplane's longitudinal axis between the nearest exit edges.

(g) Type and number required. The maximum number of passenger seats permitted depends on the type and number of exits installed in each side of the fuselage. Except as further restricted in paragraphs (g)(1) through (g)(9) of this section, the maximum number of passenger seats permitted for each exit of a specific type installed in each side of the fuselage is as follows:

(1) For a passenger seating configuration of 1 to 9 seats, there must be at least one Type IV or larger overwing exit in each side of the fuselage or, if overwing exits are not provided, at least one exit in each side that meets the minimum dimensions of a Type III exit.

(2) For a passenger seating configuration of more than 9 seats, each exit must be a Type III or larger exit.

(3) For a passenger seating configuration of 10 to 19 seats, there must be at least one Type III or larger exit in each side of the fuselage.

(4) For a passenger seating configuration of 20 to 40 seats, there must be at least two exits, one of which must be a Type II or larger exit, in each side of the fuselage.

(5) For a passenger seating configuration of 41 to 110 seats, there must be at least two exits, one of which must be a Type I or larger exit, in each side of the fuselage.

(6) For a passenger seating configuration of more than 110 seats, the emergency exits in each side of the fuselage must include at least two Type I or larger exits.

(7) The combined maximum number of passenger seats permitted for all Type III exits is 70, and the combined maximum number of passenger seats permitted for two Type III exits in each side of the fuselage that are separated by fewer than three passenger seat rows is 65.

(8) If a Type A, Type B, or Type C exit is installed, there must be at least two Type C or larger exits in each side of the fuselage.

(9) If a passenger ventral or tailcone exit is installed and that exit provides at least the same rate of egress as a Type III exit with the airplane in the most adverse exit opening condition that would result from the collapse of one or more legs of the landing gear, an increase in the passenger seating configuration is permitted as follows:

(i) For a ventral exit, 12 additional passenger seats.

(ii) For a tailcone exit incorporating a floor level opening of not less than 20 inches wide by 60 inches high, with corner radii not greater than seven inches, in the pressure shell and incorporating an approved assist means in accordance with § 25.810(a), 25 additional passenger seats.

(iii) For a tailcone exit incorporating an opening in the pressure shell which is at least equivalent to a Type III emergency exit with respect to dimensions, step-up and step-down distance, and with the top of the opening not less than 56 inches from the passenger compartment floor, 15 additional passenger seats.

(h) Other exits. The following exits also must meet the applicable emergency exit requirements of §§ 25.809 through 25.812, and must be readily accessible:

(1) Each emergency exit in the passenger compartment in excess of the minimum number of required emergency exits.

(2) Any other floor-level door or exit that is accessible from the passenger compartment and is as large or larger than a Type II exit, but less than 46 inches wide.

(3) Any other ventral or tail cone passenger exit.

(i) Ditching emergency exits for passengers. Whether or not ditching certification is requested, ditching emergency exits must be provided in accordance with the following requirements, unless the emergency exits required by paragraph (g) of this section already meet them:

(1) For airplanes that have a passenger seating configuration of nine or fewer seats, excluding pilot seats, one exit above the waterline in each side of the airplane, meeting at least the dimensions of a Type IV exit.

(2) For airplanes that have a passenger seating configuration of 10 of more seats, excluding pilot seats, one exit above the waterline in a side of the airplane, meeting at least the dimensions of a Type III exit for each unit (or part of a unit) of 35 passenger seats, but no less than two such exits in the passenger cabin, with one on each side of the airplane. The passenger seat/ exit ratio may be increased through the use of larger exits, or other means, provided it is shown that the evacuation capability during ditching has been improved accordingly.

(3) If it is impractical to locate side exits above the waterline, the side exits must be replaced by an equal number of readily accessible overhead hatches of not less than the dimensions of a Type III exit, except that for airplanes with a passenger configuration of 35 or fewer seats, excluding pilot seats, the two required Type III side exits need be replaced by only one overhead hatch.

(j) Flightcrew emergency exits. For airplanes in which the proximity of passenger emergency exits to the flightcrew area does not offer a convenient and readily accessible means of evacuation of the flightcrew, and for all airplanes having a passenger seating capacity greater than 20, flightcrew exits shall be located in the flightcrew area. Such exits shall be of sufficient size and so located as to permit rapid evacuation by the crew. One exit shall be provided on each side of the airplane; or, alternatively, a top hatch shall be provided. Each exit must encompass an unobstructed rectangular opening of at least 19 by 20 inches unless satisfactory exit utility can be demonstrated by a typical crewmember.

§ 25.809

Emergency exit arrangement.

(a) Each emergency exit, including each flightcrew emergency exit, must be a moveable door or hatch in the external walls of the fuselage, allowing an unobstructed opening to the outside. In addition, each emergency exit must have means to permit viewing of the conditions outside the exit when the exit is closed. The viewing means may be on or adjacent to the exit provided no obstructions exist between the exit and the viewing means. Means must also be provided to permit viewing of the likely areas of evacuee ground contact. The likely areas of evacuee ground contact must be viewable during all lighting conditions with the landing gear extended as well as in all conditions of landing gear collapse.

(b) Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area. Each emergency exit must be capable of being opened, when there is no fuselage deformation—

(1) With the airplane in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear; and

(2) Within 10 seconds measured from the time when the opening means is actuated to the time when the exit is fully opened.

(3) Even though persons may be crowded against the door on the inside of the airplane.

(c) The means of opening emergency exits must be simple and obvious; may not require exceptional effort; and must be arranged and marked so that it can be readily located and operated, even in darkness. Internal exit-opening means involving sequence operations (such as operation of two handles or latches, or the release of safety catches) may be used for flightcrew emergency exits if it can be reasonably established that these means are simple and obvious to crewmembers trained in their use.

(d) If a single power-boost or single power-operated system is the primary system for operating more than one exit in an emergency, each exit must be capable of meeting the requirements of paragraph (b) of this section in the event of failure of the primary system. Manual operation of the exit (after failure of the primary system) is acceptable.

(e) Each emergency exit must be shown by tests, or by a combination of analysis and tests, to meet the requirements of paragraphs (b) and (c) of this section.

(f) Each door must be located where persons using them will not be endangered by the propellers when appropriate operating procedures are used.

(g) There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing.

(h) When required by the operating rules for any large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be—

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

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

(i) Each emergency exit must have a means to retain the exit in the open position, once the exit is opened in an emergency. The means must not require separate action to engage when the exit is opened, and must require positive action to disengage.

§ 25.810

Emergency egress assist means and escape routes.

(a) Each non over-wing Type A, Type B or Type C exit, and any other non over-wing landplane emergency exit more than 6 feet from the ground with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground.

(1) The assisting means for each passenger emergency exit must be a self-supporting slide or equivalent; and, in the case of Type A or Type B exits, it must be capable of carrying simultaneously two parallel lines of evacuees. In addition, the assisting means must be designed to meet the following requirements—

(i) It must be automatically deployed and deployment must begin during the interval between the time the exit opening means is actuated from inside the airplane and the time the exit is fully opened. However, each passenger emergency exit which is also a passenger entrance door or a service door must be provided with means to prevent deployment of the assisting means when it is opened from either the inside or the outside under nonemergency conditions for normal use.

(ii) Except for assisting means installed at Type C exits, it must be automatically erected within 6 seconds after deployment is begun. Assisting means installed at Type C exits must be automatically erected within 10 seconds from the time the opening means of the exit is actuated.

(iii) It must be of such length after full deployment that the lower end is self-supporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs of the landing gear.

(iv) It must have the capability, in 25-knot winds directed from the most critical angle, to deploy and, with the assistance of only one person, to remain usable after full deployment to evacuate occupants safely to the ground.

(v) For each system installation (mockup or airplane installed), five consecutive deployment and inflation tests must be conducted (per exit) without failure, and at least three tests of each such five-test series must be conducted using a single representative sample of the device. The sample devices must be deployed and inflated by the system's primary means after being subjected to the inertia forces specified in § 25.561(b). If any part of the system fails or does not function properly during the required tests, the cause of the failure or malfunction must be corrected by positive means and after that, the full series of five consecutive deployment and inflation tests must be conducted without failure.

(2) The assisting means for flightcrew emergency exits may be a rope or any other means demonstrated to be suitable for the purpose. If the assisting means is a rope, or an approved device equivalent to a rope, it must be—

(i) Attached to the fuselage structure at or above the top of the emergency exit opening, or, for a device at a pilot's emergency exit window, at another approved location if the stowed device, or its attachment, would reduce the pilot's view in flight;

(ii) Able (with its attachment) to withstand a 400-pound static load.

(b) Assist means from the cabin to the wing are required for each type A or Type B exit located above the wing and having a stepdown unless the exit without an assist-means can be shown to have a rate of passenger egress at least equal to that of the same type of non over-wing exit. If an assist means is required, it must be automatically deployed and automatically erected concurrent with the opening of the exit. In the case of assist means installed at Type C exits, it must be self-supporting within 10 seconds from the time the opening means of the exits is actuated. For all other exit types, it must be self-supporting 6 seconds after deployment is begun.

(c) An escape route must be established from each overwing emergency exit, and (except for flap surfaces suitable as slides) covered with a slip resistant surface. Except where a means for channeling the flow of evacuees is provided—

(1) The escape route from each Type A or Type B passenger emergency exit, or any common escape route from two Type III passenger emergency exits, must be at least 42 inches wide; that from any other passenger emergency exit must be at least 24 inches wide; and

(2) The escape route surface must have a reflectance of at least 80 percent, and must be defined by markings with a surface-to-marking contrast ratio of at least 5:1.

(d) Means must be provided to assist evacuees to reach the ground for all Type C exits located over the wing and, if the place on the airplane structure at which the escape route required in paragraph (c) of this section terminates is more than 6 feet from the ground with the airplane on the ground and the landing gear extended, for all other exit types.

(1) If the escape route is over the flap, the height of the terminal edge must be measured with the flap in the takeoff or landing position, whichever is higher from the ground.

(2) The assisting means must be usable and self-supporting with one or more landing gear legs collapsed and under a 25-knot wind directed from the most critical angle.

(3) The assisting means provided for each escape route leading from a Type A or B emergency exit must be capable of carrying simultaneously two parallel lines of evacuees; and, the assisting means leading from any other exit type must be capable of carrying as many parallel lines of evacuees as there are required escape routes.

(4) The assisting means provided for each escape route leading from a Type C exit must be automatically erected within 10 seconds from the time the opening means of the exit is actuated, and that provided for the escape route leading from any other exit type must be automatically erected within 10 seconds after actuation of the erection system.

(e) If an integral stair is installed in a passenger entry door that is qualified as a passenger emergency exit, the stair must be designed so that, under the following conditions, the effectiveness of passenger emergency egress will not be impaired:

(1) The door, integral stair, and operating mechanism have been subjected to the inertia forces specified in § 25.561(b)(3), acting separately relative to the surrounding structure.

(2) The airplane is in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear.

§ 25.811

Emergency exit marking.

(a) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked.

(b) The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin.

(c) Means must be provided to assist the occupants in locating the exits in conditions of dense smoke.

(d) The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle (or aisles). There must be—

(1) A passenger emergency exit locator sign above the aisle (or aisles) near each passenger emergency exit, or at another overhead location if it is more practical because of low headroom, except that one sign may serve more than one exit if each exit can be seen readily from the sign;

(2) A passenger emergency exit marking sign next to each passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from the sign; and

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

(e) The location of the operating handle and instructions for opening exits from the inside of the airplane must be shown in the following manner:

(1) Each passenger emergency exit must have, on or near the exit, a marking that is readable from a distance of 30 inches.

(2) Each Type A, Type B, Type C or Type I passenger emergency exit operating handle must—

(i) Be self-illuminated with an initial brightness of at least 160 microlamberts; or

(ii) Be conspicuously located and well illuminated by the emergency lighting even in conditions of occupant crowding at the exit.

(3) [Reserved]

(4) Each Type A, Type B, Type C, Type I, or Type II passenger emergency exit with a locking mechanism released by rotary motion of the handle must be marked—

(i) With a red arrow, with a shaft at least three-fourths of an inch wide and a head twice the width of the shaft, extending along at least 70 degrees of arc at a radius approximately equal to three-fourths of the handle length.

(ii) So that the centerline of the exit handle is within ±1 inch of the projected point of the arrow when the handle has reached full travel and has released the locking mechanism, and

(iii) With the word “open” in red letters 1 inch high, placed horizontally near the head of the arrow.

(f) Each emergency exit that is required to be openable from the outside, and its means of opening, must be marked on the outside of the airplane. In addition, the following apply:

(1) The outside marking for each passenger emergency exit in the side of the fuselage must include a 2-inch colored band outlining the exit.

(2) Each outside marking including the band, must have color contrast to be readily distinguishable from the surrounding fuselage surface. The contrast must be such that if the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. “Reflectance” is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at least a 30-percent difference between its reflectance and the reflectance of the lighter color must be provided.

(3) In the case of exists other than those in the side of the fuselage, such as ventral or tailcone exists, the external means of opening, including instructions if applicable, must be conspicuously marked in red, or bright chrome yellow if the background color is such that red is inconspicuous. When the opening means is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side.

(g) Each sign required by paragraph (d) of this section may use the word “exit” in its legend in place of the term “emergency exit”.

§ 25.812

Emergency lighting.

(a) An emergency lighting system, independent of the main lighting system, must be installed. However, the sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system. The emergency lighting system must include:

(1) Illuminated emergency exit marking and locating signs, sources of general cabin illumination, interior lighting in emergency exit areas, and floor proximity escape path marking.

(2) Exterior emergency lighting.

(b) Emergency exit signs—

(1) For airplanes that have a passenger seating configuration, excluding pilot seats, of 10 seats or more must meet the following requirements:

(i) Each passenger emergency exit locator sign required by § 25.811(d)(1) and each passenger emergency exit marking sign required by § 25.811(d)(2) must have red letters at least 1 1/2 inches high on an illuminated white background, and must have an area of at least 21 square inches excluding the letters. The lighted background-to-letter contrast must be at least 10:1. The letter height to stroke-width ratio may not be more than 7:1 nor less than 6:1. These signs must be internally electrically illuminated with a background brightness of at least 25 foot-lamberts and a high-to-low background contrast no greater than 3:1.

(ii) Each passenger emergency exit sign required by § 25.811(d)(3) must have red letters at least 1 1/2 inches high on a white background having an area of at least 21 square inches excluding the letters. These signs must be internally electrically illuminated or self-illuminated by other than electrical means and must have an initial brightness of at least 400 microlamberts. The colors may be reversed in the case of a sign that is self-illuminated by other than electrical means.

(2) For airplanes that have a passenger seating configuration, excluding pilot seats, of nine seats or less, that are required by § 25.811(d)(1), (2), and (3) must have red letters at least 1 inch high on a white background at least 2 inches high. These signs may be internally electrically illuminated, or self-illuminated by other than electrical means, with an initial brightness of at least 160 microlamberts. The colors may be reversed in the case of a sign that is self-illuminated by other than electrical means.

(c) General illumination in the passenger cabin must be provided so that when measured along the centerline of main passenger aisle(s), and cross aisle(s) between main aisles, at seat arm-rest height and at 40-inch intervals, the average illumination is not less than 0.05 foot-candle and the illumination at each 40-inch interval is not less than 0.01 foot-candle. A main passenger aisle(s) is considered to extend along the fuselage from the most forward passenger emergency exit or cabin occupant seat, whichever is farther forward, to the most rearward passenger emergency exit or cabin occupant seat, whichever is farther aft.

(d) The floor of the passageway leading to each floor-level passenger emergency exit, between the main aisles and the exit openings, must be provided with illumination that is not less than 0.02 foot-candle measured along a line that is within 6 inches of and parallel to the floor and is centered on the passenger evacuation path.

(e) Floor proximity emergency escape path marking must provide emergency evacuation guidance for passengers when all sources of illumination more than 4 feet above the cabin aisle floor are totally obscured. In the dark of the night, the floor proximity emergency escape path marking must enable each passenger to—

(1) After leaving the passenger seat, visually identify the emergency escape path along the cabin aisle floor to the first exits or pair of exits forward and aft of the seat; and

(2) Readily identify each exit from the emergency escape path by reference only to markings and visual features not more than 4 feet above the cabin floor.

(f) Except for subsystems provided in accordance with paragraph (h) of this section that serve no more than one assist means, are independent of the airplane's main emergency lighting system, and are automatically activated when the assist means is erected, the emergency lighting system must be designed as follows.

(1) The lights must be operable manually from the flight crew station and from a point in the passenger compartment that is readily accessible to a normal flight attendant seat.

(2) There must be a flight crew warning light which illuminates when power is on in the airplane and the emergency lighting control device is not armed.

(3) The cockpit control device must have an “on,” “off,” and “armed” position so that when armed in the cockpit or turned on at either the cockpit or flight attendant station the lights will either light or remain lighted upon interruption (except an interruption caused by a transverse vertical separation of the fuselage during crash landing) of the airplane's normal electric power. There must be a means to safeguard against inadvertent operation of the control device from the “armed” or “on” positions.

(g) Exterior emergency lighting must be provided as follows:

(1) At each overwing emergency exit the illumination must be—

(i) Not less than 0.03 foot-candle (measured normal to the direction of the incident light) on a 2-square-foot area where an evacuee is likely to make his first step outside the cabin;

(ii) Not less than 0.05 foot-candle (measured normal to the direction of the incident light) for a minimum width of 42 inches for a Type A overwing emergency exit and two feet for all other overwing emergency exits along the 30 percent of the slip-resistant portion of the escape route required in § 25.810(c) that is farthest from the exit; and

(iii) Not less than 0.03 foot-candle on the ground surface with the landing gear extended (measured normal to the direction of the incident light) where an evacuee using the established escape route would normally make first contact with the ground.

(2) At each non-overwing emergency exit not required by § 25.810(a) to have descent assist means the illumination must be not less than 0.03 foot-candle (measured normal to the direction of the incident light) on the ground surface with the landing gear extended where an evacuee is likely to make first contact with the ground outside the cabin.

(h) The means required in §§ 25.810(a)(1) and (d) to assist the occupants in descending to the ground must be illuminated so that the erected assist means is visible from the airplane.

(1) If the assist means is illuminated by exterior emergency lighting, it must provide illumination of not less than 0.03 foot-candle (measured normal to the direction of the incident light) at the ground end of the erected assist means where an evacuee using the established escape route would normally make first contact with the ground, with the airplane in each of the attitudes corresponding to the collapse of one or more legs of the landing gear.

(2) If the emergency lighting subsystem illuminating the assist means serves no other assist means, is independent of the airplane's main emergency lighting system, and is automatically activated when the assist means is erected, the lighting provisions—

(i) May not be adversely affected by stowage; and

(ii) Must provide illumination of not less than 0.03 foot-candle (measured normal to the direction of incident light) at the ground and of the erected assist means where an evacuee would normally make first contact with the ground, with the airplane in each of the attitudes corresponding to the collapse of one or more legs of the landing gear.

(i) The energy supply to each emergency lighting unit must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing.

(j) If storage batteries are used as the energy supply for the emergency lighting system, they may be recharged from the airplane's main electric power system: Provided, That, the charging circuit is designed to preclude inadvertent battery discharge into charging circuit faults.

(k) Components of the emergency lighting system, including batteries, wiring relays, lamps, and switches must be capable of normal operation after having been subjected to the inertia forces listed in § 25.561(b).

(l) The emergency lighting system must be designed so that after any single transverse vertical separation of the fuselage during crash landing—

(1) Not more than 25 percent of all electrically illuminated emergency lights required by this section are rendered inoperative, in addition to the lights that are directly damaged by the separation;

(2) Each electrically illuminated exit sign required under § 25.811(d)(2) remains operative exclusive of those that are directly damaged by the separation; and

(3) At least one required exterior emergency light for each side of the airplane remains operative exclusive of those that are directly damaged by the separation.

§ 25.813

Emergency exit access.

Each required emergency exit must be accessible to the passengers and located where it will afford an effective means of evacuation. Emergency exit distribution must be as uniform as practical, taking passenger distribution into account; however, the size and location of exits on both sides of the cabin need not be symmetrical. If only one floor level exit per side is prescribed, and the airplane does not have a tailcone or ventral emergency exit, the floor level exit must be in the rearward part of the passenger compartment, unless another location affords a more effective means of passenger evacuation. Where more than one floor level exit per side is prescribed, at least one floor level exit per side must be located near each end of the cabin, except that this provision does not apply to combination cargo/passenger configurations. In addition—

(a) There must be a passageway leading from the nearest main aisle to each Type A, Type B, Type C, Type I, or Type II emergency exit and between individual passenger areas. Each passageway leading to a Type A or Type B exit must be unobstructed and at least 36 inches wide. Passageways between individual passenger areas and those leading to Type I, Type II, or Type C emergency exits must be unobstructed and at least 20 inches wide. Unless there are two or more main aisles, each Type A or B exit must be located so that there is passenger flow along the main aisle to that exit from both the forward and aft directions. If two or more main aisles are provided, there must be unobstructed cross-aisles at least 20 inches wide between main aisles. There must be—

(1) A cross-aisle which leads directly to each passageway between the nearest main aisle and a Type A or B exit; and

(2) A cross-aisle which leads to the immediate vicinity of each passageway between the nearest main aisle and a Type 1, Type II, or Type III exit; except that when two Type III exits are located within three passenger rows of each other, a single cross-aisle may be used if it leads to the vicinity between the passageways from the nearest main aisle to each exit.

(b) Adequate space to allow crewmember(s) to assist in the evacuation of passengers must be provided as follows:

(1) Each assist space must be a rectangle on the floor, of sufficient size to enable a crewmember, standing erect, to effectively assist evacuees. The assist space must not reduce the unobstructed width of the passageway below that required for the exit.

(2) For each Type A or B exit, assist space must be provided at each side of the exit regardless of whether an assist means is required by § 25.810(a).

(3) For each Type C, I or II exit installed in an airplane with seating for more than 80 passengers, an assist space must be provided at one side of the passageway regardless of whether an assist means is required by § 25.810(a).

(4) For each Type C, I or II exit, an assist space must be provided at one side of the passageway if an assist means is required by § 25.810(a).

(5) For any tailcone exit that qualifies for 25 additional passenger seats under the provisions of § 25.807(g)(9)(ii), an assist space must be provided, if an assist means is required by § 25.810(a).

(6) There must be a handle, or handles, at each assist space, located to enable the crewmember to steady himself or herself:

(i) While manually activating the assist means (where applicable) and,

(ii) While assisting passengers during an evacuation.

(c) The following must be provided for each Type III or Type IV exit—(1) There must be access from the nearest aisle to each exit. In addition, for each Type III exit in an airplane that has a passenger seating configuration of 60 or more—

(i) Except as provided in paragraph (c)(1)(ii), the access must be provided by an unobstructed passageway that is at least 10 inches in width for interior arrangements in which the adjacent seat rows on the exit side of the aisle contain no more than two seats, or 20 inches in width for interior arrangements in which those rows contain three seats. The width of the passageway must be measured with adjacent seats adjusted to their most adverse position. The centerline of the required passageway width must not be displaced more than 5 inches horizontally from that of the exit.

(ii) In lieu of one 10- or 20-inch passageway, there may be two passageways, between seat rows only, that must be at least 6 inches in width and lead to an unobstructed space adjacent to each exit. (Adjacent exits must not share a common passageway.) The width of the passageways must be measured with adjacent seats adjusted to their most adverse position. The unobstructed space adjacent to the exit must extend vertically from the floor to the ceiling (or bottom of sidewall stowage bins), inboard from the exit for a distance not less than the width of the narrowest passenger seat installed on the airplane, and from the forward edge of the forward passageway to the aft edge of the aft passageway. The exit opening must be totally within the fore and aft bounds of the unobstructed space.

(2) In addition to the access—

(i) For airplanes that have a passenger seating configuration of 20 or more, the projected opening of the exit provided must not be obstructed and there must be no interference in opening the exit by seats, berths, or other protrusions (including any seatback in the most adverse position) for a distance from that exit not less than the width of the narrowest passenger seat installed on the airplane.

(ii) For airplanes that have a passenger seating configuration of 19 or fewer, there may be minor obstructions in this region, if there are compensating factors to maintain the effectiveness of the exit.

(3) For each Type III exit, regardless of the passenger capacity of the airplane in which it is installed, there must be placards that—

(i) Are readable by all persons seated adjacent to and facing a passageway to the exit;

(ii) Accurately state or illustrate the proper method of opening the exit, including the use of handholds; and

(iii) If the exit is a removable hatch, state the weight of the hatch and indicate an appropriate location to place the hatch after removal.

(d) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must be unobstructed. However, curtains may be used if they allow free entry through the passageway.

(e) No door may be installed between any passenger seat that is occupiable for takeoff and landing and any passenger emergency exit, such that the door crosses any egress path (including aisles, crossaisles and passageways).

(f) If it is necessary to pass through a doorway separating any crewmember seat (except those seats on the flightdeck), occupiable for takeoff and landing, from any emergency exit, the door must have a means to latch it in the open position. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, listed in § 25.561(b).

§ 25.815

Width of aisle.

The passenger aisle width at any point between seats must equal or exceed the values in the following table:

§ 25.817

Maximum number of seats abreast.

On airplanes having only one passenger aisle, no more than three seats abreast may be placed on each side of the aisle in any one row.

§ 25.819

Lower deck service compartments (including galleys).

For airplanes with a service compartment located below the main deck, which may be occupied during taxi or flight but not during takeoff or landing, the following apply:

(a) There must be at least two emergency evacuation routes, one at each end of each lower deck service compartment or two having sufficient separation within each compartment, which could be used by each occupant of the lower deck service compartment to rapidly evacuate to the main deck under normal and emergency lighting conditions. The routes must provide for the evacuation of incapacitated persons, with assistance. The use of the evacuation routes may not be dependent on any powered device. The routes must be designed to minimize the possibility of blockage which might result from fire, mechanical or structural failure, or persons standing on top of or against the escape routes. In the event the airplane's main power system or compartment main lighting system should fail, emergency illumination for each lower deck service compartment must be automatically provided.

(b) There must be a means for two-way voice communication between the flight deck and each lower deck service compartment, which remains available following loss of normal electrical power generating system.

(c) There must be an aural emergency alarm system, audible during normal and emergency conditions, to enable crewmembers on the flight deck and at each required floor level emergency exit to alert occupants of each lower deck service compartment of an emergency situation.

(d) There must be a means, readily detectable by occupants of each lower deck service compartment, that indicates when seat belts should be fastened.

(e) If a public address system is installed in the airplane, speakers must be provided in each lower deck service compartment.

(f) For each occupant permitted in a lower deck service compartment, there must be a forward or aft facing seat which meets the requirements of § 25.785(d), and must be able to withstand maximum flight loads when occupied.

(g) For each powered lift system installed between a lower deck service compartment and the main deck for the carriage of persons or equipment, or both, the system must meet the following requirements:

(1) Each lift control switch outside the lift, except emergency stop buttons, must be designed to prevent the activation of the life if the lift door, or the hatch required by paragraph (g)(3) of this section, or both are open.

(2) An emergency stop button, that when activated will immediately stop the lift, must be installed within the lift and at each entrance to the lift.

(3) There must be a hatch capable of being used for evacuating persons from the lift that is openable from inside and outside the lift without tools, with the lift in any position.

§ 25.820

Lavatory doors.

All lavatory doors must be designed to preclude anyone from becoming trapped inside the lavatory. If a locking mechanism is installed, it must be capable of being unlocked from the outside without the aid of special tools.

§ 25.831

Ventilation.

(a) Under normal operating conditions and in the event of any probable failure conditions of any system which would adversely affect the ventilating air, the ventilation system must be designed to provide a sufficient amount of uncontaminated air to enable the crewmembers to perform their duties without undue discomfort or fatigue and to provide reasonable passenger comfort. For normal operating conditions, the ventilation system must be designed to provide each occupant with an airflow containing at least 0.55 pounds of fresh air per minute.

(b) Crew and passenger compartment air must be free from harmful or hazardous concentrations of gases or vapors. In meeting this requirement, the following apply:

(1) Carbon monoxide concentrations in excess of 1 part in 20,000 parts of air are considered hazardous. For test purposes, any acceptable carbon monoxide detection method may be used.

(2) Carbon dioxide concentration during flight must be shown not to exceed 0.5 percent by volume (sea level equivalent) in compartments normally occupied by passengers or crewmembers.

(c) There must be provisions made to ensure that the conditions prescribed in paragraph (b) of this section are met after reasonably probable failures or malfunctioning of the ventilating, heating, pressurization, or other systems and equipment.

(d) If accumulation of hazardous quantities of smoke in the cockpit area is reasonably probable, smoke evacuation must be readily accomplished, starting with full pressurization and without depressurizing beyond safe limits.

(e) Except as provided in paragraph (f) of this section, means must be provided to enable the occupants of the following compartments and areas to control the temperature and quantity of ventilating air supplied to their compartment or area independently of the temperature and quantity of air supplied to other compartments and areas:

(1) The flight crew compartment.

(2) Crewmember compartments and areas other than the flight crew compartment unless the crewmember compartment or area is ventilated by air interchange with other compartments or areas under all operating conditions.

(f) Means to enable the flight crew to control the temperature and quantity of ventilating air supplied to the flight crew compartment independently of the temperature and quantity of ventilating air supplied to other compartments are not required if all of the following conditions are met:

(1) The total volume of the flight crew and passenger compartments is 800 cubic feet or less.

(2) The air inlets and passages for air to flow between flight crew and passenger compartments are arranged to provide compartment temperatures within 5 degrees F. of each other and adequate ventilation to occupants in both compartments.

(3) The temperature and ventilation controls are accessible to the flight crew.

(g) The exposure time at any given temperature must not exceed the values shown in the following graph after any improbable failure condition.

§ 25.832

Cabin ozone concentration.

(a) The airplane cabin ozone concentration during flight must be shown not to exceed—

(1) 0.25 parts per million by volume, sea level equivalent, at any time above flight level 320; and

(2) 0.1 parts per million by volume, sea level equivalent, time-weighted average during any 3-hour interval above flight level 270.

(b) For the purpose of this section, “sea level equivalent” refers to conditions of 25 °C and 760 millimeters of mercury pressure.

(c) Compliance with this section must be shown by analysis or tests based on airplane operational procedures and performance limitations, that demonstrate that either—

(1) The airplane cannot be operated at an altitude which would result in cabin ozone concentrations exceeding the limits prescribed by paragraph (a) of this section; or

(2) The airplane ventilation system, including any ozone control equipment, will maintain cabin ozone concentrations at or below the limits prescribed by paragraph (a) of this section.

§ 25.833

Combustion heating systems.

Combustion heaters must be approved.

§ 25.841

Pressurized cabins.

(a) Except as provided in paragraph (c) of this section, pressurized cabins and compartments to be occupied must be equipped to provide a cabin pressure altitude of not more than 8,000 feet under normal operating conditions.

(1) If certification for operation above 25,000 feet is requested, the airplane must be designed so that occupants will not be exposed to cabin pressure altitudes in excess of 15,000 feet after any probable failure condition in the pressurization system except as provided in paragraph (c) of this section.

(2) The airplane must be designed so that occupants will not be exposed to a cabin pressure altitude that exceeds the following after decompression from any failure condition not shown to be extremely improbable:

(i) Twenty-five thousand (25,000) feet for more than 2 minutes; or

(ii) Forty thousand (40,000) feet for any duration.

(3) Fuselage structure, engine and system failures are to be considered in evaluating the cabin decompression.

(b) Pressurized cabins must have at least the following valves, controls, and indicators for controlling cabin pressure:

(1) Two pressure relief valves to automatically limit the positive pressure differential to a predetermined value at the maximum rate of flow delivered by the pressure source. The combined capacity of the relief valves must be large enough so that the failure of any one valve would not cause an appreciable rise in the pressure differential. The pressure differential is positive when the internal pressure is greater than the external.

(2) Two reverse pressure differential relief valves (or their equivalents) to automatically prevent a negative pressure differential that would damage the structure. One valve is enough, however, if it is of a design that reasonably precludes its malfunctioning.

(3) A means by which the pressure differential can be rapidly equalized.

(4) An automatic or manual regulator for controlling the intake or exhaust airflow, or both, for maintaining the required internal pressures and airflow rates.

(5) Instruments at the pilot or flight engineer station to show the pressure differential, the cabin pressure altitude, and the rate of change of the cabin pressure altitude.

(6) Warning indication to the flightcrew when the safe or preset pressure differential or cabin pressure altitude limit is exceeded. Appropriate warning markings on the cabin pressure differential indicator meet the warning requirement for pressure differential limits. An alert meets the warning requirement for cabin pressure altitude limits if it warns the flightcrew when the cabin pressure altitude exceeds 10,000 feet, except as provided in paragraph (d) of this section.

(7) A warning placard at the pilot or flight engineer station if the structure is not designed for pressure differentials up to the maximum relief valve setting in combination with landing loads.

(8) The pressure sensors necessary to meet the requirements of paragraphs (b)(5) and (b)(6) of this section and § 25.1447(c), must be located and the sensing system designed so that, in the event of loss of cabin pressure in any passenger or crew compartment (including upper and lower lobe galleys), the warning and automatic presentation devices, required by those provisions, will be actuated without any delay that would significantly increase the hazards resulting from decompression.

(c) When operating into or out of airports with elevations at or above 8,000 feet, the cabin pressure altitude in pressurized cabins and occupied compartments may be up to, or greater than, the airport elevation by 2,000 feet, provided—

(1) In the event of probable failure conditions of the cabin pressurization system, the cabin pressure altitude must not exceed 15,000 feet, or 2,000 feet above the airport elevation, whichever is higher; and

(2) The cabin pressurization system is designed to minimize the time in flight that occupants may be exposed to cabin pressure altitudes exceeding 8,000 feet.

(d) When operating into or out of airports with elevations at or above 8,000 feet, the cabin pressure high altitude warning alert may be provided at up to 15,000 feet, or 2,000 feet above the airplane's maximum takeoff and landing altitude, whichever is greater, provided:

(1) During landing, the change in cabin pressure high altitude warning alert may not occur before the start of descent into the high elevation airport and, following takeoff, the cabin pressure high altitude warning alert must be reset to 10,000 feet before beginning cruise operation;

(2) Indication is provided to the flightcrew that the cabin pressure high altitude warning alert has shifted above 10,000 feet cabin pressure altitude; and

(3) Either an alerting system is installed that notifies the flightcrew members on flight deck duty when to don oxygen in accordance with the applicable operating regulations, or a limitation is provided in the airplane flight manual that requires the pilot flying the airplane to don oxygen when the cabin pressure altitude warning has shifted above 10,000 feet, and requires other flightcrew members on flight deck duty to monitor the cabin pressure and utilize oxygen in accordance with the applicable operating regulations.

§ 25.843

Tests for pressurized cabins.

(a) Strength test. The complete pressurized cabin, including doors, windows, and valves, must be tested as a pressure vessel for the pressure differential specified in § 25.365(d).

(b) Functional tests. The following functional tests must be performed:

(1) Tests of the functioning and capacity of the positive and negative pressure differential valves, and of the emergency release valve, to stimulate the effects of closed regulator valves.

(2) Tests of the pressurization system to show proper functioning under each possible condition of pressure, temperature, and moisture, up to the maximum altitude for which certification is requested.

(3) Flight tests, to show the performance of the pressure supply, pressure and flow regulators, indicators, and warning signals, in steady and stepped climbs and descents at rates corresponding to the maximum attainable within the operating limitations of the airplane, up to the maximum altitude for which certification is requested.

(4) Tests of each door and emergency exit, to show that they operate properly after being subjected to the flight tests prescribed in paragraph (b)(3) of this section.

§ 25.851

Fire extinguishers.

(a) Hand fire extinguishers. (1) The following minimum number of hand fire extinguishers must be conveniently located and evenly distributed in passenger compartments:

(2) At least one hand fire extinguisher must be conveniently located in the pilot compartment.

(3) At least one readily accessible hand fire extinguisher must be available for use in each Class A or Class B cargo or baggage compartment and in each Class E or Class F cargo or baggage compartment that is accessible to crewmembers in flight.

(4) At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley located above or below the passenger compartment.

(5) Each hand fire extinguisher must be approved.

(6) At least one of the required fire extinguishers located in the passenger compartment of an airplane with a passenger capacity of at least 31 and not more than 60, and at least two of the fire extinguishers located in the passenger compartment of an airplane with a passenger capacity of 61 or more must contain Halon 1211 (bromochlorodifluoromethane CBrC 1 F 2 ), or equivalent, as the extinguishing agent. The type of extinguishing agent used in any other extinguisher required by this section must be appropriate for the kinds of fires likely to occur where used.

(7) The quantity of extinguishing agent used in each extinguisher required by this section must be appropriate for the kinds of fires likely to occur where used.

(8) Each extinguisher intended for use in a personnel compartment must be designed to minimize the hazard of toxic gas concentration.

(b) Built-in fire extinguishers. If a built-in fire extinguisher is provided—

(1) Each built-in fire extinguishing system must be installed so that—

(i) No extinguishing agent likely to enter personnel compartments will be hazardous to the occupants; and

(ii) No discharge of the extinguisher can cause structural damage.

(2) The capacity of each required built-in fire extinguishing system must be adequate for any fire likely to occur in the compartment where used, considering the volume of the compartment and the ventilation rate. The capacity of each system is adequate if there is sufficient quantity of agent to extinguish the fire or suppress the fire anywhere baggage or cargo is placed within the cargo compartment for the duration required to land and evacuate the airplane.

§ 25.853

Compartment interiors.

For each compartment occupied by the crew or passengers, the following apply:

(a) Materials (including finishes or decorative surfaces applied to the materials) must meet the applicable test criteria prescribed in part I of appendix F of this part, or other approved equivalent methods, regardless of the passenger capacity of the airplane.

(b) [Reserved]

(c) In addition to meeting the requirements of paragraph (a) of this section, seat cushions, except those on flight crewmember seats, must meet the test requirements of part II of appendix F of this part, or other equivalent methods, regardless of the passenger capacity of the airplane.

(d) Except as provided in paragraph (e) of this section, the following interior components of airplanes with passenger capacities of 20 or more must also meet the test requirements of parts IV and V of appendix F of this part, or other approved equivalent method, in addition to the flammability requirements prescribed in paragraph (a) of this section:

(1) Interior ceiling and wall panels, other than lighting lenses and windows;

(2) Partitions, other than transparent panels needed to enhance cabin safety;

(3) Galley structure, including exposed surfaces of stowed carts and standard containers and the cavity walls that are exposed when a full complement of such carts or containers is not carried; and

(4) Large cabinets and cabin stowage compartments, other than underseat stowage compartments for stowing small items such as magazines and maps.

(e) The interiors of compartments, such as pilot compartments, galleys, lavatories, crew rest quarters, cabinets and stowage compartments, need not meet the standards of paragraph (d) of this section, provided the interiors of such compartments are isolated from the main passenger cabin by doors or equivalent means that would normally be closed during an emergency landing condition.

(f) Smoking is not allowed in lavatories. If smoking is allowed in any area occupied by the crew or passengers, an adequate number of self-contained, removable ashtrays must be provided in designated smoking sections for all seated occupants.

(g) Regardless of whether smoking is allowed in any other part of the airplane, lavatories must have self-contained, removable ashtrays located conspicuously on or near the entry side of each lavatory door, except that one ashtray may serve more than one lavatory door if the ashtray can be seen readily from the cabin side of each lavatory served.

(h) Each receptacle used for the disposal of flammable waste material must be fully enclosed, constructed of at least fire resistant materials, and must contain fires likely to occur in it under normal use. The capability of the receptacle to contain those fires under all probable conditions of wear, misalignment, and ventilation expected in service must be demonstrated by test.

§ 25.854

Lavatory fire protection.

For airplanes with a passenger capacity of 20 or more:

(a) Each lavatory must be equipped with a smoke detector system or equivalent that provides a warning light in the cockpit, or provides a warning light or audible warning in the passenger cabin that would be readily detected by a flight attendant; and

(b) Each lavatory must be equipped with a built-in fire extinguisher for each disposal receptacle for towels, paper, or waste, located within the lavatory. The extinguisher must be designed to discharge automatically into each disposal receptacle upon occurrence of a fire in that receptacle.

§ 25.855

Cargo or baggage compartments.

For each cargo or baggage compartment, the following apply:

(a) The compartment must meet one of the class requirements of § 25.857.

(b) Each of the following cargo or baggage compartments, as defined in § 25.857, must have a liner that is separate from, but may be attached to, the airplane structure:

(1) Any Class B through Class E cargo or baggage compartment, and

(2) Any Class F cargo or baggage compartment, unless other means of containing a fire and protecting critical systems and structure are provided.

(c) Ceiling and sidewall liner panels of Class C cargo or baggage compartments, and ceiling and sidewall liner panels in Class F cargo or baggage compartments, if installed to meet the requirements of paragraph (b)(2) of this section, must meet the test requirements of part III of appendix F of this part or other approved equivalent methods.

(d) All other materials used in the construction of the cargo or baggage compartment must meet the applicable test criteria prescribed in part I of appendix F of this part or other approved equivalent methods.

(e) No compartment may contain any controls, lines, equipment, or accessories whose damage or failure would affect safe operation, unless those items are protected so that—

(1) They cannot be damaged by the movement of cargo in the compartment, and

(2) Their breakage or failure will not create a fire hazard.

(f) There must be means to prevent cargo or baggage from interfering with the functioning of the fire protective features of the compartment.

(g) Sources of heat within the compartment must be shielded and insulated to prevent igniting the cargo or baggage.

(h) Flight tests must be conducted to show compliance with the provisions of § 25.857 concerning—

(1) Compartment accessibility,

(2) The entries of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers, and

(3) The dissipation of the extinguishing agent in all Class C compartments and, if applicable, in any Class F compartments.

(i) During the above tests, it must be shown that no inadvertent operation of smoke or fire detectors in any compartment would occur as a result of fire contained in any other compartment, either during or after extinguishment, unless the extinguishing system floods each such compartment simultaneously.

(j) Cargo or baggage compartment electrical wiring interconnection system components must meet the requirements of § 25.1721.

§ 25.856

Thermal/Acoustic insulation materials.

(a) Thermal/acoustic insulation material installed in the fuselage must meet the flame propagation test requirements of part VI of Appendix F to this part, or other approved equivalent test requirements. This requirement does not apply to “small parts,” as defined in part I of Appendix F of this part.

(b) For airplanes with a passenger capacity of 20 or greater, thermal/acoustic insulation materials (including the means of fastening the materials to the fuselage) installed in the lower half of the airplane fuselage must meet the flame penetration resistance test requirements of part VII of Appendix F to this part, or other approved equivalent test requirements. This requirement does not apply to thermal/acoustic insulation installations that the FAA finds would not contribute to fire penetration resistance.

§ 25.857

Cargo compartment classification.

(a) Class A; A Class A cargo or baggage compartment is one in which—

(1) The presence of a fire would be easily discovered by a crewmember while at his station; and

(2) Each part of the compartment is easily accessible in flight.

(b) Class B. A Class B cargo or baggage compartment is one in which—

(1) There is sufficient access in flight to enable a crewmember, standing at any one access point and without stepping into the compartment, to extinguish a fire occurring in any part of the compartment using a hand fire extinguisher;

(2) When the access provisions are being used, no hazardous quantity of smoke, flames, or extinguishing agent, will enter any compartment occupied by the crew or passengers;

(3) There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station.

(c) Class C. A Class C cargo or baggage compartment is one not meeting the requirements for either a Class A or B compartment but in which—

(1) There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station;

(2) There is an approved built-in fire extinguishing or suppression system controllable from the cockpit.

(3) There are means to exclude hazardous quantities of smoke, flames, or extinguishing agent, from any compartment occupied by the crew or passengers;

(4) There are means to control ventilation and drafts within the compartment so that the extinguishing agent used can control any fire that may start within the compartment.

(d) [Reserved]

(e) Class E. A Class E cargo compartment is one on airplanes used only for the carriage of cargo and in which—

(1) [Reserved]

(2) There is a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station;

(3) There are means to shut off the ventilating airflow to, or within, the compartment, and the controls for these means are accessible to the flight crew in the crew compartment;

(4) There are means to exclude hazardous quantities of smoke, flames, or noxious gases, from the flight crew compartment; and

(5) The required crew emergency exits are accessible under any cargo loading condition.

(f) Class F. A Class F cargo or baggage compartment must be located on the main deck and is one in which—

(1) There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station;

(2) There are means to extinguish or control a fire without requiring a crewmember to enter the compartment; and

(3) There are means to exclude hazardous quantities of smoke, flames, or extinguishing agent from any compartment occupied by the crew or passengers.

§ 25.858

Cargo or baggage compartment smoke or fire detection systems.

If certification with cargo or baggage compartment smoke or fire detection provisions is requested, the following must be met for each cargo or baggage compartment with those provisions:

(a) The detection system must provide a visual indication to the flight crew within one minute after the start of a fire.

(b) The system must be capable of detecting a fire at a temperature significantly below that at which the structural integrity of the airplane is substantially decreased.

(c) There must be means to allow the crew to check in flight, the functioning of each fire detector circuit.

(d) The effectiveness of the detection system must be shown for all approved operating configurations and conditions.

§ 25.859

Combustion heater fire protection.

(a) Combustion heater fire zones. The following combustion heater fire zones must be protected from fire in accordance with the applicable provisions of §§ 25.1181 through 25.1191 and §§ 25.1195 through 25.1203;

(1) The region surrounding the heater, if this region contains any flammable fluid system components (excluding the heater fuel system), that could—

(i) Be damaged by heater malfunctioning; or

(ii) Allow flammable fluids or vapors to reach the heater in case of leakage.

(2) The region surrounding the heater, if the heater fuel system has fittings that, if they leaked, would allow fuel or vapors to enter this region.

(3) The part of the ventilating air passage that surrounds the combustion chamber. However, no fire extinguishment is required in cabin ventilating air passages.

(b) Ventilating air ducts. Each ventilating air duct passing through any fire zone must be fireproof. In addition—

(1) Unless isolation is provided by fireproof valves or by equally effective means, the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in the duct; and

(2) Each part of any ventilating duct passing through any region having a flammable fluid system must be constructed or isolated from that system so that the malfunctioning of any component of that system cannot introduce flammable fluids or vapors into the ventilating airstream.

(c) Combustion air ducts. Each combustion air duct must be fireproof for a distance great enough to prevent damage from backfiring or reverse flame propagation. In addition—

(1) No combustion air duct may have a common opening with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunctioning of the heater or its associated components; and

(2) No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(d) Heater controls; general. Provision must be made to prevent the hazardous accumulation of water or ice on or in any heater control component, control system tubing, or safety control.

(e) Heater safety controls. For each combustion heater there must be the following safety control means:

(1) Means independent of the components provided for the normal continuous control of air temperature, airflow, and fuel flow must be provided, for each heater, to automatically shut off the ignition and fuel supply to that heater at a point remote from that heater when any of the following occurs:

(i) The heat exchanger temperature exceeds safe limits.

(ii) The ventilating air temperature exceeds safe limits.

(iii) The combustion airflow becomes inadequate for safe operation.

(iv) The ventilating airflow becomes inadequate for safe operation.

(2) The means of complying with paragraph (e)(1) of this section for any individual heater must—

(i) Be independent of components serving any other heater whose heat output is essential for safe operation; and

(ii) Keep the heater off until restarted by the crew.

(3) There must be means to warn the crew when any heater whose heat output is essential for safe operation has been shut off by the automatic means prescribed in paragraph (e)(1) of this section.

(f) Air intakes. Each combustion and ventilating air intake must be located so that no flammable fluids or vapors can enter the heater system under any operating condition—

(1) During normal operation; or

(2) As a result of the malfunctioning of any other component.

(g) Heater exhaust. Heater exhaust systems must meet the provisions of §§ 25.1121 and 25.1123. In addition, there must be provisions in the design of the heater exhaust system to safely expel the products of combustion to prevent the occurrence of—

(1) Fuel leakage from the exhaust to surrounding compartments;

(2) Exhaust gas impingement on surrounding equipment or structure;

(3) Ignition of flammable fluids by the exhaust, if the exhaust is in a compartment containing flammable fluid lines; and

(4) Restriction by the exhaust of the prompt relief of backfires that, if so restricted, could cause heater failure.

(h) Heater fuel systems. Each heater fuel system must meet each powerplant fuel system requirement affecting safe heater operation. Each heater fuel system component within the ventilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream.

(i) Drains. There must be means to safely drain fuel that might accumulate within the combustion chamber or the heat exchanger. In addition—

(1) Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts; and

(2) Each drain must be protected from hazardous ice accumulation under any operating condition.

§ 25.863

Flammable fluid fire protection.

(a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazards if ignition does occur.

(b) Compliance with paragraph (a) of this section must be shown by analysis or tests, and the following factors must be considered:

(1) Possible sources and paths of fluid leakage, and means of detecting leakage.

(2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials.

(3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices.

(4) Means available for controlling or extinguishing a fire, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents.

(5) Ability of airplane components that are critical to safety of flight to withstand fire and heat.

(c) If action by the flight crew is required to prevent or counteract a fluid fire (e.g., equipment shutdown or actuation of a fire extinguisher) quick acting means must be provided to alert the crew.

(d) Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined.

§ 25.865

Fire protection of flight controls, engine mounts, and other flight structure.

Essential flight controls, engine mounts, and other flight structures located in designated fire zones or in adjacent areas which would be subjected to the effects of fire in the fire zone must be constructed of fireproof material or shielded so that they are capable of withstanding the effects of fire.

§ 25.867

Fire protection: other components.

(a) Surfaces to the rear of the nacelles, within one nacelle diameter of the nacelle centerline, must be at least fire-resistant.

(b) Paragraph (a) of this section does not apply to tail surfaces to the rear of the nacelles that could not be readily affected by heat, flames, or sparks coming from a designated fire zone or engine compartment of any nacelle.

§ 25.869

Fire protection: systems.

(a) Electrical system components:

(1) Components of the electrical system must meet the applicable fire and smoke protection requirements of §§ 25.831(c) and 25.863.

(2) Equipment that is located in designated fire zones and is used during emergency procedures must be at least fire resistant.

(3) EWIS components must meet the requirements of § 25.1713.

(b) Each vacuum air system line and fitting on the discharge side of the pump that might contain flammable vapors or fluids must meet the requirements of § 25.1183 if the line or fitting is in a designated fire zone. Other vacuum air systems components in designated fire zones must be at least fire resistant.

(c) Oxygen equipment and lines must—

(1) Not be located in any designated fire zone,

(2) Be protected from heat that may be generated in, or escape from, any designated fire zone, and

(3) Be installed so that escaping oxygen cannot cause ignition of grease, fluid, or vapor accumulations that are present in normal operation or as a result of failure or malfunction of any system.

§ 25.871

Leveling means.

There must be means for determining when the airplane is in a level position on the ground.

§ 25.875

Reinforcement near propellers.

(a) Each part of the airplane near the propeller tips must be strong and stiff enough to withstand the effects of the induced vibration and of ice thrown from the propeller.

(b) No window may be near the propeller tips unless it can withstand the most severe ice impact likely to occur.

§ 25.899

Electrical bonding and protection against static electricity.

(a) Electrical bonding and protection against static electricity must be designed to minimize accumulation of electrostatic charge that would cause—

(1) Human injury from electrical shock,

(2) Ignition of flammable vapors, or

(3) Interference with installed electrical/electronic equipment.

(b) Compliance with paragraph (a) of this section may be shown by—

(1) Bonding the components properly to the airframe; or

(2) Incorporating other acceptable means to dissipate the static charge so as not to endanger the airplane, personnel, or operation of the installed electrical/electronic systems.

§ 25.901

Installation.

(a) For the purpose of this part, the airplane powerplant installation includes each component that—

(1) Is necessary for propulsion;

(2) Affects the control of the major propulsive units; or

(3) Affects the safety of the major propulsive units between normal inspections or overhauls.

(b) For each powerplant—

(1) The installation must comply with—

(i) The installation instructions provided under §§ 33.5 and 35.3 of this chapter; and

(ii) The applicable provisions of this subpart;

(2) The components of the installation must be constructed, arranged, and installed so as to ensure their continued safe operation between normal inspections or overhauls;

(3) The installation must be accessible for necessary inspections and maintenance; and

(4) The major components of the installation must be electrically bonded to the other parts of the airplane.

(c) For each powerplant and auxiliary power unit installation, the applicant must comply with the requirements of § 25.1309, except that the effects of the following failures need not comply with § 25.1309(b)—

(1) Engine case burn-through or rupture,

(2) Uncontained engine rotor failure, and

(3) Propeller debris release.

(d) Each auxiliary power unit installation must meet the applicable provisions of this subpart.

§ 25.903

Engines.

(a) Engine type certificate. (1) Each engine must have a type certificate and must meet the applicable requirements of part 34 of this chapter.

(2) Each turbine engine must comply with one of the following:

(i) Sections 33.76, 33.77 and 33.78 of this chapter in effect on December 13, 2000, or as subsequently amended; or

(ii) Sections 33.77 and 33.78 of this chapter in effect on April 30, 1998, or as subsequently amended before December 13, 2000; or

(iii) Comply with § 33.77 of this chapter in effect on October 31, 1974, or as subsequently amended prior to April 30, 1998, unless that engine's foreign object ingestion service history has resulted in an unsafe condition; or

(iv) Be shown to have a foreign object ingestion service history in similar installation locations which has not resulted in any unsafe condition.

(3) Each turbine engine must comply with one of the following paragraphs:

(i) Section 33.68 of this chapter in effect on January 5, 2015, or as subsequently amended; or

(ii) Section 33.68 of this chapter in effect on March 26, 1984, or as subsequently amended before January 5, 2015, unless that engine's ice accumulation service history has resulted in an unsafe condition; or

(iii) Section 33.68 of this chapter in effect on October 31, 1974, or as subsequently amended prior to February 23, 1984, unless that engine's ice accumulation service history has resulted in an unsafe condition; or

(iv) Be shown to have an ice accumulation service history in similar installation locations which has not resulted in any unsafe conditions.

(b) Engine isolation. The powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or of any system that can affect the engine, will not—

(1) Prevent the continued safe operation of the remaining engines; or

(2) Require immediate action by any crewmember for continued safe operation.

(c) Control of engine rotation. There must be means for stopping the rotation of any engine individually in flight, except that, for turbine engine installations, the means for stopping the rotation of any engine need be provided only where continued rotation could jeopardize the safety of the airplane. Each component of the stopping system on the engine side of the firewall that might be exposed to fire must be at least fire-resistant. If hydraulic propeller feathering systems are used for this purpose, the feathering lines must be at least fire resistant under the operating conditions that may be expected to exist during feathering.

(d) Turbine engine installations. For turbine engine installations—

(1) Design precautions must be taken to minimize the hazards to the airplane in the event of an engine rotor failure or of a fire originating within the engine which burns through the engine case.

(2) The powerplant systems associated with engine control devices, systems, and instrumentation, must be designed to give reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service.

(e) Restart capability. (1) Means to restart any engine in flight must be provided.

(2) An altitude and airspeed envelope must be established for in-flight engine restarting, and each engine must have a restart capability within that envelope.

(3) For turbine engine powered airplanes, if the minimum windmilling speed of the engines, following the inflight shutdown of all engines, is insufficient to provide the necessary electrical power for engine ignition, a power source independent of the engine-driven electrical power generating system must be provided to permit in-flight engine ignition for restarting.

(f) Auxiliary Power Unit. Each auxiliary power unit must be approved or meet the requirements of the category for its intended use.

§ 25.904

Automatic takeoff thrust control system (ATTCS).

Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when any engine fails during the takeoff must comply with the requirements of appendix I of this part.

§ 25.905

Propellers.

(a) Each propeller must have a type certificate.

(b) Engine power and propeller shaft rotational speed may not exceed the limits for which the propeller is certificated.

(c) The propeller blade pitch control system must meet the requirements of §§ 35.21, 35.23, 35.42 and 35.43 of this chapter.

(d) Design precautions must be taken to minimize the hazards to the airplane in the event a propeller blade fails or is released by a hub failure. The hazards which must be considered include damage to structure and vital systems due to impact of a failed or released blade and the unbalance created by such failure or release.

§ 25.907

Propeller vibration and fatigue.

This section does not apply to fixed-pitch wood propellers of conventional design.

(a) The applicant must determine the magnitude of the propeller vibration stresses or loads, including any stress peaks and resonant conditions, throughout the operational envelope of the airplane by either:

(1) Measurement of stresses or loads through direct testing or analysis based on direct testing of the propeller on the airplane and engine installation for which approval is sought; or

(2) Comparison of the propeller to similar propellers installed on similar airplane installations for which these measurements have been made.

(b) The applicant must demonstrate by tests, analysis based on tests, or previous experience on similar designs that the propeller does not experience harmful effects of flutter throughout the operational envelope of the airplane.

(c) The applicant must perform an evaluation of the propeller to show that failure due to fatigue will be avoided throughout the operational life of the propeller using the fatigue and structural data obtained in accordance with part 35 of this chapter and the vibration data obtained from compliance with paragraph (a) of this section. For the purpose of this paragraph, the propeller includes the hub, blades, blade retention component and any other propeller component whose failure due to fatigue could be catastrophic to the airplane. This evaluation must include:

(1) The intended loading spectra including all reasonably foreseeable propeller vibration and cyclic load patterns, identified emergency conditions, allowable overspeeds and overtorques, and the effects of temperatures and humidity expected in service.

(2) The effects of airplane and propeller operating and airworthiness limitations.

§ 25.925

Propeller clearance.

Unless smaller clearances are substantiated, propeller clearances with the airplane at maximum weight, with the most adverse center of gravity, and with the propeller in the most adverse pitch position, may not be less than the following:

(a) Ground clearance. There must be a clearance of at least seven inches (for each airplane with nose wheel landing gear) or nine inches (for each airplane with tail wheel landing gear) between each propeller and the ground with the landing gear statically deflected and in the level takeoff, or taxiing attitude, whichever is most critical. In addition, there must be positive clearance between the propeller and the ground when in the level takeoff attitude with the critical tire(s) completely deflated and the corresponding landing gear strut bottomed.

(b) Water clearance. There must be a clearance of at least 18 inches between each propeller and the water, unless compliance with § 25.239(a) can be shown with a lesser clearance.

(c) Structural clearance. There must be—

(1) At least one inch radial clearance between the blade tips and the airplane structure, plus any additional radial clearance necessary to prevent harmful vibration;

(2) At least one-half inch longitudinal clearance between the propeller blades or cuffs and stationary parts of the airplane; and

(3) Positive clearance between other rotating parts of the propeller or spinner and stationary parts of the airplane.

§ 25.929

Propeller deicing.

(a) If certification for flight in icing is sought there must be a means to prevent or remove hazardous ice accumulations that could form in the icing conditions defined in Appendix C of this part and in the portions of Appendix O of this part for which the airplane is approved for flight on propellers or on accessories where ice accumulation would jeopardize engine performance.

(b) If combustible fluid is used for propeller deicing, §§ 25.1181 through 25.1185 and 25.1189 apply.

§ 25.933

Reversing systems.

(a) For turbojet reversing systems—

(1) For each system intended for ground operation only, the applicant must show—

(i) The airplane is capable of continued safe flight and landing during and after any thrust reversal in flight; or

(ii) The system complies with § 25.1309(b) using the assumption the airplane would not be capable of continued safe flight and landing during and after an in-flight thrust reversal.

(2) Each system intended for inflight use must be designed so that no unsafe condition will result during normal operation of the system, or from any failure (or reasonably likely combination of failures) of the reversing system, under any anticipated condition of operation of the airplane including ground operation. Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote.

(3) Each system must have means to prevent the engine from producing more than idle thrust when the reversing system malfunctions, except that it may produce any greater forward thrust that is shown to allow directional control to be maintained, with aerodynamic means alone, under the most critical reversing condition expected in operation.

(b) For propeller reversing systems—

(1) Each system intended for ground operation only must be designed so that no single failure (or reasonably likely combination of failures) or malfunction of the system will result in unwanted reverse thrust under any expected operating condition. Failure of structural elements need not be considered if this kind of failure is extremely remote.

(2) Compliance with this section may be shown by failure analysis or testing, or both, for propeller systems that allow propeller blades to move from the flight low-pitch position to a position that is substantially less than that at the normal flight low-pitch position. The analysis may include or be supported by the analysis made to show compliance with the requirements of § 35.21 of this chapter for the propeller and associated installation components.

§ 25.934

Turbojet engine thrust reverser system tests.

Thrust reversers installed on turbojet engines must meet the requirements of § 33.97 of this chapter.

§ 25.937

Turbopropeller-drag limiting systems.

Turbopropeller power airplane propeller-drag limiting systems must be designed so that no single failure or malfunction of any of the systems during normal or emergency operation results in propeller drag in excess of that for which the airplane was designed under § 25.367. Failure of structural elements of the drag limiting systems need not be considered if the probability of this kind of failure is extremely remote.

§ 25.939

Turbine engine operating characteristics.

(a) Turbine engine operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to a hazardous degree, during normal and emergency operation within the range of operating limitations of the airplane and of the engine.

(b) [Reserved]

(c) The turbine engine air inlet system may not, as a result of air flow distortion during normal operation, cause vibration harmful to the engine.

§ 25.941

Inlet, engine, and exhaust compatibility.

For airplanes using variable inlet or exhaust system geometry, or both—

(a) The system comprised of the inlet, engine (including thrust augmentation systems, if incorporated), and exhaust must be shown to function properly under all operating conditions for which approval is sought, including all engine rotating speeds and power settings, and engine inlet and exhaust configurations;

(b) The dynamic effects of the operation of these (including consideration of probable malfunctions) upon the aerodynamic control of the airplane may not result in any condition that would require exceptional skill, alertness, or strength on the part of the pilot to avoid exceeding an operational or structural limitation of the airplane; and

(c) In showing compliance with paragraph (b) of this section, the pilot strength required may not exceed the limits set forth in § 25.143(d), subject to the conditions set forth in paragraphs (e) and (f) of § 25.143.

§ 25.943

Negative acceleration.

No hazardous malfunction of an engine, an auxiliary power unit approved for use in flight, or any component or system associated with the powerplant or auxiliary power unit may occur when the airplane is operated at the negative accelerations within the flight envelopes prescribed in § 25.333. This must be shown for the greatest duration expected for the acceleration.

§ 25.945

Thrust or power augmentation system.

(a) General. Each fluid injection system must provide a flow of fluid at the rate and pressure established for proper engine functioning under each intended operating condition. If the fluid can freeze, fluid freezing may not damage the airplane or adversely affect airplane performance.

(b) Fluid tanks. Each augmentation system fluid tank must meet the following requirements:

(1) Each tank must be able to withstand without failure the vibration, inertia, fluid, and structural loads that it may be subject to in operation.

(2) The tanks as mounted in the airplane must be able to withstand without failure or leakage an internal pressure 1.5 times the maximum operating pressure.

(3) If a vent is provided, the venting must be effective under all normal flight conditions.

(4) [Reserved]

(5) Each tank must have an expansion space of not less than 2 percent of the tank capacity. It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude.

(c) Augmentation system drains must be designed and located in accordance with § 25.1455 if—

(1) The augmentation system fluid is subject to freezing; and

(2) The fluid may be drained in flight or during ground operation.

(d) The augmentation liquid tank capacity available for the use of each engine must be large enough to allow operation of the airplane under the approved procedures for the use of liquid-augmented power. The computation of liquid consumption must be based on the maximum approved rate appropriate for the desired engine output and must include the effect of temperature on engine performance as well as any other factors that might vary the amount of liquid required.

(e) This section does not apply to fuel injection systems.

§ 25.951

General.

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine and auxiliary power unit functioning under each likely operating condition, including any maneuver for which certification is requested and during which the engine or auxiliary power unit is permitted to be in operation.

(b) Each fuel system must be arranged so that any air which is introduced into the system will not result in—

(1) Power interruption for more than 20 seconds for reciprocating engines; or

(2) Flameout for turbine engines.

(c) Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80 °F and having 0.75cc of free water per gallon added and cooled to the most critical condition for icing likely to be encountered in operation.

(d) Each fuel system for a turbine engine powered airplane must meet the applicable fuel venting requirements of part 34 of this chapter.

§ 25.952

Fuel system analysis and test.

(a) Proper fuel system functioning under all probable operating conditions must be shown by analysis and those tests found necessary by the Administrator. Tests, if required, must be made using the airplane fuel system or a test article that reproduces the operating characteristics of the portion of the fuel system to be tested.

(b) The likely failure of any heat exchanger using fuel as one of its fluids may not result in a hazardous condition.

§ 25.953

Fuel system independence.

Each fuel system must meet the requirements of § 25.903(b) by—

(a) Allowing the supply of fuel to each engine through a system independent of each part of the system supplying fuel to any other engine; or

(b) Any other acceptable method.

§ 25.954

Fuel system lightning protection.

(a) For purposes of this section—

(1) A critical lightning strike is a lightning strike that attaches to the airplane in a location that, when combined with the failure of any design feature or structure, could create an ignition source.

(2) A fuel system includes any component within either the fuel tank structure or the fuel tank systems, and any airplane structure or system components that penetrate, connect to, or are located within a fuel tank.

(b) The design and installation of a fuel system must prevent catastrophic fuel vapor ignition due to lightning and its effects, including:

(1) Direct lightning strikes to areas having a high probability of stroke attachment;

(2) Swept lightning strokes to areas where swept strokes are highly probable; and

(3) Lightning-induced or conducted electrical transients.

(c) To comply with paragraph (b) of this section, catastrophic fuel vapor ignition must be extremely improbable, taking into account flammability, critical lightning strikes, and failures within the fuel system.

(d) To protect design features that prevent catastrophic fuel vapor ignition caused by lightning, the type design must include critical design configuration control limitations (CDCCLs) identifying those features and providing information to protect them. To ensure the continued effectiveness of those design features, the type design must also include inspection and test procedures, intervals between repetitive inspections and tests, and mandatory replacement times for those design features used in demonstrating compliance to paragraph (b) of this section. The applicant must include the information required by this paragraph in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529.

§ 25.955

Fuel flow.

(a) Each fuel system must provide at least 100 percent of the fuel flow required under each intended operating condition and maneuver. Compliance must be shown as follows:

(1) Fuel must be delivered to each engine at a pressure within the limits specified in the engine type certificate.

(2) The quantity of fuel in the tank may not exceed the amount established as the unusable fuel supply for that tank under the requirements of § 25.959 plus that necessary to show compliance with this section.

(3) Each main pump must be used that is necessary for each operating condition and attitude for which compliance with this section is shown, and the appropriate emergency pump must be substituted for each main pump so used.

(4) If there is a fuel flowmeter, it must be blocked and the fuel must flow through the meter or its bypass.

(b) If an engine can be supplied with fuel from more than one tank, the fuel system must—

(1) For each reciprocating engine, supply the full fuel pressure to that engine in not more than 20 seconds after switching to any other fuel tank containing usable fuel when engine malfunctioning becomes apparent due to the depletion of the fuel supply in any tank from which the engine can be fed; and

(2) For each turbine engine, in addition to having appropriate manual switching capability, be designed to prevent interruption of fuel flow to that engine, without attention by the flight crew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank, that normally supplies fuel to that engine alone, contains usable fuel.

§ 25.957

Flow between interconnected tanks.

If fuel can be pumped from one tank to another in flight, the fuel tank vents and the fuel transfer system must be designed so that no structural damage to the tanks can occur because of overfilling.

§ 25.959

Unusable fuel supply.

The unusable fuel quantity for each fuel tank and its fuel system components must be established at not less than the quantity at which the first evidence of engine malfunction occurs under the most adverse fuel feed condition for all intended operations and flight maneuvers involving fuel feeding from that tank. Fuel system component failures need not be considered.

§ 25.961

Fuel system hot weather operation.

(a) The fuel system must perform satisfactorily in hot weather operation. This must be shown by showing that the fuel system from the tank outlets to each engine is pressurized, under all intended operations, so as to prevent vapor formation, or must be shown by climbing from the altitude of the airport elected by the applicant to the maximum altitude established as an operating limitation under § 25.1527. If a climb test is elected, there may be no evidence of vapor lock or other malfunctioning during the climb test conducted under the following conditions:

(1) For reciprocating engine powered airplanes, the engines must operate at maximum continuous power, except that takeoff power must be used for the altitudes from 1,000 feet below the critical altitude through the critical altitude. The time interval during which takeoff power is used may not be less than the takeoff time limitation.

(2) For turbine engine powered airplanes, the engines must operate at takeoff power for the time interval selected for showing the takeoff flight path, and at maximum continuous power for the rest of the climb.

(3) The weight of the airplane must be the weight with full fuel tanks, minimum crew, and the ballast necessary to maintain the center of gravity within allowable limits.

(4) The climb airspeed may not exceed—

(i) For reciprocating engine powered airplanes, the maximum airspeed established for climbing from takeoff to the maximum operating altitude with the airplane in the following configuration:

(A) Landing gear retracted.

(B) Wing flaps in the most favorable position.

(C) Cowl flaps (or other means of controlling the engine cooling supply) in the position that provides adequate cooling in the hot-day condition.

(D) Engine operating within the maximum continuous power limitations.

(E) Maximum takeoff weight; and

(ii) For turbine engine powered airplanes, the maximum airspeed established for climbing from takeoff to the maximum operating altitude.

(5) The fuel temperature must be at least 110 °F.

(b) The test prescribed in paragraph (a) of this section may be performed in flight or on the ground under closely simulated flight conditions. If a flight test is performed in weather cold enough to interfere with the proper conduct of the test, the fuel tank surfaces, fuel lines, and other fuel system parts subject to cold air must be insulated to simulate, insofar as practicable, flight in hot weather.

§ 25.963

Fuel tanks: general.

(a) Each fuel tank must be able to withstand, without failure, the vibration, inertia, fluid, and structural loads that it may be subjected to in operation.

(b) Flexible fuel tank liners must be approved or must be shown to be suitable for the particular application.

(c) Integral fuel tanks must have facilities for interior inspection and repair.

(d) Fuel tanks must, so far as it is practicable, be designed, located, and installed so that no fuel is released in or near the fuselage, or near the engines, in quantities that would constitute a fire hazard in otherwise survivable emergency landing conditions, and—

(1) Fuel tanks must be able to resist rupture and retain fuel under ultimate hydrostatic design conditions in which the pressure P within the tank varies in accordance with the formula:

(2) For those parts of wing fuel tanks near the fuselage or near the engines, the greater of the fuel pressures resulting from paragraphs (d)(2)(i) or (d)(2)(ii) of this section must be used:

(i) The fuel pressures resulting from paragraph (d)(1) of this section, and

(ii) The lesser of the two following conditions:

(A) Fuel pressures resulting from the accelerations specified in § 25.561(b)(3) considering the fuel tank full of fuel at maximum fuel density. Fuel pressures based on the 9.0g forward acceleration may be calculated using the fuel static head equal to the streamwise local chord of the tank. For inboard and outboard conditions, an acceleration of 1.5g may be used in lieu of 3.0g as specified in § 25.561(b)(3).

(B) Fuel pressures resulting from the accelerations as specified in § 25.561(b)(3) considering a fuel volume beyond 85 percent of the maximum permissible volume in each tank using the static head associated with the 85 percent fuel level. A typical density of the appropriate fuel may be used. For inboard and outboard conditions, an acceleration of 1.5g may be used in lieu of 3.0g as specified in § 25.561(b)(3).

(3) Fuel tank internal barriers and baffles may be considered as solid boundaries if shown to be effective in limiting fuel flow.

(4) For each fuel tank and surrounding airframe structure, the effects of crushing and scraping actions with the ground must not cause the spillage of enough fuel, or generate temperatures that would constitute a fire hazard under the conditions specified in § 25.721(b).

(5) Fuel tank installations must be such that the tanks will not rupture as a result of the landing gear or an engine pylon or engine mount tearing away as specified in § 25.721(a) and (c).

(e) Fuel tank access covers must comply with the following criteria in order to avoid loss of hazardous quantities of fuel:

(1) All covers located in an area where experience or analysis indicates a strike is likely must be shown by analysis or tests to minimize penetration and deformation by tire fragments, low energy engine debris, or other likely debris.

(2) All covers must be fire resistant as defined in part 1 of this chapter.

(f) For pressurized fuel tanks, a means with fail-safe features must be provided to prevent the buildup of an excessive pressure difference between the inside and the outside of the tank.

§ 25.965

Fuel tank tests.

(a) It must be shown by tests that the fuel tanks, as mounted in the airplane, can withstand, without failure or leakage, the more critical of the pressures resulting from the conditions specified in paragraphs (a)(1) and (2) of this section. In addition, it must be shown by either analysis or tests, that tank surfaces subjected to more critical pressures resulting from the condition of paragraphs (a)(3) and (4) of this section, are able to withstand the following pressures:

(1) An internal pressure of 3.5 psi.

(2) 125 percent of the maximum air pressure developed in the tank from ram effect.

(3) Fluid pressures developed during maximum limit accelerations, and deflections, of the airplane with a full tank.

(4) Fluid pressures developed during the most adverse combination of airplane roll and fuel load.

(b) Each metallic tank with large unsupported or unstiffened flat surfaces, whose failure or deformation could cause fuel leakage, must be able to withstand the following test, or its equivalent, without leakage or excessive deformation of the tank walls:

(1) Each complete tank assembly and its supports must be vibration tested while mounted to simulate the actual installation.

(2) Except as specified in paragraph (b)(4) of this section, the tank assembly must be vibrated for 25 hours at an amplitude of not less than 1/32 of an inch (unless another amplitude is substantiated) while 2/3 filled with water or other suitable test fluid.

(3) The test frequency of vibration must be as follows:

(i) If no frequency of vibration resulting from any r.p.m. within the normal operating range of engine speeds is critical, the test frequency of vibration must be 2,000 cycles per minute.

(ii) If only one frequency of vibration resulting from any r.p.m. within the normal operating range of engine speeds is critical, that frequency of vibration must be the test frequency.

(iii) If more than one frequency of vibration resulting from any r.p.m. within the normal operating range of engine speeds is critical, the most critical of these frequencies must be the test frequency.

(4) Under paragraphs (b)(3)(ii) and (iii) of this section, the time of test must be adjusted to accomplish the same number of vibration cycles that would be accomplished in 25 hours at the frequency specified in paragraph (b)(3)(i) of this section.

(5) During the test, the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute, through an angle of 15° on both sides of the horizontal (30° total), about the most critical axis, for 25 hours. If motion about more than one axis is likely to be critical, the tank must be rocked about each critical axis for 12 1/2 hours.

(c) Except where satisfactory operating experience with a similar tank in a similar installation is shown, nonmetallic tanks must withstand the test specified in paragraph (b)(5) of this section, with fuel at a temperature of 110 °F. During this test, a representative specimen of the tank must be installed in a supporting structure simulating the installation in the airplane.

(d) For pressurized fuel tanks, it must be shown by analysis or tests that the fuel tanks can withstand the maximum pressure likely to occur on the ground or in flight.

§ 25.967

Fuel tank installations.

(a) Each fuel tank must be supported so that tank loads (resulting from the weight of the fuel in the tanks) are not concentrated on unsupported tank surfaces. In addition—

(1) There must be pads, if necessary, to prevent chafing between the tank and its supports;

(2) Padding must be nonabsorbent or treated to prevent the absorption of fluids;

(3) If a flexible tank liner is used, it must be supported so that it is not required to withstand fluid loads; and

(4) Each interior surface of the tank compartment must be smooth and free of projections that could cause wear of the liner unless—

(i) Provisions are made for protection of the liner at these points; or

(ii) The construction of the liner itself provides that protection.

(b) Spaces adjacent to tank surfaces must be ventilated to avoid fume accumulation due to minor leakage. If the tank is in a sealed compartment, ventilation may be limited to drain holes large enough to prevent excessive pressure resulting from altitude changes.

(c) The location of each tank must meet the requirements of § 25.1185(a).

(d) No engine nacelle skin immediately behind a major air outlet from the engine compartment may act as the wall of an integral tank.

(e) Each fuel tank must be isolated from personnel compartments by a fumeproof and fuelproof enclosure.

§ 25.969

Fuel tank expansion space.

Each fuel tank must have an expansion space of not less than 2 percent of the tank capacity. It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude. For pressure fueling systems, compliance with this section may be shown with the means provided to comply with § 25.979(b).

§ 25.971

Fuel tank sump.

(a) Each fuel tank must have a sump with an effective capacity, in the normal ground attitude, of not less than the greater of 0.10 percent of the tank capacity or one-sixteenth of a gallon unless operating limitations are established to ensure that the accumulation of water in service will not exceed the sump capacity.

(b) Each fuel tank must allow drainage of any hazardous quantity of water from any part of the tank to its sump with the airplane in the ground attitude.

(c) Each fuel tank sump must have an accessible drain that—

(1) Allows complete drainage of the sump on the ground;

(2) Discharges clear of each part of the airplane; and

(3) Has manual or automatic means for positive locking in the closed position.

§ 25.973

Fuel tank filler connection.

Each fuel tank filler connection must prevent the entrance of fuel into any part of the airplane other than the tank itself. In addition—

(a) [Reserved]

(b) Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of each part of the airplane;

(c) Each filler cap must provide a fuel-tight seal; and

(d) Each fuel filling point must have a provision for electrically bonding the airplane to ground fueling equipment.

§ 25.975

Fuel tank vents and carburetor vapor vents.

(a) Fuel tank vents. Each fuel tank must be vented from the top part of the expansion space so that venting is effective under any normal flight condition. In addition—

(1) Each vent must be arranged to avoid stoppage by dirt or ice formation;

(2) The vent arrangement must prevent siphoning of fuel during normal operation;

(3) The venting capacity and vent pressure levels must maintain acceptable differences of pressure between the interior and exterior of the tank, during—

(i) Normal flight operation;

(ii) Maximum rate of ascent and descent; and

(iii) Refueling and defueling (where applicable);

(4) Airspaces of tanks with interconnected outlets must be interconnected;

(5) There may be no point in any vent line where moisture can accumulate with the airplane in the ground attitude or the level flight attitude, unless drainage is provided;

(6) No vent or drainage provision may end at any point—

(i) Where the discharge of fuel from the vent outlet would constitute a fire hazard; or

(ii) From which fumes could enter personnel compartments; and

(7) Each fuel tank vent system must prevent explosions, for a minimum of 2 minutes and 30 seconds, caused by propagation of flames from outside the tank through the fuel tank vents into fuel tank vapor spaces when any fuel tank vent is continuously exposed to flame.

(b) Carburetor vapor vents. Each carburetor with vapor elimination connections must have a vent line to lead vapors back to one of the fuel tanks. In addition—

(1) Each vent system must have means to avoid stoppage by ice; and

(2) If there is more than one fuel tank, and it is necessary to use the tanks in a definite sequence, each vapor vent return line must lead back to the fuel tank used for takeoff and landing.

§ 25.977

Fuel tank outlet.

(a) There must be a fuel strainer for the fuel tank outlet or for the booster pump. This strainer must—

(1) For reciprocating engine powered airplanes, have 8 to 16 meshes per inch; and

(2) For turbine engine powered airplanes, prevent the passage of any object that could restrict fuel flow or damage any fuel system component.

(b) [Reserved]

(c) The clear area of each fuel tank outlet strainer must be at least five times the area of the outlet line.

(d) The diameter of each strainer must be at least that of the fuel tank outlet.

(e) Each finger strainer must be accessible for inspection and cleaning.

§ 25.979

Pressure fueling system.

For pressure fueling systems, the following apply:

(a) Each pressure fueling system fuel manifold connection must have means to prevent the escape of hazardous quantities of fuel from the system if the fuel entry valve fails.

(b) An automatic shutoff means must be provided to prevent the quantity of fuel in each tank from exceeding the maximum quantity approved for that tank. This means must—

(1) Allow checking for proper shutoff operation before each fueling of the tank; and

(2) Provide indication at each fueling station of failure of the shutoff means to stop the fuel flow at the maximum quantity approved for that tank.

(c) A means must be provided to prevent damage to the fuel system in the event of failure of the automatic shutoff means prescribed in paragraph (b) of this section.

(d) The airplane pressure fueling system (not including fuel tanks and fuel tank vents) must withstand an ultimate load that is 2.0 times the load arising from the maximum pressures, including surge, that is likely to occur during fueling. The maximum surge pressure must be established with any combination of tank valves being either intentionally or inadvertently closed.

(e) The airplane defueling system (not including fuel tanks and fuel tank vents) must withstand an ultimate load that is 2.0 times the load arising from the maximum permissible defueling pressure (positive or negative) at the airplane fueling connection.

§ 25.981

Fuel tank explosion prevention.

(a) No ignition source may be present at each point in the fuel tank or fuel tank system where catastrophic failure could occur due to ignition of fuel or vapors. This must be shown by:

(1) Determining the highest temperature allowing a safe margin below the lowest expected autoignition temperature of the fuel in the fuel tanks.

(2) Demonstrating that no temperature at each place inside each fuel tank where fuel ignition is possible will exceed the temperature determined under paragraph (a)(1) of this section. This must be verified under all probable operating, failure, and malfunction conditions of each component whose operation, failure, or malfunction could increase the temperature inside the tank.

(3) Except for ignition sources due to lightning addressed by § 25.954, demonstrating that an ignition source could not result from each single failure, from each single failure in combination with each latent failure condition not shown to be extremely remote, and from all combinations of failures not shown to be extremely improbable, taking into account the effects of manufacturing variability, aging, wear, corrosion, and likely damage.

(b) Except as provided in paragraphs (b)(2) and (c) of this section, no fuel tank Fleet Average Flammability Exposure on an airplane may exceed three percent of the Flammability Exposure Evaluation Time (FEET) as defined in Appendix N of this part, or that of a fuel tank within the wing of the airplane model being evaluated, whichever is greater. If the wing is not a conventional unheated aluminum wing, the analysis must be based on an assumed Equivalent Conventional Unheated Aluminum Wing Tank.

(1) Fleet Average Flammability Exposure is determined in accordance with Appendix N of this part. The assessment must be done in accordance with the methods and procedures set forth in the Fuel Tank Flammability Assessment Method User's Manual, dated May 2008, document number DOT/FAA/AR-05/8 (incorporated by reference, see § 25.5).

(2) Any fuel tank other than a main fuel tank on an airplane must meet the flammability exposure criteria of Appendix M to this part if any portion of the tank is located within the fuselage contour.

(3) As used in this paragraph,

(i) Equivalent Conventional Unheated Aluminum Wing Tank is an integral tank in an unheated semi-monocoque aluminum wing of a subsonic airplane that is equivalent in aerodynamic performance, structural capability, fuel tank capacity and tank configuration to the designed wing.

(ii) Fleet Average Flammability Exposure is defined in Appendix N to this part and means the percentage of time each fuel tank ullage is flammable for a fleet of an airplane type operating over the range of flight lengths.

(iii) Main Fuel Tank means a fuel tank that feeds fuel directly into one or more engines and holds required fuel reserves continually throughout each flight.

(c) Paragraph (b) of this section does not apply to a fuel tank if means are provided to mitigate the effects of an ignition of fuel vapors within that fuel tank such that no damage caused by an ignition will prevent continued safe flight and landing.

(d) To protect design features that prevent catastrophic ignition sources within the fuel tank or fuel tank system according to paragraph (a) of this section, and to prevent increasing the flammability exposure of the tanks above that permitted in paragraph (b) of this section, the type design must include critical design configuration control limitations (CDCCLs) identifying those features and providing instructions on how to protect them. To ensure the continued effectiveness of those features, and prevent degradation of the performance and reliability of any means provided according to paragraphs (a), (b), or (c) of this section, the type design must also include necessary inspection and test procedures, intervals between repetitive inspections and tests, and mandatory replacement times for those features. The applicant must include information required by this paragraph in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529. The type design must also include visible means of identifying critical features of the design in areas of the airplane where foreseeable maintenance actions, repairs, or alterations may compromise the CDCCLs.

§ 25.991

Fuel pumps.

(a) Main pumps. Each fuel pump required for proper engine operation, or required to meet the fuel system requirements of this subpart (other than those in paragraph (b) of this section, is a main pump. For each main pump, provision must be made to allow the bypass of each positive displacement fuel pump other than a fuel injection pump (a pump that supplies the proper flow and pressure for fuel injection when the injection is not accomplished in a carburetor) approved as part of the engine.

(b) Emergency pumps. There must be emergency pumps or another main pump to feed each engine immediately after failure of any main pump (other than a fuel injection pump approved as part of the engine).

§ 25.993

Fuel system lines and fittings.

(a) Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Each fuel line connected to components of the airplane between which relative motion could exist must have provisions for flexibility.

(c) Each flexible connection in fuel lines that may be under pressure and subjected to axial loading must use flexible hose assemblies.

(d) Flexible hose must be approved or must be shown to be suitable for the particular application.

(e) No flexible hose that might be adversely affected by exposure to high temperatures may be used where excessive temperatures will exist during operation or after engine shut-down.

(f) Each fuel line within the fuselage must be designed and installed to allow a reasonable degree of deformation and stretching without leakage.

§ 25.994

Fuel system components.

Fuel system components in an engine nacelle or in the fuselage must be protected from damage that could result in spillage of enough fuel to constitute a fire hazard as a result of a wheels-up landing on a paved runway under each of the conditions prescribed in § 25.721(b).

§ 25.995

Fuel valves.

In addition to the requirements of § 25.1189 for shutoff means, each fuel valve must—

(a) [Reserved]

(b) Be supported so that no loads resulting from their operation or from accelerated flight conditions are transmitted to the lines attached to the valve.

§ 25.997

Fuel strainer or filter.

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of either the fuel metering device or an engine driven positive displacement pump, whichever is nearer the fuel tank outlet. This fuel strainer or filter must—

(a) Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable;

(b) Have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself, unless adequate strength margins under all loading conditions are provided in the lines and connections; and

(d) Have the capacity (with respect to operating limitations established for the engine) to ensure that engine fuel system functioning is not impaired, with the fuel contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine in Part 33 of this chapter.

§ 25.999

Fuel system drains.

(a) Drainage of the fuel system must be accomplished by the use of fuel strainer and fuel tank sump drains.

(b) Each drain required by paragraph (a) of this section must—

(1) Discharge clear of all parts of the airplane;

(2) Have manual or automatic means for positive locking in the closed position; and

(3) Have a drain valve—

(i) That is readily accessible and which can be easily opened and closed; and

(ii) That is either located or protected to prevent fuel spillage in the event of a landing with landing gear retracted.

§ 25.1001

Fuel jettisoning system.

(a) A fuel jettisoning system must be installed on each airplane unless it is shown that the airplane meets the climb requirements of §§ 25.119 and 25.121(d) at maximum takeoff weight, less the actual or computed weight of fuel necessary for a 15-minute flight comprised of a takeoff, go-around, and landing at the airport of departure with the airplane configuration, speed, power, and thrust the same as that used in meeting the applicable takeoff, approach, and landing climb performance requirements of this part.

(b) If a fuel jettisoning system is required it must be capable of jettisoning enough fuel within 15 minutes, starting with the weight given in paragraph (a) of this section, to enable the airplane to meet the climb requirements of §§ 25.119 and 25.121(d), assuming that the fuel is jettisoned under the conditions, except weight, found least favorable during the flight tests prescribed in paragraph (c) of this section.

(c) Fuel jettisoning must be demonstrated beginning at maximum takeoff weight with flaps and landing gear up and in—

(1) A power-off glide at 1.3 V SR1 ;

(2) A climb at the one-engine inoperative best rate-of-climb speed, with the critical engine inoperative and the remaining engines at maximum continuous power; and

(3) Level flight at 1.3 V SR1 ; if the results of the tests in the conditions specified in paragraphs (c)(1) and (2) of this section show that this condition could be critical.

(d) During the flight tests prescribed in paragraph (c) of this section, it must be shown that—

(1) The fuel jettisoning system and its operation are free from fire hazard;

(2) The fuel discharges clear of any part of the airplane;

(3) Fuel or fumes do not enter any parts of the airplane; and

(4) The jettisoning operation does not adversely affect the controllability of the airplane.

(e) For reciprocating engine powered airplanes, means must be provided to prevent jettisoning the fuel in the tanks used for takeoff and landing below the level allowing 45 minutes flight at 75 percent maximum continuous power. However, if there is an auxiliary control independent of the main jettisoning control, the system may be designed to jettison the remaining fuel by means of the auxiliary jettisoning control.

(f) For turbine engine powered airplanes, means must be provided to prevent jettisoning the fuel in the tanks used for takeoff and landing below the level allowing climb from sea level to 10,000 feet and thereafter allowing 45 minutes cruise at a speed for maximum range. However, if there is an auxiliary control independent of the main jettisoning control, the system may be designed to jettison the remaining fuel by means of the auxiliary jettisoning control.

(g) The fuel jettisoning valve must be designed to allow flight personnel to close the valve during any part of the jettisoning operation.

(h) Unless it is shown that using any means (including flaps, slots, and slats) for changing the airflow across or around the wings does not adversely affect fuel jettisoning, there must be a placard, adjacent to the jettisoning control, to warn flight crewmembers against jettisoning fuel while the means that change the airflow are being used.

(i) The fuel jettisoning system must be designed so that any reasonably probable single malfunction in the system will not result in a hazardous condition due to unsymmetrical jettisoning of, or inability to jettison, fuel.

§ 25.1011

General.

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) The usable oil capacity may not be less than the product of the endurance of the airplane under critical operating conditions and the approved maximum allowable oil consumption of the engine under the same conditions, plus a suitable margin to ensure system circulation. Instead of a rational analysis of airplane range for the purpose of computing oil requirements for reciprocating engine powered airplanes, the following fuel/oil ratios may be used:

(1) For airplanes without a reserve oil or oil transfer system, a fuel/oil ratio of 30:1 by volume.

(2) For airplanes with either a reserve oil or oil transfer system, a fuel/oil ratio of 40:1 by volume.

(c) Fuel/oil ratios higher than those prescribed in paragraphs (b)(1) and (2) of this section may be used if substantiated by data on actual engine oil consumption.

§ 25.1013

Oil tanks.

(a) Installation. Each oil tank installation must meet the requirements of § 25.967.

(b) Expansion space. Oil tank expansion space must be provided as follows:

(1) Each oil tank used with a reciprocating engine must have an expansion space of not less than the greater of 10 percent of the tank capacity or 0.5 gallon, and each oil tank used with a turbine engine must have an expansion space of not less than 10 percent of the tank capacity.

(2) Each reserve oil tank not directly connected to any engine may have an expansion space of not less than two percent of the tank capacity.

(3) It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude.

(c) Filler connection. Each recessed oil tank filler connection that can retain any appreciable quantity of oil must have a drain that discharges clear of each part of the airplane. In addition, each oil tank filler cap must provide an oil-tight seal.

(d) Vent. Oil tanks must be vented as follows:

(1) Each oil tank must be vented from the top part of the expansion space so that venting is effective under any normal flight condition.

(2) Oil tank vents must be arranged so that condensed water vapor that might freeze and obstruct the line cannot accumulate at any point.

(e) Outlet. There must be means to prevent entrance into the tank itself, or into the tank outlet, of any object that might obstruct the flow of oil through the system. No oil tank outlet may be enclosed by any screen or guard that would reduce the flow of oil below a safe value at any operating temperature. There must be a shutoff valve at the outlet of each oil tank used with a turbine engine, unless the external portion of the oil system (including the oil tank supports) is fireproof.

(f) Flexible oil tank liners. Each flexible oil tank liner must be approved or must be shown to be suitable for the particular application.

§ 25.1015

Oil tank tests.

Each oil tank must be designed and installed so that—

(a) It can withstand, without failure, each vibration, inertia, and fluid load that it may be subjected to in operation; and

(b) It meets the provisions of § 25.965, except—

(1) The test pressure—

(i) For pressurized tanks used with a turbine engine, may not be less than 5 p.s.i. plus the maximum operating pressure of the tank instead of the pressure specified in § 25.965(a); and

(ii) For all other tanks may not be less than 5 p.s.i. instead of the pressure specified in § 25.965(a); and

(2) The test fluid must be oil at 250 °F. instead of the fluid specified in § 25.965(c).

§ 25.1017

Oil lines and fittings.

(a) Each oil line must meet the requirements of § 25.993 and each oil line and fitting in any designated fire zone must meet the requirements of § 25.1183.

(b) Breather lines must be arranged so that—

(1) Condensed water vapor that might freeze and obstruct the line cannot accumulate at any point;

(2) The breather discharge does not constitute a fire hazard if foaming occurs or causes emitted oil to strike the pilot's windshield; and

(3) The breather does not discharge into the engine air induction system.

§ 25.1019

Oil strainer or filter.

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements:

(1) Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.

(2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine under Part 33 of this chapter.

(3) The oil strainer or filter, unless it is installed at an oil tank outlet, must incorporate an indicator that will indicate contamination before it reaches the capacity established in accordance with paragraph (a)(2) of this section.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except one that is installed at an oil tank outlet, must have a means to connect it to the warning system required in § 25.1305(c)(7).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

§ 25.1021

Oil system drains.

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must—

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed position.

§ 25.1023

Oil radiators.

(a) Each oil radiator must be able to withstand, without failure, any vibration, inertia, and oil pressure load to which it would be subjected in operation.

(b) Each oil radiator air duct must be located so that, in case of fire, flames coming from normal openings of the engine nacelle cannot impinge directly upon the radiator.

§ 25.1025

Oil valves.

(a) Each oil shutoff must meet the requirements of § 25.1189.

(b) The closing of oil shutoff means may not prevent propeller feathering.

(c) Each oil valve must have positive stops or suitable index provisions in the “on” and “off” positions and must be supported so that no loads resulting from its operation or from accelerated flight conditions are transmitted to the lines attached to the valve.

§ 25.1027

Propeller feathering system.

(a) If the propeller feathering system depends on engine oil, there must be means to trap an amount of oil in the tank if the supply becomes depleted due to failure of any part of the lubricating system other than the tank itself.

(b) The amount of trapped oil must be enough to accomplish the feathering operation and must be available only to the feathering pump.

(c) The ability of the system to accomplish feathering with the trapped oil must be shown. This may be done on the ground using an auxiliary source of oil for lubricating the engine during operation.

(d) Provision must be made to prevent sludge or other foreign matter from affecting the safe operation of the propeller feathering system.

§ 25.1041

General.

The powerplant and auxiliary power unit cooling provisions must be able to maintain the temperatures of powerplant components, engine fluids, and auxiliary power unit components and fluids within the temperature limits established for these components and fluids, under ground, water, and flight operating conditions, and after normal engine or auxiliary power unit shutdown, or both.

§ 25.1043

Cooling tests.

(a) General. Compliance with § 25.1041 must be shown by tests, under critical ground, water, and flight operating conditions. For these tests, the following apply:

(1) If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature, the recorded powerplant temperatures must be corrected under paragraphs (c) and (d) of this section.

(2) No corrected temperatures determined under paragraph (a)(1) of this section may exceed established limits.

(3) For reciprocating engines, the fuel used during the cooling tests must be the minimum grade approved for the engines, and the mixture settings must be those normally used in the flight stages for which the cooling tests are conducted. The test procedures must be as prescribed in § 25.1045.

(b) Maximum ambient atmospheric temperature. A maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100 degrees F must be established. The assumed temperature lapse rate is 3.6 degrees F per thousand feet of altitude above sea level until a temperature of −69.7 degrees F is reached, above which altitude the temperature is considered constant at −69.7 degrees F. However, for winterization installations, the applicant may select a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100 degrees F.

(c) Correction factor (except cylinder barrels). Unless a more rational correction applies, temperatures of engine fluids and powerplant components (except cylinder barrels) for which temperature limits are established, must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures. Unless a more rational correction applies, cylinder barrel temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

§ 25.1045

Cooling test procedures.

(a) Compliance with § 25.1041 must be shown for the takeoff, climb, en route, and landing stages of flight that correspond to the applicable performance requirements. The cooling tests must be conducted with the airplane in the configuration, and operating under the conditions, that are critical relative to cooling during each stage of flight. For the cooling tests, a temperature is “stabilized” when its rate of change is less than two degrees F. per minute.

(b) Temperatures must be stabilized under the conditions from which entry is made into each stage of flight being investigated, unless the entry condition normally is not one during which component and the engine fluid temperatures would stabilize (in which case, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow temperatures to reach their natural levels at the time of entry). The takeoff cooling test must be preceded by a period during which the powerplant component and engine fluid temperatures are stabilized with the engines at ground idle.

(c) Cooling tests for each stage of flight must be continued until—

(1) The component and engine fluid temperatures stabilize;

(2) The stage of flight is completed; or

(3) An operating limitation is reached.

(d) For reciprocating engine powered airplanes, it may be assumed, for cooling test purposes, that the takeoff stage of flight is complete when the airplane reaches an altitude of 1,500 feet above the takeoff surface or reaches a point in the takeoff where the transition from the takeoff to the en route configuration is completed and a speed is reached at which compliance with § 25.121(c) is shown, whichever point is at a higher altitude. The airplane must be in the following configuration:

(1) Landing gear retracted.

(2) Wing flaps in the most favorable position.

(3) Cowl flaps (or other means of controlling the engine cooling supply) in the position that provides adequate cooling in the hot-day condition.

(4) Critical engine inoperative and its propeller stopped.

(5) Remaining engines at the maximum continuous power available for the altitude.

(e) For hull seaplanes and amphibians, cooling must be shown during taxiing downwind for 10 minutes, at five knots above step speed.

§ 25.1091

Air induction.

(a) The air induction system for each engine and auxiliary power unit must supply—

(1) The air required by that engine and auxiliary power unit under each operating condition for which certification is requested; and

(2) The air for proper fuel metering and mixture distribution with the induction system valves in any position.

(b) Each reciprocating engine must have an alternate air source that prevents the entry of rain, ice, or any other foreign matter.

(c) Air intakes may not open within the cowling, unless—

(1) That part of the cowling is isolated from the engine accessory section by means of a fireproof diaphragm; or

(2) For reciprocating engines, there are means to prevent the emergence of backfire flames.

(d) For turbine engine powered airplanes and airplanes incorporating auxiliary power units—

(1) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine or auxiliary power unit intake system; and

(2) The airplane must be designed to prevent water or slush on the runway, taxiway, or other airport operating surfaces from being directed into the engine or auxiliary power unit air inlet ducts in hazardous quantities, and the air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing.

(e) If the engine induction system contains parts or components that could be damaged by foreign objects entering the air inlet, it must be shown by tests or, if appropriate, by analysis that the induction system design can withstand the foreign object ingestion test conditions of §§ 33.76, 33.77 and 33.78(a)(1) of this chapter without failure of parts or components that could create a hazard.

§ 25.1093

Induction system icing protection.

(a) Reciprocating engines. Each reciprocating engine air induction system must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30 F., each airplane with altitude engines using—

(1) Conventional venturi carburetors have a preheater that can provide a heat rise of 120 F. with the engine at 60 percent of maximum continuous power; or

(2) Carburetors tending to reduce the probability of ice formation has a preheater that can provide a heat rise of 100 °F. with the engine at 60 percent of maximum continuous power.

(b) Turbine engines. Except as provided in paragraph (b)(3) of this section, each engine, with all icing protection systems operating, must:

(1) Operate throughout its flight power range, including the minimum descent idling speeds, in the icing conditions defined in Appendices C and O of this part, and Appendix D of part 33 of this chapter, and in falling and blowing snow within the limitations established for the airplane for such operation, without the accumulation of ice on the engine, inlet system components, or airframe components that would do any of the following:

(i) Adversely affect installed engine operation or cause a sustained loss of power or thrust; or an unacceptable increase in gas path operating temperature; or an airframe/engine incompatibility; or

(ii) Result in unacceptable temporary power loss or engine damage; or

(iii) Cause a stall, surge, or flameout or loss of engine controllability (for example, rollback).

(2) Operate at ground idle speed for a minimum of 30 minutes on the ground in the following icing conditions shown in Table 1 of this section, unless replaced by similar test conditions that are more critical. These conditions must be demonstrated with the available air bleed for icing protection at its critical condition, without adverse effect, followed by an acceleration to takeoff power or thrust in accordance with the procedures defined in the airplane flight manual. During the idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator. Analysis may be used to show ambient temperatures below the tested temperature are less critical. The applicant must document the engine run-up procedure (including the maximum time interval between run-ups from idle, run-up power setting, and duration at power), the associated minimum ambient temperature, and the maximum time interval. These conditions must be used in the analysis that establishes the airplane operating limitations in accordance with § 25.1521.

(3) For the purposes of this section, the icing conditions defined in appendix O of this part, including the conditions specified in Condition 3 of Table 1 of this section, are not applicable to airplanes with a maximum takeoff weight equal to or greater than 60,000 pounds.

(c) Supercharged reciprocating engines. For each engine having a supercharger to pressurize the air before it enters the carburetor, the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with paragraph (a) of this section if the heat rise utilized is that which will be available, automatically, for the applicable altitude and operating condition because of supercharging.

§ 25.1101

Carburetor air preheater design.

Each carburetor air preheater must be designed and constructed to—

(a) Ensure ventilation of the preheater when the engine is operated in cold air;

(b) Allow inspection of the exhaust manifold parts that it surrounds; and

(c) Allow inspection of critical parts of the preheater itself.

§ 25.1103

Induction system ducts and air duct systems.

(a) Each induction system duct upstream of the first stage of the engine supercharger and of the auxiliary power unit compressor must have a drain to prevent the hazardous accumulation of fuel and moisture in the ground attitude. No drain may discharge where it might cause a fire hazard.

(b) Each induction system duct must be—

(1) Strong enough to prevent induction system failures resulting from normal backfire conditions; and

(2) Fire-resistant if it is in any fire zone for which a fire-extinguishing system is required, except that ducts for auxiliary power units must be fireproof within the auxiliary power unit fire zone.

(c) Each duct connected to components between which relative motion could exist must have means for flexibility.

(d) For turbine engine and auxiliary power unit bleed air duct systems, no hazard may result if a duct failure occurs at any point between the air duct source and the airplane unit served by the air.

(e) Each auxiliary power unit induction system duct must be fireproof for a sufficient distance upstream of the auxiliary power unit compartment to prevent hot gas reverse flow from burning through auxiliary power unit ducts and entering any other compartment or area of the airplane in which a hazard would be created resulting from the entry of hot gases. The materials used to form the remainder of the induction system duct and plenum chamber of the auxiliary power unit must be capable of resisting the maximum heat conditions likely to occur.

(f) Each auxiliary power unit induction system duct must be constructed of materials that will not absorb or trap hazardous quantities of flammable fluids that could be ignited in the event of a surge or reverse flow condition.

§ 25.1105

Induction system screens.

If induction system screens are used—

(a) Each screen must be upstream of the carburetor;

(b) No screen may be in any part of the induction system that is the only passage through which air can reach the engine, unless it can be deiced by heated air;

(c) No screen may be deiced by alcohol alone; and

(d) It must be impossible for fuel to strike any screen.

§ 25.1107

Inter-coolers and after-coolers.

Each inter-cooler and after-cooler must be able to withstand any vibration, inertia, and air pressure load to which it would be subjected in operation.

§ 25.1121

General.

For powerplant and auxiliary power unit installations the following apply:

(a) Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in any personnel compartment. For test purposes, any acceptable carbon monoxide detection method may be used to show the absence of carbon monoxide.

(b) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingement of the fluids or vapors on any part of the exhaust system including shields for the exhaust system.

(c) Each component that hot exhaust gases could strike, or that could be subjected to high temperatures from exhaust system parts, must be fireproof. All exhaust system components must be separated by fireproof shields from adjacent parts of the airplane that are outside the engine and auxiliary power unit compartments.

(d) No exhaust gases may discharge so as to cause a fire hazard with respect to any flammable fluid vent or drain.

(e) No exhaust gases may discharge where they will cause a glare seriously affecting pilot vision at night.

(f) Each exhaust system component must be ventilated to prevent points of excessively high temperature.

(g) Each exhaust shroud must be ventilated or insulated to avoid, during normal operation, a temperature high enough to ignite any flammable fluids or vapors external to the shroud.

§ 25.1123

Exhaust piping.

For powerplant and auxiliary power unit installations, the following apply:

(a) Exhaust piping must be heat and corrosion resistant, and must have provisions to prevent failure due to expansion by operating temperatures.

(b) Piping must be supported to withstand any vibration and inertia loads to which it would be subjected in operation; and

(c) Piping connected to components between which relative motion could exist must have means for flexibility.

§ 25.1125

Exhaust heat exchangers.

For reciprocating engine powered airplanes, the following apply:

(a) Each exhaust heat exchanger must be constructed and installed to withstand each vibration, inertia, and other load to which it would be subjected in operation. In addition—

(1) Each exchanger must be suitable for continued operation at high temperatures and resistant to corrosion from exhaust gases;

(2) There must be means for the inspection of the critical parts of each exchanger;

(3) Each exchanger must have cooling provisions wherever it is subject to contact with exhaust gases; and

(4) No exhaust heat exchanger or muff may have any stagnant areas or liquid traps that would increase the probability of ignition of flammable fluids or vapors that might be present in case of the failure or malfunction of components carrying flammable fluids.

(b) If an exhaust heat exchanger is used for heating ventilating air—

(1) There must be a secondary heat exchanger between the primary exhaust gas heat exchanger and the ventilating air system; or

(2) Other means must be used to preclude the harmful contamination of the ventilating air.

§ 25.1127

Exhaust driven turbo-superchargers.

(a) Each exhaust driven turbo-supercharger must be approved or shown to be suitable for the particular application. It must be installed and supported to ensure safe operation between normal inspections and overhauls. In addition, there must be provisions for expansion and flexibility between exhaust conduits and the turbine.

(b) There must be provisions for lubricating the turbine and for cooling turbine parts where temperatures are critical.

(c) If the normal turbo-supercharger control system malfunctions, the turbine speed may not exceed its maximum allowable value. Except for the waste gate operating components, the components provided for meeting this requirement must be independent of the normal turbo-supercharger controls.

§ 25.1141

Powerplant controls: general.

Each powerplant control must be located, arranged, and designed under §§ 25.777 through 25.781 and marked under § 25.1555. In addition, it must meet the following requirements:

(a) Each control must be located so that it cannot be inadvertently operated by persons entering, leaving, or moving normally in, the cockpit.

(b) Each flexible control must be approved or must be shown to be suitable for the particular application.

(c) Each control must have sufficient strength and rigidity to withstand operating loads without failure and without excessive deflection.

(d) Each control must be able to maintain any set position without constant attention by flight crewmembers and without creep due to control loads or vibration.

(e) The portion of each powerplant control located in a designated fire zone that is required to be operated in the event of fire must be at least fire resistant.

(f) For powerplant valve controls located in the flight deck there must be a means:

(1) For the flightcrew to select each intended position or function of the valve; and

(2) To indicate to the flightcrew:

(i) The selected position or function of the valve; and

(ii) When the valve has not responded as intended to the selected position or function.

§ 25.1142

Auxiliary power unit controls.

Means must be provided on the flight deck for starting, stopping, and emergency shutdown of each installed auxiliary power unit.

§ 25.1143

Engine controls.

(a) There must be a separate power or thrust control for each engine.

(b) Power and thrust controls must be arranged to allow—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(c) Each power and thrust control must provide a positive and immediately responsive means of controlling its engine.

(d) For each fluid injection (other than fuel) system and its controls not provided and approved as part of the engine, the applicant must show that the flow of the injection fluid is adequately controlled.

(e) If a power or thrust control incorporates a fuel shutoff feature, the control must have a means to prevent the inadvertent movement of the control into the shutoff position. The means must—

(1) Have a positive lock or stop at the idle position; and

(2) Require a separate and distinct operation to place the control in the shutoff position.

§ 25.1145

Ignition switches.

(a) Ignition switches must control each engine ignition circuit on each engine.

(b) There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control.

(c) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operation.

§ 25.1147

Mixture controls.

(a) If there are mixture controls, each engine must have a separate control. The controls must be grouped and arranged to allow—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(b) Each intermediate position of the mixture controls that corresponds to a normal operating setting must be identifiable by feel and sight.

(c) The mixture controls must be accessible to both pilots. However, if there is a separate flight engineer station with a control panel, the controls need be accessible only to the flight engineer.

§ 25.1149

Propeller speed and pitch controls.

(a) There must be a separate propeller speed and pitch control for each propeller.

(b) The controls must be grouped and arranged to allow—

(1) Separate control of each propeller; and

(2) Simultaneous control of all propellers.

(c) The controls must allow synchronization of all propellers.

(d) The propeller speed and pitch controls must be to the right of, and at least one inch below, the pilot's throttle controls.

§ 25.1153

Propeller feathering controls.

(a) There must be a separate propeller feathering control for each propeller. The control must have means to prevent its inadvertent operation.

(b) If feathering is accomplished by movement of the propeller pitch or speed control lever, there must be means to prevent the inadvertent movement of this lever to the feathering position during normal operation.

§ 25.1155

Reverse thrust and propeller pitch settings below the flight regime.

Each control for reverse thrust and for propeller pitch settings below the flight regime must have means to prevent its inadvertent operation. The means must have a positive lock or stop at the flight idle position and must require a separate and distinct operation by the crew to displace the control from the flight regime (forward thrust regime for turbojet powered airplanes).

§ 25.1157

Carburetor air temperature controls.

There must be a separate carburetor air temperature control for each engine.

§ 25.1159

Supercharger controls.

Each supercharger control must be accessible to the pilots or, if there is a separate flight engineer station with a control panel, to the flight engineer.

§ 25.1161

Fuel jettisoning system controls.

Each fuel jettisoning system control must have guards to prevent inadvertent operation. No control may be near any fire extinguisher control or other control used to combat fire.

§ 25.1163

Powerplant accessories.

(a) Each engine mounted accessory must—

(1) Be approved for mounting on the engine involved;

(2) Use the provisions on the engine for mounting; and

(3) Be sealed to prevent contamination of the engine oil system and the accessory system.

(b) Electrical equipment subject to arcing or sparking must be installed to minimize the probability of contact with any flammable fluids or vapors that might be present in a free state.

(c) If continued rotation of an engine-driven cabin supercharger or of any remote accessory driven by the engine is hazardous if malfunctioning occurs, there must be means to prevent rotation without interfering with the continued operation of the engine.

§ 25.1165

Engine ignition systems.

(a) Each battery ignition system must be supplemented by a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.

(b) The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw electrical energy from the same source.

(c) The design of the engine ignition system must account for—

(1) The condition of an inoperative generator;

(2) The condition of a completely depleted battery with the generator running at its normal operating speed; and

(3) The condition of a completely depleted battery with the generator operating at idling speed, if there is only one battery.

(d) Magneto ground wiring (for separate ignition circuits) that lies on the engine side of the fire wall, must be installed, located, or protected, to minimize the probability of simultaneous failure of two or more wires as a result of mechanical damage, electrical faults, or other cause.

(e) No ground wire for any engine may be routed through a fire zone of another engine unless each part of that wire within that zone is fireproof.

(f) Each ignition system must be independent of any electrical circuit, not used for assisting, controlling, or analyzing the operation of that system.

(g) There must be means to warn appropriate flight crewmembers if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition.

(h) Each engine ignition system of a turbine powered airplane must be considered an essential electrical load.

§ 25.1167

Accessory gearboxes.

For airplanes equipped with an accessory gearbox that is not certificated as part of an engine—

(a) The engine with gearbox and connecting transmissions and shafts attached must be subjected to the tests specified in § 33.49 or § 33.87 of this chapter, as applicable;

(b) The accessory gearbox must meet the requirements of §§ 33.25 and 33.53 or 33.91 of this chapter, as applicable; and

(c) Possible misalignments and torsional loadings of the gearbox, transmission, and shaft system, expected to result under normal operating conditions must be evaluated.

§ 25.1181

Designated fire zones; regions included.

(a) Designated fire zones are—

(1) The engine power section;

(2) The engine accessory section;

(3) Except for reciprocating engines, any complete powerplant compartment in which no isolation is provided between the engine power section and the engine accessory section;

(4) Any auxiliary power unit compartment;

(5) Any fuel-burning heater and other combustion equipment installation described in § 25.859;

(6) The compressor and accessory sections of turbine engines; and

(7) Combustor, turbine, and tailpipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases.

(b) Each designated fire zone must meet the requirements of §§ 25.863, 25.865, 25.867, 25.869, and 25.1185 through 25.1203.

§ 25.1182

Nacelle areas behind firewalls, and engine pod attaching structures containing flammable fluid lines.

(a) Each nacelle area immediately behind the firewall, and each portion of any engine pod attaching structure containing flammable fluid lines, must meet each requirement of §§ 25.1103(b), 25.1165 (d) and (e), 25.1183, 25.1185(c), 25.1187, 25.1189, and 25.1195 through 25.1203, including those concerning designated fire zones. However, engine pod attaching structures need not contain fire detection or extinguishing means.

(b) For each area covered by paragraph (a) of this section that contains a retractable landing gear, compliance with that paragraph need only be shown with the landing gear retracted.

§ 25.1183

Flammable fluid-carrying components.

(a) Except as provided in paragraph (b) of this section, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions, and each component which conveys or contains flammable fluid in a designated fire zone must be fire resistant, except that flammable fluid tanks and supports in a designated fire zone must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non-fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located to safeguard against the ignition of leaking flammable fluid. An integral oil sump of less than 25-quart capacity on a reciprocating engine need not be fireproof nor be enclosed by a fireproof shield.

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

(1) Lines, fittings, and components which are already approved as part of a type certificated engine; and

(2) Vent and drain lines, and their fittings, whose failure will not result in, or add to, a fire hazard.

(c) All components, including ducts, within a designated fire zone must be fireproof if, when exposed to or damaged by fire, they could—

(1) Result in fire spreading to other regions of the airplane; or

(2) Cause unintentional operation of, or inability to operate, essential services or equipment.

§ 25.1185

Flammable fluids.

(a) Except for the integral oil sumps specified in § 25.1183(a), no tank or reservoir that is a part of a system containing flammable fluids or gases may be in a designated fire zone unless the fluid contained, the design of the system, the materials used in the tank, the shut-off means, and all connections, lines, and control provide a degree of safety equal to that which would exist if the tank or reservoir were outside such a zone.

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

(c) Absorbent materials close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids.

§ 25.1187

Drainage and ventilation of fire zones.

(a) There must be complete drainage of each part of each designated fire zone to minimize the hazards resulting from failure or malfunctioning of any component containing flammable fluids. The drainage means must be—

(1) Effective under conditions expected to prevail when drainage is needed; and

(2) Arranged so that no discharged fluid will cause an additional fire hazard.

(b) Each designated fire zone must be ventilated to prevent the accumulation of flammable vapors.

(c) No ventilation opening may be where it would allow the entry of flammable fluids, vapors, or flame from other zones.

(d) Each ventilation means must be arranged so that no discharged vapors will cause an additional fire hazard.

(e) Unless the extinguishing agent capacity and rate of discharge are based on maximum air flow through a zone, there must be means to allow the crew to shut off sources of forced ventilation to any fire zone except the engine power section of the nacelle and the combustion heater ventilating air ducts.

§ 25.1189

Shutoff means.

(a) Each engine installation and each fire zone specified in § 25.1181(a)(4) and (5) must have a means to shut off or otherwise prevent hazardous quantities of fuel, oil, deicer, and other flammable fluids, from flowing into, within, or through any designated fire zone, except that shutoff means are not required for—

(1) Lines, fittings, and components forming an integral part of an engine; and

(2) Oil systems for turbine engine installations in which all components of the system in a designated fire zone, including oil tanks, are fireproof or located in areas not subject to engine fire conditions.

(b) The closing of any fuel shutoff valve for any engine may not make fuel unavailable to the remaining engines.

(c) Operation of any shutoff may not interfere with the later emergency operation of other equipment, such as the means for feathering the propeller.

(d) Each flammable fluid shutoff means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect its operation.

(e) No hazardous quantity of flammable fluid may drain into any designated fire zone after shutoff.

(f) There must be means to guard against inadvertent operation of the shutoff means and to make it possible for the crew to reopen the shutoff means in flight after it has been closed.

(g) Each tank-to-engine shutoff valve must be located so that the operation of the valve will not be affected by powerplant or engine mount structural failure.

(h) Each shutoff valve must have a means to relieve excessive pressure accumulation unless a means for pressure relief is otherwise provided in the system.

§ 25.1191

Firewalls.

(a) Each engine, auxiliary power unit, fuel-burning heater, other combustion equipment intended for operation in flight, and the combustion, turbine, and tailpipe sections of turbine engines, must be isolated from the rest of the airplane by firewalls, shrouds, or equivalent means.

(b) Each firewall and shroud must be—

(1) Fireproof;

(2) Constructed so that no hazardous quantity of air, fluid, or flame can pass from the compartment to other parts of the airplane;

(3) Constructed so that each opening is sealed with close fitting fireproof grommets, bushings, or firewall fittings; and

(4) Protected against corrosion.

§ 25.1192

Engine accessory section diaphragm.

For reciprocating engines, the engine power section and all portions of the exhaust system must be isolated from the engine accessory compartment by a diaphragm that complies with the firewall requirements of § 25.1191.

§ 25.1193

Cowling and nacelle skin.

(a) Each cowling must be constructed and supported so that it can resist any vibration, inertia, and air load to which it may be subjected in operation.

(b) Cowling must meet the drainage and ventilation requirements of § 25.1187.

(c) On airplanes with a diaphragm isolating the engine power section from the engine accessory section, each part of the accessory section cowling subject to flame in case of fire in the engine power section of the powerplant must—

(1) Be fireproof; and

(2) Meet the requirements of § 25.1191.

(d) Each part of the cowling subject to high temperatures due to its nearness to exhaust system parts or exhaust gas impingement must be fireproof.

(e) Each airplane must—

(1) Be designed and constructed so that no fire originating in any fire zone can enter, either through openings or by burning through external skin, any other zone or region where it would create additional hazards;

(2) Meet paragraph (e)(1) of this section with the landing gear retracted (if applicable); and

(3) Have fireproof skin in areas subject to flame if a fire starts in the engine power or accessory sections.

§ 25.1195

Fire extinguishing systems.

(a) Except for combustor, turbine, and tail pipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases for which it is shown that a fire originating in these sections can be controlled, there must be a fire extinguisher system serving each designated fire zone.

(b) The fire extinguishing system, the quantity of the extinguishing agent, the rate of discharge, and the discharge distribution must be adequate to extinguish fires. It must be shown by either actual or simulated flights tests that under critical airflow conditions in flight the discharge of the extinguishing agent in each designated fire zone specified in paragraph (a) of this section will provide an agent concentration capable of extinguishing fires in that zone and of minimizing the probability of reignition. An individual “one-shot” system may be used for auxiliary power units, fuel burning heaters, and other combustion equipment. For each other designated fire zone, two discharges must be provided each of which produces adequate agent concentration.

(c) The fire extinguishing system for a nacelle must be able to simultaneously protect each zone of the nacelle for which protection is provided.

§ 25.1197

Fire extinguishing agents.

(a) Fire extinguishing agents must—

(1) Be capable of extinguishing flames emanating from any burning of fluids or other combustible materials in the area protected by the fire extinguishing system; and

(2) Have thermal stability over the temperature range likely to be experienced in the compartment in which they are stored.

(b) If any toxic extinguishing agent is used, provisions must be made to prevent harmful concentrations of fluid or fluid vapors (from leakage during normal operation of the airplane or as a result of discharging the fire extinguisher on the ground or in flight) from entering any personnel compartment, even though a defect may exist in the extinguishing system. This must be shown by test except for built-in carbon dioxide fuselage compartment fire extinguishing systems for which—

(1) Five pounds or less of carbon dioxide will be discharged, under established fire control procedures, into any fuselage compartment; or

(2) There is protective breathing equipment for each flight crewmember on flight deck duty.

§ 25.1199

Extinguishing agent containers.

(a) Each extinguishing agent container must have a pressure relief to prevent bursting of the container by excessive internal pressures.

(b) The discharge end of each discharge line from a pressure relief connection must be located so that discharge of the fire extinguishing agent would not damage the airplane. The line must also be located or protected to prevent clogging caused by ice or other foreign matter.

(c) There must be a means for each fire extinguishing agent container to indicate that the container has discharged or that the charging pressure is below the established minimum necessary for proper functioning.

(d) The temperature of each container must be maintained, under intended operating conditions, to prevent the pressure in the container from—

(1) Falling below that necessary to provide an adequate rate of discharge; or

(2) Rising high enough to cause premature discharge.

(e) If a pyrotechnic capsule is used to discharge the extinguishing agent, each container must be installed so that temperature conditions will not cause hazardous deterioration of the pyrotechnic capsule.

§ 25.1201

Fire extinguishing system materials.

(a) No material in any fire extinguishing system may react chemically with any extinguishing agent so as to create a hazard.

(b) Each system component in an engine compartment must be fireproof.

§ 25.1203

Fire detector system.

(a) There must be approved, quick acting fire or overheat detectors in each designated fire zone, and in the combustion, turbine, and tailpipe sections of turbine engine installations, in numbers and locations ensuring prompt detection of fire in those zones.

(b) Each fire detector system must be constructed and installed so that—

(1) It will withstand the vibration, inertia, and other loads to which it may be subjected in operation;

(2) There is a means to warn the crew in the event that the sensor or associated wiring within a designated fire zone is severed at one point, unless the system continues to function as a satisfactory detection system after the severing; and

(3) There is a means to warn the crew in the event of a short circuit in the sensor or associated wiring within a designated fire zone, unless the system continues to function as a satisfactory detection system after the short circuit.

(c) No fire or overheat detector may be affected by any oil, water, other fluids or fumes that might be present.

(d) There must be means to allow the crew to check, in flight, the functioning of each fire or overheat detector electric circuit.

(e) Components of each fire or overheat detector system in a fire zone must be fire-resistant.

(f) No fire or overheat detector system component for any fire zone may pass through another fire zone, unless—

(1) It is protected against the possibility of false warnings resulting from fires in zones through which it passes; or

(2) Each zone involved is simultaneously protected by the same detector and extinguishing system.

(g) Each fire detector system must be constructed so that when it is in the configuration for installation it will not exceed the alarm activation time approved for the detectors using the response time criteria specified in the appropriate Technical Standard Order for the detector.

(h) EWIS for each fire or overheat detector system in a fire zone must meet the requirements of § 25.1731.

§ 25.1207

Compliance.

Unless otherwise specified, compliance with the requirements of §§ 25.1181 through 25.1203 must be shown by a full scale fire test or by one or more of the following methods:

(a) Tests of similar powerplant configurations;

(b) Tests of components;

(c) Service experience of aircraft with similar powerplant configurations;

(d) Analysis.

§ 25.1301

Function and installation.

Each item of installed equipment must—

(a) Be of a kind and design appropriate to its intended function;

(b) Be labeled as to its identification, function, or operating limitations, or any applicable combination of these factors; and

(c) Be installed according to limitations specified for that equipment.

§ 25.1302

Installed systems and equipment for use by the flightcrew.

This section applies to installed systems and equipment intended for flightcrew members' use in operating the airplane from their normally seated positions on the flight deck. The applicant must show that these systems and installed equipment, individually and in combination with other such systems and equipment, are designed so that qualified flightcrew members trained in their use can safely perform all of the tasks associated with the systems' and equipment's intended functions. Such installed equipment and systems must meet the following requirements:

(a) Flight deck controls must be installed to allow accomplishment of all the tasks required to safely perform the equipment's intended function, and information must be provided to the flightcrew that is necessary to accomplish the defined tasks.

(b) Flight deck controls and information intended for the flightcrew's use must:

(1) Be provided in a clear and unambiguous manner at a resolution and precision appropriate to the task;

(2) Be accessible and usable by the flightcrew in a manner consistent with the urgency, frequency, and duration of their tasks; and

(3) Enable flightcrew awareness, if awareness is required for safe operation, of the effects on the airplane or systems resulting from flightcrew actions.

(c) Operationally-relevant behavior of the installed equipment must be:

(1) Predictable and unambiguous; and

(2) Designed to enable the flightcrew to intervene in a manner appropriate to the task.

(d) To the extent practicable, installed equipment must incorporate means to enable the flightcrew to manage errors resulting from the kinds of flightcrew interactions with the equipment that can be reasonably expected in service. This paragraph does not apply to any of the following:

(2) Errors that result from decisions, actions, or omissions committed with malicious intent;

(3) Errors arising from a crewmember's reckless decisions, actions, or omissions reflecting a substantial disregard for safety; and

(4) Errors resulting from acts or threats of violence, including actions taken under duress.

§ 25.1303

Flight and navigation instruments.

(a) The following flight and navigation instruments must be installed so that the instrument is visible from each pilot station:

(1) A free air temperature indicator or an air-temperature indicator which provides indications that are convertible to free-air temperature.

(2) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

(3) A direction indicator (nonstabilized magnetic compass).

(b) The following flight and navigation instruments must be installed at each pilot station:

(1) An airspeed indicator. If airspeed limitations vary with altitude, the indicator must have a maximum allowable airspeed indicator showing the variation of V MO with altitude.

(2) An altimeter (sensitive).

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

(4) A gyroscopic rate-of-turn indicator combined with an integral slip- skid indicator (turn-and-bank indicator) except that only a slip-skid indicator is required on large airplanes with a third attitude instrument system useable through flight attitudes of 360° of pitch and roll and installed in accordance with § 121.305(k) of this title.

(5) A bank and pitch indicator (gyroscopically stabilized).

(6) A direction indicator (gyroscopically stabilized, magnetic or nonmagnetic).

(c) The following flight and navigation instruments are required as prescribed in this paragraph:

(1) A speed warning device is required for turbine engine powered airplanes and for airplanes with V MO /M MO greater than 0.8 V DF /M DF or 0.8 V D /M D . The speed warning device must give effective aural warning (differing distinctively from aural warnings used for other purposes) to the pilots, whenever the speed exceeds V MO plus 6 knots or M MO + 0.01. The upper limit of the production tolerance for the warning device may not exceed the prescribed warning speed.

(2) A machmeter is required at each pilot station for airplanes with compressibility limitations not otherwise indicated to the pilot by the airspeed indicating system required under paragraph (b)(1) of this section.

§ 25.1305

Powerplant instruments.

The following are required powerplant instruments:

(a) For all airplanes. (1) A fuel pressure warning means for each engine, or a master warning means for all engines with provision for isolating the individual warning means from the master warning means.

(2) A fuel quantity indicator for each fuel tank.

(3) An oil quantity indicator for each oil tank.

(4) An oil pressure indicator for each independent pressure oil system of each engine.

(5) An oil pressure warning means for each engine, or a master warning means for all engines with provision for isolating the individual warning means from the master warning means.

(6) An oil temperature indicator for each engine.

(7) Fire-warning devices that provide visual and audible warning.

(8) An augmentation liquid quantity indicator (appropriate for the manner in which the liquid is to be used in operation) for each tank.

(b) For reciprocating engine-powered airplanes. In addition to the powerplant instruments required by paragraph (a) of this section, the following powerplant instruments are required:

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

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

(3) A manifold pressure indicator for each engine.

(4) A fuel pressure indicator (to indicate the pressure at which the fuel is supplied) for each engine.

(5) A fuel flowmeter, or fuel mixture indicator, for each engine without an automatic altitude mixture control.

(6) A tachometer for each engine.

(7) A device that indicates, to the flight crew (during flight), any change in the power output, for each engine with—

(i) An automatic propeller feathering system, whose operation is initiated by a power output measuring system; or

(ii) A total engine piston displacement of 2,000 cubic inches or more.

(8) A means to indicate to the pilot when the propeller is in reverse pitch, for each reversing propeller.

(c) For turbine engine-powered airplanes. In addition to the powerplant instruments required by paragraph (a) of this section, the following powerplant instruments are required:

(1) A gas temperature indicator for each engine.

(2) A fuel flowmeter indicator for each engine.

(3) A tachometer (to indicate the speed of the rotors with established limiting speeds) for each engine.

(4) A means to indicate, to the flight crew, the operation of each engine starter that can be operated continuously but that is neither designed for continuous operation nor designed to prevent hazard if it failed.

(5) An indicator to indicate the functioning of the powerplant ice protection system for each engine.

(6) An indicator for the fuel strainer or filter required by § 25.997 to indicate the occurrence of contamination of the strainer or filter before it reaches the capacity established in accordance with § 25.997(d).

(7) A warning means for the oil strainer or filter required by § 25.1019, if it has no bypass, to warn the pilot of the occurrence of contamination of the strainer or filter screen before it reaches the capacity established in accordance with § 25.1019(a)(2).

(8) An indicator to indicate the proper functioning of any heater used to prevent ice clogging of fuel system components.

(d) For turbojet engine powered airplanes. In addition to the powerplant instruments required by paragraphs (a) and (c) of this section, the following powerplant instruments are required:

(1) An indicator to indicate thrust, or a parameter that is directly related to thrust, to the pilot. The indication must be based on the direct measurement of thrust or of parameters that are directly related to thrust. The indicator must indicate a change in thrust resulting from any engine malfunction, damage, or deterioration.

(2) A position indicating means to indicate to the flightcrew when the thrust reversing device—

(i) Is not in the selected position, and

(ii) Is in the reverse thrust position, for each engine using a thrust reversing device.

(3) An indicator to indicate rotor system unbalance.

(e) For turbopropeller-powered airplanes. In addition to the powerplant instruments required by paragraphs (a) and (c) of this section, the following powerplant instruments are required:

(1) A torque indicator for each engine.

(2) Position indicating means to indicate to the flight crew when the propeller blade angle is below the flight low pitch position, for each propeller.

(f) For airplanes equipped with fluid systems (other than fuel) for thrust or power augmentation, an approved means must be provided to indicate the proper functioning of that system to the flight crew.

§ 25.1307

Miscellaneous equipment.

The following is required miscellaneous equipment:

(a) [Reserved]

(b) Two or more independent sources of electrical energy.

(c) Electrical protective devices, as prescribed in this part.

(d) Two systems for two-way radio communications, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.

(e) Two systems for radio navigation, with controls for each accessible from each pilot station, designed and installed so that failure of one system will not preclude operation of the other system. The use of a common antenna system is acceptable if adequate reliability is shown.

§ 25.1309

Equipment, systems, and installations.

The requirements of this section, except as identified below, apply to any equipment or system as installed on the airplane. Although this section does not apply to the performance and flight characteristic requirements of subpart B of this part, or to the structural requirements of subparts C and D of this part, it does apply to any system on which compliance with any of those requirements is dependent. Section 25.1309(b) does not apply to the flight control jam conditions addressed by § 25.671(c)(3); single failures in the brake system addressed by § 25.735(b)(1); the failure conditions addressed by §§ 25.810(a)(1)(v) and 25.812; uncontained engine rotor failure, engine case rupture, or engine case burn-through failures addressed by §§ 25.903(d)(1) and 25.1193 and part 33 of this chapter; and propeller debris release failures addressed by § 25.905(d) and part 35 of this chapter.

(a) The airplane's equipment and systems must be designed and installed so that:

(1) The equipment and systems required for type certification or by operating rules, or whose improper functioning would reduce safety, perform as intended under the airplane operating and environmental conditions; and

(2) Other equipment and systems, functioning normally or abnormally, do not adversely affect the safety of the airplane or its occupants or the proper functioning of the equipment and systems addressed by paragraph (a)(1) of this section.

(b) The airplane systems and associated components, evaluated separately and in relation to other systems, must be designed and installed so that they meet all of the following requirements:

(1) Each catastrophic failure condition—

(i) Must be extremely improbable; and

(ii) Must not result from a single failure.

(2) Each hazardous failure condition must be extremely remote.

(3) Each major failure condition must be remote.

(4) Each significant latent failure must be eliminated as far as practical, or, if not practical to eliminate, the latency of the significant latent failure must be minimized. However, the requirements of the previous sentence do not apply if the associated system meets the requirements of paragraphs (b)(1) and (b)(2) of this section, assuming the significant latent failure has occurred.

(5) For each catastrophic failure condition that results from two failures, either of which could be latent for more than one flight, the applicant must show that—

(i) It is impractical to provide additional fault tolerance; and

(ii) Given the occurrence of any single latent failure, the residual average probability of the catastrophic failure condition due to all subsequent active failures is remote; and

(iii) The sum of the probabilities of the latent failures that are combined with each active failure does not exceed 1/1000.

(c) The airplane and systems must provide information concerning unsafe system operating conditions to the flightcrew to enable them to take appropriate corrective action in a timely manner. Systems and controls, including information, indications, and annunciations, must be designed to minimize flightcrew errors that could create additional hazards.

(d) [Reserved]

(e) The applicant must establish certification maintenance requirements as necessary to prevent the development of the failure conditions described in paragraph (b) of this section. These requirements must be included in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 25.1529.

§ 25.1310

Power source capacity and distribution.

(a) Each installation whose functioning is required for type certification or under operating rules and that requires a power supply is an “essential load” on the power supply. The power sources and the system must be able to supply the following power loads in probable operating combinations and for probable durations:

(1) Loads connected to the system with the system functioning normally.

(2) Essential loads, after failure of any one prime mover, power converter, or energy storage device.

(3) Essential loads after failure of—

(i) Any one engine on two-engine airplanes; and

(ii) Any two engines on airplanes with three or more engines.

(4) Essential loads for which an alternate source of power is required, after any failure or malfunction in any one power supply system, distribution system, or other utilization system.

(b) In determining compliance with paragraphs (a)(2) and (3) of this section, the power loads may be assumed to be reduced under a monitoring procedure consistent with safety in the kinds of operation authorized. Loads not required in controlled flight need not be considered for the two-engine-inoperative condition on airplanes with three or more engines.

§ 25.1316

Electrical and electronic system lightning protection.

(a) Each electrical and electronic system that performs a function, for which failure would prevent the continued safe flight and landing of the airplane, must be designed and installed so that—

(1) The function is not adversely affected during and after the time the airplane is exposed to lightning; and

(2) The system automatically recovers normal operation of that function in a timely manner after the airplane is exposed to lightning.

(b) Each electrical and electronic system that performs a function, for which failure would reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so that the function recovers normal operation in a timely manner after the airplane is exposed to lightning.

§ 25.1317

High-intensity Radiated Fields (HIRF) Protection.

(a) Except as provided in paragraph (d) of this section, each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the airplane must be designed and installed so that—

(1) The function is not adversely affected during and after the time the airplane is exposed to HIRF environment I, as described in appendix L to this part;

(2) The system automatically recovers normal operation of that function, in a timely manner, after the airplane is exposed to HIRF environment I, as described in appendix L to this part, unless the system's recovery conflicts with other operational or functional requirements of the system; and

(3) The system is not adversely affected during and after the time the airplane is exposed to HIRF environment II, as described in appendix L to this part.

(b) Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 1 or 2, as described in appendix L to this part.

(c) Each electrical and electronic system that performs a function whose failure would reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing the function is exposed to equipment HIRF test level 3, as described in appendix L to this part.

(d) Before December 1, 2012, an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of an airplane may be designed and installed without meeting the provisions of paragraph (a) provided—

(1) The system has previously been shown to comply with special conditions for HIRF, prescribed under § 21.16, issued before December 1, 2007;

(2) The HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated; and

(3) The data used to demonstrate compliance with the special conditions is provided.

§ 25.1321

Arrangement and visibility.

(a) Each flight, navigation, and powerplant instrument for use by any pilot must be plainly visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path.

(b) The flight instruments required by § 25.1303 must be grouped on the instrument panel and centered as nearly as practicable about the vertical plane of the pilot's forward vision. In addition—

(1) The instrument that most effectively indicates attitude must be on the panel in the top center position;

(2) The instrument that most effectively indicates airspeed must be adjacent to and directly to the left of the instrument in the top center position:

(3) The instrument that most effectively indicates altitude must be adjacent to and directly to the right of the instrument in the top center position; and

(4) The instrument that most effectively indicates direction of flight must be adjacent to and directly below the instrument in the top center position.

(c) Required powerplant instruments must be closely grouped on the instrument panel. In addition—

(1) The location of identical powerplant instruments for the engines must prevent confusion as to which engine each instrument relates; and

(2) Powerplant instruments vital to the safe operation of the airplane must be plainly visible to the appropriate crewmembers.

(d) Instrument panel vibration may not damage or impair the accuracy of any instrument.

(e) If a visual indicator is provided to indicate malfunction of an instrument, it must be effective under all probable cockpit lighting conditions.

§ 25.1322

Flightcrew alerting.

(a) Flightcrew alerts must:

(1) Provide the flightcrew with the information needed to:

(i) Identify non-normal operation or airplane system conditions, and

(ii) Determine the appropriate actions, if any.

(2) Be readily and easily detectable and intelligible by the flightcrew under all foreseeable operating conditions, including conditions where multiple alerts are provided.

(3) Be removed when the alerting condition no longer exists.

(b) Alerts must conform to the following prioritization hierarchy based on the urgency of flightcrew awareness and response.

(1) Warning: For conditions that require immediate flightcrew awareness and immediate flightcrew response.

(2) Caution: For conditions that require immediate flightcrew awareness and subsequent flightcrew response.

(3) Advisory: For conditions that require flightcrew awareness and may require subsequent flightcrew response.

(c) Warning and caution alerts must:

(1) Be prioritized within each category, when necessary.

(2) Provide timely attention-getting cues through at least two different senses by a combination of aural, visual, or tactile indications.

(3) Permit each occurrence of the attention-getting cues required by paragraph (c)(2) of this section to be acknowledged and suppressed, unless they are required to be continuous.

(d) The alert function must be designed to minimize the effects of false and nuisance alerts. In particular, it must be designed to:

(1) Prevent the presentation of an alert that is inappropriate or unnecessary.

(2) Provide a means to suppress an attention-getting component of an alert caused by a failure of the alerting function that interferes with the flightcrew's ability to safely operate the airplane. This means must not be readily available to the flightcrew so that it could be operated inadvertently or by habitual reflexive action. When an alert is suppressed, there must be a clear and unmistakable annunciation to the flightcrew that the alert has been suppressed.

(e) Visual alert indications must:

(1) Conform to the following color convention:

(i) Red for warning alert indications.

(ii) Amber or yellow for caution alert indications.

(iii) Any color except red or green for advisory alert indications.

(2) Use visual coding techniques, together with other alerting function elements on the flight deck, to distinguish between warning, caution, and advisory alert indications, if they are presented on monochromatic displays that are not capable of conforming to the color convention in paragraph (e)(1) of this section.

(f) Use of the colors red, amber, and yellow on the flight deck for functions other than flightcrew alerting must be limited and must not adversely affect flightcrew alerting.

§ 25.1323

Airspeed indicating system.

For each airspeed indicating system, the following apply:

(a) Each airspeed indicating instrument must be approved and must be calibrated to indicate true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied.

(b) Each system must be calibrated to determine the system error (that is, the relation between IAS and CAS) in flight and during the accelerated takeoff ground run. The ground run calibration must be determined—

(1) From 0.8 of the minimum value of V 1 to the maximum value of V 2 , considering the approved ranges of altitude and weight; and

(2) With the flaps and power settings corresponding to the values determined in the establishment of the takeoff path under § 25.111 assuming that the critical engine fails at the minimum value of V 1 .

(c) The airspeed error of the installation, excluding the airspeed indicator instrument calibration error, may not exceed three percent or five knots, whichever is greater, throughout the speed range, from—

(1) V MO to 1.23 V SR 1 , with flaps retracted; and

(2) 1.23 V SR 0 to V FE with flaps in the landing position.

(d) From 1.23 V SR to the speed at which stall warning begins, the IAS must change perceptibly with CAS and in the same sense, and at speeds below stall warning speed the IAS must not change in an incorrect sense.

(e) From V MO to V MO + 2/3 (V DF − V MO ), the IAS must change perceptibly with CAS and in the same sense, and at higher speeds up to V DF the IAS must not change in an incorrect sense.

(f) There must be no indication of airspeed that would cause undue difficulty to the pilot during the takeoff between the initiation of rotation and the achievement of a steady climbing condition.

(g) The effects of airspeed indicating system lag may not introduce significant takeoff indicated airspeed bias, or significant errors in takeoff or accelerate-stop distances.

(h) Each system must be arranged, so far as practicable, to prevent malfunction or serious error due to the entry of moisture, dirt, or other substances.

(i) Each system must have a heated pitot tube or an equivalent means of preventing malfunction in the heavy rain conditions defined in Table 1 of this section; mixed phase and ice crystal conditions as defined in part 33, Appendix D, of this chapter; the icing conditions defined in Appendix C of this part; and the following icing conditions specified in Appendix O of this part:

(1) For airplanes certificated in accordance with § 25.1420(a)(1), the icing conditions that the airplane is certified to safely exit following detection.

(2) For airplanes certificated in accordance with § 25.1420(a)(2), the icing conditions that the airplane is certified to safely operate in and the icing conditions that the airplane is certified to safely exit following detection.

(3) For airplanes certificated in accordance with § 25.1420(a)(3) and for airplanes not subject to § 25.1420, all icing conditions.

(j) Where duplicate airspeed indicators are required, their respective pitot tubes must be far enough apart to avoid damage to both tubes in a collision with a bird.

§ 25.1324

Angle of attack system.

Each angle of attack system sensor must be heated or have an equivalent means of preventing malfunction in the heavy rain conditions defined in Table 1 of § 25.1323, the mixed phase and ice crystal conditions as defined in part 33, Appendix D, of this chapter, the icing conditions defined in Appendix C of this part, and the following icing conditions specified in Appendix O of this part:

(a) For airplanes certificated in accordance with § 25.1420(a)(1), the icing conditions that the airplane is certified to safely exit following detection.

(b) For airplanes certificated in accordance with § 25.1420(a)(2), the icing conditions that the airplane is certified to safely operate in and the icing conditions that the airplane is certified to safely exit following detection.

(c) For airplanes certificated in accordance with § 25.1420(a)(3) and for airplanes not subject to § 25.1420, all icing conditions.

§ 25.1325

Static pressure systems.

(a) Each instrument with static air case connections must be vented to the outside atmosphere through an appropriate piping system.

(b) Each static port must be designed and located so that:

(1) The static pressure system performance is least affected by airflow variation, or by moisture or other foreign matter; and

(2) The correlation between air pressure in the static pressure system and true ambient atmospheric static pressure is not changed when the airplane is exposed to the icing conditions defined in Appendix C of this part, and the following icing conditions specified in Appendix O of this part:

(i) For airplanes certificated in accordance with § 25.1420(a)(1), the icing conditions that the airplane is certified to safely exit following detection.

(ii) For airplanes certificated in accordance with § 25.1420(a)(2), the icing conditions that the airplane is certified to safely operate in and the icing conditions that the airplane is certified to safely exit following detection.

(iii) For airplanes certificated in accordance with § 25.1420(a)(3) and for airplanes not subject to § 25.1420, all icing conditions.

(c) The design and installation of the static pressure system must be such that—

(1) Positive drainage of moisture is provided; chafing of the tubing and excessive distortion or restriction at bends in the tubing is avoided; and the materials used are durable, suitable for the purpose intended, and protected against corrosion; and

(2) It is airtight except for the port into the atmosphere. A proof test must be conducted to demonstrate the integrity of the static pressure system in the following manner:

(i) Unpressurized airplanes. Evacuate the static pressure system to a pressure differential of approximately 1 inch of mercury or to a reading on the altimeter, 1,000 feet above the airplane elevation at the time of the test. Without additional pumping for a period of 1 minute, the loss of indicated altitude must not exceed 100 feet on the altimeter.

(ii) Pressurized airplanes. Evacuate the static pressure system until a pressure differential equivalent to the maximum cabin pressure differential for which the airplane is type certificated is achieved. Without additional pumping for a period of 1 minute, the loss of indicated altitude must not exceed 2 percent of the equivalent altitude of the maximum cabin differential pressure or 100 feet, whichever is greater.

(d) Each pressure altimeter must be approved and must be calibrated to indicate pressure altitude in a standard atmosphere, with a minimum practicable calibration error when the corresponding static pressures are applied.

(e) Each system must be designed and installed so that the error in indicated pressure altitude, at sea level, with a standard atmosphere, excluding instrument calibration error, does not result in an error of more than ±30 feet per 100 knots speed for the appropriate configuration in the speed range between 1.23 V SR 0 with flaps extended and 1.7 V SR 1 with flaps retracted. However, the error need not be less than ±30 feet.

(f) If an altimeter system is fitted with a device that provides corrections to the altimeter indication, the device must be designed and installed in such manner that it can be bypassed when it malfunctions, unless an alternate altimeter system is provided. Each correction device must be fitted with a means for indicating the occurrence of reasonably probable malfunctions, including power failure, to the flight crew. The indicating means must be effective for any cockpit lighting condition likely to occur.

(g) Except as provided in paragraph (h) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that—

(1) When either source is selected, the other is blocked off; and

(2) Both sources cannot be blocked off simultaneously.

(h) For unpressurized airplanes, paragraph (g)(1) of this section does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected, is not changed by the other static pressure source being open or blocked.

§ 25.1326

Pitot heat indication systems.

If a flight instrument pitot heating system is installed, an indication system must be provided to indicate to the flight crew when that pitot heating system is not operating. The indication system must comply with the following requirements:

(a) The indication provided must incorporate an amber light that is in clear view of a flight crewmember.

(b) The indication provided must be designed to alert the flight crew if either of the following conditions exist:

(1) The pitot heating system is switched “off”.

(2) The pitot heating system is switched “on” and any pitot tube heating element is inoperative.

§ 25.1327

Magnetic direction indicator.

(a) Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the airplane's vibration or magnetic fields.

(b) The compensated installation may not have a deviation, in level flight, greater than 10 degrees on any heading.

§ 25.1329

Flight guidance system.

(a) Quick disengagement controls for the autopilot and autothrust functions must be provided for each pilot. The autopilot quick disengagement controls must be located on both control wheels (or equivalent). The autothrust quick disengagement controls must be located on the thrust control levers. Quick disengagement controls must be readily accessible to each pilot while operating the control wheel (or equivalent) and thrust control levers.

(b) The effects of a failure of the system to disengage the autopilot or autothrust functions when manually commanded by the pilot must be assessed in accordance with the requirements of § 25.1309.

(c) Engagement or switching of the flight guidance system, a mode, or a sensor may not cause a transient response of the airplane's flight path any greater than a minor transient, as defined in paragraph (n)(1) of this section.

(d) Under normal conditions, the disengagement of any automatic control function of a flight guidance system may not cause a transient response of the airplane's flight path any greater than a minor transient.

(e) Under rare normal and non-normal conditions, disengagement of any automatic control function of a flight guidance system may not result in a transient any greater than a significant transient, as defined in paragraph (n)(2) of this section.

(f) The function and direction of motion of each command reference control, such as heading select or vertical speed, must be plainly indicated on, or adjacent to, each control if necessary to prevent inappropriate use or confusion.

(g) Under any condition of flight appropriate to its use, the flight guidance system may not produce hazardous loads on the airplane, nor create hazardous deviations in the flight path. This applies to both fault-free operation and in the event of a malfunction, and assumes that the pilot begins corrective action within a reasonable period of time.

(h) When the flight guidance system is in use, a means must be provided to avoid excursions beyond an acceptable margin from the speed range of the normal flight envelope. If the airplane experiences an excursion outside this range, a means must be provided to prevent the flight guidance system from providing guidance or control to an unsafe speed.

(i) The flight guidance system functions, controls, indications, and alerts must be designed to minimize flightcrew errors and confusion concerning the behavior and operation of the flight guidance system. Means must be provided to indicate the current mode of operation, including any armed modes, transitions, and reversions. Selector switch position is not an acceptable means of indication. The controls and indications must be grouped and presented in a logical and consistent manner. The indications must be visible to each pilot under all expected lighting conditions.

(j) Following disengagement of the autopilot, a warning (visual and auditory) must be provided to each pilot and be timely and distinct from all other cockpit warnings.

(k) Following disengagement of the autothrust function, a caution must be provided to each pilot.

(l) The autopilot may not create a potential hazard when the flightcrew applies an override force to the flight controls.

(m) During autothrust operation, it must be possible for the flightcrew to move the thrust levers without requiring excessive force. The autothrust may not create a potential hazard when the flightcrew applies an override force to the thrust levers.

(n) For purposes of this section, a transient is a disturbance in the control or flight path of the airplane that is not consistent with response to flightcrew inputs or environmental conditions.

(1) A minor transient would not significantly reduce safety margins and would involve flightcrew actions that are well within their capabilities. A minor transient may involve a slight increase in flightcrew workload or some physical discomfort to passengers or cabin crew.

(2) A significant transient may lead to a significant reduction in safety margins, an increase in flightcrew workload, discomfort to the flightcrew, or physical distress to the passengers or cabin crew, possibly including non-fatal injuries. Significant transients do not require, in order to remain within or recover to the normal flight envelope, any of the following:

(i) Exceptional piloting skill, alertness, or strength.

(ii) Forces applied by the pilot which are greater than those specified in § 25.143(c).

(iii) Accelerations or attitudes in the airplane that might result in further hazard to secured or non-secured occupants.

§ 25.1331

Instruments using a power supply.

(a) For each instrument required by § 25.1303(b) that uses a power supply, the following apply:

(1) Each instrument must have a visual means integral with, the instrument, to indicate when power adequate to sustain proper instrument performance is not being supplied. The power must be measured at or near the point where it enters the instruments. For electric instruments, the power is considered to be adequate when the voltage is within approved limits.

(2) Each instrument must, in the event of the failure of one power source, be supplied by another power source. This may be accomplished automatically or by manual means.

(3) If an instrument presenting navigation data receives information from sources external to that instrument and loss of that information would render the presented data unreliable, the instrument must incorporate a visual means to warn the crew, when such loss of information occurs, that the presented data should not be relied upon.

(b) As used in this section, “instrument” includes devices that are physically contained in one unit, and devices that are composed of two or more physically separate units or components connected together (such as a remote indicating gyroscopic direction indicator that includes a magnetic sensing element, a gyroscopic unit, an amplifier and an indicator connected together).

§ 25.1333

Instrument systems.

For systems that operate the instruments required by § 25.1303(b) which are located at each pilot's station—

(a) Means must be provided to connect the required instruments at the first pilot's station to operating systems which are independent of the operating systems at other flight crew stations, or other equipment;

(b) The equipment, systems, and installations must be designed so that one display of the information essential to the safety of flight which is provided by the instruments, including attitude, direction, airspeed, and altitude will remain available to the pilots, without additional crewmember action, after any single failure or combination of failures that is not shown to be extremely improbable; and

(c) Additional instruments, systems, or equipment may not be connected to the operating systems for the required instruments, unless provisions are made to ensure the continued normal functioning of the required instruments in the event of any malfunction of the additional instruments, systems, or equipment which is not shown to be extremely improbable.

§ 25.1337

Powerplant instruments.

(a) Instruments and instrument lines. (1) Each powerplant and auxiliary power unit instrument line must meet the requirements of §§ 25.993 and 25.1183.

(2) Each line carrying flammable fluids under pressure must—

(i) Have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails; and

(ii) Be installed and located so that the escape of fluids would not create a hazard.

(3) Each powerplant and auxiliary power unit instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard.

(b) Fuel quantity indicator. There must be means to indicate to the flight crewmembers, the quantity, in gallons or equivalent units, of usable fuel in each tank during flight. In addition—

(1) Each fuel quantity indicator must be calibrated to read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under § 25.959;

(2) Tanks with interconnected outlets and airspaces may be treated as one tank and need not have separate indicators; and

(3) Each exposed sight gauge, used as a fuel quantity indicator, must be protected against damage.

(c) Fuel flowmeter system. If a fuel flowmeter system is installed, each metering component must have a means for bypassing the fuel supply if malfunction of that component severely restricts fuel flow.

(d) Oil quantity indicator. There must be a stick gauge or equivalent means to indicate the quantity of oil in each tank. If an oil transfer or reserve oil supply system is installed, there must be a means to indicate to the flight crew, in flight, the quantity of oil in each tank.

(e) Turbopropeller blade position indicator. Required turbopropeller blade position indicators must begin indicating before the blade moves more than eight degrees below the flight low pitch stop. The source of indication must directly sense the blade position.

(f) Fuel pressure indicator. There must be means to measure fuel pressure, in each system supplying reciprocating engines, at a point downstream of any fuel pump except fuel injection pumps. In addition—

(1) If necessary for the maintenance of proper fuel delivery pressure, there must be a connection to transmit the carburetor air intake static pressure to the proper pump relief valve connection; and

(2) If a connection is required under paragraph (f)(1) of this section, the gauge balance lines must be independently connected to the carburetor inlet pressure to avoid erroneous readings.

§ 25.1351

General.

(a) Electrical system capacity. The required generating capacity, and number and kinds of power sources must—

(1) Be determined by an electrical load analysis; and

(2) Meet the requirements of § 25.1309.

(b) Generating system. The generating system includes electrical power sources, main power busses, transmission cables, and associated control, regulation, and protective devices. It must be designed so that—

(1) Power sources function properly when independent and when connected in combination;

(2) No failure or malfunction of any power source can create a hazard or impair the ability of remaining sources to supply essential loads;

(3) The system voltage and frequency (as applicable) at the terminals of all essential load equipment can be maintained within the limits for which the equipment is designed, during any probable operating condition; and

(4) System transients due to switching, fault clearing, or other causes do not make essential loads inoperative, and do not cause a smoke or fire hazard.

(5) There are means accessible, in flight, to appropriate crewmembers for the individual and collective disconnection of the electrical power sources from the system.

(6) There are means to indicate to appropriate crewmembers the generating system quantities essential for the safe operation of the system, such as the voltage and current supplied by each generator.

(c) External power. If provisions are made for connecting external power to the airplane, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, or a reverse phase sequence, can supply power to the airplane's electrical system.

(d) Operation without normal electrical power. It must be shown by analysis, tests, or both, that the airplane can be operated safely in VFR conditions, for a period of not less than five minutes, with the normal electrical power (electrical power sources excluding the battery) inoperative, with critical type fuel (from the standpoint of flameout and restart capability), and with the airplane initially at the maximum certificated altitude. Parts of the electrical system may remain on if—

(1) A single malfunction, including a wire bundle or junction box fire, cannot result in loss of both the part turned off and the part turned on; and

(2) The parts turned on are electrically and mechanically isolated from the parts turned off.

§ 25.1353

Electrical equipment and installations.

(a) Electrical equipment and controls must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other electrical unit or system essential to safe operation. Any electrical interference likely to be present in the airplane must not result in hazardous effects on the airplane or its systems.

(b) Storage batteries must be designed and installed as follows:

(1) Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition. No uncontrolled increase in cell temperature may result when the battery is recharged (after previous complete discharge)—

(i) At maximum regulated voltage or power;

(ii) During a flight of maximum duration; and

(iii) Under the most adverse cooling condition likely to occur in service.

(2) Compliance with paragraph (b)(1) of this section must be shown by test unless experience with similar batteries and installations has shown that maintaining safe cell temperatures and pressures presents no problem.

(3) No explosive or toxic gases emitted by any battery in normal operation, or as the result of any probable malfunction in the charging system or battery installation, may accumulate in hazardous quantities within the airplane.

(4) No corrosive fluids or gases that may escape from the battery may damage surrounding airplane structures or adjacent essential equipment.

(5) Each nickel cadmium battery installation must have provisions to prevent any hazardous effect on structure or essential systems that may be caused by the maximum amount of heat the battery can generate during a short circuit of the battery or of individual cells.

(6) Nickel cadmium battery installations must have—

(i) A system to control the charging rate of the battery automatically so as to prevent battery overheating;

(ii) A battery temperature sensing and over-temperature warning system with a means for disconnecting the battery from its charging source in the event of an over-temperature condition; or

(iii) A battery failure sensing and warning system with a means for disconnecting the battery from its charging source in the event of battery failure.

(c) Electrical bonding must provide an adequate electrical return path under both normal and fault conditions, on airplanes having grounded electrical systems.

§ 25.1355

Distribution system.

(a) The distribution system includes the distribution busses, their associated feeders, and each control and protective device.

(b) [Reserved]

(c) If two independent sources of electrical power for particular equipment or systems are required by this chapter, in the event of the failure of one power source for such equipment or system, another power source (including its separate feeder) must be automatically provided or be manually selectable to maintain equipment or system operation.

§ 25.1357

Circuit protective devices.

(a) Automatic protective devices must be used to minimize distress to the electrical system and hazard to the airplane in the event of wiring faults or serious malfunction of the system or connected equipment.

(b) The protective and control devices in the generating system must be designed to de-energize and disconnect faulty power sources and power transmission equipment from their associated busses with sufficient rapidity to provide protection from hazardous over-voltage and other malfunctioning.

(c) Each resettable circuit protective device must be designed so that, when an overload or circuit fault exists, it will open the circuit irrespective of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse is essential to safety in flight, that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight. Where fuses are used, there must be spare fuses for use in flight equal to at least 50% of the number of fuses of each rating required for complete circuit protection.

(e) Each circuit for essential loads must have individual circuit protection. However, individual protection for each circuit in an essential load system (such as each position light circuit in a system) is not required.

(f) For airplane systems for which the ability to remove or reset power during normal operations is necessary, the system must be designed so that circuit breakers are not the primary means to remove or reset system power unless specifically designed for use as a switch.

(g) Automatic reset circuit breakers may be used as integral protectors for electrical equipment (such as thermal cut-outs) if there is circuit protection to protect the cable to the equipment.

§ 25.1360

Precautions against injury.

(a) Shock. The electrical system must be designed to minimize risk of electric shock to crew, passengers, and servicing personnel and to maintenance personnel using normal precautions.

(b) Burns. The temperature of any part that may be handled by a crewmember during normal operations must not cause dangerous inadvertent movement by the crewmember or injury to the crewmember.

§ 25.1362

Electrical supplies for emergency conditions.

A suitable electrical supply must be provided to those services required for emergency procedures after an emergency landing or ditching. The circuits for these services must be designed, protected, and installed so that the risk of the services being rendered ineffective under these emergency conditions is minimized.

§ 25.1363

Electrical system tests.

(a) When laboratory tests of the electrical system are conducted—

(1) The tests must be performed on a mock-up using the same generating equipment used in the airplane;

(2) The equipment must simulate the electrical characteristics of the distribution wiring and connected loads to the extent necessary for valid test results; and

(3) Laboratory generator drives must simulate the actual prime movers on the airplane with respect to their reaction to generator loading, including loading due to faults.

(b) For each flight condition that cannot be simulated adequately in the laboratory or by ground tests on the airplane, flight tests must be made.

§ 25.1365

Electrical appliances, motors, and transformers.

(a) An applicant must show that, in the event of a failure of the electrical supply or control system, the design and installation of domestic appliances meet the requirements of § 25.1309(b) and (c). Domestic appliances are items such as cooktops, ovens, coffee makers, water heaters, refrigerators, and toilet flush systems that are placed on the airplane to provide service amenities to passengers.

(b) Galleys and cooking appliances must be installed in a way that minimizes risk of overheat or fire.

(c) Domestic appliances, particularly those in galley areas, must be installed or protected so as to prevent damage or contamination of other equipment or systems from fluids or vapors which may be present during normal operation or as a result of spillage, if such damage or contamination could create a hazardous condition.

(d) Unless compliance with § 25.1309(b) is provided by the circuit protective device required by § 25.1357(a), electric motors and transformers, including those installed in domestic systems, must have a suitable thermal protection device to prevent overheating under normal operation and failure conditions, if overheating could create a smoke or fire hazard.

§ 25.1381

Instrument lights.

(a) The instrument lights must—

(1) Provide sufficient illumination to make each instrument, switch and other device necessary for safe operation easily readable unless sufficient illumination is available from another source; and

(2) Be installed so that—

(i) Their direct rays are shielded from the pilot's eyes; and

(ii) No objectionable reflections are visible to the pilot.

(b) Unless undimmed instrument lights are satisfactory under each expected flight condition, there must be a means to control the intensity of illumination.

§ 25.1383

Landing lights.

(a) Each landing light must be approved, and must be installed so that—

(1) No objectionable glare is visible to the pilot;

(2) The pilot is not adversely affected by halation; and

(3) It provides enough light for night landing.

(b) Except when one switch is used for the lights of a multiple light installation at one location, there must be a separate switch for each light.

(c) There must be a means to indicate to the pilots when the landing lights are extended.

§ 25.1385

Position light system installation.

(a) General. Each part of each position light system must meet the applicable requirements of this section and each system as a whole must meet the requirements of §§ 25.1387 through 25.1397.

(b) Forward position lights. Forward position lights must consist of a red and a green light spaced laterally as far apart as practicable and installed forward on the airplane so that, with the airplane in the normal flying position, the red light is on the left side and the green light is on the right side. Each light must be approved.

(c) Rear position light. The rear position light must be a white light mounted as far aft as practicable on the tail or on each wing tip, and must be approved.

(d) Light covers and color filters. Each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during normal use.

§ 25.1387

Position light system dihedral angles.

(a) Except as provided in paragraph (e) of this section, each forward and rear position light must, as installed, show unbroken light within the dihedral angles described in this section.

(b) Dihedral angle L (left) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the airplane, and the other at 110 degrees to the left of the first, as viewed when looking forward along the longitudinal axis.

(c) Dihedral angle R (right) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the airplane, and the other at 110 degrees to the right of the first, as viewed when looking forward along the longitudinal axis.

(d) Dihedral angle A (aft) is formed by two intersecting vertical planes making angles of 70 degrees to the right and to the left, respectively, to a vertical plane passing through the longitudinal axis, as viewed when looking aft along the longitudinal axis.

(e) If the rear position light, when mounted as far aft as practicable in accordance with § 25.1385(c), cannot show unbroken light within dihedral angle A (as defined in paragraph (d) of this section), a solid angle or angles of obstructed visibility totaling not more than 0.04 steradians is allowable within that dihedral angle, if such solid angle is within a cone whose apex is at the rear position light and whose elements make an angle of 30° with a vertical line passing through the rear position light.

§ 25.1389

Position light distribution and intensities.

(a) General. The intensities prescribed in this section must be provided by new equipment with light covers and color filters in place. Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the airplane. The light distribution and intensity of each position light must meet the requirements of paragraph (b) of this section.

(b) Forward and rear position lights. The light distribution and intensities of forward and rear position lights must be expressed in terms of minimum intensities in the horizontal plane, minimum intensities in any vertical plane, and maximum intensities in overlapping beams, within dihedral angles L, R, and A, and must meet the following requirements:

(1) Intensities in the horizontal plane. Each intensity in the horizontal plane (the plane containing the longitudinal axis of the airplane and perpendicular to the plane of symmetry of the airplane) must equal or exceed the values in § 25.1391.

(2) Intensities in any vertical plane. Each intensity in any vertical plane (the plane perpendicular to the horizontal plane) must equal or exceed the appropriate value in § 25.1393, where I is the minimum intensity prescribed in § 25.1391 for the corresponding angles in the horizontal plane.

(3) Intensities in overlaps between adjacent signals. No intensity in any overlap between adjacent signals may exceed the values given in § 25.1395, except that higher intensities in overlaps may be used with main beam intensities substantially greater than the minima specified in §§ 25.1391 and 25.1393 if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity. When the peak intensity of the forward position lights is more than 100 candles, the maximum overlap intensities between them may exceed the values given in § 25.1395 if the overlap intensity in Area A is not more than 10 percent of peak position light intensity and the overlap intensity in Area B is not greater than 2.5 percent of peak position light intensity.

§ 25.1391

Minimum intensities in the horizontal plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 25.1393

Minimum intensities in any vertical plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 25.1395

Maximum intensities in overlapping beams of forward and rear position lights.

No position light intensity may exceed the applicable values in the following table, except as provided in § 25.1389(b)(3).

Where—

(a) Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 10 degrees but less than 20 degrees; and

(b) Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 20 degrees.

§ 25.1397

Color specifications.

Each position light color must have the applicable International Commission on Illumination chromaticity coordinates as follows:

(a) Aviation red —

(b) Aviation green —

(c) Aviation white —

§ 25.1399

Riding light.

(a) Each riding (anchor) light required for a seaplane or amphibian must be installed so that it can—

(1) Show a white light for at least 2 nautical miles at night under clear atmospheric conditions; and

(2) Show the maximum unbroken light practicable when the airplane is moored or drifting on the water.

(b) Externally hung lights may be used.

§ 25.1401

Anticollision light system.

(a) General. The airplane must have an anticollision light system that—

(1) Consists of one or more approved anticollision lights located so that their light will not impair the crew's vision or detract from the conspicuity of the position lights; and

(2) Meets the requirements of paragraphs (b) through (f) of this section.

(b) Field of coverage. The system must consist of enough lights to illuminate the vital areas around the airplane considering the physical configuration and flight characteristics of the airplane. The field of coverage must extend in each direction within at least 75 degrees above and 75 degrees below the horizontal plane of the airplane, except that a solid angle or angles of obstructed visibility totaling not more than 0.03 steradians is allowable within a solid angle equal to 0.15 steradians centered about the longitudinal axis in the rearward direction.

(c) Flashing characteristics. The arrangement of the system, that is, the number of light sources, beam width, speed of rotation, and other characteristics, must give an effective flash frequency of not less than 40, nor more than 100 cycles per minute. The effective flash frequency is the frequency at which the airplane's complete anticollision light system is observed from a distance, and applies to each sector of light including any overlaps that exist when the system consists of more than one light source. In overlaps, flash frequencies may exceed 100, but not 180 cycles per minute.

(d) Color. Each anticollision light must be either aviation red or aviation white and must meet the applicable requirements of § 25.1397.

(e) Light intensity. The minimum light intensities in all vertical planes, measured with the red filter (if used) and expressed in terms of “effective” intensities, must meet the requirements of paragraph (f) of this section. The following relation must be assumed:

Normally, the maximum value of effective intensity is obtained when t 2 and t 1 are chosen so that the effective intensity is equal to the instantaneous intensity at t 2 and t 1 .

(f) Minimum effective intensities for anticollision lights. Each anticollision light effective intensity must equal or exceed the applicable values in the following table.

§ 25.1403

Wing icing detection lights.

Unless operations at night in known or forecast icing conditions are prohibited by an operating limitation, a means must be provided for illuminating or otherwise determining the formation of ice on the parts of the wings that are critical from the standpoint of ice accumulation. Any illumination that is used must be of a type that will not cause glare or reflection that would handicap crewmembers in the performance of their duties.

§ 25.1411

General.

(a) Accessibility. Required safety equipment to be used by the crew in an emergency must be readily accessible.

(b) Stowage provisions. Stowage provisions for required emergency equipment must be furnished and must—

(1) Be arranged so that the equipment is directly accessible and its location is obvious; and

(2) Protect the safety equipment from inadvertent damage.

(c) Emergency exit descent device. The stowage provisions for the emergency exit descent devices required by § 25.810(a) must be at each exit for which they are intended.

(d) Liferafts. (1) The stowage provisions for the liferafts described in § 25.1415 must accommodate enough rafts for the maximum number of occupants for which certification for ditching is requested.

(2) Liferafts must be stowed near exits through which the rafts can be launched during an unplanned ditching.

(3) Rafts automatically or remotely released outside the airplane must be attached to the airplane by means of the static line prescribed in § 25.1415.

(4) The stowage provisions for each portable liferaft must allow rapid detachment and removal of the raft for use at other than the intended exits.

(e) Long-range signaling device. The stowage provisions for the long-range signaling device required by § 25.1415 must be near an exit available during an unplanned ditching.

(f) Life preserver stowage provisions. The stowage provisions for life preservers described in § 25.1415 must accommodate one life preserver for each occupant for which certification for ditching is requested. Each life preserver must be within easy reach of each seated occupant.

(g) Life line stowage provisions. If certification for ditching under § 25.801 is requested, there must be provisions to store life lines. These provisions must—

(1) Allow one life line to be attached to each side of the fuselage; and

(2) Be arranged to allow the life lines to be used to enable the occupants to stay on the wing after ditching.

§ 25.1415

Ditching equipment.

(a) Ditching equipment used in airplanes to be certificated for ditching under § 25.801, and required by the operating rules of this chapter, must meet the requirements of this section.

(b) Each liferaft and each life preserver must be approved. In addition—

(1) Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the airplane in the event of a loss of one raft of the largest rated capacity; and

(2) Each raft must have a trailing line, and must have a static line designed to hold the raft near the airplane but to release it if the airplane becomes totally submerged.

(c) Approved survival equipment must be attached to each liferaft.

(d) There must be an approved survival type emergency locator transmitter for use in one life raft.

(e) For airplanes not certificated for ditching under § 25.801 and not having approved life preservers, there must be an approved flotation means for each occupant. This means must be within easy reach of each seated occupant and must be readily removable from the airplane.

§ 25.1419

Ice protection.

If the applicant seeks certification for flight in icing conditions, the airplane must be able to safely operate in the continuous maximum and intermittent maximum icing conditions of appendix C. To establish this—

(a) An analysis must be performed to establish that the ice protection for the various components of the airplane is adequate, taking into account the various airplane operational configurations; and

(b) To verify the ice protection analysis, to check for icing anomalies, and to demonstrate that the ice protection system and its components are effective, the airplane or its components must be flight tested in the various operational configurations, in measured natural atmospheric icing conditions and, as found necessary, by one or more of the following means:

(1) Laboratory dry air or simulated icing tests, or a combination of both, of the components or models of the components.

(2) Flight dry air tests of the ice protection system as a whole, or of its individual components.

(3) Flight tests of the airplane or its components in measured simulated icing conditions.

(c) Caution information, such as an amber caution light or equivalent, must be provided to alert the flightcrew when the anti-ice or de-ice system is not functioning normally.

(d) For turbine engine powered airplanes, the ice protection provisions of this section are considered to be applicable primarily to the airframe. For the powerplant installation, certain additional provisions of subpart E of this part may be found applicable.

(e) One of the following methods of icing detection and activation of the airframe ice protection system must be provided:

(1) A primary ice detection system that automatically activates or alerts the flightcrew to activate the airframe ice protection system;

(2) A definition of visual cues for recognition of the first sign of ice accretion on a specified surface combined with an advisory ice detection system that alerts the flightcrew to activate the airframe ice protection system; or

(3) Identification of conditions conducive to airframe icing as defined by an appropriate static or total air temperature and visible moisture for use by the flightcrew to activate the airframe ice protection system.

(f) Unless the applicant shows that the airframe ice protection system need not be operated during specific phases of flight, the requirements of paragraph (e) of this section are applicable to all phases of flight.

(g) After the initial activation of the airframe ice protection system—

(1) The ice protection system must be designed to operate continuously;

(2) The airplane must be equipped with a system that automatically cycles the ice protection system; or

(3) An ice detection system must be provided to alert the flightcrew each time the ice protection system must be cycled.

(h) Procedures for operation of the ice protection system, including activation and deactivation, must be established and documented in the Airplane Flight Manual.

§ 25.1420

Supercooled large drop icing conditions.

(a) If certification for flight in icing conditions is sought, in addition to the requirements of § 25.1419, an airplane with a maximum takeoff weight less than 60,000 pounds or with reversible flight controls must be capable of operating in accordance with paragraphs (a)(1), (2), or (3), of this section.

(1) Operating safely after encountering the icing conditions defined in Appendix O of this part:

(i) The airplane must have a means to detect that it is operating in Appendix O icing conditions; and

(ii) Following detection of Appendix O icing conditions, the airplane must be capable of operating safely while exiting all icing conditions.

(2) Operating safely in a portion of the icing conditions defined in Appendix O of this part as selected by the applicant:

(i) The airplane must have a means to detect that it is operating in conditions that exceed the selected portion of Appendix O icing conditions; and

(ii) Following detection, the airplane must be capable of operating safely while exiting all icing conditions.

(3) Operating safely in the icing conditions defined in Appendix O of this part.

(b) To establish that the airplane can operate safely as required in paragraph (a) of this section, an applicant must show through analysis that the ice protection for the various components of the airplane is adequate, taking into account the various airplane operational configurations. To verify the analysis, one, or more as found necessary, of the following methods must be used:

(1) Laboratory dry air or simulated icing tests, or a combination of both, of the components or models of the components.

(2) Laboratory dry air or simulated icing tests, or a combination of both, of models of the airplane.

(3) Flight tests of the airplane or its components in simulated icing conditions, measured as necessary to support the analysis.

(4) Flight tests of the airplane with simulated ice shapes.

(5) Flight tests of the airplane in natural icing conditions, measured as necessary to support the analysis.

(c) For an airplane certified in accordance with paragraph (a)(2) or (3) of this section, the requirements of § 25.1419(e), (f), (g), and (h) must be met for the icing conditions defined in Appendix O of this part in which the airplane is certified to operate.

(d) For the purposes of this section, the following definitions apply:

(1) Reversible Flight Controls. Flight controls in the normal operating configuration that have force or motion originating at the airplane's control surface (for example, through aerodynamic loads, static imbalance, or trim or servo tab inputs) that is transmitted back to flight deck controls. This term refers to flight deck controls connected to the pitch, roll, or yaw control surfaces by direct mechanical linkages, cables, or push-pull rods in such a way that pilot effort produces motion or force about the hinge line.

(2) Simulated Icing Test. Testing conducted in simulated icing conditions, such as in an icing tunnel or behind an icing tanker.

(3) Simulated Ice Shape. Ice shape fabricated from wood, epoxy, or other materials by any construction technique.

§ 25.1421

Megaphones.

If a megaphone is installed, a restraining means must be provided that is capable of restraining the megaphone when it is subjected to the ultimate inertia forces specified in § 25.561(b)(3).

§ 25.1423

Public address system.

A public address system required by this chapter must—

(a) Be powerable when the aircraft is in flight or stopped on the ground, after the shutdown or failure of all engines and auxiliary power units, or the disconnection or failure of all power sources dependent on their continued operation, for—

(1) A time duration of at least 10 minutes, including an aggregate time duration of at least 5 minutes of announcements made by flight and cabin crewmembers, considering all other loads which may remain powered by the same source when all other power sources are inoperative; and

(2) An additional time duration in its standby state appropriate or required for any other loads that are powered by the same source and that are essential to safety of flight or required during emergency conditions.

(b) Be capable of operation within 3 seconds from the time a microphone is removed from its stowage.

(c) Be intelligible at all passenger seats, lavatories, and flight attendant seats and work stations.

(d) Be designed so that no unused, unstowed microphone will render the system inoperative.

(e) Be capable of functioning independently of any required crewmember interphone system.

(f) Be accessible for immediate use from each of two flight crewmember stations in the pilot compartment.

(g) For each required floor-level passenger emergency exit which has an adjacent flight attendant seat, have a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants.

§ 25.1431

Electronic equipment.

(a) In showing compliance with § 25.1309 (a) and (b) with respect to radio and electronic equipment and their installations, critical environmental conditions must be considered.

(b) Radio and electronic equipment must be supplied with power under the requirements of § 25.1355(c).

(c) Radio and electronic equipment, controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other radio or electronic unit, or system of units, required by this chapter.

(d) Electronic equipment must be designed and installed such that it does not cause essential loads to become inoperative as a result of electrical power supply transients or transients from other causes.

§ 25.1433

Vacuum systems.

There must be means, in addition to the normal pressure relief, to automatically relieve the pressure in the discharge lines from the vacuum air pump when the delivery temperature of the air becomes unsafe.

§ 25.1435

Hydraulic systems.

(a) Element design. Each element of the hydraulic system must be designed to:

(1) Withstand the proof pressure without permanent deformation that would prevent it from performing its intended functions, and the ultimate pressure without rupture. The proof and ultimate pressures are defined in terms of the design operating pressure (DOP) as follows:

(2) Withstand, without deformation that would prevent it from performing its intended function, the design operating pressure in combination with limit structural loads that may be imposed;

(3) Withstand, without rupture, the design operating pressure multiplied by a factor of 1.5 in combination with ultimate structural load that can reasonably occur simultaneously;

(4) Withstand the fatigue effects of all cyclic pressures, including transients, and associated externally induced loads, taking into account the consequences of element failure; and

(5) Perform as intended under all environmental conditions for which the airplane is certificated.

(b) System design. Each hydraulic system must:

(1) Have means located at a flightcrew station to indicate appropriate system parameters, if

(i) It performs a function necessary for continued safe flight and landing; or

(ii) In the event of hydraulic system malfunction, corrective action by the crew to ensure continued safe flight and landing is necessary;

(2) Have means to ensure that system pressures, including transient pressures and pressures from fluid volumetric changes in elements that are likely to remain closed long enough for such changes to occur, are within the design capabilities of each element, such that they meet the requirements defined in § 25.1435(a)(1) through (a)(5);

(3) Have means to minimize the release of harmful or hazardous concentrations of hydraulic fluid or vapors into the crew and passenger compartments during flight;

(4) Meet the applicable requirements of §§ 25.863, 25.1183, 25.1185, and 25.1189 if a flammable hydraulic fluid is used; and

(5) Be designed to use any suitable hydraulic fluid specified by the airplane manufacturer, which must be identified by appropriate markings as required by § 25.1541.

(c) Tests. Tests must be conducted on the hydraulic system(s), and/or subsystem(s) and elements, except that analysis may be used in place of or to supplement testing, where the analysis is shown to be reliable and appropriate. All internal and external influences must be taken into account to an extent necessary to evaluate their effects, and to assure reliable system and element functioning and integration. Failure or unacceptable deficiency of an element or system must be corrected and be sufficiently retested, where necessary.

(1) The system(s), subsystem(s), or element(s) must be subjected to performance, fatigue, and endurance tests representative of airplane ground and flight operations.

(2) The complete system must be tested to determine proper functional performance and relation to the other systems, including simulation of relevant failure conditions, and to support or validate element design.

(3) The complete hydraulic system(s) must be functionally tested on the airplane in normal operation over the range of motion of all associated user systems. The test must be conducted at the system relief pressure or 1.25 times the DOP if a system pressure relief device is not part of the system design. Clearances between hydraulic system elements and other systems or structural elements must remain adequate and there must be no detrimental effects.

§ 25.1438

Pressurization and pneumatic systems.

(a) Pressurization system elements must be burst pressure tested to 2.0 times, and proof pressure tested to 1.5 times, the maximum normal operating pressure.

(b) Pneumatic system elements must be burst pressure tested to 3.0 times, and proof pressure tested to 1.5 times, the maximum normal operating pressure.

(c) An analysis, or a combination of analysis and test, may be substituted for any test required by paragraph (a) or (b) of this section if the Administrator finds it equivalent to the required test.

§ 25.1439

Protective breathing equipment.

(a) Fixed (stationary, or built in) protective breathing equipment must be installed for the use of the flightcrew, and at least one portable protective breathing equipment shall be located at or near the flight deck for use by a flight crewmember. In addition, portable protective breathing equipment must be installed for the use of appropriate crewmembers for fighting fires in compartments accessible in flight other than the flight deck. This includes isolated compartments and upper and lower lobe galleys, in which crewmember occupancy is permitted during flight. Equipment must be installed for the maximum number of crewmembers expected to be in the area during any operation.

(b) For protective breathing equipment required by paragraph (a) of this section or by the applicable Operating Regulations:

(1) The equipment must be designed to protect the appropriate crewmember from smoke, carbon dioxide, and other harmful gases while on flight deck duty or while combating fires.

(2) The equipment must include—

(i) Masks covering the eyes, nose and mouth, or

(ii) Masks covering the nose and mouth, plus accessory equipment to cover the eyes.

(3) Equipment, including portable equipment, must allow communication with other crewmembers while in use. Equipment available at flightcrew assigned duty stations must also enable the flightcrew to use radio equipment.

(4) The part of the equipment protecting the eyes shall not cause any appreciable adverse effect on vision and must allow corrective glasses to be worn.

(5) The equipment must supply protective oxygen of 15 minutes duration per crewmember at a pressure altitude of 8,000 feet with a respiratory minute volume of 30 liters per minute BTPD. The equipment and system must be designed to prevent any inward leakage to the inside of the device and prevent any outward leakage causing significant increase in the oxygen content of the local ambient atmosphere. If a demand oxygen system is used, a supply of 300 liters of free oxygen at 70 °F. and 760 mm. Hg. pressure is considered to be of 15-minute duration at the prescribed altitude and minute volume. If a continuous flow open circuit protective breathing system is used, a flow rate of 60 liters per minute at 8,000 feet (45 liters per minute at sea level) and a supply of 600 liters of free oxygen at 70 °F. and 760 mm. Hg. pressure is considered to be of 15-minute duration at the prescribed altitude and minute volume. Continuous flow systems must not increase the ambient oxygen content of the local atmosphere above that of demand systems. BTPD refers to body temperature conditions (that is, 37 °C., at ambient pressure, dry).

(6) The equipment must meet the requirements of § 25.1441.

§ 25.1441

Oxygen equipment and supply.

(a) If certification with supplemental oxygen equipment is requested, the equipment must meet the requirements of this section and §§ 25.1443 through 25.1453.

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

(c) There must be a means to allow the crew to readily determine, during flight, the quantity of oxygen available in each source of supply.

(d) The oxygen flow rate and the oxygen equipment for airplanes for which certification for operation above 40,000 feet is requested must be approved.

§ 25.1443

Minimum mass flow of supplemental oxygen.

(a) If continuous flow equipment is installed for use by flight crewmembers, the minimum mass flow of supplemental oxygen required for each crewmember may not be less than the flow required to maintain, during inspiration, a mean tracheal oxygen partial pressure of 149 mm. Hg. when breathing 15 liters per minute, BTPS, and with a maximum tidal volume of 700 cc. with a constant time interval between respirations.

(b) If demand equipment is installed for use by flight crewmembers, the minimum mass flow of supplemental oxygen required for each crewmember may not be less than the flow required to maintain, during inspiration, a mean tracheal oxygen partial pressure of 122 mm. Hg., up to and including a cabin pressure altitude of 35,000 feet, and 95 percent oxygen between cabin pressure altitudes of 35,000 and 40,000 feet, when breathing 20 liters per minute BTPS. In addition, there must be means to allow the crew to use undiluted oxygen at their discretion.

(c) For passengers and cabin attendants, the minimum mass flow of supplemental oxygen required for each person at various cabin pressure altitudes may not be less than the flow required to maintain, during inspiration and while using the oxygen equipment (including masks) provided, the following mean tracheal oxygen partial pressures:

(1) At cabin pressure altitudes above 10,000 feet up to and including 18,500 feet, a mean tracheal oxygen partial pressure of 100 mm. Hg. when breathing 15 liters per minute, BTPS, and with a tidal volume of 700 cc. with a constant time interval between respirations.

(2) At cabin pressure altitudes above 18,500 feet up to and including 40,000 feet, a mean tracheal oxygen partial pressure of 83.8 mm. Hg. when breathing 30 liters per minute, BTPS, and with a tidal volume of 1,100 cc. with a constant time interval between respirations.

(d) If first-aid oxygen equipment is installed, the minimum mass flow of oxygen to each user may not be less than four liters per minute, STPD. However, there may be a means to decrease this flow to not less than two liters per minute, STPD, at any cabin altitude. The quantity of oxygen required is based upon an average flow rate of three liters per minute per person for whom first-aid oxygen is required.

(e) If portable oxygen equipment is installed for use by crewmembers, the minimum mass flow of supplemental oxygen is the same as specified in paragraph (a) or (b) of this section, whichever is applicable.

§ 25.1445

Equipment standards for the oxygen distributing system.

(a) When oxygen is supplied to both crew and passengers, the distribution system must be designed for either—

(1) A source of supply for the flight crew on duty and a separate source for the passengers and other crewmembers; or

(2) A common source of supply with means to separately reserve the minimum supply required by the flight crew on duty.

(b) Portable walk-around oxygen units of the continuous flow, diluter-demand, and straight demand kinds may be used to meet the crew or passenger breathing requirements.

§ 25.1447

Equipment standards for oxygen dispensing units.

If oxygen dispensing units are installed, the following apply:

(a) There must be an individual dispensing unit for each occupant for whom supplemental oxygen is to be supplied. Units must be designed to cover the nose and mouth and must be equipped with a suitable means to retain the unit in position on the face. Flight crew masks for supplemental oxygen must have provisions for the use of communication equipment.

(b) If certification for operation up to and including 25,000 feet is requested, an oxygen supply terminal and unit of oxygen dispensing equipment for the immediate use of oxygen by each crewmember must be within easy reach of that crewmember. For any other occupants, the supply terminals and dispensing equipment must be located to allow the use of oxygen as required by the operating rules in this chapter.

(c) If certification for operation above 25,000 feet is requested, there must be oxygen dispensing equipment meeting the following requirements:

(1) There must be an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant wherever seated, and at least two oxygen dispensing units connected to oxygen terminals in each lavatory. The total number of dispensing units and outlets in the cabin must exceed the number of seats by at least 10 percent. The extra units must be as uniformly distributed throughout the cabin as practicable. Except as provided in paragraph (c)(5) of this section, if certification for operation above 30,000 feet is requested, the dispensing units providing the required oxygen flow must be automatically presented to the occupants before the cabin pressure altitude exceeds 15,000 feet. The crewmembers must be provided with a manual means of making the dispensing units immediately available in the event of failure of the automatic system.

(2) Each flight crewmember on flight deck duty must be provided with a quick-donning type oxygen dispensing unit connected to an oxygen supply terminal. This dispensing unit must be immediately available to the flight crewmember when seated at his station, and installed so that it:

(i) Can be placed on the face from its ready position, properly secured, sealed, and supplying oxygen upon demand, with one hand, within five seconds and without disturbing eyeglasses or causing delay in proceeding with emergency duties; and

(ii) Allows, while in place, the performance of normal communication functions.

(3) The oxygen dispensing equipment for the flight crewmembers must be:

(i) The diluter demand or pressure demand (pressure demand mask with a diluter demand pressure breathing regulator) type, or other approved oxygen equipment shown to provide the same degree of protection, for airplanes to be operated above 25,000 feet.

(ii) The pressure demand (pressure demand mask with a diluter demand pressure breathing regulator) type with mask-mounted regulator, or other approved oxygen equipment shown to provide the same degree of protection, for airplanes operated at altitudes where decompressions that are not extremely improbable may expose the flightcrew to cabin pressure altitudes in excess of 34,000 feet.

(4) Portable oxygen equipment must be immediately available for each cabin attendant. The portable oxygen equipment must have the oxygen dispensing unit connected to the portable oxygen supply.

(5) When operating into or out of airports with elevations above 13,000 feet, the dispensing units providing the required oxygen flow must be automatically presented to the occupants at cabin pressure altitudes no higher than 2,000 feet above the airplane's maximum takeoff and landing altitude.

§ 25.1449

Means for determining use of oxygen.

There must be a means to allow the crew to determine whether oxygen is being delivered to the dispensing equipment.

§ 25.1450

Chemical oxygen generators.

(a) For the purpose of this section, a chemical oxygen generator is defined as a device which produces oxygen by chemical reaction.

(b) Each chemical oxygen generator must be designed and installed in accordance with the following requirements:

(1) Surface temperature developed by the generator during operation may not create a hazard to the airplane or to its occupants.

(2) Means must be provided to relieve any internal pressure that may be hazardous.

(3) Except as provided in SFAR 109, each chemical oxygen generator installation must meet the requirements of § 25.795(d).

(c) In addition to meeting the requirements in paragraph (b) of this section, each portable chemical oxygen generator that is capable of sustained operation by successive replacement of a generator element must be placarded to show—

(1) The rate of oxygen flow, in liters per minute;

(2) The duration of oxygen flow, in minutes, for the replaceable generator element; and

(3) A warning that the replaceable generator element may be hot, unless the element construction is such that the surface temperature cannot exceed 100 degrees F.

§ 25.1453

Protection of oxygen equipment from rupture.

Oxygen pressure tanks, and lines between tanks and the shutoff means, must be—

(a) Protected from unsafe temperatures; and

(b) Located where the probability and hazards of rupture in a crash landing are minimized.

§ 25.1455

Draining of fluids subject to freezing.

If fluids subject to freezing may be drained overboard in flight or during ground operation, the drains must be designed and located to prevent the formation of hazardous quantities of ice on the airplane as a result of the drainage.

§ 25.1457

Cockpit voice recorders.

(a) Each cockpit voice recorder required by the operating rules of this chapter must be approved and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the airplane by radio.

(2) Voice communications of flight crewmembers on the flight deck.

(3) Voice communications of flight crewmembers on the flight deck, using the airplane's interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flight crewmembers using the passenger loudspeaker system, if there is such a system and if the fourth channel is available in accordance with the requirements of paragraph (c)(4)(ii) of this section.

(b) The recording requirements of paragraph (a)(2) of this section must be met by installing a cockpit-mounted area microphone, located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations. The microphone must be so located and, if necessary, the preamplifiers and filters of the recorder must be so adjusted or supplemented, that the intelligibility of the recorded communications is as high as practicable when recorded under flight cockpit noise conditions and played back. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph (a) of this section obtained from each of the following sources is recorded on a separate channel:

(1) For the first channel, from each boom, mask, or hand-held microphone, headset, or speaker used at the first pilot station.

(2) For the second channel from each boom, mask, or hand-held microphone, headset, or speaker used at the second pilot station.

(3) For the third channel—from the cockpit-mounted area microphone.

(4) For the fourth channel, from—

(i) Each boom, mask, or hand-held microphone, headset, or speaker used at the station for the third and fourth crew members; or

(ii) If the stations specified in paragraph (c)(4)(i) of this section are not required or if the signal at such a station is picked up by another channel, each microphone on the flight deck that is used with the passenger loudspeaker system, if its signals are not picked up by another channel.

(5) As far as is practicable all sounds received by the microphone listed in paragraphs (c)(1), (2), and (4) of this section must be recorded without interruption irrespective of the position of the interphone-transmitter key switch. The design shall ensure that sidetone for the flight crew is produced only when the interphone, public address system, or radio transmitters are in use.

(d) Each cockpit voice recorder must be installed so that—

(1)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the airplane.

(2) There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(3) There is an aural or visual means for preflight checking of the recorder for proper operation;

(4) Any single electrical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder;

(5) It has an independent power source—

(i) That provides 10 ±1 minutes of electrical power to operate both the cockpit voice recorder and cockpit-mounted area microphone;

(ii) That is located as close as practicable to the cockpit voice recorder; and

(iii) To which the cockpit voice recorder and cockpit-mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus; and

(6) It is in a separate container from the flight data recorder when both are required. If used to comply with only the cockpit voice recorder requirements, a combination unit may be installed.

(e) The recorder container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the recorder from fire.

(1) Except as provided in paragraph (e)(2) of this section, the recorder container must be located as far aft as practicable, but need not be outside of the pressurized compartment, and may not be located where aft-mounted engines may crush the container during impact.

(2) If two separate combination digital flight data recorder and cockpit voice recorder units are installed instead of one cockpit voice recorder and one digital flight data recorder, the combination unit that is installed to comply with the cockpit voice recorder requirements may be located near the cockpit.

(f) If the cockpit voice recorder has a bulk erasure device, the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must—

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such manner that they are not likely to be separated during crash impact.

§ 25.1459

Flight data recorders.

(a) Each flight recorder required by the operating rules of this chapter must be installed so that—

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the accuracy requirements of §§ 25.1323, 25.1325, and 25.1327, as appropriate;

(2) The vertical acceleration sensor is rigidly attached, and located longitudinally either within the approved center of gravity limits of the airplane, or at a distance forward or aft of these limits that does not exceed 25 percent of the airplane's mean aerodynamic chord;

(3)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the airplane.

(4) There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(6) There is a means to record data from which the time of each radio transmission either to or from ATC can be determined;

(7) Any single electrical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder; and

(8) It is in a separate container from the cockpit voice recorder when both are required. If used to comply with only the flight data recorder requirements, a combination unit may be installed. If a combination unit is installed as a cockpit voice recorder to comply with § 25.1457(e)(2), a combination unit must be used to comply with this flight data recorder requirement.

(b) Each nonejectable record container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire. In meeting this requirement the record container must be located as far aft as practicable, but need not be aft of the pressurized compartment, and may not be where aft-mounted engines may crush the container upon impact.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and heading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. The correlation must cover the airspeed range over which the airplane is to be operated, the range of altitude to which the airplane is limited, and 360 degrees of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must—

(1) Be either bright orange or bright yellow;

(2) Have reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact.

(e) Any novel or unique design or operational characteristics of the aircraft shall be evaluated to determine if any dedicated parameters must be recorded on flight recorders in addition to or in place of existing requirements.

§ 25.1461

Equipment containing high energy rotors.

(a) Equipment containing high energy rotors must meet paragraph (b), (c), or (d) of this section.

(b) High energy rotors contained in equipment must be able to withstand damage caused by malfunctions, vibration, abnormal speeds, and abnormal temperatures. In addition—

(1) Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades; and

(2) Equipment control devices, systems, and instrumentation must reasonably ensure that no operating limitations affecting the integrity of high energy rotors will be exceeded in service.

(c) It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal speed control devices inoperative.

(d) Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight.

§ 25.1501

General.

(a) Each operating limitation specified in §§ 25.1503 through 25.1533 and other limitations and information necessary for safe operation must be established.

(b) The operating limitations and other information necessary for safe operation must be made available to the crewmembers as prescribed in §§ 25.1541 through 25.1587.

§ 25.1503

Airspeed limitations: general.

When airspeed limitations are a function of weight, weight distribution, altitude, or Mach number, limitations corresponding to each critical combination of these factors must be established.

§ 25.1505

Maximum operating limit speed.

The maximum operating limit speed ( V MO / M MO airspeed or Mach Number, whichever is critical at a particular altitude) is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training operations. V MO / M MO must be established so that it is not greater than the design cruising speed V C and so that it is sufficiently below V D / M D or V DF / M DF, to make it highly improbable that the latter speeds will be inadvertently exceeded in operations. The speed margin between V MO / M MO and V D / M D or V DF M/ DF may not be less than that determined under § 25.335(b) or found necessary during the flight tests conducted under § 25.253.

§ 25.1507

Maneuvering speed.

The maneuvering speed must be established so that it does not exceed the design maneuvering speed V A determined under § 25.335(c).

§ 25.1511

Flap extended speed.

The established flap extended speed V FE must be established so that it does not exceed the design flap speed V F chosen under §§ 25.335(e) and 25.345, for the corresponding flap positions and engine powers.

§ 25.1513

Minimum control speed.

The minimum control speed V MC determined under § 25.149 must be established as an operating limitation.

§ 25.1515

Landing gear speeds.

(a) The established landing gear operating speed or speeds, V LO, may not exceed the speed at which it is safe both to extend and to retract the landing gear, as determined under § 25.729 or by flight characteristics. If the extension speed is not the same as the retraction speed, the two speeds must be designated as V LO(EXT) and V LO(RET), respectively.

(b) The established landing gear extended speed V LE may not exceed the speed at which it is safe to fly with the landing gear secured in the fully extended position, and that determined under § 25.729.

§ 25.1516

Other speed limitations.

Any other limitation associated with speed must be established.

§ 25.1517

** Rough air speed, V **

(a) A rough air speed, V RA, for use as the recommended turbulence penetration airspeed, and a rough air Mach number, M RA , for use as the recommended turbulence penetration Mach number, must be established. V RA /M RA must be sufficiently less than V MO /M MO to ensure that likely speed variation during rough air encounters will not cause the overspeed warning to operate too frequently.

(b) At altitudes where V MO is not limited by Mach number, in the absence of a rational investigation substantiating the use of other values, V RA must be less than V MO minus 35 KTAS.

(c) At altitudes where V MO is limited by Mach number, M RA may be chosen to provide an optimum margin between low and high speed buffet boundaries.

§ 25.1519

Weight, center of gravity, and weight distribution.

The airplane weight, center of gravity, and weight distribution limitations determined under §§ 25.23 through 25.27 must be established as operating limitations.

§ 25.1521

Powerplant limitations.

(a) General. The powerplant limitations prescribed in this section must be established so that they do not exceed the corresponding limits for which the engines or propellers are type certificated and do not exceed the values on which compliance with any other requirement of this part is based.

(b) Reciprocating engine installations. Operating limitations relating to the following must be established for reciprocating engine installations:

(1) Horsepower or torque, r.p.m., manifold pressure, and time at critical pressure altitude and sea level pressure altitude for—

(i) Maximum continuous power (relating to unsupercharged operation or to operation in each supercharger mode as applicable); and

(ii) Takeoff power (relating to unsupercharged operation or to operation in each supercharger mode as applicable).

(2) Fuel grade or specification.

(3) Cylinder head and oil temperatures.

(4) Any other parameter for which a limitation has been established as part of the engine type certificate except that a limitation need not be established for a parameter that cannot be exceeded during normal operation due to the design of the installation or to another established limitation.

(c) Turbine engine installations. Operating limitations relating to the following must be established for turbine engine installations:

(1) Horsepower, torque or thrust, r.p.m., gas temperature, and time for—

(i) Maximum continuous power or thrust (relating to augmented or unaugmented operation as applicable).

(ii) Takeoff power or thrust (relating to augmented or unaugmented operation as applicable).

(2) Fuel designation or specification.

(3) Maximum time interval between engine run-ups from idle, run-up power setting and duration at power for ground operation in icing conditions, as defined in § 25.1093(b)(2).

(4) Any other parameter for which a limitation has been established as part of the engine type certificate except that a limitation need not be established for a parameter that cannot be exceeded during normal operation due to the design of the installation or to another established limitation.

(d) Ambient temperature. An ambient temperature limitation (including limitations for winterization installations, if applicable) must be established as the maximum ambient atmospheric temperature established in accordance with § 25.1043(b).

§ 25.1522

Auxiliary power unit limitations.

If an auxiliary power unit is installed in the airplane, limitations established for the auxiliary power unit, including categories of operation, must be specified as operating limitations for the airplane.

§ 25.1523

Minimum flight crew.

The minimum flight crew must be established so that it is sufficient for safe operation, considering—

(a) The workload on individual crewmembers;

(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and

(c) The kind of operation authorized under § 25.1525.

The criteria used in making the determinations required by this section are set forth in appendix D.

§ 25.1525

Kinds of operation.

The kinds of operation to which the airplane is limited are established by the category in which it is eligible for certification and by the installed equipment.

§ 25.1527

Ambient air temperature and operating altitude.

The extremes of the ambient air temperature and operating altitude for which operation is allowed, as limited by flight, structural, powerplant, functional, or equipment characteristics, must be established.

§ 25.1529

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix H to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airplane or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 25.1531

Maneuvering flight load factors.

Load factor limitations, not exceeding the positive limit load factors determined from the maneuvering diagram in § 25.333(b), must be established.

§ 25.1533

Additional operating limitations.

(a) Additional operating limitations must be established as follows:

(1) The maximum takeoff weights must be established as the weights at which compliance is shown with the applicable provisions of this part (including the takeoff climb provisions of § 25.121(a) through (c), for altitudes and ambient temperatures).

(2) The maximum landing weights must be established as the weights at which compliance is shown with the applicable provisions of this part (including the landing and approach climb provisions of §§ 25.119 and 25.121(d) for altitudes and ambient temperatures).

(3) The minimum takeoff distances must be established as the distances at which compliance is shown with the applicable provisions of this part (including the provisions of §§ 25.109 and 25.113, for weights, altitudes, temperatures, wind components, runway surface conditions (dry and wet), and runway gradients) for smooth, hard-surfaced runways. Additionally, at the option of the applicant, wet runway takeoff distances may be established for runway surfaces that have been grooved or treated with a porous friction course, and may be approved for use on runways where such surfaces have been designed constructed, and maintained in a manner acceptable to the Administrator.

(b) The extremes for variable factors (such as altitude, temperature, wind, and runway gradients) are those at which compliance with the applicable provisions of this part is shown.

(c) For airplanes certified in accordance with § 25.1420(a)(1) or (2), an operating limitation must be established to:

(1) Prohibit intentional flight, including takeoff and landing, into icing conditions defined in Appendix O of this part for which the airplane has not been certified to safely operate; and

(2) Require exiting all icing conditions if icing conditions defined in Appendix O of this part are encountered for which the airplane has not been certified to safely operate.

§ 25.1535

ETOPS approval.

Except as provided in § 25.3, each applicant seeking ETOPS type design approval must comply with the provisions of Appendix K of this part.

§ 25.1541

General.

(a) The airplane must contain—

(1) The specified markings and placards; and

(2) Any additional information, instrument markings, and placards required for the safe operation if there are unusual design, operating, or handling characteristics.

(b) Each marking and placard prescribed in paragraph (a) of this section—

(1) Must be displayed in a conspicuous place; and

(2) May not be easily erased, disfigured, or obscured.

§ 25.1543

Instrument markings: general.

For each instrument—

(a) When markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glass cover with the face of the dial; and

(b) Each instrument marking must be clearly visible to the appropriate crewmember.

§ 25.1545

Airspeed limitation information.

The airspeed limitations required by § 25.1583 (a) must be easily read and understood by the flight crew.

§ 25.1547

Magnetic direction indicator.

(a) A placard meeting the requirements of this section must be installed on, or near, the magnetic direction indicator.

(b) The placard must show the calibration of the instrument in level flight with the engines operating.

(c) The placard must state whether the calibration was made with radio receivers on or off.

(d) Each calibration reading must be in terms of magnetic heading in not more than 45 degree increments.

§ 25.1549

Powerplant and auxiliary power unit instruments.

For each required powerplant and auxiliary power unit instrument, as appropriate to the type of instrument—

(a) Each maximum and, if applicable, minimum safe operating limit must be marked with a red radial or a red line;

(b) Each normal operating range must be marked with a green arc or green line, not extending beyond the maximum and minimum safe limits;

(c) Each takeoff and precautionary range must be marked with a yellow arc or a yellow line; and

(d) Each engine, auxiliary power unit, or propeller speed range that is restricted because of excessive vibration stresses must be marked with red arcs or red lines.

§ 25.1551

Oil quantity indication.

Each oil quantity indicating means must be marked to indicate the quantity of oil readily and accurately.

§ 25.1553

Fuel quantity indicator.

If the unusable fuel supply for any tank exceeds one gallon, or five percent of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.

§ 25.1555

Control markings.

(a) Each cockpit control, other than primary flight controls and controls whose function is obvious, must be plainly marked as to its function and method of operation.

(b) Each aerodynamic control must be marked under the requirements of §§ 25.677 and 25.699.

(c) For powerplant fuel controls—

(1) Each fuel tank selector control must be marked to indicate the position corresponding to each tank and to each existing cross feed position;

(2) If safe operation requires the use of any tanks in a specific sequence, that sequence must be marked on, or adjacent to, the selector for those tanks; and

(3) Each valve control for each engine must be marked to indicate the position corresponding to each engine controlled.

(d) For accessory, auxiliary, and emergency controls—

(1) Each emergency control (including each fuel jettisoning and fluid shutoff must be colored red; and

(2) Each visual indicator required by § 25.729(e) must be marked so that the pilot can determine at any time when the wheels are locked in either extreme position, if retractable landing gear is used.

§ 25.1557

Miscellaneous markings and placards.

(a) Baggage and cargo compartments and ballast location. Each baggage and cargo compartment, and each ballast location must have a placard stating any limitations on contents, including weight, that are necessary under the loading requirements. However, underseat compartments designed for the storage of carry-on articles weighing not more than 20 pounds need not have a loading limitation placard.

(b) Powerplant fluid filler openings. The following apply:

(1) Fuel filler openings must be marked at or near the filler cover with—

(i) The word “fuel”;

(ii) For reciprocating engine powered airplanes, the minimum fuel grade;

(iii) For turbine engine powered airplanes, the permissible fuel designations; and

(iv) For pressure fueling systems, the maximum permissible fueling supply pressure and the maximum permissible defueling pressure.

(2) Oil filler openings must be marked at or near the filler cover with the word “oil”.

(3) Augmentation fluid filler openings must be marked at or near the filler cover to identify the required fluid.

(c) Emergency exit placards. Each emergency exit placard must meet the requirements of § 25.811.

(d) Doors. Each door that must be used in order to reach any required emergency exit must have a suitable placard stating that the door is to be latched in the open position during takeoff and landing.

§ 25.1561

Safety equipment.

(a) Each safety equipment control to be operated by the crew in emergency, such as controls for automatic liferaft releases, must be plainly marked as to its method of operation.

(b) Each location, such as a locker or compartment, that carries any fire extinguishing, signaling, or other life saving equipment must be marked accordingly.

(c) Stowage provisions for required emergency equipment must be conspicuously marked to identify the contents and facilitate the easy removal of the equipment.

(d) Each liferaft must have obviously marked operating instructions.

(e) Approved survival equipment must be marked for identification and method of operation.

§ 25.1563

Airspeed placard.

A placard showing the maximum airspeeds for flap extension for the takeoff, approach, and landing positions must be installed in clear view of each pilot.

§ 25.1581

General.

(a) Furnishing information. An Airplane Flight Manual must be furnished with each airplane, and it must contain the following:

(1) Information required by §§ 25.1583 through 25.1587.

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(3) Any limitation, procedure, or other information established as a condition of compliance with the applicable noise standards of part 36 of this chapter.

(b) Approved information. Each part of the manual listed in §§ 25.1583 through 25.1587, that is appropriate to the airplane, must be furnished, verified, and approved, and must be segregated, identified, and clearly distinguished from each unapproved part of that manual.

(c) [Reserved]

(d) Each Airplane Flight Manual must include a table of contents if the complexity of the manual indicates a need for it.

§ 25.1583

Operating limitations.

(a) Airspeed limitations. The following airspeed limitations and any other airspeed limitations necessary for safe operation must be furnished:

(1) The maximum operating limit speed V MO / M MO and a statement that this speed limit may not be deliberately exceeded in any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test or pilot training.

(2) If an airspeed limitation is based upon compressibility effects, a statement to this effect and information as to any symptoms, the probable behavior of the airplane, and the recommended recovery procedures.

(3) The maneuvering speed established under § 25.1507 and statements, as applicable to the particular design, explaining that:

(i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and

(ii) Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the maneuvering speed.

(4) The flap extended speed V FE and the pertinent flap positions and engine powers.

(5) The landing gear operating speed or speeds, and a statement explaining the speeds as defined in § 25.1515(a).

(6) The landing gear extended speed V LE, if greater than V LO, and a statement that this is the maximum speed at which the airplane can be safely flown with the landing gear extended.

(b) Powerplant limitations. The following information must be furnished:

(1) Limitations required by § 25.1521 and § 25.1522.

(2) Explanation of the limitations, when appropriate.

(3) Information necessary for marking the instruments required by §§ 25.1549 through 25.1553.

(c) Weight and loading distribution. The weight and center of gravity limitations established under § 25.1519 must be furnished in the Airplane Flight Manual. All of the following information, including the weight distribution limitations established under § 25.1519, must be presented either in the Airplane Flight Manual or in a separate weight and balance control and loading document that is incorporated by reference in the Airplane Flight Manual:

(1) The condition of the airplane and the items included in the empty weight as defined in accordance with § 25.29.

(2) Loading instructions necessary to ensure loading of the airplane within the weight and center of gravity limits, and to maintain the loading within these limits in flight.

(3) If certification for more than one center of gravity range is requested, the appropriate limitations, with regard to weight and loading procedures, for each separate center of gravity range.

(d) Flight crew. The number and functions of the minimum flight crew determined under § 25.1523 must be furnished.

(e) Kinds of operation. The kinds of operation approved under § 25.1525 must be furnished.

(f) Ambient air temperatures and operating altitudes. The extremes of the ambient air temperatures and operating altitudes established under § 25.1527 must be furnished.

(g) [Reserved]

(h) Additional operating limitations. The operating limitations established under § 25.1533 must be furnished.

(i) Maneuvering flight load factors. The positive maneuvering limit load factors for which the structure is proven, described in terms of accelerations, must be furnished.

§ 25.1585

Operating procedures.

(a) Operating procedures must be furnished for—

(1) Normal procedures peculiar to the particular type or model encountered in connection with routine operations;

(2) Non-normal procedures for malfunction cases and failure conditions involving the use of special systems or the alternative use of regular systems; and

(3) Emergency procedures for foreseeable but unusual situations in which immediate and precise action by the crew may be expected to substantially reduce the risk of catastrophe.

(b) Information or procedures not directly related to airworthiness or not under the control of the crew, must not be included, nor must any procedure that is accepted as basic airmanship.

(c) Information identifying each operating condition in which the fuel system independence prescribed in § 25.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance with that section.

(d) The buffet onset envelopes, determined under § 25.251 must be furnished. The buffet onset envelopes presented may reflect the center of gravity at which the airplane is normally loaded during cruise if corrections for the effect of different center of gravity locations are furnished.

(e) Information must be furnished that indicates that when the fuel quantity indicator reads “zero” in level flight, any fuel remaining in the fuel tank cannot be used safely in flight.

(f) Information on the total quantity of usable fuel for each fuel tank must be furnished.

§ 25.1587

Performance information.

(a) Each Airplane Flight Manual must contain information to permit conversion of the indicated temperature to free air temperature if other than a free air temperature indicator is used to comply with the requirements of § 25.1303(a)(1).

(b) Each Airplane Flight Manual must contain the performance information computed under the applicable provisions of this part (including §§ 25.115, 25.123, and 25.125 for the weights, altitudes, temperatures, wind components, and runway gradients, as applicable) within the operational limits of the airplane, and must contain the following:

(1) In each case, the conditions of power, configuration, and speeds, and the procedures for handling the airplane and any system having a significant effect on the performance information.

(2) V SR determined in accordance with § 25.103.

(3) The following performance information (determined by extrapolation and computed for the range of weights between the maximum landing weight and the maximum takeoff weight):

(i) Climb in the landing configuration.

(ii) Climb in the approach configuration.

(iii) Landing distance.

(4) Procedures established under § 25.101(f) and (g) that are related to the limitations and information required by § 25.1533 and by this paragraph (b) in the form of guidance material, including any relevant limitations or information.

(5) An explanation of significant or unusual flight or ground handling characteristics of the airplane.

(6) Corrections to indicated values of airspeed, altitude, and outside air temperature.

(7) An explanation of operational landing runway length factors included in the presentation of the landing distance, if appropriate.

§ 25.1701

Definition.

(a) As used in this chapter, electrical wiring interconnection system (EWIS) means any wire, wiring device, or combination of these, including termination devices, installed in any area of the airplane for the purpose of transmitting electrical energy, including data and signals, between two or more intended termination points. This includes:

(1) Wires and cables.

(2) Bus bars.

(3) The termination point on electrical devices, including those on relays, interrupters, switches, contactors, terminal blocks and circuit breakers, and other circuit protection devices.

(4) Connectors, including feed-through connectors.

(5) Connector accessories.

(6) Electrical grounding and bonding devices and their associated connections.

(7) Electrical splices.

(8) Materials used to provide additional protection for wires, including wire insulation, wire sleeving, and conduits that have electrical termination for the purpose of bonding.

(9) Shields or braids.

(10) Clamps and other devices used to route and support the wire bundle.

(11) Cable tie devices.

(12) Labels or other means of identification.

(13) Pressure seals.

(14) EWIS components inside shelves, panels, racks, junction boxes, distribution panels, and back-planes of equipment racks, including, but not limited to, circuit board back-planes, wire integration units, and external wiring of equipment.

(b) Except for the equipment indicated in paragraph (a)(14) of this section, EWIS components inside the following equipment, and the external connectors that are part of that equipment, are excluded from the definition in paragraph (a) of this section:

(1) Electrical equipment or avionics that are qualified to environmental conditions and testing procedures when those conditions and procedures are—

(i) Appropriate for the intended function and operating environment, and

(ii) Acceptable to the FAA.

(2) Portable electrical devices that are not part of the type design of the airplane. This includes personal entertainment devices and laptop computers.

(3) Fiber optics.

§ 25.1703

Function and installation: EWIS.

(a) Each EWIS component installed in any area of the aircraft must:

(1) Be of a kind and design appropriate to its intended function.

(2) Be installed according to limitations specified for the EWIS components.

(3) Perform the function for which it was intended without degrading the airworthiness of the airplane.

(4) Be designed and installed in a way that will minimize mechanical strain.

(b) Selection of wires must take into account known characteristics of the wire in relation to each installation and application to minimize the risk of wire damage, including any arc tracking phenomena.

(c) The design and installation of the main power cables (including generator cables) in the fuselage must allow for a reasonable degree of deformation and stretching without failure.

(d) EWIS components located in areas of known moisture accumulation must be protected to minimize any hazardous effects due to moisture.

§ 25.1705

Systems and functions: EWIS.

(a) EWIS associated with any system required for type certification or by operating rules must be considered an integral part of that system and must be considered in showing compliance with the applicable requirements for that system.

(b) For systems to which the following rules apply, the components of EWIS associated with those systems must be considered an integral part of that system or systems and must be considered in showing compliance with the applicable requirements for that system.

(1) § 25.773(b)(2) Pilot compartment view.

(2) § 25.981 Fuel tank ignition prevention.

(3) § 25.1165 Engine ignition systems.

(4) § 25.1310 Power source capacity and distribution.

(5) § 25.1316 System lightning protection.

(6) § 25.1331(a)(2) Instruments using a power supply.

(7) § 25.1351 General.

(8) § 25.1355 Distribution system.

(9) § 25.1360 Precautions against injury.

(10) § 25.1362 Electrical supplies for emergency conditions.

(11) § 25.1365 Electrical appliances, motors, and transformers.

(12) § 25.1431(c) and (d) Electronic equipment.

§ 25.1707

System separation: EWIS.

(a) Each EWIS must be designed and installed with adequate physical separation from other EWIS and airplane systems so that an EWIS component failure will not create a hazardous condition. Unless otherwise stated, for the purposes of this section, adequate physical separation must be achieved by separation distance or by a barrier that provides protection equivalent to that separation distance.

(b) Each EWIS must be designed and installed so that any electrical interference likely to be present in the airplane will not result in hazardous effects upon the airplane or its systems.

(c) Wires and cables carrying heavy current, and their associated EWIS components, must be designed and installed to ensure adequate physical separation and electrical isolation so that damage to circuits associated with essential functions will be minimized under fault conditions.

(d) Each EWIS associated with independent airplane power sources or power sources connected in combination must be designed and installed to ensure adequate physical separation and electrical isolation so that a fault in any one airplane power source EWIS will not adversely affect any other independent power sources. In addition:

(1) Airplane independent electrical power sources must not share a common ground terminating location.

(2) Airplane system static grounds must not share a common ground terminating location with any of the airplane's independent electrical power sources.

(e) Except to the extent necessary to provide electrical connection to the fuel systems components, the EWIS must be designed and installed with adequate physical separation from fuel lines and other fuel system components, so that:

(1) An EWIS component failure will not create a hazardous condition.

(2) Any fuel leakage onto EWIS components will not create a hazardous condition.

(f) Except to the extent necessary to provide electrical connection to the hydraulic systems components, EWIS must be designed and installed with adequate physical separation from hydraulic lines and other hydraulic system components, so that:

(1) An EWIS component failure will not create a hazardous condition.

(2) Any hydraulic fluid leakage onto EWIS components will not create a hazardous condition.

(g) Except to the extent necessary to provide electrical connection to the oxygen systems components, EWIS must be designed and installed with adequate physical separation from oxygen lines and other oxygen system components, so that an EWIS component failure will not create a hazardous condition.

(h) Except to the extent necessary to provide electrical connection to the water/waste systems components, EWIS must be designed and installed with adequate physical separation from water/waste lines and other water/waste system components, so that:

(1) An EWIS component failure will not create a hazardous condition.

(2) Any water/waste leakage onto EWIS components will not create a hazardous condition.

(i) EWIS must be designed and installed with adequate physical separation between the EWIS and flight or other mechanical control systems cables and associated system components, so that:

(1) Chafing, jamming, or other interference are prevented.

(2) An EWIS component failure will not create a hazardous condition.

(3) Failure of any flight or other mechanical control systems cables or systems components will not damage the EWIS and create a hazardous condition.

(j) EWIS must be designed and installed with adequate physical separation between the EWIS components and heated equipment, hot air ducts, and lines, so that:

(1) An EWIS component failure will not create a hazardous condition.

(2) Any hot air leakage or heat generated onto EWIS components will not create a hazardous condition.

(k) For systems for which redundancy is required, by certification rules, by operating rules, or as a result of the assessment required by § 25.1709, EWIS components associated with those systems must be designed and installed with adequate physical separation.

(l) Each EWIS must be designed and installed so there is adequate physical separation between it and other aircraft components and aircraft structure, and so that the EWIS is protected from sharp edges and corners, to minimize potential for abrasion/chafing, vibration damage, and other types of mechanical damage.

§ 25.1709

System safety: EWIS.

Each EWIS must be designed and installed so that:

(a) Each catastrophic failure condition—

(1) Is extremely improbable; and

(2) Does not result from a single failure.

(b) Each hazardous failure condition is extremely remote.

§ 25.1711

Component identification: EWIS.

(a) EWIS components must be labeled or otherwise identified using a consistent method that facilitates identification of the EWIS component, its function, and its design limitations, if any.

(b) For systems for which redundancy is required, by certification rules, by operating rules, or as a result of the assessment required by § 25.1709, EWIS components associated with those systems must be specifically identified with component part number, function, and separation requirement for bundles.

(1) The identification must be placed along the wire, cable, or wire bundle at appropriate intervals and in areas of the airplane where it is readily visible to maintenance, repair, or alteration personnel.

(2) If an EWIS component cannot be marked physically, then other means of identification must be provided.

(c) The identifying markings required by paragraphs (a) and (b) of this section must remain legible throughout the expected service life of the EWIS component.

(d) The means used for identifying each EWIS component as required by this section must not have an adverse effect on the performance of that component throughout its expected service life.

(e) Identification for EWIS modifications to the type design must be consistent with the identification scheme of the original type design.

§ 25.1713

Fire protection: EWIS.

(a) All EWIS components must meet the applicable fire and smoke protection requirements of § 25.831(c) of this part.

(b) EWIS components that are located in designated fire zones and are used during emergency procedures must be fire resistant.

(c) Insulation on electrical wire and electrical cable, and materials used to provide additional protection for the wire and cable, installed in any area of the airplane, must be self-extinguishing when tested in accordance with the applicable portions of Appendix F, part I, of 14 CFR part 25.

§ 25.1715

Electrical bonding and protection against static electricity: EWIS.

(a) EWIS components used for electrical bonding and protection against static electricity must meet the requirements of § 25.899.

(b) On airplanes having grounded electrical systems, electrical bonding provided by EWIS components must provide an electrical return path capable of carrying both normal and fault currents without creating a shock hazard or damage to the EWIS components, other airplane system components, or airplane structure.

§ 25.1717

Circuit protective devices: EWIS.

Electrical wires and cables must be designed and installed so they are compatible with the circuit protection devices required by § 25.1357, so that a fire or smoke hazard cannot be created under temporary or continuous fault conditions.

§ 25.1719

Accessibility provisions: EWIS.

Access must be provided to allow inspection and replacement of any EWIS component as necessary for continued airworthiness.

§ 25.1721

Protection of EWIS.

(a) No cargo or baggage compartment may contain any EWIS whose damage or failure may affect safe operation, unless the EWIS is protected so that:

(1) It cannot be damaged by movement of cargo or baggage in the compartment.

(2) Its breakage or failure will not create a fire hazard.

(b) EWIS must be designed and installed to minimize damage and risk of damage to EWIS by movement of people in the airplane during all phases of flight, maintenance, and servicing.

(c) EWIS must be designed and installed to minimize damage and risk of damage to EWIS by items carried onto the aircraft by passengers or cabin crew.

§ 25.1723

Flammable fluid fire protection: EWIS.

EWIS components located in each area where flammable fluid or vapors might escape by leakage of a fluid system must be considered a potential ignition source and must meet the requirements of § 25.863.

§ 25.1725

Powerplants: EWIS.

(a) EWIS associated with any powerplant must be designed and installed so that the failure of an EWIS component will not prevent the continued safe operation of the remaining powerplants or require immediate action by any crewmember for continued safe operation, in accordance with the requirements of § 25.903(b).

(b) Design precautions must be taken to minimize hazards to the airplane due to EWIS damage in the event of a powerplant rotor failure or a fire originating within the powerplant that burns through the powerplant case, in accordance with the requirements of § 25.903(d)(1).

§ 25.1727

Flammable fluid shutoff means: EWIS.

EWIS associated with each flammable fluid shutoff means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect operation of the flammable fluid shutoff means, in accordance with the requirements of § 25.1189.

§ 25.1729

Instructions for Continued Airworthiness: EWIS.

The applicant must prepare Instructions for Continued Airworthiness applicable to EWIS in accordance with Appendix H sections H25.4 and H25.5 to this part that are approved by the FAA.

§ 25.1731

Powerplant and APU fire detector system: EWIS.

(a) EWIS that are part of each fire or overheat detector system in a fire zone must be fire-resistant.

(b) No EWIS component of any fire or overheat detector system for any fire zone may pass through another fire zone, unless:

(1) It is protected against the possibility of false warnings resulting from fires in zones through which it passes; or

(2) Each zone involved is simultaneously protected by the same detector and extinguishing system.

(c) EWIS that are part of each fire or overheat detector system in a fire zone must meet the requirements of § 25.1203.

§ 25.1733

Fire detector systems, general: EWIS.

EWIS associated with any installed fire protection system, including those required by §§ 25.854 and 25.858, must be considered an integral part of the system in showing compliance with the applicable requirements for that system.

§ 25.1801

SFAR No. 111—Lavatory Oxygen Systems.

The requirements of § 121.1500 of this chapter also apply to this part.

Part 25 — CCAR-25 运输类飞机适航标准

CCAR-25 原文

CCAR-25

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Part 26 — CCAR-26 持续适航改进

运输类飞机的持续适航和安全改进规定，强制要求制定持续适航改进计划。

Part 26 — CCAR-26 持续适航改进

FAR Part 26 原文

Part 26

Authority:

Source:

§ 26.1

Purpose and scope.

(a) This part establishes requirements for support of the continued airworthiness of and safety improvements for transport category airplanes. These requirements may include performing assessments, developing design changes, developing revisions to Instructions for Continued Airworthiness (ICA), and making necessary documentation available to affected persons. Requirements of this part that establish standards for design changes and revisions to the ICA are considered airworthiness requirements.

(b) Except as provided in paragraph (c) of this section, this part applies to the following persons, as specified in each subpart of this part:

(1) Holders of type certificates and supplemental type certificates.

(2) Applicants for type certificates and supplemental type certificates and changes to those certificates (including service bulletins describing design changes).

(3) Persons seeking design approval for airplane repairs, alterations, or modifications that may affect airworthiness.

(4) Holders of type certificates and their licensees producing new airplanes.

(c) An applicant for approval of a design change is not required to comply with any applicable airworthiness requirement of this part if the applicant elects or is required to comply with a corresponding amendment to part 25 of this chapter that is adopted concurrently or after that airworthiness requirement.

(d) For the purposes of this part, the word “type certificate” does not include supplemental type certificates.

§ 26.3

§ 26.5

Applicability table.

Table 1 of this section provides an overview of the applicability of this part. It provides guidance in identifying what sections apply to various types of entities. The specific applicability of each subpart and section is specified in the regulatory text.

§ 26.11

Electrical wiring interconnection systems (EWIS) maintenance program.

(a) Except as provided in paragraph (g) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of the original certification, or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) Holders of, and applicants for, type certificates, as identified in paragraph (d) of this section must develop Instructions for Continued Airworthiness (ICA) for the representative airplane's EWIS in accordance with part 25, Appendix H paragraphs H25.5(a)(1) and (b) of this subchapter in effect on December 10, 2007 for each affected type design, and submit those ICA for review and approval by the responsible Aircraft Certification Service office. For purposes of this section, the “representative airplane” is the configuration of each model series airplane that incorporates all variations of EWIS used in production on that series airplane, and all TC-holder-designed modifications mandated by airworthiness directive as of the effective date of this rule. Each person specified in paragraph (d) of this section must also review any fuel tank system ICA developed by that person to comply with SFAR 88 to ensure compatibility with the EWIS ICA, including minimizing redundant requirements.

(c) Applicants for amendments to type certificates and supplemental type certificates, as identified in paragraph (d) of this section, must:

(1) Evaluate whether the design change for which approval is sought necessitates a revision to the ICA required by paragraph (b) of this section to comply with the requirements of Appendix H, paragraphs H25.5(a)(1) and (b). If so, the applicant must develop and submit the necessary revisions for review and approval by the responsible Aircraft Certification Service office.

(2) Ensure that any revised EWIS ICA remain compatible with any fuel tank system ICA previously developed to comply with SFAR 88 and any redundant requirements between them are minimized.

(d) The following persons must comply with the requirements of paragraph (b) or (c) of this section, as applicable, before the dates specified.

(1) Holders of type certificates (TC): December 10, 2009.

(2) Applicants for TCs, and amendments to TCs (including service bulletins describing design changes), if the date of application was before December 10, 2007 and the certificate was issued on or after December 10, 2007: December 10, 2009 or the date the certificate is issued, whichever occurs later.

(3) Unless compliance with § 25.1729 of this subchapter is required or elected, applicants for amendments to TCs, if the application was filed on or after December 10, 2007: December 10, 2009, or the date of approval of the certificate, whichever occurs later.

(4) Applicants for supplemental type certificates (STC), including changes to existing STCs, if the date of application was before December 10, 2007 and the certificate was issued on or after December 10, 2007: June 7, 2010, or the date of approval of the certificate, whichever occurs later.

(5) Unless compliance with § 25.1729 of this subchapter is required or elected, applicants for STCs, including changes to existing STCs, if the application was filed on or after December 10, 2007, June 7, 2010, or the date of approval of the certificate, whichever occurs later.

(e) Each person identified in paragraphs (d)(1), (d)(2), and (d)(4) of this section must submit to the responsible Aircraft Certification Service office for approval a compliance plan by March 10, 2008. The compliance plan must include the following information:

(1) A proposed project schedule, identifying all major milestones, for meeting the compliance dates specified in paragraph (d) of this section.

(2) A proposed means of compliance with this section, identifying all required submissions, including all compliance items as mandated in part 25, Appendix H paragraphs H25.5(a)(1) and (b) of this subchapter in effect on December 10, 2007, and all data to be developed to substantiate compliance.

(3) A proposal for submitting a draft of all compliance items required by paragraph (e)(2) of this section for review by the responsible Aircraft Certification Service office not less than 60 days before the compliance time specified in paragraph (d) of this section.

(4) A proposal for how the approved ICA will be made available to affected persons.

(f) Each person specified in paragraph (e) must implement the compliance plan, or later approved revisions, as approved in compliance with paragraph (e) of this section.

(g) This section does not apply to the following airplane models:

(1) Lockheed L-188

(2) Bombardier CL-44

(3) Mitsubishi YS-11

(4) British Aerospace BAC 1-11

(5) Concorde

(6) deHavilland D.H. 106 Comet 4C

(7) VFW—Vereinigte Flugtechnische Werk VFW-614

(8) Illyushin Aviation IL 96T

(9) Bristol Aircraft Britannia 305

(10) Handley Page Herald Type 300

(11) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(12) Airbus Caravelle

(13) Lockheed L-300

§ 26.21

Limit of validity.

(a) Applicability. Except as provided in paragraph (g) of this section, this section applies to transport category, turbine-powered airplanes with a maximum takeoff gross weight greater than 75,000 pounds and a type certificate issued after January 1, 1958, regardless of whether the maximum takeoff gross weight is a result of an original type certificate or a later design change. This section also applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, if a design change approval for which application is made after January 14, 2011 has the effect of reducing the maximum takeoff gross weight from greater than 75,000 pounds to 75,000 pounds or less.

(b) Limit of validity. Each person identified in paragraph (c) of this section must comply with the following requirements:

(1) Establish a limit of validity of the engineering data that supports the structural maintenance program (hereafter referred to as LOV) that corresponds to the period of time, stated as a number of total accumulated flight cycles or flight hours or both, during which it is demonstrated that widespread fatigue damage will not occur in the airplane. This demonstration must include an evaluation of airplane structural configurations and be supported by test evidence and analysis at a minimum and, if available, service experience, or service experience and teardown inspection results, of high-time airplanes of similar structural design, accounting for differences in operating conditions and procedures. The airplane structural configurations to be evaluated include—

(i) All model variations and derivatives approved under the type certificate; and

(ii) All structural modifications to and replacements for the airplane structural configurations specified in paragraph (b)(1)(i) of this section, mandated by airworthiness directives as of January 14, 2011.

(2) If the LOV depends on performance of maintenance actions for which service information has not been mandated by airworthiness directive as of January 14, 2011, submit the following to the responsible Aircraft Certification Service office:

(i) For those maintenance actions for which service information has been issued as of the applicable compliance date specified in paragraph (c) of this section, a list identifying each of those actions.

(ii) For those maintenance actions for which service information has not been issued as of the applicable compliance date specified in paragraph (c) of this section, a list identifying each of those actions and a binding schedule for providing in a timely manner the necessary service information for those actions. Once the responsible Aircraft Certification Service office approves this schedule, each person identified in paragraph (c) of this section must comply with that schedule.

(3) Unless previously accomplished, establish an Airworthiness Limitations section (ALS) for each airplane structural configuration evaluated under paragraph (b)(1) of this section.

(4) Incorporate the applicable LOV established under paragraph (b)(1) of this section into the ALS for each airplane structural configuration evaluated under paragraph (b)(1) and submit it to the responsible Aircraft Certification Service office for approval.

(c) Persons who must comply and compliance dates. The following persons must comply with the requirements of paragraph (b) of this section by the specified date.

(1) Holders of type certificates (TC) of airplane models identified in Table 1 of this section: No later than the applicable date identified in Table 1 of this section.

(2) Applicants for TCs, if the date of application was before January 14, 2011: No later than the latest of the following dates:

(i) January 14, 2016;

(ii) The date the certificate is issued; or

(iii) The date specified in the plan approved under § 25.571(b) for completion of the full-scale fatigue testing and demonstrating that widespread fatigue damage will not occur in the airplane structure.

(3) Applicants for amendments to TCs, with the exception of amendments to TCs specified in paragraphs (c)(6) or (c)(7) of this section, if the original TC was issued before January 14, 2011: No later than the latest of the following dates:

(i) January 14, 2016;

(ii) The date the amended certificate is issued; or

(iii) The date specified in the plan approved under § 25.571(b) for completion of the full-scale fatigue testing and demonstrating that widespread fatigue damage will not occur in the airplane structure.

(4) Applicants for amendments to TCs, with the exception of amendments to TCs specified in paragraphs (c)(6) or (c)(7) of this section, if the application for the original TC was made before January 14, 2011 but the TC was not issued before January 14, 2011: No later than the latest of the following dates:

(i) January 14, 2016;

(ii) The date the amended certificate is issued; or

(iii) The date specified in the plan approved under § 25.571(b) for completion of the full-scale fatigue testing and demonstrating that widespread fatigue damage will not occur in the airplane structure.

(5) Holders of either supplemental type certificates (STCs) or amendments to TCs that increase maximum takeoff gross weights from 75,000 pounds or less to greater than 75,000 pounds: No later than July 14, 2012.

(6) Applicants for either STCs or amendments to TCs that increase maximum takeoff gross weights from 75,000 pounds or less to greater than 75,000 pounds: No later than the latest of the following dates:

(i) July 14, 2012;

(ii) The date the certificate is issued; or

(iii) The date specified in the plan approved under § 25.571(b) for completion of the full-scale fatigue testing and demonstrating that widespread fatigue damage will not occur in the airplane structure.

(7) Applicants for either STCs or amendments to TCs that decrease maximum takeoff gross weights from greater than 75,000 pounds to 75,000 pounds or less, if the date of application was after January 14, 2011: No later than the latest of the following dates:

(i) July 14, 2012;

(ii) The date the certificate is issued; or

(iii) The date specified in the plan approved under § 25.571(b) for completion of the full-scale fatigue testing and demonstrating that widespread fatigue damage will not occur in the airplane structure.

(d) Compliance plan. Each person identified in paragraph (e) of this section must submit a compliance plan consisting of the following:

(1) A proposed project schedule, identifying all major milestones, for meeting the compliance dates specified in paragraph (c) of this section.

(2) A proposed means of compliance with paragraphs (b)(1) through (b)(4) of this section.

(3) A proposal for submitting a draft of all compliance items required by paragraph (b) of this section for review by the responsible Aircraft Certification Service office not less than 60 days before the compliance date specified in paragraph (c) of this section, as applicable.

(4) A proposal for how the LOV will be distributed.

(e) Compliance dates for compliance plans. The following persons must submit the compliance plan described in paragraph (d) of this section to the responsible Aircraft Certification Service office by the specified date.

(1) Holders of type certificates: No later than April 14, 2011.

(2) Applicants for TCs and amendments to TCs, with the exception of amendments to TCs specified in paragraphs (e)(4), (e)(5), or (e)(6) of this section, if the date of application was before January 14, 2011 but the TC or TC amendment was not issued before January 14, 2011: No later than April 14, 2011.

(3) Holders of either supplemental type certificates or amendments to TCs that increase maximum takeoff gross weights from 75,000 pounds or less to greater than 75,000 pounds: No later than April 14, 2011.

(4) Applicants for either STCs or amendments to TCs that increase maximum takeoff gross weights from 75,000 pounds or less to greater than 75,000 pounds, if the date of application was before January 14, 2011: No later than April 14, 2011.

(5) Applicants for either STCs or amendments to TCs that increase maximum takeoff gross weights from 75,000 pounds or less to greater than 75,000 pounds, if the date of application is on or after January 14, 2011: Within 90 days after the date of application.

(6) Applicants for either STCs or amendments to TCs that decrease maximum takeoff gross weights from greater than 75,000 pounds to 75,000 pounds or less, if the date of application is on or after January 14, 2011: Within 90 days after the date of application.

(f) Compliance plan implementation. Each affected person must implement the compliance plan as approved in compliance with paragraph (d) of this section.

(g) Exceptions. This section does not apply to the following airplane models:

(1) Bombardier BD-700.

(2) Bombardier CL-44.

(3) Gulfstream GV.

(4) Gulfstream GV-SP.

(5) British Aerospace, Aircraft Group, and Societe Nationale Industrielle Aerospatiale Concorde Type 1.

(6) British Aerospace (Commercial Aircraft) Ltd., Armstrong Whitworth Argosy A.W. 650 Series 101.

(7) British Aerospace Airbus, Ltd., BAC 1-11.

(8) BAE Systems (Operations) Ltd., BAe 146.

(9) BAE Systems (Operations) Ltd., Avro 146.

(10) Lockheed 300-50A01 (USAF C141A).

(11) Boeing 707.

(12) Boeing 720.

(13) deHavilland D.H. 106 Comet 4C.

(14) Ilyushin Aviation IL-96T.

(15) Bristol Aircraft Britannia 305.

(16) Avions Marcel Dassault-Breguet Aviation Mercure 100C.

(17) Airbus Caravelle.

(18) D & R Nevada, LLC, Convair Model 22.

(19) D & R Nevada, LLC, Convair Model 23M.

§ 26.23

Extended limit of validity.

(a) Applicability. Any person may apply to extend a limit of validity of the engineering data that supports the structural maintenance program (hereafter referred to as LOV) approved under § 25.571 of this subchapter, § 26.21, or this section. Extending an LOV is a major design change. The applicant must comply with the relevant provisions of subparts D or E of part 21 of this subchapter and paragraph (b) of this section.

(b) Extended limit of validity. Each person applying for an extended LOV must comply with the following requirements:

(1) Establish an extended LOV that corresponds to the period of time, stated as a number of total accumulated flight cycles or flight hours or both, during which it is demonstrated that widespread fatigue damage will not occur in the airplane. This demonstration must include an evaluation of airplane structural configurations and be supported by test evidence and analysis at a minimum and, if available, service experience, or service experience and teardown inspection results, of high-time airplanes of similar structural design, accounting for differences in operating conditions and procedures. The airplane structural configurations to be evaluated include—

(i) All model variations and derivatives approved under the type certificate for which approval for an extension is sought; and

(ii) All structural modifications to and replacements for the airplane structural configurations specified in paragraph (b)(1)(i) of this section, mandated by airworthiness directive, up to the date of approval of the extended LOV.

(2) Establish a revision or supplement, as applicable, to the Airworthiness Limitations section (ALS) of the Instructions for Continued Airworthiness required by § 25.1529 of this subchapter, and submit it to the responsible Aircraft Certification Service office for approval. The revised ALS or supplement to the ALS must include the applicable extended LOV established under paragraph (b)(1) of this section.

(3) Develop the maintenance actions determined by the WFD evaluation performed in paragraph (b)(1) of this section to be necessary to preclude WFD from occurring before the airplane reaches the proposed extended LOV. These maintenance actions must be documented as airworthiness limitation items in the ALS and submitted to the responsible Aircraft Certification Service office for approval.

§ 26.31

Definitions.

For purposes of this subpart—

(a) Fleet Average Flammability Exposure has the meaning defined in Appendix N of part 25 of this chapter.

(b) Normally Emptied means a fuel tank other than a Main Fuel Tank. Main Fuel Tank is defined in 14 CFR 25.981(b).

§ 26.33

Holders of type certificates: Fuel tank flammability.

(a) Applicability. This section applies to U.S. type certificated transport category, turbine-powered airplanes, other than those designed solely for all-cargo operations, for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval on or after January 1, 1992, that, as a result of original type certification or later increase in capacity have:

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) Flammability Exposure Analysis. (1) General. Within 150 days after December 26, 2008, holders of type certificates must submit for approval to the responsible Aircraft Certification Service office a flammability exposure analysis of all fuel tanks defined in the type design, as well as all design variations approved under the type certificate that affect flammability exposure. This analysis must be conducted in accordance with Appendix N of part 25 of this chapter.

(2) Exception. This paragraph (b) does not apply to—

(i) Fuel tanks for which the type certificate holder has notified the FAA under paragraph (g) of this section that it will provide design changes and service instructions for Flammability Reduction Means or an Ignition Mitigation Means (IMM) meeting the requirements of paragraph (c) of this section.

(ii) Fuel tanks substantiated to be conventional unheated aluminum wing tanks.

(c) Design Changes. For fuel tanks with a Fleet Average Flammability Exposure exceeding 7 percent, one of the following design changes must be made.

(1) Flammability Reduction Means (FRM). A means must be provided to reduce the fuel tank flammability.

(i) Fuel tanks that are designed to be Normally Emptied must meet the flammability exposure criteria of Appendix M of part 25 of this chapter if any portion of the tank is located within the fuselage contour.

(ii) For all other fuel tanks, the FRM must meet all of the requirements of Appendix M of part 25 of this chapter, except, instead of complying with paragraph M25.1 of this appendix, the Fleet Average Flammability Exposure may not exceed 7 percent.

(2) Ignition Mitigation Means (IMM). A means must be provided to mitigate the effects of an ignition of fuel vapors within the fuel tank such that no damage caused by an ignition will prevent continued safe flight and landing.

(d) Service Instructions. No later than December 27, 2010, holders of type certificates required by paragraph (c) of this section to make design changes must meet the requirements specified in either paragraph (d)(1) or (d)(2) of this section. The required service instructions must identify each airplane subject to the applicability provisions of paragraph (a) of this section.

(1) FRM. The type certificate holder must submit for approval by the responsible Aircraft Certification Service office design changes and service instructions for installation of fuel tank flammability reduction means (FRM) meeting the criteria of paragraph (c) of this section.

(2) IMM. The type certificate holder must submit for approval by the responsible Aircraft Certification Service office design changes and service instructions for installation of fuel tank IMM that comply with 14 CFR 25.981(c) in effect on December 26, 2008.

(e) Instructions for Continued Airworthiness (ICA). No later than December 27, 2010, holders of type certificates required by paragraph (c) of this section to make design changes must submit for approval by the responsible Aircraft Certification Service office, critical design configuration control limitations (CDCCL), inspections, or other procedures to prevent increasing the flammability exposure of any tanks equipped with FRM above that permitted under paragraph (c)(1) of this section and to prevent degradation of the performance of any IMM provided under paragraph (c)(2) of this section. These CDCCL, inspections, and procedures must be included in the Airworthiness Limitations Section (ALS) of the ICA required by 14 CFR 25.1529 or paragraph (f) of this section. Unless shown to be impracticable, visible means to identify critical features of the design must be placed in areas of the airplane where foreseeable maintenance actions, repairs, or alterations may compromise the critical design configuration limitations. These visible means must also be identified as a CDCCL.

(f) Airworthiness Limitations. Unless previously accomplished, no later than December 27, 2010, holders of type certificates affected by this section must establish an ALS of the maintenance manual or ICA for each airplane configuration evaluated under paragraph (b)(1) of this section and submit it to the responsible Aircraft Certification Service office for approval. The ALS must include a section that contains the CDCCL, inspections, or other procedures developed under paragraph (e) of this section.

(g) Compliance Plan for Flammability Exposure Analysis. Within 90 days after December 26, 2008, each holder of a type certificate required to comply with paragraph (b) of this section must submit to the responsible Aircraft Certification Service office a compliance plan consisting of the following:

(1) A proposed project schedule for submitting the required analysis, or a determination that compliance with paragraph (b) of this section is not required because design changes and service instructions for FRM or IMM will be developed and made available as required by this section.

(2) A proposed means of compliance with paragraph (b) of this section, if applicable.

(h) Compliance Plan for Design Changes and Service Instructions. Within 210 days after December 26, 2008, each holder of a type certificate required to comply with paragraph (d) of this section must submit to the responsible Aircraft Certification Service office a compliance plan consisting of the following:

(1) A proposed project schedule, identifying all major milestones, for meeting the compliance dates specified in paragraphs (d), (e) and (f) of this section.

(2) A proposed means of compliance with paragraphs (d), (e) and (f) of this section.

(3) A proposal for submitting a draft of all compliance items required by paragraphs (d), (e) and (f) of this section for review by the responsible Aircraft Certification Service office not less than 60 days before the compliance times specified in those paragraphs.

(4) A proposal for how the approved service information and any necessary modification parts will be made available to affected persons.

(i) Each affected type certificate holder must implement the compliance plans, or later revisions, as approved under paragraph (g) and (h) of this section.

§ 26.35

Changes to type certificates affecting fuel tank flammability.

(a) Applicability. This section applies to holders and applicants for approvals of the following design changes to any airplane subject to 14 CFR 26.33(a):

(1) Any fuel tank designed to be Normally Emptied if the fuel tank installation was approved pursuant to a supplemental type certificate or a field approval before December 26, 2008;

(2) Any fuel tank designed to be Normally Emptied if an application for a supplemental type certificate or an amendment to a type certificate was made before December 26, 2008 and if the approval was not issued before December 26, 2008; and

(3) If an application for a supplemental type certificate or an amendment to a type certificate is made on or after December 26, 2008, any of the following design changes:

(i) Installation of a fuel tank designed to be Normally Emptied,

(ii) Changes to existing fuel tank capacity, or

(iii) Changes that may increase the flammability exposure of an existing fuel tank for which FRM or IMM is required by § 26.33(c).

(b) Flammability Exposure Analysis —(1) General. By the times specified in paragraphs (b)(1)(i) and (b)(1)(ii) of this section, each person subject to this section must submit for approval a flammability exposure analysis of the auxiliary fuel tanks or other affected fuel tanks, as defined in the type design, to the responsible Aircraft Certification Service office. This analysis must be conducted in accordance with Appendix N of part 25 of this chapter.

(i) Holders of supplemental type certificates and field approvals: Within 12 months of December 26, 2008,

(ii) Applicants for supplemental type certificates and for amendments to type certificates: Within 12 months after December 26, 2008, or before the certificate is issued, whichever occurs later.

(2) Exception. This paragraph does not apply to—

(i) Fuel tanks for which the type certificate holder, supplemental type certificate holder, or field approval holder has notified the FAA under paragraph (f) of this section that it will provide design changes and service instructions for an IMM meeting the requirements of § 25.981(c) in effect December 26, 2008; and

(ii) Fuel tanks substantiated to be conventional unheated aluminum wing tanks.

(c) Impact Assessment. By the times specified in paragraphs (c)(1) and (c)(2) of this section, each person subject to paragraph (a)(1) of this section holding an approval for installation of a Normally Emptied fuel tank on an airplane model listed in Table 1 of this section, and each person subject to paragraph (a)(3)(iii) of this section, must submit for approval to the responsible Aircraft Certification Service office an assessment of the fuel tank system, as modified by their design change. The assessment must identify any features of the design change that compromise any critical design configuration control limitation (CDCCL) applicable to any airplane on which the design change is eligible for installation.

(1) Holders of supplemental type certificates and field approvals: Before June 26, 2011.

(2) Applicants for supplemental type certificates and for amendments to type certificates: Before June 26, 2011 or before the certificate is issued, whichever occurs later.

(d) Design Changes and Service Instructions. By the times specified in paragraph (e) of this section, each person subject to this section must meet the requirements of paragraphs (d)(1) or (d)(2) of this section, as applicable.

(1) For holders and applicants subject to paragraph (a)(1) or (a)(3)(iii) of this section, if the assessment required by paragraph (c) of this section identifies any features of the design change that compromise any CDCCL applicable to any airplane on which the design change is eligible for installation, the holder or applicant must submit for approval by the responsible Aircraft Certification Service office design changes and service instructions for Flammability Impact Mitigation Means (FIMM) that would bring the design change into compliance with the CDCCL. Any fuel tank modified as required by this paragraph must also be evaluated as required by paragraph (b) of this section.

(2) Applicants subject to paragraph (a)(2), or (a)(3)(i) of this section must comply with the requirements of 14 CFR 25.981, in effect on December 26, 2008.

(3) Applicants subject to paragraph (a)(3)(ii) of this section must comply with the requirements of 14 CFR 26.33.

(e) Compliance Times for Design Changes and Service Instructions. The following persons subject to this section must comply with the requirements of paragraph (d) of this section at the specified times.

(1) Holders of supplemental type certificates and field approvals: Before December 26, 2012.

(2) Applicants for supplemental type certificates and for amendments to type certificates: Before December 26, 2012, or before the certificate is issued, whichever occurs later.

(f) Compliance Planning. By the applicable date specified in Table 2 of this section, each person subject to paragraph (a)(1) of this section must submit for approval by the responsible Aircraft Certification Service office compliance plans for the flammability exposure analysis required by paragraph (b) of this section, the impact assessment required by paragraph (c) of this section, and the design changes and service instructions required by paragraph (d) of this section. Each person's compliance plans must include the following:

(1) A proposed project schedule for submitting the required analysis or impact assessment.

(2) A proposed means of compliance with paragraph (d) of this section.

(3) For the requirements of paragraph (d) of this section, a proposal for submitting a draft of all design changes, if any are required, and Airworthiness Limitations (including CDCCLs) for review by the responsible Aircraft Certification Service office not less than 60 days before the compliance time specified in paragraph (e) of this section.

(4) For the requirements of paragraph (d) of this section, a proposal for how the approved service information and any necessary modification parts will be made available to affected persons.

(g) Each person subject to this section must implement the compliance plans, or later revisions, as approved under paragraph (f) of this section.

§ 26.37

Pending type certification projects: Fuel tank flammability.

(a) Applicability. This section applies to any new type certificate for a transport category airplane, if the application was made before December 26, 2008, and if the certificate was not issued before December 26, 2008. This section applies only if the airplane would have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) If the application was made on or after June 6, 2001, the requirements of 14 CFR 25.981 in effect on December 26, 2008, apply.

§ 26.39

Newly produced airplanes: Fuel tank flammability.

(a) Applicability: This section applies to Boeing model airplanes specified in Table 1 of this section, including passenger and cargo versions of each model, when application is made for original certificates of airworthiness or export airworthiness approvals after December 27, 2010.

(b) Any fuel tank meeting all of the criteria stated in paragraphs (b)(1), (b)(2) and (b)(3) of this section must have flammability reduction means (FRM) or ignition mitigation means (IMM) that meet the requirements of 14 CFR 25.981 in effect on December 26, 2008.

(1) The fuel tank is Normally Emptied.

(2) Any portion of the fuel tank is located within the fuselage contour.

(3) The fuel tank exceeds a Fleet Average Flammability Exposure of 7 percent.

(c) All other fuel tanks that exceed an Fleet Average Flammability Exposure of 7 percent must have an IMM that meets 14 CFR 25.981(d) in effect on December 26, 2008, or an FRM that meets all of the requirements of Appendix M to this part, except instead of complying with paragraph M25.1 of that appendix, the Fleet Average Flammability Exposure may not exceed 7 percent.

§ 26.41

Definitions.

Affects (or Affected) means structure has been physically repaired, altered, or modified, or the structural loads acting on the structure have been increased or redistributed.

Baseline structure means structure that is designed under the original type certificate or amended type certificate for that airplane model.

Damage Tolerance Evaluation (DTE) means a process that leads to a determination of maintenance actions necessary to detect or preclude fatigue cracking that could contribute to a catastrophic failure. As applied to repairs and alterations, a DTE includes the evaluation both of the repair or alteration and of the fatigue critical structure affected by the repair or alteration.

Damage Tolerance Inspection (DTI) means the inspection developed as a result of a DTE. A DTI includes the areas to be inspected, the inspection method, the inspection procedures, including acceptance and rejection criteria, the threshold, and any repeat intervals associated with those inspections. The DTI may specify a time limit when a repair or alteration needs to be replaced or modified. If the DTE concludes that DT-based supplemental structural inspections are not necessary, the DTI contains a statement to that effect.

DT data mean DTE documentation and the DTI.

DTE documentation means data that identify the evaluated fatigue critical structure, the basic assumptions applied in a DTE, and the results of a DTE.

Fatigue critical structure means airplane structure that is susceptible to fatigue cracking that could contribute to a catastrophic failure, as determined in accordance with § 25.571 of this chapter. Fatigue critical structure includes structure, which, if repaired or altered, could be susceptible to fatigue cracking and contribute to a catastrophic failure. Such structure may be part of the baseline structure or part of an alteration.

Implementation schedule consists of documentation that establishes the timing for accomplishing the necessary actions for developing DT data for repairs and alterations, and for incorporating those data into an operator's continuing airworthiness maintenance program. The documentation must identify times when actions must be taken as specific numbers of airplane flight hours, flight cycles, or both.

Published repair data mean instructions for accomplishing repairs, which are published for general use in structural repair manuals and service bulletins (or equivalent types of documents).

§ 26.43

Holders of and applicants for type certificates—Repairs.

(a) Applicability. Except as specified in paragraph (g) of this section, this section applies to transport category, turbine powered airplane models with a type certificate issued after January 1, 1958, that as a result of original type certification or later increase in capacity have—

(1) A maximum type certificated passenger seating capacity of 30 or more; or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) List of fatigue critical baseline structure. For airplanes specified in paragraph (a) of this section, the holder of or applicant for a type certificate must—

(1) Identify fatigue critical baseline structure for all airplane model variations and derivatives approved under the type certificate; and

(2) Develop and submit to the responsible Aircraft Certification Service office for review and approval, a list of the structure identified under paragraph (b)(1) of this section and, upon approval, make the list available to persons required to comply with § 26.47 and §§ 121.1109 and 129.109 of this chapter.

(c) Existing and future published repair data. For repair data published by a holder of a type certificate that is current as of January 11, 2008 and for all later published repair data, the holder of a type certificate must—

(1) Review the repair data and identify each repair specified in the data that affects fatigue critical baseline structure identified under paragraph (b)(1) of this section;

(2) Perform a DTE and develop the DTI for each repair identified under paragraph (c)(1) of this section, unless previously accomplished;

(3) Submit the DT data to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval; and

(4) Upon approval, make the DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(d) Future repair data not published. For repair data developed by a holder of a type certificate that are approved after January 11, 2008 and are not published, the type certificate holder must accomplish the following for repairs specified in the repair data that affect fatigue critical baseline structure:

(1) Perform a DTE and develop the DTI.

(2) Submit the DT data required in paragraph (d)(1) of this section for review and approval by the responsible Aircraft Certification Service office or its properly authorized designees.

(3) Upon approval, make the approved DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(e) Repair evaluation guidelines. Except for airplane models whose type certificate is issued after January 11, 2008, holders of a type certificate for each airplane model subject to this section must—

(1) Develop repair evaluation guidelines for operators' use that include—

(i) A process for conducting surveys of affected airplanes that will enable identification and documentation of all existing repairs that affect fatigue critical baseline structure identified under paragraph (b)(1) of this section and § 26.45(b)(2);

(ii) A process that will enable operators to obtain the DTI for repairs identified under paragraph (e)(1)(i) of this section; and

(iii) An implementation schedule for repairs covered by the repair evaluation guidelines. The implementation schedule must identify times when actions must be taken as specific numbers of airplane flight hours, flight cycles, or both.

(2) Submit the repair evaluation guidelines to the responsible Aircraft Certification Service office for review and approval.

(3) Upon approval, make the guidelines available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(4) If the guidelines direct the operator to obtain assistance from the holder of a type certificate, make such assistance available in accordance with the implementation schedule.

(f) Compliance times. Holders of type certificates must submit the following to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval by the specified compliance time:

(1) The identified list of fatigue critical baseline structure required by paragraph (b)(2) of this section must be submitted no later than 180 days after January 11, 2008 or before issuance of the type certificate, whichever occurs later.

(2) For published repair data that are current as of January 11, 2008, the DT data required by paragraph (c)(3) of this section must be submitted by June 30, 2009.

(3) For repair data published after January 11, 2008, the DT data required by paragraph (c)(3) of this section must be submitted before FAA approval of the repair data.

(4) For unpublished repair data developed after January 11, 2008, the DT data required by paragraph (d)(1) of this section must be submitted within 12 months of the airplane's return to service or in accordance with a schedule approved by the responsible Aircraft Certification Service office.

(5) The repair evaluation guidelines required by paragraph (e)(1) of this section must be submitted by December 30, 2009.

(g) Exceptions. The requirements of this section do not apply to the following transport category airplane models:

(1) Convair CV-240, 340, 440, if modified to include turbine engines.

(2) Vickers Armstrong Viscount, TCDS No. A-814.

(3) Douglas DC-3, if modified to include turbine engines, TCDS No. A-618.

(4) Bombardier CL-44, TCDS No. 1A20.

(5) Mitsubishi YS-11, TCDS No. A1PC.

(6) British Aerospace BAC 1-11, TCDS No. A5EU.

(7) Concorde, TCDS No. A45EU.

(8) deHavilland D.H. 106 Comet 4C, TCDS No. 7A10.

(9) deHavilland DHC-7, TCDS No. A20EA.

(10) VFW-Vereinigte Flugtechnische Werk VFW-614, TCDS No. A39EU.

(11) Illyushin Aviation IL 96T, TCDS No. A54NM.

(12) Bristol Aircraft Britannia 305, TCDS No. 7A2.

(13) Handley Page Herald Type 300, TCDS No. A21N.

(14) Avions Marcel Dassault—Breguet Aviation Mercure 100C, TCDS No. A40EU.

(15) Airbus Caravelle, TCDS No. 7A6.

(16) Lockheed L-300, TCDS No. A2S0.

(17) Boeing 707-100/-200, TCDS No. 4A21.

(18) Boeing 707-300/-400, TCDS No. 4A26.

(19) Boeing 720, TCDS No. 4A28.

§ 26.45

Holders of type certificates—Alterations and repairs to alterations.

(a) Applicability. This section applies to transport category airplanes subject to § 26.43.

(b) Fatigue critical alteration structure. For existing and future alteration data developed by the holder of a type certificate, the holder must—

(1) Review alteration data and identify all alterations that affect fatigue critical baseline structure identified under § 26.43(b)(1);

(2) For each alteration identified under paragraph (b)(1) of this section, identify any fatigue critical alteration structure;

(3) Develop and submit to the responsible Aircraft Certification Service office for review and approval a list of the structure identified under paragraph (b)(2) of this section; and

(4) Upon approval, make the list required in paragraph (b)(3) of this section available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(c) DT Data. For existing and future alteration data developed by the holder of a type certificate that affect fatigue critical baseline structure identified under § 26.43(b)(1), unless previously accomplished, the holder must—

(1) Perform a DTE and develop the DTI for the alteration and fatigue critical baseline structure that is affected by the alteration;

(2) Submit the DT data developed in accordance with paragraphs (c)(1) of this section to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval; and

(3) Upon approval, make the DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(d) DT Data for Repairs Made to Alterations. For existing and future repair data developed by a holder of a type certificate, the type certificate holder must—

(1) Review the repair data, and identify each repair that affects any fatigue critical alteration structure identified under paragraph (b)(2) of this section;

(2) For each repair identified under paragraph (d)(1) of this section, unless previously accomplished, perform a DTE and develop DTI;

(3) Submit the DT data developed in accordance with paragraph (d)(2) of this section to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval; and

(4) Upon approval, make the DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(e) Compliance times. Holders of type certificates must submit the following to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval by the specified compliance time:

(1) The list of fatigue critical alteration structure identified under paragraph (b)(3) of this section must be submitted—

(i) No later than 360 days after January 11, 2008, for alteration data approved before January 11, 2008.

(ii) No later than 30 days after March 12, 2010 or before initial approval of the alteration data, whichever occurs later, for alteration data approved on or after January 11, 2008.

(2) For alteration data developed and approved before January 11, 2008, the DT data required by paragraph (c)(2) of this section must be submitted by June 30, 2009.

(3) For alteration data approved on or after January 11, 2008, DT data required by paragraph (c)(2) of this section must be submitted before initial approval of the alteration data.

(4) For repair data developed and approved before January 11, 2008, the DT data required by paragraph (d)(2) of this section must be submitted by June 30, 2009.

(5) For repair data developed and approved after January 11, 2008, the DT data required by paragraph (d)(2) of this section must be submitted within 12 months after initial approval of the repair data and before making the DT data available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

§ 26.47

Holders of and applicants for a supplemental type certificate—Alterations and repairs to alterations.

(a) Applicability. This section applies to transport category airplanes subject to § 26.43.

(b) Fatigue critical alteration structure. For existing structural alteration data approved under a supplemental certificate, the holder of the supplemental certificate must—

(1) Review the alteration data and identify all alterations that affect fatigue critical baseline structure identified under § 26.43(b)(1);

(2) For each alteration identified under paragraph (b)(1) of this section, identify any fatigue critical alteration structure;

(3) Develop and submit to the responsible Aircraft Certification Service office for review and approval a list of the structure identified under paragraph (b)(2) of this section; and

(4) Upon approval, make the list required in paragraph (b)(3) of this section available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(c) DT Data. For existing and future alteration data developed by the holder of a supplemental type certificate that affect fatigue critical baseline structure identified under § 26.43(b)(1), unless previously accomplished, the holder of a supplemental type certificate must—

(1) Perform a DTE and develop the DTI for the alteration and fatigue critical baseline structure that is affected by the alteration;

(2) Submit the DT data developed in accordance with paragraphs (c)(1) of this section to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval; and

(3) Upon approval, make the DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(d) DT Data for Repairs Made to Alterations. For existing and future repair data developed by the holder of a supplemental holder of a supplemental type certificate, the holder of a supplemental type certificate must—

(1) Review the repair data, and identify each repair that affects any fatigue critical alteration structure identified under paragraph (b)(2) of this section;

(2) For each repair identified under paragraph (d)(1) of this section, unless previously accomplished, perform a DTE and develop DTI;

(3) Submit the DT data developed in accordance with paragraph (d)(2) of this section to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval; and

(4) Upon approval, make the DTI available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(e) Compliance times. Holders of supplemental type certificates must submit the following to the responsible Aircraft Certification Service office or its properly authorized designees for review and approval by the specified compliance time:

(1) The list of fatigue critical alteration structure required by paragraph (b)(3) of this section must be submitted no later than 360 days after January 11, 2008.

(2) For alteration data developed and approved before January 11, 2008, the DT data required by paragraph (c)(2) of this section must be submitted by June 30, 2009.

(3) For alteration data developed after January 11, 2008, the DT data required by paragraph (c)(2) of this section must be submitted before approval of the alteration data and making it available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

(4) For repair data developed and approved before January 11, 2008, the DT data required by paragraph (d)(2) of this section must be submitted by June 30, 2009.

(5) For repair data developed and approved after January 11, 2008, the DT data required by paragraph (d)(2) of this section, must be submitted within 12 months after initial approval of the repair data and before making the DT data available to persons required to comply with §§ 121.1109 and 129.109 of this chapter.

§ 26.49

Compliance plan.

(a) Compliance plan. Except for applicants for type certificates and supplemental type certificates whose applications are submitted after January 11, 2008, each person identified in §§ 26.43, 26.45, and 26.47, must submit a compliance plan consisting of the following:

(1) A project schedule identifying all major milestones for meeting the compliance times specified in §§ 26.43(f), 26.45(e), and 26.47(e), as applicable.

(2) A proposed means of compliance with §§ 26.43, 26.45, and 26.47, as applicable.

(3) A plan for submitting a draft of all compliance items required by this subpart for review by the responsible Aircraft Certification Service office not less than 60 days before the applicable compliance date.

(b) Compliance dates for compliance plans. The following persons must submit the compliance plan described in paragraph (a) of this section to the responsible Aircraft Certification Service office for approval on the following schedule:

(1) For holders of type certificates, no later than 90 days after January 11, 2008.

(2) For holders of supplemental type certificates no later than 180 days after January 11, 2008.

(3) For applicants for changes to type certificates whose application are submitted before January 11, 2008, no later than 180 days after January 11, 2008.

(c) Compliance Plan Implementation. Each affected person must implement the compliance plan as approved in compliance with paragraph (a) of this section.

Part 26 — CCAR-26 持续适航改进

CCAR-26 原文

CCAR-26

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关于发布咨询通告《运输类飞机持续适航和安全改进及点火源防护符合性指南》的通知 来源：中国民航局 打印本页 分享到： 各地区管理局： 为向业内提供符合中国民用航空规章《运输类飞机的持续适航和安全改进规定》(CCAR-26)和民航局文件《关于运输类飞机点火源防护追溯要求的通知》(民航发[2012]30 号)中有关适航要求的具体方法，经研究，发布咨询通告《运输类飞机持续适航和安全改进及点火源防护符合性指南》（AC-26-AA-2012-01），并公布在中国民用航空局网站“法律法规”栏“咨询通告”项目内（网址：http://www.caac.gov.cn/B1/ZXTG/）和中国民用航空安全信息网（网址： http://safety.caac.gov.cn/index_sh.jsp）“法规及规范性文件”栏“适航咨询通告”项目内。 请你单位将该信息通知辖区内有关单位，并在相关适航审定和监管工作中参照执行。 航空器适航审定司 二〇一二年七月二日 附件： 运输类飞机持续适航和安全改进及点火源防护符合性指南.pdf

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Part 27 — CCAR-27 正常类旋翼航空器适航标准

正常类旋翼航空器（轻型直升机）的适航审定标准。

Part 27 — CCAR-27 正常类旋翼航空器适航标准

FAR Part 27 原文

Part 27

Authority:

Source:

§ 27.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for normal category rotorcraft with maximum weights of 7,000 pounds or less and nine or less passenger seats.

(b) Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements of this part.

(c) Multiengine rotorcraft may be type certified as Category A provided the requirements referenced in appendix C of this part are met.

§ 27.2

Special retroactive requirements.

(a) For each rotorcraft manufactured after September 16, 1992, each applicant must show that each occupant's seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section.

(1) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot, when seated with safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. There must be a means to secure belts and harnesses, when not in use, to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(2) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object.

(3) The safety belt and shoulder harness must meet the static and dynamic strength requirements, if applicable, specified by the rotorcraft type certification basis.

(4) For purposes of this section, the date of manufacture is either—

(i) The date the inspection acceptance records, or equivalent, reflect that the rotorcraft is complete and meets the FAA-Approved Type Design Data; or

(ii) The date the foreign civil airworthiness authority certifies that the rotorcraft is complete and issues an original standard airworthiness certificate, or equivalent, in that country.

(b) For rotorcraft with a certification basis established prior to October 18, 1999—

(1) The maximum passenger seat capacity may be increased to eight or nine provided the applicant shows compliance with all the airworthiness requirements of this part in effect on October 18, 1999.

(2) The maximum weight may be increased to greater than 6,000 pounds provided—

(i) The number of passenger seats is not increased above the maximum number certificated on October 18, 1999, or

(ii) The applicant shows compliance with all of the airworthiness requirements of this part in effect on October 18, 1999.

§ 27.21

Proof of compliance.

Each requirement of this subpart must be met at each appropriate combination of weight and center of gravity within the range of loading conditions for which certification is requested. This must be shown—

(a) By tests upon a rotorcraft of the type for which certification is requested, or by calculations based on, and equal in accuracy to, the results of testing; and

(b) By systematic investigation of each required combination of weight and center of gravity if compliance cannot be reasonably inferred from combinations investigated.

§ 27.25

Weight limits.

(a) Maximum weight. The maximum weight (the highest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is—

(1) Not more than—

(i) The highest weight selected by the applicant;

(ii) The design maximum weight (the highest weight at which compliance with each applicable structural loading condition of this part is shown);

(iii) The highest weight at which compliance with each applicable flight requirement of this part is shown; or

(iv) The highest weight in which the provisions of §§ 27.87 or 27.143(c)(1), or combinations thereof, are demonstrated if the weights and operating conditions (altitude and temperature) prescribed by those requirements cannot be met; and

(2) Not less than the sum of—

(i) The empty weight determined under § 27.29; and

(ii) The weight of usable fuel appropriate to the intended operation with full payload;

(iii) The weight of full oil capacity; and

(iv) For each seat, an occupant weight of 170 pounds or any lower weight for which certification is requested.

(b) Minimum weight. The minimum weight (the lowest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is—

(1) Not more than the sum of—

(i) The empty weight determined under § 27.29; and

(ii) The weight of the minimum crew necessary to operate the rotorcraft, assuming for each crewmember a weight no more than 170 pounds, or any lower weight selected by the applicant or included in the loading instructions; and

(2) Not less than—

(i) The lowest weight selected by the applicant;

(ii) The design minimum weight (the lowest weight at which compliance with each applicable structural loading condition of this part is shown); or

(iii) The lowest weight at which compliance with each applicable flight requirement of this part is shown.

(c) Total weight with jettisonable external load. A total weight for the rotorcraft with a jettisonable external load attached that is greater than the maximum weight established under paragraph (a) of this section may be established for any rotorcraft-load combination if—

(1) The rotorcraft-load combination does not include human external cargo,

(2) Structural component approval for external load operations under either § 27.865 or under equivalent operational standards is obtained,

(3) The portion of the total weight that is greater than the maximum weight established under paragraph (a) of this section is made up only of the weight of all or part of the jettisonable external load,

(4) Structural components of the rotorcraft are shown to comply with the applicable structural requirements of this part under the increased loads and stresses caused by the weight increase over that established under paragraph (a) of this section, and

(5) Operation of the rotorcraft at a total weight greater than the maximum certificated weight established under paragraph (a) of this section is limited by appropriate operating limitations under § 27.865(a) and (d) of this part.

§ 27.27

Center of gravity limits.

The extreme forward and aft centers of gravity and, where critical, the extreme lateral centers of gravity must be established for each weight established under § 27.25. Such an extreme may not lie beyond—

(a) The extremes selected by the applicant;

(b) The extremes within which the structure is proven; or

(c) The extremes within which compliance with the applicable flight requirements is shown.

§ 27.29

Empty weight and corresponding center of gravity.

(a) The empty weight and corresponding center of gravity must be determined by weighing the rotorcraft without the crew and payload, but with—

(1) Fixed ballast;

(2) Unusable fuel; and

(3) Full operating fluids, including—

(i) Oil;

(ii) Hydraulic fluid; and

(iii) Other fluids required for normal operation of roto-craft systems, except water intended for injection in the engines.

(b) The condition of the rotorcraft at the time of determining empty weight must be one that is well defined and can be easily repeated, particularly with respect to the weights of fuel, oil, coolant, and installed equipment.

§ 27.31

Removable ballast.

Removable ballast may be used in showing compliance with the flight requirements of this subpart.

§ 27.33

Main rotor speed and pitch limits.

(a) Main rotor speed limits. A range of main rotor speeds must be established that—

(1) With power on, provides adequate margin to accommodate the variations in rotor speed occurring in any appropriate maneuver, and is consistent with the kind of governor or synchronizer used; and

(2) With power off, allows each appropriate autorotative maneuver to be performed throughout the ranges of airspeed and weight for which certification is requested.

(b) Normal main rotor high pitch limits (power on). For rotocraft, except helicopters required to have a main rotor low speed warning under paragraph (e) of this section. It must be shown, with power on and without exceeding approved engine maximum limitations, that main rotor speeds substantially less than the minimum approved main rotor speed will not occur under any sustained flight condition. This must be met by—

(1) Appropriate setting of the main rotor high pitch stop;

(2) Inherent rotorcraft characteristics that make unsafe low main rotor speeds unlikely; or

(3) Adequate means to warn the pilot of unsafe main rotor speeds.

(c) Normal main rotor low pitch limits (power off). It must be shown, with power off, that—

(1) The normal main rotor low pitch limit provides sufficient rotor speed, in any autorotative condition, under the most critical combinations of weight and airspeed; and

(2) It is possible to prevent overspeeding of the rotor without exceptional piloting skill.

(d) Emergency high pitch. If the main rotor high pitch stop is set to meet paragraph (b)(1) of this section, and if that stop cannot be exceeded inadvertently, additional pitch may be made available for emergency use.

(e) Main rotor low speed warning for helicopters. For each single engine helicopter, and each multiengine helicopter that does not have an approved device that automatically increases power on the operating engines when one engine fails, there must be a main rotor low speed warning which meets the following requirements:

(1) The warning must be furnished to the pilot in all flight conditions, including power-on and power-off flight, when the speed of a main rotor approaches a value that can jeopardize safe flight.

(2) The warning may be furnished either through the inherent aerodynamic qualities of the helicopter or by a device.

(3) The warning must be clear and distinct under all conditions, and must be clearly distinguishable from all other warnings. A visual device that requires the attention of the crew within the cockpit is not acceptable by itself.

(4) If a warning device is used, the device must automatically deactivate and reset when the low-speed condition is corrected. If the device has an audible warning, it must also be equipped with a means for the pilot to manually silence the audible warning before the low-speed condition is corrected.

§ 27.45

General.

(a) Unless otherwise prescribed, the performance requirements of this subpart must be met for still air and a standard atmosphere.

(b) The performance must correspond to the engine power available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in paragraphs (d) or (e) of this section, as appropriate.

(c) The available power must correspond to engine power, not exceeding the approved power, less—

(1) Installation losses; and

(2) The power absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.

(d) For reciprocating engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of 80 percent in a standard atmosphere.

(e) For turbine engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of—

(1) 80 percent, at and below standard temperature; and

(2) 34 percent, at and above standard temperature plus 50 degrees F. Between these two temperatures, the relative humidity must vary linearly.

(f) For turbine-engine-powered rotorcraft, a means must be provided to permit the pilot to determine prior to takeoff that each engine is capable of developing the power necessary to achieve the applicable rotorcraft performance prescribed in this subpart.

§ 27.49

Performance at minimum operating speed.

(a) For helicopters—

(1) The hovering ceiling must be determined over the ranges of weight, altitude, and temperature for which certification is requested, with—

(i) Takeoff power;

(ii) The landing gear extended; and

(iii) The helicopter in-ground effect at a height consistent with normal takeoff procedures; and

(2) The hovering ceiling determined under paragraph (a)(1) of this section must be at least—

(i) For reciprocating engine powered helicopters, 4,000 feet at maximum weight with a standard atmosphere;

(ii) For turbine engine powered helicopters, 2,500 feet pressure altitude at maximum weight at a temperature of standard plus 22 °C (standard plus 40 °F).

(3) The out-of-ground effect hovering performance must be determined over the ranges of weight, altitude, and temperature for which certification is requested, using takeoff power.

(b) For rotorcraft other than helicopters, the steady rate of climb at the minimum operating speed must be determined over the ranges of weight, altitude, and temperature for which certification is requested, with—

(1) Takeoff power; and

(2) The landing gear extended.

§ 27.51

Takeoff.

The takeoff, with takeoff power and r.p.m. at the most critical center of gravity, and with weight from the maximum weight at sea level to the weight for which takeoff certification is requested for each altitude covered by this section—

(a) May not require exceptional piloting skill or exceptionally favorable conditions throughout the ranges of altitude from standard sea level conditions to the maximum altitude for which takeoff and landing certification is requested, and

(b) Must be made in such a manner that a landing can be made safely at any point along the flight path if an engine fails. This must be demonstrated up to the maximum altitude for which takeoff and landing certification is requested or 7,000 feet density altitude, whichever is less.

§ 27.65

Climb: all engines operating.

(a) For rotorcraft other than helicopters—

(1) The steady rate of climb, at V Y, must be determined—

(i) With maximum continuous power on each engine;

(ii) With the landing gear retracted; and

(iii) For the weights, altitudes, and temperatures for which certification is requested; and

(2) The climb gradient, at the rate of climb determined in accordance with paragraph (a)(1) of this section, must be either—

(i) At least 1:10 if the horizontal distance required to take off and climb over a 50-foot obstacle is determined for each weight, altitude, and temperature within the range for which certification is requested; or

(ii) At least 1:6 under standard sea level conditions.

(b) Each helicopter must meet the following requirements:

(1) V Y must be determined—

(i) For standard sea level conditions;

(ii) At maximum weight; and

(iii) With maximum continuous power on each engine.

(2) The steady rate of climb must be determined—

(i) At the climb speed selected by the applicant at or below V NE ;

(ii) Within the range from sea level up to the maximum altitude for which certification is requested;

(iii) For the weights and temperatures that correspond to the altitude range set forth in paragraph (b)(2)(ii) of this section and for which certification is requested; and

(iv) With maximum continuous power on each engine.

§ 27.67

Climb: one engine inoperative.

For multiengine helicopters, the steady rate of climb (or descent), at V y (or at the speed for minimum rate of descent), must be determined with—

(a) Maximum weight;

(b) The critical engine inoperative and the remaining engines at either—

(1) Maximum continuous power and, for helicopters for which certification for the use of 30-minute OEI power is requested, at 30-minute OEI power; or

(2) Continuous OEI power for helicopters for which certification for the use of continuous OEI power is requested.

§ 27.71

Autorotation performance.

For single-engine helicopters and multiengine helicopters that do not meet the Category A engine isolation requirements of Part 29 of this chapter, the minimum rate of descent airspeed and the best angle-of-glide airspeed must be determined in autorotation at—

(a) Maximum weight; and

(b) Rotor speed(s) selected by the applicant.

§ 27.75

Landing.

(a) The rotorcraft must be able to be landed with no excessive vertical acceleration, no tendency to bounce, nose over, ground loop, porpoise, or water loop, and without exceptional piloting skill or exceptionally favorable conditions, with—

(1) Approach or autorotation speeds appropriate to the type of rotorcraft and selected by the applicant;

(2) The approach and landing made with—

(i) Power off, for single engine rotorcraft and entered from steady state autorotation; or

(ii) One-engine inoperative (OEI) for multiengine rotorcraft, with each operating engine within approved operating limitations, and entered from an established OEI approach.

(b) Multiengine rotorcraft must be able to be landed safely after complete power failure under normal operating conditions.

§ 27.87

Height-velocity envelope.

(a) If there is any combination of height and forward velocity (including hover) under which a safe landing cannot be made under the applicable power failure condition in paragraph (b) of this section, a limiting height-velocity envelope must be established (including all pertinent information) for that condition, throughout the ranges of—

(1) Altitude, from standard sea level conditions to the maximum altitude capability of the rotorcraft, or 7000 feet density altitude, whichever is less; and

(2) Weight, from the maximum weight at sea level to the weight selected by the applicant for each altitude covered by paragraph (a)(1) of this section. For helicopters, the weight at altitudes above sea level may not be less than the maximum weight or the highest weight allowing hovering out-of-ground effect, whichever is lower.

(b) The applicable power failure conditions are—

(1) For single-engine helicopters, full autorotation;

(2) For multiengine helicopters, OEI (where engine isolation features ensure continued operation of the remaining engines), and the remaining engine(s) within approved limits and at the minimum installed specification power available for the most critical combination of approved ambient temperature and pressure altitude resulting in 7000 feet density altitude or the maximum altitude capability of the helicopter, whichever is less, and

(3) For other rotorcraft, conditions appropriate to the type.

§ 27.141

General.

The rotorcraft must—

(a) Except as specifically required in the applicable section, meet the flight characteristics requirements of this subpart—

(1) At the altitudes and temperatures expected in operation;

(2) Under any critical loading condition within the range of weights and centers of gravity for which certification is requested;

(3) For power-on operations, under any condition of speed, power, and rotor r.p.m. for which certification is requested; and

(4) For power-off operations, under any condition of speed and rotor r.p.m. for which certification is requested that is attainable with the controls rigged in accordance with the approved rigging instructions and tolerances;

(b) Be able to maintain any required flight condition and make a smooth transition from any flight condition to any other flight condition without exceptional piloting skill, alertness, or strength, and without danger of exceeding the limit load factor under any operating condition probable for the type, including—

(1) Sudden failure of one engine, for multiengine rotorcraft meeting Transport Category A engine isolation requirements of Part 29 of this chapter;

(2) Sudden, complete power failure for other rotorcraft; and

(3) Sudden, complete control system failures specified in § 27.695 of this part; and

(c) Have any additional characteristic required for night or instrument operation, if certification for those kinds of operation is requested. Requirements for helicopter instrument flight are contained in appendix B of this part.

§ 27.143

Controllability and maneuverability.

(a) The rotorcraft must be safely controllable and maneuverable—

(1) During steady flight; and

(2) During any maneuver appropriate to the type, including—

(i) Takeoff;

(ii) Climb;

(iii) Level flight;

(iv) Turning flight;

(v) Autorotation;

(vi) Landing (power on and power off); and

(vii) Recovery to power-on flight from a balked autorotative approach.

(b) The margin of cyclic control must allow satisfactory roll and pitch control at V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Critical rotor r.p.m.; and

(4) Power off (except for helicopters demonstrating compliance with paragraph (f) of this section) and power on.

(c) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control on or near the ground in any maneuver appropriate to the type (such as crosswind takeoffs, sideward flight, and rearward flight)—

(1) With altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft or 7000 feet density altitude, whichever is less; with—

(i) Critical Weight;

(ii) Critical center of gravity;

(iii) Critical rotor r.p.m.;

(2) For takeoff and landing altitudes above 7000 feet density altitude with—

(i) Weight selected by the applicant;

(ii) Critical center of gravity; and

(iii) Critical rotor r.p.m.

(d) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control out-of-ground-effect, with—

(1) Weight selected by the applicant;

(2) Critical center of gravity;

(3) Rotor r.p.m. selected by the applicant; and

(4) Altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft.

(e) The rotorcraft, after (1) failure of one engine in the case of multiengine rotorcraft that meet Transport Category A engine isolation requirements, or (2) complete engine failure in the case of other rotorcraft, must be controllable over the range of speeds and altitudes for which certification is requested when such power failure occurs with maximum continuous power and critical weight. No corrective action time delay for any condition following power failure may be less than—

(i) For the cruise condition, one second, or normal pilot reaction time (whichever is greater); and

(ii) For any other condition, normal pilot reaction time.

(f) For helicopters for which a V NE (power-off) is established under § 27.1505(c), compliance must be demonstrated with the following requirements with critical weight, critical center of gravity, and critical rotor r.p.m.:

(1) The helicopter must be safely slowed to V NE (power-off), without exceptional pilot skill, after the last operating engine is made inoperative at power-on V NE.

(2) At a speed of 1.1 V NE (power-off), the margin of cyclic control must allow satisfactory roll and pitch control with power off.

§ 27.151

Flight controls.

(a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force, friction, or preload.

(b) Control system forces and free play may not inhibit a smooth, direct rotorcraft response to control system input.

§ 27.161

Trim control.

The trim control—

(a) Must trim any steady longitudinal, lateral, and collective control forces to zero in level flight at any appropriate speed; and

(b) May not introduce any undesirable discontinuities in control force gradients.

§ 27.171

Stability: general.

The rotorcraft must be able to be flown, without undue pilot fatigue or strain, in any normal maneuver for a period of time as long as that expected in normal operation. At least three landings and takeoffs must be made during this demonstration.

§ 27.173

Static longitudinal stability.

(a) The longitudinal control must be designed so that a rearward movement of the control is necessary to obtain an airspeed less than the trim speed, and a forward movement of the control is necessary to obtain an airspeed more than the trim speed.

(b) Throughout the full range of altitude for which certification is requested, with the throttle and collective pitch held constant during the maneuvers specified in § 27.175(a) through (d), the slope of the control position versus airspeed curve must be positive. However, in limited flight conditions or modes of operation determined by the Administrator to be acceptable, the slope of the control position versus airspeed curve may be neutral or negative if the rotorcraft possesses flight characteristics that allow the pilot to maintain airspeed within ±5 knots of the desired trim airspeed without exceptional piloting skill or alertness.

§ 27.175

Demonstration of static longitudinal stability.

(a) Climb. Static longitudinal stability must be shown in the climb condition at speeds from Vy − 10 kt to Vy + 10 kt with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Maximum continuous power;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at V Y.

(b) Cruise. Static longitudinal stability must be shown in the cruise condition at speeds from 0.8 V NE − 10 kt to 0.8 V NE + 10 kt or, if V H is less than 0.8 V NE , from V H −10 kt to V H + 10 kt, with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power for level flight at 0.8 V NE or V H , whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at 0.8 V NE or V H , whichever is less.

(c) V NE. Static longitudinal stability must be shown at speeds from V NE − 20 kt to V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power required for level flight at V NE −10 kt or maximum continuous power, whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at V NE − 10 kt.

(d) Autorotation. Static longitudinal stability must be shown in autorotation at—

(1) Airspeeds from the minimum rate of descent airspeed−10 kt to the minimum rate of descent airspeed + 10 kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear extended; and

(iv) The rotorcraft trimmed at the minimum rate of descent airspeed.

(2) Airspeeds from best angle-of-glide airspeed−10 kt to the best angle-of-glide airspeed + 10 kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear retracted; and

(iv) The rotorcraft trimmed at the best angle-of-glide airspeed.

§ 27.177

Static directional stability.

(a) The directional controls must operate in such a manner that the sense and direction of motion of the rotorcraft following control displacement are in the direction of the pedal motion with the throttle and collective controls held constant at the trim conditions specified in § 27.175(a), (b), and (c). Sideslip angles must increase with steadily increasing directional control deflection for sideslip angles up to the lesser of—

(1) ±25 degrees from trim at a speed of 15 knots less than the speed for minimum rate of descent varying linearly to ±10 degrees from trim at V NE ;

(2) The steady state sideslip angles established by § 27.351;

(3) A sideslip angle selected by the applicant, which corresponds to a sideforce of at least 0.1g; or

(4) The sideslip angle attained by maximum directional control input.

(b) Sufficient cues must accompany the sideslip to alert the pilot when the aircraft is approaching the sideslip limits.

(c) During the maneuver specified in paragraph (a) of this section, the sideslip angle versus directional control position curve may have a negative slope within a small range of angles around trim, provided the desired heading can be maintained without exceptional piloting skill or alertness.

§ 27.231

General.

The rotorcraft must have satisfactory ground and water handling characteristics, including freedom from uncontrollable tendencies in any condition expected in operation.

§ 27.235

Taxiing condition.

The rotorcraft must be designed to withstand the loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 27.239

Spray characteristics.

If certification for water operation is requested, no spray characteristics during taxiing, takeoff, or landing may obscure the vision of the pilot or damage the rotors, propellers, or other parts of the rotorcraft.

§ 27.241

Ground resonance.

The rotorcraft may have no dangerous tendency to oscillate on the ground with the rotor turning.

§ 27.251

Vibration.

Each part of the rotorcraft must be free from excessive vibration under each appropriate speed and power condition.

§ 27.301

Loads.

(a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads.

(b) Unless otherwise provided, the specified air, ground, and water loads must be placed in equilibrium with inertia forces, considering each item of mass in the rotorcraft. These loads must be distributed to closely approximate or conservatively represent actual conditions.

(c) If deflections under load would significantly change the distribution of external or internal loads, this redistribution must be taken into account.

§ 27.303

Factor of safety.

Unless otherwise provided, a factor of safety of 1.5 must be used. This factor applies to external and inertia loads unless its application to the resulting internal stresses is more conservative.

§ 27.305

Strength and deformation.

(a) The structure must be able to support limit loads without detrimental or permanent deformation. At any load up to limit loads, the deformation may not interfere with safe operation.

(b) The structure must be able to support ultimate loads without failure. This must be shown by—

(1) Applying ultimate loads to the structure in a static test for at least three seconds; or

(2) Dynamic tests simulating actual load application.

§ 27.307

Proof of structure.

(a) Compliance with the strength and deformation requirements of this subpart must be shown for each critical loading condition accounting for the environment to which the structure will be exposed in operation. Structural analysis (static or fatigue) may be used only if the structure conforms to those structures for which experience has shown this method to be reliable. In other cases, substantiating load tests must be made.

(b) Proof of compliance with the strength requirements of this subpart must include—

(1) Dynamic and endurance tests of rotors, rotor drives, and rotor controls;

(2) Limit load tests of the control system, including control surfaces;

(3) Operation tests of the control system;

(4) Flight stress measurement tests;

(5) Landing gear drop tests; and

(6) Any additional test required for new or unusual design features.

§ 27.309

Design limitations.

The following values and limitations must be established to show compliance with the structural requirements of this subpart:

(a) The design maximum weight.

(b) The main rotor r.p.m. ranges power on and power off.

(c) The maximum forward speeds for each main rotor r.p.m. within the ranges determined under paragraph (b) of this section.

(d) The maximum rearward and sideward flight speeds.

(e) The center of gravity limits corresponding to the limitations determined under paragraphs (b), (c), and (d) of this section.

(f) The rotational speed ratios between each powerplant and each connected rotating component.

(g) The positive and negative limit maneuvering load factors.

§ 27.321

General.

(a) The flight load factor must be assumed to act normal to the longitudinal axis of the rotorcraft, and to be equal in magnitude and opposite in direction to the rotorcraft inertia load factor at the center of gravity.

(b) Compliance with the flight load requirements of this subpart must be shown—

(1) At each weight from the design minimum weight to the design maximum weight; and

(2) With any practical distribution of disposable load within the operating limitations in the Rotorcraft Flight Manual.

§ 27.337

Limit maneuvering load factor.

The rotorcraft must be designed for—

(a) A limit maneuvering load factor ranging from a positive limit of 3.5 to a negative limit of −1.0; or

(b) Any positive limit maneuvering load factor not less than 2.0 and any negative limit maneuvering load factor of not less than −0.5 for which—

(1) The probability of being exceeded is shown by analysis and flight tests to be extremely remote; and

(2) The selected values are appropriate to each weight condition between the design maximum and design minimum weights.

§ 27.339

Resultant limit maneuvering loads.

The loads resulting from the application of limit maneuvering load factors are assumed to act at the center of each rotor hub and at each auxiliary lifting surface, and to act in directions, and with distributions of load among the rotors and auxiliary lifting surfaces, so as to represent each critical maneuvering condition, including power-on and power-off flight with the maximum design rotor tip speed ratio. The rotor tip speed ratio is the ratio of the rotorcraft flight velocity component in the plane of the rotor disc to the rotational tip speed of the rotor blades, and is expressed as follows:

§ 27.341

Gust loads.

The rotorcraft must be designed to withstand, at each critical airspeed including hovering, the loads resulting from a vertical gust of 30 feet per second.

§ 27.351

Yawing conditions.

(a) Each rotorcraft must be designed for the loads resulting from the maneuvers specified in paragraphs (b) and (c) of this section with—

(1) Unbalanced aerodynamic moments about the center of gravity which the aircraft reacts to in a rational or conservative manner considering the principal masses furnishing the reacting inertia forces; and

(2) Maximum main rotor speed.

(b) To produce the load required in paragraph (a) of this section, in unaccelerated flight with zero yaw, at forward speeds from zero up to 0.6 V NE —

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 27.397(a);

(2) Attain a resulting sideslip angle or 90°, whichever is less; and

(3) Return the directional control suddenly to neutral.

(c) To produce the load required in paragraph (a) of this section, in unaccelerated flight with zero yaw, at forward speeds from 0.6 V NE up to V NE or V H , whichever is less—

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 27.397(a);

(2) Attain a resulting sideslip angle or 15°, whichever is less, at the lesser speed of V NE or V H ;

(3) Vary the sideslip angles of paragraphs (b)(2) and (c)(2) of this section directly with speed; and

(4) Return the directional control suddenly to neutral.

§ 27.361

Engine torque.

(a) For turbine engines, the limit torque may not be less than the highest of—

(1) The mean torque for maximum continuous power multiplied by 1.25;

(2) The torque required by § 27.923;

(3) The torque required by § 27.927; or

(4) The torque imposed by sudden engine stoppage due to malfunction or structural failure (such as compressor jamming).

(b) For reciprocating engines, the limit torque may not be less than the mean torque for maximum continuous power multiplied by—

(1) 1.33, for engines with five or more cylinders; and

(2) Two, three, and four, for engines with four, three, and two cylinders, respectively.

§ 27.391

General.

Each auxiliary rotor, each fixed or movable stabilizing or control surface, and each system operating any flight control must meet the requirements of §§ 27.395, 27.397, 27.399, 27.411, and 27.427.

§ 27.395

Control system.

(a) The part of each control system from the pilot's controls to the control stops must be designed to withstand pilot forces of not less than—

(1) The forces specified in § 27.397; or

(2) If the system prevents the pilot from applying the limit pilot forces to the system, the maximum forces that the system allows the pilot to apply, but not less than 0.60 times the forces specified in § 27.397.

(b) Each primary control system, including its supporting structure, must be designed as follows:

(1) The system must withstand loads resulting from the limit pilot forces prescribed in § 27.397.

(2) Notwithstanding paragraph (b)(3) of this section, when power-operated actuator controls or power boost controls are used, the system must also withstand the loads resulting from the force output of each normally energized power device, including any single power boost or actuator system failure.

(3) If the system design or the normal operating loads are such that a part of the system cannot react to the limit pilot forces prescribed in § 27.397, that part of the system must be designed to withstand the maximum loads that can be obtained in normal operation. The minimum design loads must, in any case, provide a rugged system for service use, including consideration of fatigue, jamming, ground gusts, control inertia, and friction loads. In the absence of rational analysis, the design loads resulting from 0.60 of the specified limit pilot forces are acceptable minimum design loads.

(4) If operational loads may be exceeded through jamming, ground gusts, control inertia, or friction, the system must withstand the limit pilot forces specified in § 27.397, without yielding.

§ 27.397

Limit pilot forces and torques.

(a) Except as provided in paragraph (b) of this section, the limit pilot forces are as follows:

(1) For foot controls, 130 pounds.

(2) For stick controls, 100 pounds fore and aft, and 67 pounds laterally.

(b) For flap, tab, stabilizer, rotor brake, and landing gear operating controls, the follows apply (R = radius in inches):

(1) Crank, wheel, and lever controls, [1 + R]/3 × 50 pounds, but not less than 50 pounds nor more than 100 pounds for hand operated controls or 130 pounds for foot operated controls, applied at any angle within 20 degrees of the plane of motion of the control.

(2) Twist controls, 80R inch-pounds.

§ 27.399

Dual control system.

Each dual primary flight control system must be designed to withstand the loads that result when pilot forces of 0.75 times those obtained under § 27.395 are applied—

(a) In opposition; and

(b) In the same direction.

§ 27.411

Ground clearance: tail rotor guard.

(a) It must be impossible for the tail rotor to contact the landing surface during a normal landing.

(b) If a tail rotor guard is required to show compliance with paragraph (a) of this section—

(1) Suitable design loads must be established for the guard; and

(2) The guard and its supporting structure must be designed to withstand those loads.

§ 27.427

Unsymmetrical loads.

(a) Horizontal tail surfaces and their supporting structure must be designed for unsymmetrical loads arising from yawing and rotor wake effects in combination with the prescribed flight conditions.

(b) To meet the design criteria of paragraph (a) of this section, in the absence of more rational data, both of the following must be met:

(1) One hundred percent of the maximum loading from the symmetrical flight conditions acts on the surface on one side of the plane of symmetry, and no loading acts on the other side.

(2) Fifty percent of the maximum loading from the symmetrical flight conditions acts on the surface on each side of the plane of symmetry but in opposite directions.

(c) For empennage arrangements where the horizontal tail surfaces are supported by the vertical tail surfaces, the vertical tail surfaces and supporting structure must be designed for the combined vertical and horizontal surface loads resulting from each prescribed flight condition, considered separately. The flight conditions must be selected so the maximum design loads are obtained on each surface. In the absence of more rational data, the unsymmetrical horizontal tail surface loading distributions described in this section must be assumed.

§ 27.471

General.

(a) Loads and equilibrium. For limit ground loads—

(1) The limit ground loads obtained in the landing conditions in this part must be considered to be external loads that would occur in the rotorcraft structure if it were acting as a rigid body; and

(2) In each specified landing condition, the external loads must be placed in equilibrium with linear and angular inertia loads in a rational or conservative manner.

(b) Critical centers of gravity. The critical centers of gravity within the range for which certification is requested must be selected so that the maximum design loads are obtained in each landing gear element.

§ 27.473

Ground loading conditions and assumptions.

(a) For specified landing conditions, a design maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight.

(b) Unless otherwise prescribed, for each specified landing condition, the rotorcraft must be designed for a limit load factor of not less than the limit inertia load factor substantiated under § 27.725.

§ 27.475

Tires and shock absorbers.

Unless otherwise prescribed, for each specified landing condition, the tires must be assumed to be in their static position and the shock absorbers to be in their most critical position.

§ 27.477

Landing gear arrangement.

Sections 27.235, 27.479 through 27.485, and 27.493 apply to landing gear with two wheels aft, and one or more wheels forward, of the center of gravity.

§ 27.479

Level landing conditions.

(a) Attitudes. Under each of the loading conditions prescribed in paragraph (b) of this section, the rotorcraft is assumed to be in each of the following level landing attitudes:

(1) An attitude in which all wheels contact the ground simultaneously.

(2) An attitude in which the aft wheels contact the ground with the forward wheels just clear of the ground.

(b) Loading conditions. The rotorcraft must be designed for the following landing loading conditions:

(1) Vertical loads applied under § 27.471.

(2) The loads resulting from a combination of the loads applied under paragraph (b)(1) of this section with drag loads at each wheel of not less than 25 percent of the vertical load at that wheel.

(3) If there are two wheels forward, a distribution of the loads applied to those wheels under paragraphs (b)(1) and (2) of this section in a ratio of 40:60.

(c) Pitching moments. Pitching moments are assumed to be resisted by—

(1) In the case of the attitude in paragraph (a)(1) of this section, the forward landing gear; and

(2) In the case of the attitude in paragraph (a)(2) of this section, the angular inertia forces.

§ 27.481

Tail-down landing conditions.

(a) The rotorcraft is assumed to be in the maximum nose-up attitude allowing ground clearance by each part of the rotorcraft.

(b) In this attitude, ground loads are assumed to act perpendicular to the ground.

§ 27.483

One-wheel landing conditions.

For the one-wheel landing condition, the rotorcraft is assumed to be in the level attitude and to contact the ground on one aft wheel. In this attitude—

(a) The vertical load must be the same as that obtained on that side under § 27.479(b)(1); and

(b) The unbalanced external loads must be reacted by rotorcraft inertia.

§ 27.485

Lateral drift landing conditions.

(a) The rotorcraft is assumed to be in the level landing attitude, with—

(1) Side loads combined with one-half of the maximum ground reactions obtained in the level landing conditions of § 27.479 (b)(1); and

(2) The loads obtained under paragraph (a)(1) of this section applied—

(i) At the ground contact point; or

(ii) For full-swiveling gear, at the center of the axle.

(b) The rotorcraft must be designed to withstand, at ground contact—

(1) When only the aft wheels contact the ground, side loads of 0.8 times the vertical reaction acting inward on one side, and 0.6 times the vertical reaction acting outward on the other side, all combined with the vertical loads specified in paragraph (a) of this section; and

(2) When all wheels contact the ground simultaneously—

(i) For the aft wheels, the side loads specified in paragraph (b)(1) of this section; and

(ii) For the forward wheels, a side load of 0.8 times the vertical reaction combined with the vertical load specified in paragraph (a) of this section.

§ 27.493

Braked roll conditions.

Under braked roll conditions with the shock absorbers in their static positions—

(a) The limit vertical load must be based on a load factor of at least—

(1) 1.33, for the attitude specified in § 27.479(a)(1); and

(2) 1.0 for the attitude specified in § 27.479(a)(2); and

(b) The structure must be designed to withstand at the ground contact point of each wheel with brakes, a drag load at least the lesser of—

(1) The vertical load multiplied by a coefficient of friction of 0.8; and

(2) The maximum value based on limiting brake torque.

§ 27.497

Ground loading conditions: landing gear with tail wheels.

(a) General. Rotorcraft with landing gear with two wheels forward, and one wheel aft, of the center of gravity must be designed for loading conditions as prescribed in this section.

(b) Level landing attitude with only the forward wheels contacting the ground. In this attitude—

(1) The vertical loads must be applied under §§ 27.471 through 27.475;

(2) The vertical load at each axle must be combined with a drag load at that axle of not less than 25 percent of that vertical load; and

(3) Unbalanced pitching moments are assumed to be resisted by angular inertia forces.

(c) Level landing attitude with all wheels contacting the ground simultaneously. In this attitude, the rotorcraft must be designed for landing loading conditions as prescribed in paragraph (b) of this section.

(d) Maximum nose-up attitude with only the rear wheel contacting the ground. The attitude for this condition must be the maximum nose-up attitude expected in normal operation, including autorotative landings. In this attitude—

(1) The appropriate ground loads specified in paragraphs (b)(1) and (2) of this section must be determined and applied, using a rational method to account for the moment arm between the rear wheel ground reaction and the rotorcraft center of gravity; or

(2) The probability of landing with initial contact on the rear wheel must be shown to be extremely remote.

(e) Level landing attitude with only one forward wheel contacting the ground. In this attitude, the rotorcraft must be designed for ground loads as specified in paragraphs (b)(1) and (3) of this section.

(f) Side loads in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, the following apply:

(1) The side loads must be combined at each wheel with one-half of the maximum vertical ground reactions obtained for that wheel under paragraphs (b) and (c) of this section. In this condition, the side loads must be—

(i) For the forward wheels, 0.8 times the vertical reaction (on one side) acting inward, and 0.6 times the vertical reaction (on the other side) acting outward; and

(ii) For the rear wheel, 0.8 times the vertical reaction.

(2) The loads specified in paragraph (f)(1) of this section must be applied—

(i) At the ground contact point with the wheel in the trailing position (for non-full swiveling landing gear or for full swiveling landing gear with a lock, steering device, or shimmy damper to keep the wheel in the trailing position); or

(ii) At the center of the axle (for full swiveling landing gear without a lock, steering device, or shimmy damper).

(g) Braked roll conditions in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, and with the shock absorbers in their static positions, the rotorcraft must be designed for braked roll loads as follows:

(1) The limit vertical load must be based on a limit vertical load factor of not less than—

(i) 1.0, for the attitude specified in paragraph (b) of this section; and

(ii) 1.33, for the attitude specified in paragraph (c) of this section.

(2) For each wheel with brakes, a drag load must be applied, at the ground contact point, of not less than the lesser of—

(i) 0.8 times the vertical load; and

(ii) The maximum based on limiting brake torque.

(h) Rear wheel turning loads in the static ground attitude. In the static ground attitude, and with the shock absorbers and tires in their static positions, the rotorcraft must be designed for rear wheel turning loads as follows:

(1) A vertical ground reaction equal to the static load on the rear wheel must be combined with an equal sideload.

(2) The load specified in paragraph (h)(1) of this section must be applied to the rear landing gear—

(i) Through the axle, if there is a swivel (the rear wheel being assumed to be swiveled 90 degrees to the longitudinal axis of the rotorcraft); or

(ii) At the ground contact point, if there is a lock, steering device or shimmy damper (the rear wheel being assumed to be in the trailing position).

(i) Taxiing condition. The rotorcraft and its landing gear must be designed for loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 27.501

Ground loading conditions: landing gear with skids.

(a) General. Rotorcraft with landing gear with skids must be designed for the loading conditions specified in this section. In showing compliance with this section, the following apply:

(1) The design maximum weight, center of gravity, and load factor must be determined under §§ 27.471 through 27.475.

(2) Structural yielding of elastic spring members under limit loads is acceptable.

(3) Design ultimate loads for elastic spring members need not exceed those obtained in a drop test of the gear with—

(i) A drop height of 1.5 times that specified in § 27.725; and

(ii) An assumed rotor lift of not more than 1.5 times that used in the limit drop tests prescribed in § 27.725.

(4) Compliance with paragraphs (b) through (e) of this section must be shown with—

(i) The gear in its most critically deflected position for the landing condition being considered; and

(ii) The ground reactions rationally distributed along the bottom of the skid tube.

(b) Vertical reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the vertical reactions must be applied as prescribed in paragraph (a) of this section.

(c) Drag reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical reactions must be combined with horizontal drag reactions of 50 percent of the vertical reaction applied at the ground.

(2) The resultant ground loads must equal the vertical load specified in paragraph (b) of this section.

(d) Sideloads in the level landing attitude. In the level attitude,and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical ground reaction must be—

(i) Equal to the vertical loads obtained in the condition specified in paragraph (b) of this section; and

(ii) Divided equally among the skids.

(2) The vertical ground reactions must be combined with a horizontal sideload of 25 percent of their value.

(3) The total sideload must be applied equally between the skids and along the length of the skids.

(4) The unbalanced moments are assumed to be resisted by angular inertia.

(5) The skid gear must be investigated for—

(i) Inward acting sideloads; and

(ii) Outward acting sideloads.

(e) One-skid landing loads in the level attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of one skid only, the following apply:

(1) The vertical load on the ground contact side must be the same as that obtained on that side in the condition specified in paragraph (b) of this section.

(2) The unbalanced moments are assumed to be resisted by angular inertia.

(f) Special conditions. In addition to the conditions specified in paragraphs (b) and (c) of this section, the rotorcraft must be designed for the following ground reactions:

(1) A ground reaction load acting up and aft at an angle of 45 degrees to the longitudinal axis of the rotorcraft. This load must be—

(i) Equal to 1.33 times the maximum weight;

(ii) Distributed symmetrically among the skids;

(iii) Concentrated at the forward end of the straight part of the skid tube; and

(iv) Applied only to the forward end of the skid tube and its attachment to the rotorcraft.

(2) With the rotorcraft in the level landing attitude, a vertical ground reaction load equal to one-half of the vertical load determined under paragraph (b) of this section. This load must be—

(i) Applied only to the skid tube and its attachment to the rotorcraft; and

(ii) Distributed equally over 33.3 percent of the length between the skid tube attachments and centrally located midway between the skid tube attachments.

§ 27.505

Ski landing conditions.

If certification for ski operation is requested, the rotorcraft, with skis, must be designed to withstand the following loading conditions (where P is the maximum static weight on each ski with the rotorcraft at design maximum weight, and n is the limit load factor determined under § 27.473(b).

(a) Up-load conditions in which—

(1) A vertical load of Pn and a horizontal load of Pn/ 4 are simultaneously applied at the pedestal bearings; and

(2) A vertical load of 1.33 P is applied at the pedestal bearings.

(b) A side-load condition in which a side load of 0.35 Pn is applied at the pedestal bearings in a horizontal plane perpendicular to the centerline of the rotorcraft.

(c) A torque-load condition in which a torque load of 1.33 P (in foot pounds) is applied to the ski about the vertical axis through the centerline of the pedestal bearings.

§ 27.521

Float landing conditions.

If certification for float operation is requested, the rotorcraft, with floats, must be designed to withstand the following loading conditions (where the limit load factor is determined under § 27.473(b) or assumed to be equal to that determined for wheel landing gear):

(a) Up-load conditions in which—

(1) A load is applied so that, with the rotorcraft in the static level attitude, the resultant water reaction passes vertically through the center of gravity; and

(2) The vertical load prescribed in paragraph (a)(1) of this section is applied simultaneously with an aft component of 0.25 times the vertical component.

(b) A side-load condition in which—

(1) A vertical load of 0.75 times the total vertical load specified in paragraph (a)(1) of this section is divided equally among the floats; and

(2) For each float, the load share determined under paragraph (b)(1) of this section, combined with a total side load of 0.25 times the total vertical load specified in paragraph (b)(1) of this section, is applied to that float only.

§ 27.547

Main rotor structure.

(a) Each main rotor assembly (including rotor hubs and blades) must be designed as prescribed in this section.

(b) [Reserved]

(c) The main rotor structure must be designed to withstand the following loads prescribed in §§ 27.337 through 27.341:

(1) Critical flight loads.

(2) Limit loads occurring under normal conditions of autorotation. For this condition, the rotor r.p.m. must be selected to include the effects of altitude.

(d) The main rotor structure must be designed to withstand loads simulating—

(1) For the rotor blades, hubs, and flapping hinges, the impact force of each blade against its stop during ground operation; and

(2) Any other critical condition expected in normal operation.

(e) The main rotor structure must be designed to withstand the limit torque at any rotational speed, including zero. In addition:

(1) The limit torque need not be greater than the torque defined by a torque limiting device (where provided), and may not be less than the greater of—

(i) The maximum torque likely to be transmitted to the rotor structure in either direction; and

(ii) The limit engine torque specified in § 27.361.

(2) The limit torque must be distributed to the rotor blades in a rational manner.

§ 27.549

Fuselage, landing gear, and rotor pylon structures.

(a) Each fuselage, landing gear, and rotor pylon structure must be designed as prescribed in this section. Resultant rotor forces may be represented as a single force applied at the rotor hub attachment point.

(b) Each structure must be designed to withstand—

(1) The critical loads prescribed in §§ 27.337 through 27.341;

(2) The applicable ground loads prescribed in §§ 27.235, 27.471 through 27.485, 27.493, 27.497, 27.501, 27.505, and 27.521; and

(3) The loads prescribed in § 27.547 (d)(2) and (e).

(c) Auxiliary rotor thrust, and the balancing air and inertia loads occurring under accelerated flight conditions, must be considered.

(d) Each engine mount and adjacent fuselage structure must be designed to withstand the loads occurring under accelerated flight and landing conditions, including engine torque.

§ 27.561

General.

(a) The rotorcraft, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect the occupants under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a crash landing when—

(1) Proper use is made of seats, belts, and other safety design provisions;

(2) The wheels are retracted (where applicable); and

(3) Each occupant and each item of mass inside the cabin that could injure an occupant is restrained when subjected to the following ultimate inertial load factors relative to the surrounding structure:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g, after intended displacement of the seat device.

(v) Rearward—1.5g.

(c) The supporting structure must be designed to restrain, under any ultimate inertial load up to those specified in this paragraph, any item of mass above and/or behind the crew and passenger compartment that could injure an occupant if it came loose in an emergency landing. Items of mass to be considered include, but are not limited to, rotors, transmissions, and engines. The items of mass must be restrained for the following ultimate inertial load factors:

(1) Upward—1.5g.

(2) Forward—12g.

(3) Sideward—6g.

(4) Downward—12g.

(5) Rearward—1.5g

(d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level must be designed to resist the following ultimate inertial factors and loads and to protect the fuel tanks from rupture when those loads are applied to that area:

(i) Upward—1.5g.

(ii) Forward—4.0g.

(iii) Sideward—2.0g.

(iv) Downward—4.0g.

§ 27.562

Emergency landing dynamic conditions.

(a) The rotorcraft, although it may be damaged in an emergency crash landing, must be designed to reasonably protect each occupant when—

(1) The occupant properly uses the seats, safety belts, and shoulder harnesses provided in the design; and

(2) The occupant is exposed to the loads resulting from the conditions prescribed in this section.

(b) Each seat type design or other seating device approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat in accordance with the following criteria. The tests must be conducted with an occupant, simulated by a 170-pound anthropomorphic test dummy (ATD), as defined by 49 CFR 572, subpart B, or its equivalent, sitting in the normal upright position.

(1) A change in downward velocity of not less than 30 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is canted upward 60° with respect to the impact velocity vector, and the rotorcraft's lateral axis is perpendicular to a vertical plane containing the impact velocity vector and the rotorcraft's longitudinal axis. Peak floor deceleration must occur in not more than 0.031 seconds after impact and must reach a minimum of 30g's.

(2) A change in forward velocity of not less than 42 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is yawed 10° either right or left of the impact velocity vector (whichever would cause the greatest load on the shoulder harness), the rotorcraft's lateral axis is contained in a horizontal plane containing the impact velocity vector, and the rotorcraft's vertical axis is perpendicular to a horizontal plane containing the impact velocity vector. Peak floor deceleration must occur in not more than 0.071 seconds after impact and must reach a minimum of 18.4g's.

(3) Where floor rails or floor or sidewall attachment devices are used to attach the seating devices to the airframe structure for the conditions of this section, the rails or devices must be misaligned with respect to each other by at least 10° vertically (i.e., pitch out of parallel) and by at least a 10° lateral roll, with the directions optional, to account for possible floor warp.

(c) Compliance with the following must be shown:

(1) The seating device system must remain intact although it may experience separation intended as part of its design.

(2) The attachment between the seating device and the airframe structure must remain intact, although the structure may have exceeded its limit load.

(3) The ATD's shoulder harness strap or straps must remain on or in the immediate vicinity of the ATD's shoulder during the impact.

(4) The safety belt must remain on the ATD's pelvis during the impact.

(5) The ATD's head either does not contact any portion of the crew or passenger compartment, or if contact is made, the head impact does not exceed a head injury criteria (HIC) of 1,000 as determined by this equation.

(6) Loads in individual upper torso harness straps must not exceed 1,750 pounds. If dual straps are used for retaining the upper torso, the total harness strap loads must not exceed 2,000 pounds.

(7) The maximum compressive load measured between the pelvis and the lumbar column of the ATD must not exceed 1,500 pounds.

(d) An alternate approach that achieves an equivalent or greater level of occupant protection, as required by this section, must be substantiated on a rational basis.

§ 27.563

Structural ditching provisions.

If certification with ditching provisions is requested, structural strength for ditching must meet the requirements of this section and § 27.801(e).

(a) Forward speed landing conditions. The rotorcraft must initially contact the most critical wave for reasonably probable water conditions at forward velocities from zero up to 30 knots in likely pitch, roll, and yaw attitudes. The rotorcraft limit vertical descent velocity may not be less than 5 feet per second relative to the mean water surface. Rotor lift may be used to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight. A maximum forward velocity of less than 30 knots may be used in design if it can be demonstrated that the forward velocity selected would not be exceeded in a normal one-engine-out touchdown.

(b) Auxiliary or emergency float conditions —(1) Floats fixed or deployed before initial water contact. In addition to the landing loads in paragraph (a) of this section, each auxiliary or emergency float, of its support and attaching structure in the airframe or fuselage, must be designed for the load developed by a fully immersed float unless it can be shown that full immersion is unlikely. If full immersion is unlikely, the highest likely float buoyancy load must be applied. The highest likely buoyancy load must include consideration of a partially immersed float creating restoring moments to compensate the upsetting moments caused by side wind, unsymmetrical rotorcraft loading, water wave action, rotorcraft inertia, and probable structural damage and leakage considered under § 27.801(d). Maximum roll and pitch angles determined from compliance with § 27.801(d) may be used, if significant, to determine the extent of immersion of each float. If the floats are deployed in flight, appropriate air loads derived from the flight limitations with the floats deployed shall be used in substantiation of the floats and their attachment to the rotorcraft. For this purpose, the design airspeed for limit load is the float deployed airspeed operating limit multiplied by 1.11.

(2) Floats deployed after initial water contact. Each float must be designed for full or partial immersion perscribed in paragraph (b)(1) of this section. In addition, each float must be designed for combined vertical and drag loads using a relative limit speed of 20 knots between the rotorcraft and the water. The vertical load may not be less than the highest likely buoyancy load determined under paragraph (b)(1) of this section.

§ 27.571

Fatigue evaluation of flight structure.

(a) General. Each portion of the flight structure (the flight structure includes rotors, rotor drive systems between the engines and the rotor hubs, controls, fuselage, landing gear, and their related primary attachments), the failure of which could be catastrophic, must be identified and must be evaluated under paragraph (b), (c), (d), or (e) of this section. The following apply to each fatigue evaluation:

(1) The procedure for the evaluation must be approved.

(2) The locations of probable failure must be determined.

(3) Inflight measurement must be included in determining the following:

(i) Loads or stresses in all critical conditions throughout the range of limitations in § 27.309, except that maneuvering load factors need not exceed the maximum values expected in operation.

(ii) The effect of altitude upon these loads or stresses.

(4) The loading spectra must be as severe as those expected in operation including, but not limited to, external cargo operations, if applicable, and ground-air-ground cycles. The loading spectra must be based on loads or stresses determined under paragraph (a)(3) of this section.

(b) Fatigue tolerance evaluation. It must be shown that the fatigue tolerance of the structure ensures that the probability of catastrophic fatigue failure is extremely remote without establishing replacement times, inspection intervals or other procedures under section A27.4 of appendix A.

(c) Replacement time evaluation. it must be shown that the probability of catastrophic fatigue failure is extremely remote within a replacement time furnished under section A27.4 of appendix A.

(d) Fail-safe evaluation. The following apply to fail-safe evaluation:

(1) It must be shown that all partial failures will become readily detectable under inspection procedures furnished under section A27.4 of appendix A.

(2) The interval between the time when any partial failure becomes readily detectable under paragraph (d)(1) of this section, and the time when any such failure is expected to reduce the remaining strength of the structure to limit or maximum attainable loads (whichever is less), must be determined.

(3) It must be shown that the interval determined under paragraph (d)(2) of this section is long enough, in relation to the inspection intervals and related procedures furnished under section A27.4 of appendix A, to provide a probability of detection great enough to ensure that the probability of catastrophic failure is extremely remote.

(e) Combination of replacement time and failsafe evaluations. A component may be evaluated under a combination of paragraphs (c) and (d) of this section. For such component it must be shown that the probability of catastrophic failure is extremely remote with an approved combination of replacement time, inspection intervals, and related procedures furnished under section A27.4 of appendix A.

§ 27.573

Damage Tolerance and Fatigue Evaluation of Composite Rotorcraft Structures.

(a) Each applicant must evaluate the composite rotorcraft structure under the damage tolerance standards of paragraph (d) of this section unless the applicant establishes that a damage tolerance evaluation is impractical within the limits of geometry, inspectability, and good design practice. If an applicant establishes that it is impractical within the limits of geometry, inspectability, and good design practice, the applicant must do a fatigue evaluation in accordance with paragraph (e) of this section.

(b) The methodology used to establish compliance with this section must be submitted to and approved by the Administrator.

(c) Definitions:

(1) Catastrophic failure is an event that could prevent continued safe flight and landing.

(2) Principal Structural Elements (PSEs) are structural elements that contribute significantly to the carrying of flight or ground loads, the failure of which could result in catastrophic failure of the rotorcraft.

(3) Threat Assessment is an assessment that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation.

(d) Damage Tolerance Evaluation:

(1) Each applicant must show that catastrophic failure due to static and fatigue loads, considering the intrinsic or discrete manufacturing defects or accidental damage, is avoided throughout the operational life or prescribed inspection intervals of the rotorcraft by performing damage tolerance evaluations of the strength of composite PSEs and other parts, detail design points, and fabrication techniques. Each applicant must account for the effects of material and process variability along with environmental conditions in the strength and fatigue evaluations. Each applicant must evaluate parts that include PSEs of the airframe, main and tail rotor drive systems, main and tail rotor blades and hubs, rotor controls, fixed and movable control surfaces, engine and transmission mountings, landing gear, other parts, detail design points, and fabrication techniques deemed critical by the FAA. Each damage tolerance evaluation must include:

(i) The identification of all PSEs;

(ii) In-flight and ground measurements for determining the loads or stresses for all PSEs for all critical conditions throughout the range of limits in § 27.309 (including altitude effects), except that maneuvering load factors need not exceed the maximum values expected in service;

(iii) The loading spectra as severe as those expected in service based on loads or stresses determined under paragraph (d)(1)(ii) of this section, including external load operations, if applicable, and other operations including high-torque events;

(iv) A threat assessment for all PSEs that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation; and

(v) An assessment of the residual strength and fatigue characteristics of all PSEs that supports the replacement times and inspection intervals established under paragraph (d)(2) of this section.

(2) Each applicant must establish replacement times, inspections, or other procedures for all PSEs to require the repair or replacement of damaged parts before a catastrophic failure. These replacement times, inspections, or other procedures must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by § 27.1529.

(i) Replacement times for PSEs must be determined by tests, or by analysis supported by tests, and must show that the structure is able to withstand the repeated loads of variable magnitude expected in-service. In establishing these replacement times, the following items must be considered:

(A) Damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section;

(B) Maximum acceptable manufacturing defects and in-service damage ( i.e. , those that do not lower the residual strength below ultimate design loads and those that can be repaired to restore ultimate strength); and

(C) Ultimate load strength capability after applying repeated loads.

(ii) Inspection intervals for PSEs must be established to reveal any damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section that may occur from fatigue or other in-service causes before such damage has grown to the extent that the component cannot sustain the required residual strength capability. In establishing these inspection intervals, the following items must be considered:

(A) The growth rate, including no-growth, of the damage under the repeated loads expected in-service determined by tests or analysis supported by tests;

(B) The required residual strength for the assumed damage established after considering the damage type, inspection interval, detectability of damage, and the techniques adopted for damage detection. The minimum required residual strength is limit load; and

(C) Whether the inspection will detect the damage growth before the minimum residual strength is reached and restored to ultimate load capability, or whether the component will require replacement.

(3) Each applicant must consider the effects of damage on stiffness, dynamic behavior, loads, and functional performance on all PSEs when substantiating the maximum assumed damage size and inspection interval.

(e) Fatigue Evaluation: If an applicant establishes that the damage tolerance evaluation described in paragraph (d) of this section is impractical within the limits of geometry, inspectability, or good design practice, the applicant must do a fatigue evaluation of the particular composite rotorcraft structure and:

(1) Identify all PSEs considered in the fatigue evaluation;

(2) Identify the types of damage for all PSEs considered in the fatigue evaluation;

(3) Establish supplemental procedures to minimize the risk of catastrophic failure associated with the damages identified in paragraph (d) of this section; and

(4) Include these supplemental procedures in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 27.1529.

§ 27.601

Design.

(a) The rotorcraft may have no design features or details that experience has shown to be hazardous or unreliable.

(b) The suitability of each questionable design detail and part must be established by tests.

§ 27.602

Critical parts.

(a) Critical part. A critical part is a part, the failure of which could have a catastrophic effect upon the rotocraft, and for which critical characteristics have been identified which must be controlled to ensure the required level of integrity.

(b) If the type design includes critical parts, a critical parts list shall be established. Procedures shall be established to define the critical design characteristics, identify processes that affect those characteristics, and identify the design change and process change controls necessary for showing compliance with the quality assurance requirements of part 21 of this chapter.

§ 27.603

Materials.

The suitability and durability of materials used for parts, the failure of which could adversely affect safety, must—

(a) Be established on the basis of experience or tests;

(b) Meet approved specifications that ensure their having the strength and other properties assumed in the design data; and

(c) Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.

§ 27.605

Fabrication methods.

(a) The methods of fabrication used must produce consistently sound structures. If a fabrication process (such as gluing, spot welding, or heat-treating) requires close control to reach this objective, the process must be performed according to an approved process specification.

(b) Each new aircraft fabrication method must be substantiated by a test program.

§ 27.607

Fasteners.

(a) Each removable bolt, screw, nut, pin, or other fastener whose loss could jeopardize the safe operation of the rotorcraft must incorporate two separate locking devices. The fastener and its locking devices may not be adversely affected by the environmental conditions associated with the particular installation.

(b) No self-locking nut may be used on any bolt subject to rotation in operation unless a nonfriction locking device is used in addition to the self-locking device.

§ 27.609

Protection of structure.

Each part of the structure must—

(a) Be suitably protected against deterioration or loss of strength in service due to any cause, including—

(1) Weathering;

(2) Corrosion; and

(3) Abrasion; and

(b) Have provisions for ventilation and drainage where necessary to prevent the accumulation of corrosive, flammable, or noxious fluids.

§ 27.610

Lightning and static electricity protection.

(a) The rotorcraft must be protected against catastrophic effects from lightning.

(b) For metallic components, compliance with paragraph (a) of this section may be shown by—

(1) Electrically bonding the components properly to the airframe; or

(2) Designing the components so that a strike will not endanger the rotorcraft.

(c) For nonmetallic components, compliance with paragraph (a) of this section may be shown by—

(1) Designing the components to minimize the effect of a strike; or

(2) Incorporating acceptable means of diverting the resulting electrical current so as not to endanger the rotorcraft.

(d) The electrical bonding and protection against lightning and static electricity must—

(1) Minimize the accumulation of electrostatic charge;

(2) Minimize the risk of electric shock to crew, passengers, and service and maintenance personnel using normal precautions;

(3) Provide an electrical return path, under both normal and fault conditions, on rotorcraft having grounded electrical systems; and

(4) Reduce to an acceptable level the effects of static electricity on the functioning of essential electrical and electronic equipment.

§ 27.611

Inspection provisions.

There must be means to allow the close examination of each part that requires—

(a) Recurring inspection;

(b) Adjustment for proper alignment and functioning; or

(c) Lubrication.

§ 27.613

Material strength properties and design values.

(a) Material strength properties must be based on enough tests of material meeting specifications to establish design values on a statistical basis.

(b) Design values must be chosen to minimize the probability of structural failure due to material variability. Except as provided in paragraphs (d) and (e) of this section, compliance with this paragraph must be shown by selecting design values that assure material strength with the following probability—

(1) Where applied loads are eventually distributed through a single member within an assembly, the failure of which would result in loss of structural integrity of the component, 99 percent probability with 95 percent confidence; and

(2) For redundant structure, those in which the failure of individual elements would result in applied loads being safely distributed to other load-carrying members, 90 percent probability with 95 percent confidence.

(c) The strength, detail design, and fabrication of the structure must minimize the probability of disastrous fatigue failure, particularly at points of stress concentration.

(d) Design values may be those contained in the following publications (available from the Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania 19120) or other values approved by the Administrator:

(1) MIL-HDBK-5, “Metallic Materials and Elements for Flight Vehicle Structure”.

(2) MIL-HDBK-17, “Plastics for Flight Vehicles”.

(3) ANC-18, “Design of Wood Aircraft Structures”.

(4) MIL-HDBK-23, “Composite Construction for Flight Vehicles”.

(e) Other design values may be used if a selection of the material is made in which a specimen of each individual item is tested before use and it is determined that the actual strength properties of that particular item will equal or exceed those used in design.

§ 27.619

Special factors.

(a) The special factors prescribed in §§ 27.621 through 27.625 apply to each part of the structure whose strength is—

(1) Uncertain;

(2) Likely to deteriorate in service before normal replacement; or

(3) Subject to appreciable variability due to—

(i) Uncertainties in manufacturing processes; or

(ii) Uncertainties in inspection methods.

(b) For each part to which §§ 27.621 through 27.625 apply, the factor of safety prescribed in § 27.303 must be multiplied by a special factor equal to—

(1) The applicable special factors prescribed in §§ 27.621 through 27.625; or

(2) Any other factor great enough to ensure that the probability of the part being understrength because of the uncertainties specified in paragraph (a) of this section is extremely remote.

§ 27.621

Casting factors.

(a) General. The factors, tests, and inspections specified in paragraphs (b) and (c) of this section must be applied in addition to those necessary to establish foundry quality control. The inspections must meet approved specifications. Paragraphs (c) and (d) of this section apply to structural castings except castings that are pressure tested as parts of hydraulic or other fluid systems and do not support structural loads.

(b) Bearing stresses and surfaces. The casting factors specified in paragraphs (c) and (d) of this section—

(1) Need not exceed 1.25 with respect to bearing stresses regardless of the method of inspection used; and

(2) Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor.

(c) Critical castings. For each casting whose failure would preclude continued safe flight and landing of the rotorcraft or result in serious injury to any occupant, the following apply:

(1) Each critical casting must—

(i) Have a casting factor of not less than 1.25; and

(ii) Receive 100 percent inspection by visual, radiographic, and magnetic particle (for ferromagnetic materials) or penetrant (for nonferromagnetic materials) inspection methods or approved equivalent inspection methods.

(2) For each critical casting with a casting factor less than 1.50, three sample castings must be static tested and shown to meet—

(i) The strength requirements of § 27.305 at an ultimate load corresponding to a casting factor of 1.25; and

(ii) The deformation requirements of § 27.305 at a load of 1.15 times the limit load.

(d) Noncritical castings. For each casting other than those specified in paragraph (c) of this section, the following apply:

(1) Except as provided in paragraphs (d)(2) and (3) of this section, the casting factors and corresponding inspections must meet the following table:

(2) The percentage of castings inspected by nonvisual methods may be reduced below that specified in paragraph (d)(1) of this section when an approved quality control procedure is established.

(3) For castings procured to a specification that guarantees the mechanical properties of the material in the casting and provides for demonstration of these properties by test of coupons cut from the castings on a sampling basis—

(i) A casting factor of 1.0 may be used; and

(ii) The castings must be inspected as provided in paragraph (d)(1) of this section for casting factors of “1.25 through 1.50” and tested under paragraph (c)(2) of this section.

§ 27.623

Bearing factors.

(a) Except as provided in paragraph (b) of this section, each part that has clearance (free fit), and that is subject to pounding or vibration, must have a bearing factor large enough to provide for the effects of normal relative motion.

(b) No bearing factor need be used on a part for which any larger special factor is prescribed.

§ 27.625

Fitting factors.

For each fitting (part or terminal used to join one structural member to another) the following apply:

(a) For each fitting whose strength is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures, a fitting factor of at least 1.15 must be applied to each part of—

(1) The fitting;

(2) The means of attachment; and

(3) The bearing on the joined members.

(b) No fitting factor need be used—

(1) For joints made under approved practices and based on comprehensive test data (such as continuous joints in metal plating, welded joints, and scarf joints in wood); and

(2) With respect to any bearing surface for which a larger special factor is used.

(c) For each integral fitting, the part must be treated as a fitting up to the point at which the section properties become typical of the member.

(d) Each seat, berth, litter, safety belt, and harness attachment to the structure must be shown by analysis, tests, or both, to be able to withstand the inertia forces prescribed in § 27.561(b)(3) multiplied by a fitting factor of 1.33.

§ 27.629

Flutter.

Each aerodynamic surface of the rotorcraft must be free from flutter under each appropriate speed and power condition.

§ 27.653

Pressure venting and drainage of rotor blades.

(a) For each rotor blade—

(1) There must be means for venting the internal pressure of the blade;

(2) Drainage holes must be provided for the blade; and

(3) The blade must be designed to prevent water from becoming trapped in it.

(b) Paragraphs (a)(1) and (2) of this section does not apply to sealed rotor blades capable of withstanding the maximum pressure differentials expected in service.

§ 27.659

Mass balance.

(a) The rotors and blades must be mass balanced as necessary to—

(1) Prevent excessive vibration; and

(2) Prevent flutter at any speed up to the maximum forward speed.

(b) The structural integrity of the mass balance installation must be substantiated.

§ 27.661

Rotor blade clearance.

There must be enough clearance between the rotor blades and other parts of the structure to prevent the blades from striking any part of the structure during any operating condition.

§ 27.663

Ground resonance prevention means.

(a) The reliability of the means for preventing ground resonance must be shown either by analysis and tests, or reliable service experience, or by showing through analysis or tests that malfunction or failure of a single means will not cause ground resonance.

(b) The probable range of variations, during service, of the damping action of the ground resonance prevention means must be established and must be investigated during the test required by § 27.241.

§ 27.671

General.

(a) Each control and control system must operate with the ease, smoothness, and positiveness appropriate to its function.

(b) Each element of each flight control system must be designed, or distinctively and permanently marked, to minimize the probability of any incorrect assembly that could result in the malfunction of the system.

§ 27.672

Stability augmentation, automatic, and power-operated systems.

If the functioning of stability augmentation or other automatic or power-operated systems is necessary to show compliance with the flight characteristics requirements of this part, such systems must comply with § 27.671 of this part and the following:

(a) A warning which is clearly distinguishable to the pilot under expected flight conditions without requiring the pilot's attention must be provided for any failure in the stability augmentation system or in any other automatic or power-operated system which could result in an unsafe condition if the pilot is unaware of the failure. Warning systems must not activate the control systems.

(b) The design of the stability augmentation system or of any other automatic or power-operated system must allow initial counteraction of failures without requiring exceptional pilot skill or strength by overriding the failure by movement of the flight controls in the normal sense and deactivating the failed system.

(c) It must be shown that after any single failure of the stability augmentation system or any other automatic or power-operated system—

(1) The rotorcraft is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations;

(2) The controllability and maneuverability requirements of this part are met within a practical operational flight envelope (for example, speed, altitude, normal acceleration, and rotorcraft configurations) which is described in the Rotorcraft Flight Manual; and

(3) The trim and stability characteristics are not impaired below a level needed to permit continued safe flight and landing.

§ 27.673

Primary flight control.

Primary flight controls are those used by the pilot for immediate control of pitch, roll, yaw, and vertical motion of the rotorcraft.

§ 27.674

Interconnected controls.

Each primary flight control system must provide for safe flight and landing and operate independently after a malfunction, failure, or jam of any auxiliary interconnected control.

§ 27.675

Stops.

(a) Each control system must have stops that positively limit the range of motion of the pilot's controls.

(b) Each stop must be located in the system so that the range of travel of its control is not appreciably affected by—

(1) Wear;

(2) Slackness; or

(3) Takeup adjustments.

(c) Each stop must be able to withstand the loads corresponding to the design conditions for the system.

(d) For each main rotor blade—

(1) Stops that are appropriate to the blade design must be provided to limit travel of the blade about its hinge points; and

(2) There must be means to keep the blade from hitting the droop stops during any operation other than starting and stopping the rotor.

§ 27.679

Control system locks.

If there is a device to lock the control system with the rotorcraft on the ground or water, there must be means to—

(a) Give unmistakable warning to the pilot when the lock is engaged; and

(b) Prevent the lock from engaging in flight.

§ 27.681

Limit load static tests.

(a) Compliance with the limit load requirements of this part must be shown by tests in which—

(1) The direction of the test loads produces the most severe loading in the control system; and

(2) Each fitting, pulley, and bracket used in attaching the system to the main structure is included.

(b) Compliance must be shown (by analyses or individual load tests) with the special factor requirements for control system joints subject to angular motion.

§ 27.683

Operation tests.

It must be shown by operation tests that, when the controls are operated from the pilot compartment with the control system loaded to correspond with loads specified for the system, the system is free from—

(a) Jamming;

(b) Excessive friction; and

(c) Excessive deflection.

§ 27.685

Control system details.

(a) Each detail of each control system must be designed to prevent jamming, chafing, and interference from cargo, passengers, loose objects or the freezing of moisture.

(b) There must be means in the cockpit to prevent the entry of foreign objects into places where they would jam the system.

(c) There must be means to prevent the slapping of cables or tubes against other parts.

(d) Cable systems must be designed as follows:

(1) Cables, cable fittings, turnbuckles, splices, and pulleys must be of an acceptable kind.

(2) The design of the cable systems must prevent any hazardous change in cable tension throughout the range of travel under any operating conditions and temperature variations.

(3) No cable smaller than three thirty-seconds of an inch diameter may be used in any primary control system.

(4) Pulley kinds and sizes must correspond to the cables with which they are used. The pulley cable combinations and strength values which must be used are specified in Military Handbook MIL-HDBK-5C, Vol. 1 & Vol. 2, Metallic Materials and Elements for Flight Vehicle Structures, (Sept. 15, 1976, as amended through December 15, 1978). This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. section 552(a) and 1 CFR part 51. Copies may be obtained from the Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania, 19120. Copies may be inspected at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html

(5) Pulleys must have close fitting guards to prevent the cables from being displaced or fouled.

(6) Pulleys must lie close enough to the plane passing through the cable to prevent the cable from rubbing against the pulley flange.

(7) No fairlead may cause a change in cable direction of more than 3°.

(8) No clevis pin subject to load or motion and retained only by cotter pins may be used in the control system.

(9) Turnbuckles attached to parts having angular motion must be installed to prevent binding throughout the range of travel.

(10) There must be means for visual inspection at each fairlead, pulley, terminal, and turnbuckle.

(e) Control system joints subject to angular motion must incorporate the following special factors with respect to the ultimate bearing strength of the softest material used as a bearing:

(1) 3.33 for push-pull systems other than ball and roller bearing systems.

(2) 2.0 for cable systems.

(f) For control system joints, the manufacturer's static, non-Brinell rating of ball and roller bearings must not be exceeded.

§ 27.687

Spring devices.

(a) Each control system spring device whose failure could cause flutter or other unsafe characteristics must be reliable.

(b) Compliance with paragraph (a) of this section must be shown by tests simulating service conditions.

§ 27.691

Autorotation control mechanism.

Each main rotor blade pitch control mechanism must allow rapid entry into autorotation after power failure.

§ 27.695

Power boost and power-operated control system.

(a) If a power boost or power-operated control system is used, an alternate system must be immediately available that allows continued safe flight and landing in the event of—

(1) Any single failure in the power portion of the system; or

(2) The failure of all engines.

(b) Each alternate system may be a duplicate power portion or a manually operated mechanical system. The power portion includes the power source (such as hydraulic pumps), and such items as valves, lines, and actuators.

(c) The failure of mechanical parts (such as piston rods and links), and the jamming of power cylinders, must be considered unless they are extremely improbable.

§ 27.723

Shock absorption tests.

The landing inertia load factor and the reserve energy absorption capacity of the landing gear must be substantiated by the tests prescribed in §§ 27.725 and 27.727, respectively. These tests must be conducted on the complete rotorcraft or on units consisting of wheel, tire, and shock absorber in their proper relation.

§ 27.725

Limit drop test.

The limit drop test must be conducted as follows:

(a) The drop height must be—

(1) 13 inches from the lowest point of the landing gear to the ground; or

(2) Any lesser height, not less than eight inches, resulting in a drop contact velocity equal to the greatest probable sinking speed likely to occur at ground contact in normal power-off landings.

(b) If considered, the rotor lift specified in § 27.473(a) must be introduced into the drop test by appropriate energy absorbing devices or by the use of an effective mass.

(c) Each landing gear unit must be tested in the attitude simulating the landing condition that is most critical from the standpoint of the energy to be absorbed by it.

(d) When an effective mass is used in showing compliance with paragraph (b) of this section, the following formula may be used instead of more rational computations:

§ 27.727

Reserve energy absorption drop test.

The reserve energy absorption drop test must be conducted as follows:

(a) The drop height must be 1.5 times that specified in § 27.725(a).

(b) Rotor lift, where considered in a manner similar to that prescribed in § 27.725(b), may not exceed 1.5 times the lift allowed under that paragraph.

(c) The landing gear must withstand this test without collapsing. Collapse of the landing gear occurs when a member of the nose, tail, or main gear will not support the rotorcraft in the proper attitude or allows the rotorcraft structure, other than the landing gear and external accessories, to impact the landing surface.

§ 27.729

Retracting mechanism.

For rotorcraft with retractable landing gear, the following apply:

(a) Loads. The landing gear, retracting mechansim, wheel-well doors, and supporting structure must be designed for—

(1) The loads occurring in any maneuvering condition with the gear retracted;

(2) The combined friction, inertia, and air loads occurring during retraction and extension at any airspeed up to the design maximum landing gear operating speed; and

(3) The flight loads, including those in yawed flight, occurring with the gear extended at any airspeed up to the design maximum landing gear extended speed.

(b) Landing gear lock. A positive means must be provided to keep the gear extended.

(c) Emergency operation. When other than manual power is used to operate the gear, emergency means must be provided for extending the gear in the event of—

(1) Any reasonably probable failure in the normal retraction system; or

(2) The failure of any single source of hydraulic, electric, or equivalent energy.

(d) Operation tests. The proper functioning of the retracting mechanism must be shown by operation tests.

(e) Position indicator. There must be a means to indicate to the pilot when the gear is secured in the extreme positions.

(f) Control. The location and operation of the retraction control must meet the requirements of §§ 27.777 and 27.779.

(g) Landing gear warning. An aural or equally effective landing gear warning device must be provided that functions continuously when the rotorcraft is in a normal landing mode and the landing gear is not fully extended and locked. A manual shutoff capability must be provided for the warning device and the warning system must automatically reset when the rotorcraft is no longer in the landing mode.

§ 27.731

Wheels.

(a) Each landing gear wheel must be approved.

(b) The maximum static load rating of each wheel may not be less than the corresponding static ground reaction with—

(1) Maximum weight; and

(2) Critical center of gravity.

(c) The maximum limit load rating of each wheel must equal or exceed the maximum radial limit load determined under the applicable ground load requirements of this part.

§ 27.733

Tires.

(a) Each landing gear wheel must have a tire—

(1) That is a proper fit on the rim of the wheel; and

(2) Of the proper rating.

(b) The maximum static load rating of each tire must equal or exceed the static ground reaction obtained at its wheel, assuming—

(1) The design maximum weight; and

(2) The most unfavorable center of gravity.

(c) Each tire installed on a retractable landing gear system must, at the maximum size of the tire type expected in service, have a clearance to surrounding structure and systems that is adequate to prevent contact between the tire and any part of the structure or systems.

§ 27.735

Brakes.

For rotorcraft with wheel-type landing gear, a braking device must be installed that is—

(a) Controllable by the pilot;

(b) Usable during power-off landings; and

(c) Adequate to—

(1) Counteract any normal unbalanced torque when starting or stopping the rotor; and

(2) Hold the rotorcraft parked on a 10-degree slope on a dry, smooth pavement.

§ 27.737

Skis.

The maximum limit load rating of each ski must equal or exceed the maximum limit load determined under the applicable ground load requirements of this part.

§ 27.751

Main float buoyancy.

(a) For main floats, the buoyancy necessary to support the maximum weight of the rotorcraft in fresh water must be exceeded by—

(1) 50 percent, for single floats; and

(2) 60 percent, for multiple floats.

(b) Each main float must have enough water-tight compartments so that, with any single main float compartment flooded, the main floats will provide a margin of positive stability great enough to minimize the probability of capsizing.

§ 27.753

Main float design.

(a) Bag floats. Each bag float must be designed to withstand—

(1) The maximum pressure differential that might be developed at the maximum altitude for which certification with that float is requested; and

(2) The vertical loads prescribed in § 27.521(a), distributed along the length of the bag over three-quarters of its projected area.

(b) Rigid floats. Each rigid float must be able to withstand the vertical, horizontal, and side loads prescribed in § 27.521. These loads may be distributed along the length of the float.

§ 27.755

Hulls.

For each rotorcraft, with a hull and auxiliary floats, that is to be approved for both taking off from and landing on water, the hull and auxiliary floats must have enough watertight compartments so that, with any single compartment flooded, the buoyancy of the hull and auxiliary floats (and wheel tires if used) provides a margin of positive stability great enough to minimize the probability of capsizing.

§ 27.771

Pilot compartment.

For each pilot compartment—

(a) The compartment and its equipment must allow each pilot to perform his duties without unreasonable concentration or fatigue;

(b) If there is provision for a second pilot, the rotorcraft must be controllable with equal safety from either pilot seat; and

(c) The vibration and noise characteristics of cockpit appurtenances may not interfere with safe operation.

§ 27.773

Pilot compartment view.

(a) Each pilot compartment must be free from glare and reflections that could interfere with the pilot's view, and designed so that—

(1) Each pilot's view is sufficiently extensive, clear, and undistorted for safe operation; and

(2) Each pilot is protected from the elements so that moderate rain conditions do not unduly impair his view of the flight path in normal flight and while landing.

(b) If certification for night operation is requested, compliance with paragraph (a) of this section must be shown by ground or night flight tests.

(c) A vision system with a transparent display surface located in the pilot's outside field of view, such as a head up-display, head mounted display, or other equivalent display, must meet the following requirements:

(1) While the vision system display is in operation, it must compensate for interference with the pilot's outside field of view such that the combination of what is visible in the display and what remains visible through and around it, allows the pilot compartment to satisfy the requirements of paragraphs (a)(1) and (b) of this section.

(2) The pilot's view of the external scene may not be distorted by the transparent display surface or by the vision system imagery. When the vision system displays imagery or any symbology that is referenced to the imagery and outside scene topography, including attitude symbology, flight path vector, and flight path angle reference cue, that imagery and symbology must be aligned with, and scaled to, the external scene.

(3) The vision system must provide a means to allow the pilot using the display to immediately deactivate and reactivate the vision system imagery, on demand, without removing the pilot's hands from the primary flight and power controls, or their equivalent.

(4) When the vision system is not in operation it must permit the pilot compartment to satisfy the requirements of paragraphs (a)(1) and (b) of this section.

§ 27.775

Windshields and windows.

Windshields and windows must be made of material that will not break into dangerous fragments.

§ 27.777

Cockpit controls.

Cockpit controls must be—

(a) Located to provide convenient operation and to prevent confusion and inadvertent operation; and

(b) Located and arranged with respect to the pilots' seats so that there is full and unrestricted movement of each control without interference from the cockpit structure or the pilot's clothing when pilots from 5′2″ to 6′0″ in height are seated.

§ 27.779

Motion and effect of cockpit controls.

Cockpit controls must be designed so that they operate in accordance with the following movements and actuation:

(a) Flight controls, including the collective pitch control, must operate with a sense of motion which corresponds to the effect on the rotorcraft.

(b) Twist-grip engine power controls must be designed so that, for lefthand operation, the motion of the pilot's hand is clockwise to increase power when the hand is viewed from the edge containing the index finger. Other engine power controls, excluding the collective control, must operate with a forward motion to increase power.

(c) Normal landing gear controls must operate downward to extend the landing gear.

§ 27.783

Doors.

(a) Each closed cabin must have at least one adequate and easily accessible external door.

(b) Each external door must be located where persons using it will not be endangered by the rotors, propellers, engine intakes, and exhausts when appropriate operating procedures are used. If opening procedures are required, they must be marked inside, on or adjacent to the door opening device.

§ 27.785

Seats, berths, litters, safety belts, and harnesses.

(a) Each seat, safety belt, harness, and adjacent part of the rotorcraft at each station designated for occupancy during takeoff and landing must be free of potentially injurious objects, sharp edges, protuberances, and hard surfaces and must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the static inertial load factors specified in § 27.561(b) and dynamic conditions specified in § 27.562.

(b) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object except as provided for in § 27.562(c)(5). A shoulder harness (upper torso restraint), in combination with the safety belt, constitutes a torso restraint system as described in TSO-C114.

(c) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot when seated with safety belt and shoulder harness fastened to perform all functions necessary for flight operations. There must be a means to secure belts and harnesses, when not in use, to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(d) If seat backs do not have a firm handhold, there must be hand grips or rails along each aisle to enable the occupants to steady themselves while using the aisle in moderately rough air.

(e) Each projecting object that could injure persons seated or moving about in the rotorcraft in normal flight must be padded.

(f) Each seat and its supporting structure must be designed for an occupant weight of at least 170 pounds considering the maximum load factors, inertial forces, and reactions between occupant, seat, and safety belt or harness corresponding with the applicable flight and ground load conditions, including the emergency landing conditions of § 27.561(b). In addition—

(1) Each pilot seat must be designed for the reactions resulting from the application of the pilot forces prescribed in § 27.397; and

(2) The inertial forces prescribed in § 27.561(b) must be multiplied by a factor of 1.33 in determining the strength of the attachment of—

(i) Each seat to the structure; and

(ii) Each safety belt or harness to the seat or structure.

(g) When the safety belt and shoulder harness are combined, the rated strength of the safety belt and shoulder harness may not be less than that corresponding to the inertial forces specified in § 27.561(b), considering the occupant weight of at least 170 pounds, considering the dimensional characteristics of the restraint system installation, and using a distribution of at least a 60-percent load to the safety belt and at least a 40-percent load to the shoulder harness. If the safety belt is capable of being used without the shoulder harness, the inertial forces specified must be met by the safety belt alone.

(h) When a headrest is used, the headrest and its supporting structure must be designed to resist the inertia forces specified in § 27.561, with a 1.33 fitting factor and a head weight of at least 13 pounds.

(i) Each seating device system includes the device such as the seat, the cushions, the occupant restraint system, and attachment devices.

(j) Each seating device system may use design features such as crushing or separation of certain parts of the seats to reduce occupant loads for the emergency landing dynamic conditions of § 27.562; otherwise, the system must remain intact and must not interfere with rapid evacuation of the rotorcraft.

(k) For the purposes of this section, a litter is defined as a device designed to carry a nonambulatory person, primarily in a recumbent position, into and on the rotorcraft. Each berth or litter must be designed to withstand the load reaction of an occupant weight of at least 170 pounds when the occupant is subjected to the forward inertial factors specified in § 27.561(b). A berth or litter installed within 15° or less of the longitudinal axis of the rotorcraft must be provided with a padded end-board, cloth diaphram, or equivalent means that can withstand the forward load reaction. A berth or litter oriented greater than 15° with the longitudinal axis of the rotorcraft must be equipped with appropriate restraints, such as straps or safety belts, to withstand the forward load reaction. In addition—

(1) The berth or litter must have a restraint system and must not have corners or other protuberances likely to cause serious injury to a person occupying it during emergency landing conditions; and

(2) The berth or litter attachment and the occupant restraint system attachments to the structure must be designed to withstand the critical loads resulting from flight and ground load conditions and from the conditions prescribed in § 27.561(b). The fitting factor required by § 27.625(d) shall be applied.

§ 27.787

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be designed for its placarded maximum weight of contents and for the critical load distributions at the appropriate maximum load factors corresponding to the specified flight and ground load conditions, except the emergency landing conditions of § 27.561.

(b) There must be means to prevent the contents of any compartment from becoming a hazard by shifting under the loads specified in paragraph (a) of this section.

(c) Under the emergency landing conditions of § 27.561, cargo and baggage compartments must—

(1) Be positioned so that if the contents break loose they are unlikely to cause injury to the occupants or restrict any of the escape facilities provided for use after an emergency landing; or

(2) Have sufficient strength to withstand the conditions specified in § 27.561 including the means of restraint, and their attachments, required by paragraph (b) of this section. Sufficient strength must be provided for the maximum authorized weight of cargo and baggage at the critical loading distribution.

(d) If cargo compartment lamps are installed, each lamp must be installed so as to prevent contact between lamp bulb and cargo.

§ 27.801

Ditching.

(a) If certification with ditching provisions is requested, the rotorcraft must meet the requirements of this section and §§ 27.807(d), 27.1411 and 27.1415.

(b) Each practicable design measure, compatible with the general characteristics of the rotorcraft, must be taken to minimize the probability that in an emergency landing on water, the behavior of the rotorcraft would cause immediate injury to the occupants or would make it impossible for them to escape.

(c) The probable behavior of the rotorcraft in a water landing must be investigated by model tests or by comparison with rotorcraft of similar configuration for which the ditching characteristics are known. Scoops, flaps, projections, and any other factor likely to affect the hydrodynamic characteristics of the rotorcraft must be considered.

(d) It must be shown that, under reasonably probable water conditions, the flotation time and trim of the rotorcraft will allow the occupants to leave the rotorcraft and enter the life rafts required by § 27.1415. If compliance with this provision is shown by buoyancy and trim computations, appropriate allowances must be made for probable structural damage and leakage. If the rotorcraft has fuel tanks (with fuel jettisoning provisions) that can reasonably be expected to withstand a ditching without leakage, the jettisonable volume of fuel may be considered as buoyancy volume.

(e) Unless the effects of the collapse of external doors and windows are accounted for in the investigation of the probable behavior of the rotorcraft in a water landing (as prescribed in paragraphs (c) and (d) of this section), the external doors and windows must be designed to withstand the probable maximum local pressures.

§ 27.805

Flight crew emergency exits.

(a) For rotorcraft with passenger emergency exits that are not convenient to the flight crew, there must be flight crew emergency exits, on both sides of the rotorcraft or as a top hatch in the flight crew area.

(b) Each flight crew emergency exit must be of sufficient size and must be located so as to allow rapid evacuation of the flight crew. This must be shown by test.

(c) Each flight crew emergency exit must not be obstructed by water or flotation devices after an emergency landing on water. This must be shown by test, demonstration, or analysis.

§ 27.807

Emergency exits.

(a) Number and location. (1) There must be at least one emergency exit on each side of the cabin readily accessible to each passenger. One of these exits must be usable in any probable attitude that may result from a crash;

(2) Doors intended for normal use may also serve as emergency exits, provided that they meet the requirements of this section; and

(3) If emergency flotation devices are installed, there must be an emergency exit accessible to each passenger on each side of the cabin that is shown by test, demonstration, or analysis to;

(i) Be above the waterline; and

(ii) Open without interference from flotation devices, whether stowed or deployed.

(b) Type and operation. Each emergency exit prescribed by paragraph (a) of this section must—

(1) Consist of a movable window or panel, or additional external door, providing an unobstructed opening that will admit a 19-by 26-inch ellipse;

(2) Have simple and obvious methods of opening, from the inside and from the outside, which do not require exceptional effort;

(3) Be arranged and marked so as to be readily located and opened even in darkness; and

(4) Be reasonably protected from jamming by fuselage deformation.

(c) Tests. The proper functioning of each emergency exit must be shown by test.

(d) Ditching emergency exits for passengers. If certification with ditching provisions is requested, the markings required by paragraph (b)(3) of this section must be designed to remain visible if the rotorcraft is capsized and the cabin is submerged.

§ 27.831

Ventilation.

(a) The ventilating system for the pilot and passenger compartments must be designed to prevent the presence of excessive quantities of fuel fumes and carbon monoxide.

(b) The concentration of carbon monoxide may not exceed one part in 20,000 parts of air during forward flight or hovering in still air. If the concentration exceeds this value under other conditions, there must be suitable operating restrictions.

§ 27.833

Heaters.

Each combustion heater must be approved.

§ 27.853

Compartment interiors.

For each compartment to be used by the crew or passengers—

(a) The materials must be at least flame-resistant;

(b) [Reserved]

(c) If smoking is to be prohibited, there must be a placard so stating, and if smoking is to be allowed—

(1) There must be an adequate number of self-contained, removable ashtrays; and

(2) Where the crew compartment is separated from the passenger compartment, there must be at least one illuminated sign (using either letters or symbols) notifying all passengers when smoking is prohibited. Signs which notify when smoking is prohibited must—

(i) When illuminated, be legible to each passenger seated in the passenger cabin under all probable lighting conditions; and

(ii) Be so constructed that the crew can turn the illumination on and off.

§ 27.855

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be constructed of, or lined with, materials that are at least—

(1) Flame resistant, in the case of compartments that are readily accessible to a crewmember in flight; and

(2) Fire resistant, in the case of other compartments.

(b) No compartment may contain any controls, wiring, lines, equipment, or accessories whose damage or failure would affect safe operation, unless those items are protected so that—

(1) They cannot be damaged by the movement of cargo in the compartment; and

(2) Their breakage or failure will not create a fire hazard.

§ 27.859

Heating systems.

(a) General. For each heating system that involves the passage of cabin air over, or close to, the exhaust manifold, there must be means to prevent carbon monoxide from entering any cabin or pilot compartment.

(b) Heat exchangers. Each heat exchanger must be—

(1) Of suitable materials;

(2) Adequately cooled under all conditions; and

(3) Easily disassembled for inspection.

(c) Combustion heater fire protection. Except for heaters which incorporate designs to prevent hazards in the event of fuel leakage in the heater fuel system, fire within the ventilating air passage, or any other heater malfunction, each heater zone must incorporate the fire protection features of the applicable requirements of §§ 27.1183, 27.1185, 27.1189, 27.1191, and be provided with—

(1) Approved, quick-acting fire detectors in numbers and locations ensuring prompt detection of fire in the heater region.

(2) Fire extinguisher systems that provide at least one adequate discharge to all areas of the heater region.

(3) Complete drainage of each part of each zone to minimize the hazards resulting from failure or malfunction of any component containing flammable fluids. The drainage means must be—

(i) Effective under conditions expected to prevail when drainage is needed; and

(ii) Arranged so that no discharged fluid will cause an additional fire hazard.

(4) Ventilation, arranged so that no discharged vapors will cause an additional fire hazard.

(d) Ventilating air ducts. Each ventilating air duct passing through any heater region must be fireproof.

(1) Unless isolation is provided by fireproof valves or by equally effective means, the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in the duct.

(2) Each part of any ventilating duct passing through any region having a flammable fluid system must be so constructed or isolated from that system that the malfunctioning of any component of that system cannot introduce flammable fluids or vapors into the ventilating airstream.

(e) Combustion air ducts. Each combustion air duct must be fireproof for a distance great enough to prevent damage from backfiring or reverse flame propagation.

(1) No combustion air duct may connect with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunction of the heater or its associated components.

(2) No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(f) Heater control: General. There must be means to prevent the hazardous accumulation of water or ice on or in any heater control component, control system tubing, or safety control.

(g) Heater safety controls. For each combustion heater, safety control means must be provided as follows:

(1) Means independent of the components provided for the normal continuous control of air temperature, airflow, and fuel flow must be provided for each heater to automatically shut off the ignition and fuel supply of that heater at a point remote from that heater when any of the following occurs:

(i) The heat exchanger temperature exceeds safe limits.

(ii) The ventilating air temperature exceeds safe limits.

(iii) The combustion airflow becomes inadequate for safe operation.

(iv) The ventilating airflow becomes inadequate for safe operation.

(2) The means of complying with paragraph (g)(1) of this section for any individual heater must—

(i) Be independent of components serving any other heater, the heat output of which is essential for safe operation; and

(ii) Keep the heater off until restarted by the crew.

(3) There must be means to warn the crew when any heater, the heat output of which is essential for safe operation, has been shut off by the automatic means prescribed in paragraph (g)(1) of this section.

(h) Air intakes. Each combustion and ventilating air intake must be located so that no flammable fluids or vapors can enter the heater system—

(1) During normal operation; or

(2) As a result of the malfunction of any other component.

(i) Heater exhaust. Each heater exhaust system must meet the requirements of §§ 27.1121 and 27.1123.

(1) Each exhaust shroud must be sealed so that no flammable fluids or hazardous quantities of vapors can reach the exhaust system through joints.

(2) No exhaust system may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(j) Heater fuel systems. Each heater fuel system must meet the powerplant fuel system requirements affecting safe heater operation. Each heater fuel system component in the ventilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream.

(k) Drains. There must be means for safe drainage of any fuel that might accumulate in the combustion chamber or the heat exchanger.

(1) Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts.

(2) Each drain must be protected against hazardous ice accumulation under any operating condition.

§ 27.861

Fire protection of structure, controls, and other parts.

Each part of the structure, controls, rotor mechanism, and other parts essential to a controlled landing that would be affected by powerplant fires must be fireproof or protected so they can perform their essential functions for at least 5 minutes under any foreseeable powerplant fire conditions.

§ 27.863

Flammable fluid fire protection.

(a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazards if ignition does occur.

(b) Compliance with paragraph (a) of this section must be shown by analysis or tests, and the following factors must be considered:

(1) Possible sources and paths of fluid leakage, and means of detecting leakage.

(2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials.

(3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices.

(4) Means available for controlling or extinguishing a fire, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents.

(5) Ability of rotorcraft components that are critical to safety of flight to withstand fire and heat.

(c) If action by the flight crew is required to prevent or counteract a fluid fire (e.g. equipment shutdown or actuation of a fire extinguisher) quick acting means must be provided to alert the crew.

(d) Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined.

§ 27.865

External loads.

(a) It must be shown by analysis, test, or both, that the rotorcraft external load attaching means for rotorcraft-load combinations to be used for nonhuman external cargo applications can withstand a limit static load equal to 2.5, or some lower load factor approved under §§ 27.337 through 27.341, multiplied by the maximum external load for which authorization is requested. It must be shown by analysis, test, or both that the rotorcraft external load attaching means and corresponding personnel carrying device system for rotorcraft-load combinations to be used for human external cargo applications can withstand a limit static load equal to 3.5 or some lower load factor, not less than 2.5, approved under §§ 27.337 through 27.341, multiplied by the maximum external load for which authorization is requested. The load for any rotorcraft-load combination class, for any external cargo type, must be applied in the vertical direction. For jettisonable external loads of any applicable external cargo type, the load must also be applied in any direction making the maximum angle with the vertical that can be achieved in service but not less than 30°. However, the 30° angle may be reduced to a lesser angle if—

(1) An operating limitation is established limiting external load operations to such angles for which compliance with this paragraph has been shown; or

(2) It is shown that the lesser angle can not be exceeded in service.

(b) The external load attaching means, for jettisonable rotorcraft-load combinations, must include a quick-release system to enable the pilot to release the external load quickly during flight. The quick-release system must consist of a primary quick release subsystem and a backup quick release subsystem that are isolated from one another. The quick-release system, and the means by which it is controlled, must comply with the following:

(1) A control for the primary quick release subsystem must be installed either on one of the pilot's primary controls or in an equivalently accessible location and must be designed and located so that it may be operated by either the pilot or a crewmember without hazardously limiting the ability to control the rotorcraft during an emergency situation.

(2) A control for the backup quick release subsystem, readily accessible to either the pilot or another crewmember, must be provided.

(3) Both the primary and backup quick release subsystems must—

(i) Be reliable, durable, and function properly with all external loads up to and including the maximum external limit load for which authorization is requested.

(ii) Be protected against electromagnetic interference (EMI) from external and internal sources and against lightning to prevent inadvertent load release.

(A) The minimum level of protection required for jettisonable rotorcraft-load combinations used for nonhuman external cargo is a radio frequency field strength of 20 volts per meter.

(B) The minimum level of protection required for jettisonable rotorcraft-load combinations used for human external cargo is a radio frequency field strength of 200 volts per meter.

(iii) Be protected against any failure that could be induced by a failure mode of any other electrical or mechanical rotorcraft system.

(c) For rotorcraft-load combinations to be used for human external cargo applications, the rotorcraft must—

(1) For jettisonable external loads, have a quick-release system that meets the requirements of paragraph (b) of this section and that—

(i) Provides a dual actuation device for the primary quick release subsystem, and

(ii) Provides a separate dual actuation device for the backup quick release subsystem;

(2) Have a reliable, approved personnel carrying device system that has the structural capability and personnel safety features essential for external occupant safety;

(3) Have placards and markings at all appropriate locations that clearly state the essential system operating instructions and, for the personnel carrying device system, the ingress and egress instructions;

(4) Have equipment to allow direct intercommunication among required crewmembers and external occupants; and

(5) Have the appropriate limitations and procedures incorporated in the flight manual for conducting human external cargo operations.

(d) The critically configured jettisonable external loads must be shown by a combination of analysis, ground tests, and flight tests to be both transportable and releasable throughout the approved operational envelope without hazard to the rotorcraft during normal flight conditions. In addition, these external loads must be shown to be releasable without hazard to the rotorcraft during emergency flight conditions.

(e) A placard or marking must be installed next to the external-load attaching means clearly stating any operational limitations and the maximum authorized external load as demonstrated under § 27.25 and this section.

(f) The fatigue evaluation of § 27.571 of this part does not apply to rotorcraft-load combinations to be used for nonhuman external cargo except for the failure of critical structural elements that would result in a hazard to the rotorcraft. For rotorcraft-load combinations to be used for human external cargo, the fatigue evaluation of § 27.571 of this part applies to the entire quick release and personnel carrying device structural systems and their attachments.

§ 27.871

Leveling marks.

There must be reference marks for leveling the rotorcraft on the ground.

§ 27.873

Ballast provisions.

Ballast provisions must be designed and constructed to prevent inadvertent shifting of ballast in flight.

§ 27.901

Installation.

(a) For the purpose of this part, the powerplant installation includes each part of the rotorcraft (other than the main and auxiliary rotor structures) that—

(1) Is necessary for propulsion;

(2) Affects the control of the major propulsive units; or

(3) Affects the safety of the major propulsive units between normal inspections or overhauls.

(b) For each powerplant installation—

(1) Each component of the installation must be constructed, arranged, and installed to ensure its continued safe operation between normal inspections or overhauls for the range of temperature and altitude for which approval is requested;

(2) Accessibility must be provided to allow any inspection and maintenance necessary for continued airworthiness;

(3) Electrical interconnections must be provided to prevent differences of potential between major components of the installation and the rest of the rotorcraft;

(4) Axial and radial expansion of turbine engines may not affect the safety of the installation; and

(5) Design precautions must be taken to minimize the possibility of incorrect assembly of components and equipment essential to safe operation of the rotorcraft, except where operation with the incorrect assembly can be shown to be extremely improbable.

(c) The installation must comply with—

(1) The installation instructions provided under § 33.5 of this chapter; and

(2) The applicable provisions of this subpart.

§ 27.903

Engines.

(a) Engine type certification. Each engine must have an approved type certificate. Reciprocating engines for use in helicopters must be qualified in accordance with § 33.49(d) of this chapter or be otherwise approved for the intended usage.

(b) Engine or drive system cooling fan blade protection. (1) If an engine or rotor drive system cooling fan is installed, there must be a means to protect the rotorcraft and allow a safe landing if a fan blade fails. This must be shown by showing that—

(i) The fan blades are contained in case of failure;

(ii) Each fan is located so that a failure will not jeopardize safety; or

(iii) Each fan blade can withstand an ultimate load of 1.5 times the centrifugal force resulting from operation limited by the following:

(A) For fans driven directly by the engine—

( 1 ) The terminal engine r.p.m. under uncontrolled conditions; or

( 2 ) An overspeed limiting device.

(B) For fans driven by the rotor drive system, the maximum rotor drive system rotational speed to be expected in service, including transients.

(2) Unless a fatigue evaluation under § 27.571 is conducted, it must be shown that cooling fan blades are not operating at resonant conditions within the operating limits of the rotorcraft.

(c) Turbine engine installation. For turbine engine installations, the powerplant systems associated with engine control devices, systems, and instrumentation must be designed to give reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service.

(d) Restart capability. (1) A means to restart any engine in flight must be provided.

(2) Except for the in-flight shutdown of all engines, engine restart capability must be demonstrated throughout a flight envelope for the rotorcraft.

(3) Following the in-flight shutdown of all engines, in-flight engine restart capability must be provided.

§ 27.907

Engine vibration.

(a) Each engine must be installed to prevent the harmful vibration of any part of the engine or rotorcraft.

(b) The addition of the rotor and the rotor drive system to the engine may not subject the principal rotating parts of the engine to excessive vibration stresses. This must be shown by a vibration investigation.

(c) No part of the rotor drive system may be subjected to excessive vibration stresses.

§ 27.917

Design.

(a) Each rotor drive system must incorporate a unit for each engine to automatically disengage that engine from the main and auxiliary rotors if that engine fails.

(b) Each rotor drive system must be arranged so that each rotor necessary for control in autorotation will continue to be driven by the main rotors after disengagement of the engine from the main and auxiliary rotors.

(c) If a torque limiting device is used in the rotor drive system, it must be located so as to allow continued control of the rotorcraft when the device is operating.

(d) The rotor drive system includes any part necessary to transmit power from the engines to the rotor hubs. This includes gear boxes, shafting, universal joints, couplings, rotor brake assemblies, clutches, supporting bearings for shafting, any attendant accessory pads or drives, and any cooling fans that are a part of, attached to, or mounted on the rotor drive system.

§ 27.921

Rotor brake.

If there is a means to control the rotation of the rotor drive system independently of the engine, any limitations on the use of that means must be specified, and the control for that means must be guarded to prevent inadvertent operation.

§ 27.923

Rotor drive system and control mechanism tests.

(a) Each part tested as prescribed in this section must be in a serviceable condition at the end of the tests. No intervening disassembly which might affect test results may be conducted.

(b) Each rotor drive system and control mechanism must be tested for not less than 100 hours. The test must be conducted on the rotorcraft, and the torque must be absorbed by the rotors to be installed, except that other ground or flight test facilities with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the rotorcraft.

(c) A 60-hour part of the test prescribed in paragraph (b) of this section must be run at not less than maximum continuous torque and the maximum speed for use with maximum continuous torque. In this test, the main rotor controls must be set in the position that will give maximum longitudinal cyclic pitch change to simulate forward flight. The auxiliary rotor controls must be in the position for normal operation under the conditions of the test.

(d) A 30-hour or, for rotorcraft for which the use of either 30-minute OEI power or continuous OEI power is requested, a 25-hour part of the test prescribed in paragraph (b) of this section must be run at not less than 75 percent of maximum continuous torque and the minimum speed for use with 75 percent of maximum continuous torque. The main and auxiliary rotor controls must be in the position for normal operation under the conditions of the test.

(e) A 10-hour part of the test prescribed in paragraph (b) of this section must be run at not less than takeoff torque and the maximum speed for use with takeoff torque. The main and auxiliary rotor controls must be in the normal position for vertical ascent.

(1) For multiengine rotorcraft for which the use of 2 1/2 minute OEI power is requested, 12 runs during the 10-hour test must be conducted as follows:

(i) Each run must consist of at least one period of 2 1/2 minutes with takeoff torque and the maximum speed for use with takeoff torque on all engines.

(ii) Each run must consist of at least one period for each engine in sequence, during which that engine simulates a power failure and the remaining engines are run at 2 1/2 minute OEI torque and the maximum speed for use with 2 1/2 minute OEI torque for 2 1/2 minutes.

(2) For multiengine turbine-powered rotorcraft for which the use of 30-second and 2-minute OEI power is requested, 10 runs must be conducted as follows:

(i) Immediately following a takeoff run of at least 5 minutes, each power source must simulate a failure, in turn, and apply the maximum torque and the maximum speed for use with 30-second OEI power to the remaining affected drive system power inputs for not less than 30 seconds, followed by application of the maximum torque and the maximum speed for use with 2-minute OEI power for not less than 2 minutes. At least one run sequence must be conducted from a simulated “flight idle” condition. When conducted on a bench test, the test sequence must be conducted following stabilization at takeoff power.

(ii) For the purpose of this paragraph, an affected power input includes all parts of the rotor drive system which can be adversely affected by the application of higher or asymmetric torque and speed prescribed by the test.

(iii) This test may be conducted on a representative bench test facility when engine limitations either preclude repeated use of this power or would result in premature engine removal during the test. The loads, the vibration frequency, and the methods of application to the affected rotor drive system components must be representative of rotorcraft conditions. Test components must be those used to show compliance with the remainder of this section.

(f) The parts of the test prescribed in paragraphs (c) and (d) of this section must be conducted in intervals of not less than 30 minutes and may be accomplished either on the ground or in flight. The part of the test prescribed in paragraph (e) of this section must be conducted in intervals of not less than five minutes.

(g) At intervals of not more than five hours during the tests prescribed in paragraphs (c), (d), and (e) of this section, the engine must be stopped rapidly enough to allow the engine and rotor drive to be automatically disengaged from the rotors.

(h) Under the operating conditions specified in paragraph (c) of this section, 500 complete cycles of lateral control, 500 complete cycles of longitudinal control of the main rotors, and 500 complete cycles of control of each auxiliary rotor must be accomplished. A “complete cycle” involves movement of the controls from the neutral position, through both extreme positions, and back to the neutral position, except that control movements need not produce loads or flapping motions exceeding the maximum loads or motions encountered in flight. The cycling may be accomplished during the testing prescribed in paragraph (c) of this section.

(i) At least 200 start-up clutch engagements must be accomplished—

(1) So that the shaft on the driven side of the clutch is accelerated; and

(2) Using a speed and method selected by the applicant.

(j) For multiengine rotorcraft for which the use of 30-minute OEI power is requested, five runs must be made at 30-minute OEI torque and the maximum speed for use with 30-minute OEI torque, in which each engine, in sequence, is made inoperative and the remaining engine(s) is run for a 30-minute period.

(k) For multiengine rotorcraft for which the use of continuous OEI power is requested, five runs must be made at continuous OEI torque and the maximum speed for use with continuous OEI torque, in which each engine, in sequence, is made inoperative and the remaining engine(s) is run for a 1-hour period.

§ 27.927

Additional tests.

(a) Any additional dynamic, endurance, and operational tests, and vibratory investigations necessary to determine that the rotor drive mechanism is safe, must be performed.

(b) If turbine engine torque output to the transmission can exceed the highest engine or transmission torque rating limit, and that output is not directly controlled by the pilot under normal operating conditions (such as where the primary engine power control is accomplished through the flight control), the following test must be made:

(1) Under conditions associated with all engines operating, make 200 applications, for 10 seconds each, or torque that is at least equal to the lesser of—

(i) The maximum torque used in meeting § 27.923 plus 10 percent; or

(ii) The maximum attainable torque output of the engines, assuming that torque limiting devices, if any, function properly.

(2) For multiengine rotorcraft under conditions associated with each engine, in turn, becoming inoperative, apply to the remaining transmission torque inputs the maximum torque attainable under probable operating conditions, assuming that torque limiting devices, if any, function properly. Each transmission input must be tested at this maximum torque for at least 15 minutes.

(3) The tests prescribed in this paragraph must be conducted on the rotorcraft at the maximum rotational speed intended for the power condition of the test and the torque must be absorbed by the rotors to be installed, except that other ground or flight test facilities with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the rotorcraft.

(c) It must be shown by tests that the rotor drive system is capable of operating under autorotative conditions for 15 minutes after the loss of pressure in the rotor drive primary oil system.

§ 27.931

Shafting critical speed.

(a) The critical speeds of any shafting must be determined by demonstration except that analytical methods may be used if reliable methods of analysis are available for the particular design.

(b) If any critical speed lies within, or close to, the operating ranges for idling, power on, and autorotative conditions, the stresses occurring at that speed must be within safe limits. This must be shown by tests.

(c) If analytical methods are used and show that no critical speed lies within the permissible operating ranges, the margins between the calculated critical speeds and the limits of the allowable operating ranges must be adequate to allow for possible variations between the computed and actual values.

§ 27.935

Shafting joints.

Each universal joint, slip joint, and other shafting joints whose lubrication is necessary for operation must have provision for lubrication.

§ 27.939

Turbine engine operating characteristics.

(a) Turbine engine operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present, to a hazardous degree, during normal and emergency operation within the range of operating limitations of the rotorcraft and of the engine.

(b) The turbine engine air inlet system may not, as a result of airflow distortion during normal operation, cause vibration harmful to the engine.

(c) For governor-controlled engines, it must be shown that there exists no hazardous torsional instability of the drive system associated with critical combinations of power, rotational speed, and control displacement.

§ 27.951

General.

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine functioning under any likely operating condition, including the maneuvers for which certification is requested.

(b) Each fuel system must be arranged so that—

(1) No fuel pump can draw fuel from more than one tank at a time; or

(2) There are means to prevent introducing air into the system.

(c) Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80 °F. and having 0.75cc of free water per gallon added and cooled to the most critical condition for icing likely to be encountered in operation.

§ 27.952

Fuel system crash resistance.

Unless other means acceptable to the Administrator are employed to minimize the hazard of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems must incorporate the design features of this section. These systems must be shown to be capable of sustaining the static and dynamic deceleration loads of this section, considered as ultimate loads acting alone, measured at the system component's center of gravity, without structural damage to system components, fuel tanks, or their attachments that would leak fuel to an ignition source.

(a) Drop test requirements. Each tank, or the most critical tank, must be drop-tested as follows:

(1) The drop height must be at least 50 feet.

(2) The drop impact surface must be nondeforming.

(3) The tank must be filled with water to 80 percent of the normal, full capacity.

(4) The tank must be enclosed in a surrounding structure representative of the installation unless it can be established that the surrounding structure is free of projections or other design features likely to contribute to rupture of the tank.

(5) The tank must drop freely and impact in a horizontal position ±10°.

(6) After the drop test, there must be no leakage.

(b) Fuel tank load factors. Except for fuel tanks located so that tank rupture with fuel release to either significant ignition sources, such as engines, heaters, and auxiliary power units, or occupants is extremely remote, each fuel tank must be designed and installed to retain its contents under the following ultimate inertial load factors, acting alone.

(1) For fuel tanks in the cabin:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g.

(2) For fuel tanks located above or behind the crew or passenger compartment that, if loosened, could injure an occupant in an emergency landing:

(i) Upward—1.5g.

(ii) Forward—8g.

(iii) Sideward—2g.

(iv) Downward—4g.

(3) For fuel tanks in other areas:

(i) Upward—1.5g.

(ii) Forward—4g.

(iii) Sideward—2g.

(iv) Downward—4g.

(c) Fuel line self-sealing breakaway couplings. Self-sealing breakaway couplings must be installed unless hazardous relative motion of fuel system components to each other or to local rotorcraft structure is demonstrated to be extremely improbable or unless other means are provided. The couplings or equivalent devices must be installed at all fuel tank-to-fuel line connections, tank-to-tank interconnects, and at other points in the fuel system where local structural deformation could lead to the release of fuel.

(1) The design and construction of self-sealing breakaway couplings must incorporate the following design features:

(i) The load necessary to separate a breakaway coupling must be between 25 to 50 percent of the minimum ultimate failure load (ultimate strength) of the weakest component in the fluid-carrying line. The separation load must in no case be less than 300 pounds, regardless of the size of the fluid line.

(ii) A breakaway coupling must separate whenever its ultimate load (as defined in paragraph (c)(1)(i) of this section) is applied in the failure modes most likely to occur.

(iii) All breakaway couplings must incorporate design provisions to visually ascertain that the coupling is locked together (leak-free) and is open during normal installation and service.

(iv) All breakaway couplings must incorporate design provisions to prevent uncoupling or unintended closing due to operational shocks, vibrations, or accelerations.

(v) No breakaway coupling design may allow the release of fuel once the coupling has performed its intended function.

(2) All individual breakaway couplings, coupling fuel feed systems, or equivalent means must be designed, tested, installed, and maintained so that inadvertent fuel shutoff in flight is improbable in accordance with § 27.955(a) and must comply with the fatigue evaluation requirements of § 27.571 without leaking.

(3) Alternate, equivalent means to the use of breakaway couplings must not create a survivable impact-induced load on the fuel line to which it is installed greater than 25 to 50 percent of the ultimate load (strength) of the weakest component in the line and must comply with the fatigue requirements of § 27.571 without leaking.

(d) Frangible or deformable structural attachments. Unless hazardous relative motion of fuel tanks and fuel system components to local rotorcraft structure is demonstrated to be extremely improbable in an otherwise survivable impact, frangible or locally deformable attachments of fuel tanks and fuel system components to local rotorcraft structure must be used. The attachment of fuel tanks and fuel system components to local rotorcraft structure, whether frangible or locally deformable, must be designed such that its separation or relative local deformation will occur without rupture or local tear-out of the fuel tank or fuel system components that will cause fuel leakage. The ultimate strength of frangible or deformable attachments must be as follows:

(1) The load required to separate a frangible attachment from its support structure, or deform a locally deformable attachment relative to its support structure, must be between 25 and 50 percent of the minimum ultimate load (ultimate strength) of the weakest component in the attached system. In no case may the load be less than 300 pounds.

(2) A frangible or locally deformable attachment must separate or locally deform as intended whenever its ultimate load (as defined in paragraph (d)(1) of this section) is applied in the modes most likely to occur.

(3) All frangible or locally deformable attachments must comply with the fatigue requirements of § 27.571.

(e) Separation of fuel and ignition sources. To provide maximum crash resistance, fuel must be located as far as practicable from all occupiable areas and from all potential ignition sources.

(f) Other basic mechanical design criteria. Fuel tanks, fuel lines, electrical wires, and electrical devices must be designed, constructed, and installed, as far as practicable, to be crash resistant.

(g) Rigid or semirigid fuel tanks. Rigid or semirigid fuel tank or bladder walls must be impact and tear resistant.

§ 27.953

Fuel system independence.

(a) Each fuel system for multiengine rotorcraft must allow fuel to be supplied to each engine through a system independent of those parts of each system supplying fuel to other engines. However, separate fuel tanks need not be provided for each engine.

(b) If a single fuel tank is used on a multiengine rotorcraft, the following must be provided:

(1) Independent tank outlets for each engine, each incorporating a shutoff valve at the tank. This shutoff valve may also serve as the firewall shutoff valve required by § 27.995 if the line between the valve and the engine compartment does not contain a hazardous amount of fuel that can drain into the engine compartment.

(2) At least two vents arranged to minimize the probability of both vents becoming obstructed simultaneously.

(3) Filler caps designed to minimize the probability of incorrect installation or inflight loss.

(4) A fuel system in which those parts of the system from each tank outlet to any engine are independent of each part of each system supplying fuel to other engines.

§ 27.954

Fuel system lightning protection.

The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by—

(a) Direct lightning strikes to areas having a high probability of stroke attachment;

(b) Swept lightning strokes to areas where swept strokes are highly probable; or

(c) Corona and streamering at fuel vent outlets.

§ 27.955

Fuel flow.

(a) General. The fuel system for each engine must be shown to provide the engine with at least 100 percent of the fuel required under each operating and maneuvering condition to be approved for the rotorcraft including, as applicable, the fuel required to operate the engine(s) under the test conditions required by § 27.927. Unless equivalent methods are used, compliance must be shown by test during which the following provisions are met except that combinations of conditions which are shown to be improbable need not be considered.

(1) The fuel pressure, corrected for critical accelerations, must be within the limits specified by the engine type certificate data sheet.

(2) The fuel level in the tank may not exceed that established as the unusable fuel supply for that tank under § 27.959, plus the minimum additional fuel necessary to conduct the test.

(3) The fuel head between the tank outlet and the engine inlet must be critical with respect to rotorcraft flight attitudes.

(4) The critical fuel pump (for pump-fed systems) is installed to produce (by actual or simulated failure) the critical restriction to fuel flow to be expected from pump failure.

(5) Critical values of engine rotation speed, electrical power, or other sources of fuel pump motive power must be applied.

(6) Critical values of fuel properties which adversely affect fuel flow must be applied.

(7) The fuel filter required by § 27.997 must be blocked to the degree necessary to simulate the accumulation of fuel contamination required to activate the indicator required by § 27.1305(q).

(b) Fuel transfer systems. If normal operation of the fuel system requires fuel to be transferred to an engine feed tank, the transfer must occur automatically via a system which has been shown to maintain the fuel level in the engine feed tank within acceptable limits during flight or surface operation of the rotorcraft.

(c) Multiple fuel tanks. If an engine can be supplied with fuel from more than one tank, the fuel systems must, in addition to having appropriate manual switching capability, be designed to prevent interruption of fuel flow to that engine, without attention by the flightcrew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation, and any other tank that normally supplies fuel to the engine alone contains usable fuel.

§ 27.959

Unusable fuel supply.

The unusable fuel supply for each tank must be established as not less than the quantity at which the first evidence of malfunction occurs under the most adverse fuel feed condition occurring under any intended operations and flight maneuvers involving that tank.

§ 27.961

Fuel system hot weather operation.

Each suction lift fuel system and other fuel systems with features conducive to vapor formation must be shown by test to operate satisfactorily (within certification limits) when using fuel at a temperature of 110 °F under critical operating conditions including, if applicable, the engine operating conditions defined by § 27.927 (b)(1) and (b)(2).

§ 27.963

Fuel tanks: general.

(a) Each fuel tank must be able to withstand, without failure, the vibration, inertia, fluid, and structural loads to which it may be subjected in operation.

(b) Each fuel tank of 10 gallons or greater capacity must have internal baffles, or must have external support to resist surging.

(c) Each fuel tank must be separated from the engine compartment by a firewall. At least one-half inch of clear airspace must be provided between the tank and the firewall.

(d) Spaces adjacent to the surfaces of fuel tanks must be ventilated so that fumes cannot accumulate in the tank compartment in case of leakage. If two or more tanks have interconnected outlets, they must be considered as one tank, and the airspaces in those tanks must be interconnected to prevent the flow of fuel from one tank to another as a result of a difference in pressure between those airspaces.

(e) The maximum exposed surface temperature of any component in the fuel tank must be less, by a safe margin as determined by the Administrator, than the lowest expected autoignition temperature of the fuel or fuel vapor in the tank. Compliance with this requirement must be shown under all operating conditions and under all failure or malfunction conditions of all components inside the tank.

(f) Each fuel tank installed in personnel compartments must be isolated by fume-proof and fuel-proof enclosures that are drained and vented to the exterior of the rotorcraft. The design and construction of the enclosures must provide necessary protection for the tank, must be crash resistant during a survivable impact in accordance with § 27.952, and must be adequate to withstand loads and abrasions to be expected in personnel compartments.

(g) Each flexible fuel tank bladder or liner must be approved or shown to be suitable for the particular application and must be puncture resistant. Puncture resistance must be shown by meeting the TSO-C80, paragraph 16.0, requirements using a minimum puncture force of 370 pounds.

(h) Each integral fuel tank must have provisions for inspection and repair of its interior.

§ 27.965

Fuel tank tests.

(a) Each fuel tank must be able to withstand the applicable pressure tests in this section without failure or leakage. If practicable, test pressures may be applied in a manner simulating the pressure distribution in service.

(b) Each conventional metal tank, nonmetallic tank with walls that are not supported by the rotorcraft structure, and integral tank must be subjected to a pressure of 3.5 p.s.i. unless the pressure developed during maximum limit acceleration or emergency deceleration with a full tank exceeds this value, in which case a hydrostatic head, or equivalent test, must be applied to duplicate the acceleration loads as far as possible. However, the pressure need not exceed 3.5 p.s.i. on surfaces not exposed to the acceleration loading.

(c) Each nonmetallic tank with walls supported by the rotorcraft structure must be subjected to the following tests:

(1) A pressure test of at least 2.0 p.s.i. This test may be conducted on the tank alone in conjunction with the test specified in paragraph (c)(2) of this section.

(2) A pressure test, with the tank mounted in the rotorcraft structure, equal to the load developed by the reaction of the contents, with the tank full, during maximum limit acceleration or emergency deceleration. However, the pressure need not exceed 2.0 p.s.i. on surfaces not exposed to the acceleration loading.

(d) Each tank with large unsupported or unstiffened flat areas, or with other features whose failure or deformation could cause leakage, must be subjected to the following test or its equivalent:

(1) Each complete tank assembly and its support must be vibration tested while mounted to simulate the actual installation.

(2) The tank assembly must be vibrated for 25 hours while two-thirds full of any suitable fluid. The amplitude of vibration may not be less than one thirty-second of an inch, unless otherwise substantiated.

(3) The test frequency of vibration must be as follows:

(i) If no frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the test frequency of vibration, in number of cycles per minute must, unless a frequency based on a more rational calculation is used, be the number obtained by averaging the maximum and minimum power-on engine speeds (r.p.m.) for reciprocating engine powered rotorcraft or 2,000 c.p.m. for turbine engine powered rotorcraft.

(ii) If only one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, that frequency of vibration must be the test frequency.

(iii) If more than one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the most critical of these frequencies must be the test frequency.

(4) Under paragraphs (d)(3)(ii) and (iii) of this section, the time of test must be adjusted to accomplish the same number of vibration cycles as would be accomplished in 25 hours at the frequency specified in paragraph (d)(3)(i) of this section.

(5) During the test, the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute through an angle of 15 degrees on both sides of the horizontal (30 degrees total), about the most critical axis, for 25 hours. If motion about more than one axis is likely to be critical, the tank must be rocked about each critical axis for 12 1/2 hours.

§ 27.967

Fuel tank installation.

(a) Each fuel tank must be supported so that tank loads are not concentrated on unsupported tank surfaces. In addition—

(1) There must be pads, if necessary, to prevent chafing between each tank and its supports;

(2) The padding must be nonabsorbent or treated to prevent the absorption of fuel;

(3) If flexible tank liners are used, they must be supported so that it is not necessary for them to withstand fluid loads; and

(4) Each interior surface of tank compartments must be smooth and free of projections that could cause wear of the liner unless—

(i) There are means for protection of the liner at those points; or

(ii) The construction of the liner itself provides such protection.

(b) Any spaces adjacent to tank surfaces must be adequately ventilated to avoid accumulation of fuel or fumes in those spaces due to minor leakage. If the tank is in a sealed compartment, ventilation may be limited to drain holes that prevent clogging and excessive pressure resulting from altitude changes. If flexible tank liners are installed, the venting arrangement for the spaces between the liner and its container must maintain the proper relationship to tank vent pressures for any expected flight condition.

(c) The location of each tank must meet the requirements of § 27.1185 (a) and (c).

(d) No rotorcraft skin immediately adjacent to a major air outlet from the engine compartment may act as the wall of the integral tank.

§ 27.969

Fuel tank expansion space.

Each fuel tank or each group of fuel tanks with interconnected vent systems must have an expansion space of not less than 2 percent of the tank capacity. It must be impossible to fill the fuel tank expansion space inadvertently with the rotorcraft in the normal ground attitude.

§ 27.971

Fuel tank sump.

(a) Each fuel tank must have a drainable sump with an effective capacity in any ground attitude to be expected in service of 0.25 percent of the tank capacity or 1/16 gallon, whichever is greater, unless—

(1) The fuel system has a sediment bowl or chamber that is accessible for preflight drainage and has a minimum capacity of 1 ounce for every 20 gallons of fuel tank capacity; and

(2) Each fuel tank drain is located so that in any ground attitude to be expected in service, water will drain from all parts of the tank to the sediment bowl or chamber.

(b) Each sump, sediment bowl, and sediment chamber drain required by this section must comply with the drain provisions of § 27.999(b).

§ 27.973

Fuel tank filler connection.

(a) Each fuel tank filler connection must prevent the entrance of fuel into any part of the rotorcraft other than the tank itself during normal operations and must be crash resistant during a survivable impact in accordance with § 27.952(c). In addition—

(1) Each filler must be marked as prescribed in § 27.1557(c)(1);

(2) Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of the entire rotorcraft; and

(3) Each filler cap must provide a fuel-tight seal under the fluid pressure expected in normal operation and in a survivable impact.

(b) Each filler cap or filler cap cover must warn when the cap is not fully locked or seated on the filler connection.

§ 27.975

Fuel tank vents.

(a) Each fuel tank must be vented from the top part of the expansion space so that venting is effective under all normal flight conditions. Each vent must minimize the probability of stoppage by dirt or ice.

(b) The venting system must be designed to minimize spillage of fuel through the vents to an ignition source in the event of a rollover during landing, ground operation, or a survivable impact.

§ 27.977

Fuel tank outlet.

(a) There must be a fuel stainer for the fuel tank outlet or for the booster pump. This strainer must—

(1) For reciprocating engine powered rotorcraft, have 8 to 16 meshes per inch; and

(2) For turbine engine powered rotorcraft, prevent the passage of any object that could restrict fuel flow or damage any fuel system component.

(b) The clear area of each fuel tank outlet strainer must be at least five times the area of the outlet line.

(c) The diameter of each strainer must be at least that of the fuel tank outlet.

(d) Each finger strainer must be accessible for inspection and cleaning.

§ 27.991

Fuel pumps.

Compliance with § 27.955 may not be jeopardized by failure of—

(a) Any one pump except pumps that are approved and installed as parts of a type certificated engine; or

(b) Any component required for pump operation except, for engine driven pumps, the engine served by that pump.

§ 27.993

Fuel system lines and fittings.

(a) Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions.

(b) Each fuel line connected to components of the rotorcraft between which relative motion could exist must have provisions for flexibility.

(c) Flexible hose must be approved.

(d) Each flexible connection in fuel lines that may be under pressure or subjected to axial loading must use flexible hose assemblies.

(e) No flexible hose that might be adversely affected by high temperatures may be used where excessive temperatures will exist during operation or after engine shutdown.

§ 27.995

Fuel valves.

(a) There must be a positive, quick-acting valve to shut off fuel to each engine individually.

(b) The control for this valve must be within easy reach of appropriate crewmembers.

(c) Where there is more than one source of fuel supply there must be means for independent feeding from each source.

(d) No shutoff valve may be on the engine side of any firewall.

§ 27.997

Fuel strainer or filter.

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of the first fuel system component which is susceptible to fuel contamination, including but not limited to the fuel metering device or an engine positive displacement pump, whichever is nearer the fuel tank outlet. This fuel strainer or filter must—

(a) Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable;

(b) Have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself, unless adequate strength margins under all loading conditions are provided in the lines and connections; and

(d) Provide a means to remove from the fuel any contaminant which would jeopardize the flow of fuel through rotorcraft or engine fuel system components required for proper rotorcraft fuel system or engine fuel system operation.

§ 27.999

Fuel system drains.

(a) There must be at least one accessible drain at the lowest point in each fuel system to completely drain the system with the rotorcraft in any ground attitude to be expected in service.

(b) Each drain required by paragraph (a) of this section must—

(1) Discharge clear of all parts of the rotorcraft;

(2) Have manual or automatic means to assure positive closure in the off position; and

(3) Have a drain valve—

(i) That is readily accessible and which can be easily opened and closed; and

(ii) That is either located or protected to prevent fuel spillage in the event of a landing with landing gear retracted.

§ 27.1011

Engines: General.

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) The usable oil capacity of each system may not be less than the product of the endurance of the rotorcraft under critical operating conditions and the maximum oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate circulation and cooling. Instead of a rational analysis of endurance and consumption, a usable oil capacity of one gallon for each 40 gallons of usable fuel may be used.

(c) The oil cooling provisions for each engine must be able to maintain the oil inlet temperature to that engine at or below the maximum established value. This must be shown by flight tests.

§ 27.1013

Oil tanks.

Each oil tank must be designed and installed so that—

(a) It can withstand, without failure, each vibration, inertia, fluid, and structural load expected in operation;

(b) [Reserved]

(c) Where used with a reciprocating engine, it has an expansion space of not less than the greater of 10 percent of the tank capacity or 0.5 gallon, and where used with a turbine engine, it has an expansion space of not less than 10 percent of the tank capacity.

(d) It is impossible to fill the tank expansion space inadvertently with the rotorcraft in the normal ground attitude;

(e) Adequate venting is provided; and

(f) There are means in the filler opening to prevent oil overflow from entering the oil tank compartment.

§ 27.1015

Oil tank tests.

Each oil tank must be designed and installed so that it can withstand, without leakage, an internal pressure of 5 p.s.i., except that each pressurized oil tank used with a turbine engine must be designed and installed so that it can withstand, without leakage, an internal pressure of 5 p.s.i., plus the maximum operating pressure of the tank.

§ 27.1017

Oil lines and fittings.

(a) Each oil line must be supported to prevent excessive vibration.

(b) Each oil line connected to components of the rotorcraft between which relative motion could exist must have provisions for flexibility.

(c) Flexible hose must be approved.

(d) Each oil line must have an inside diameter of not less than the inside diameter of the engine inlet or outlet. No line may have splices between connections.

§ 27.1019

Oil strainer or filter.

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements:

(1) Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.

(2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine under Part 33 of this chapter.

(3) The oil strainer or filter, unless it is installed at an oil tank outlet, must incorporate a means to indicate contamination before it reaches the capacity established in accordance with paragraph (a)(2) of this section.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except one that is installed at an oil tank outlet, must have a means to connect it to the warning system required in § 27.1305(r).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

§ 27.1021

Oil system drains.

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must—

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed position.

§ 27.1027

Transmissions and gearboxes: General.

(a) The lubrication system for components of the rotor drive system that require continuous lubrication must be sufficiently independent of the lubrication systems of the engine(s) to ensure lubrication during autorotation.

(b) Pressure lubrication systems for transmissions and gearboxes must comply with the engine oil system requirements of §§ 27.1013 (except paragraph (c)), 27.1015, 27.1017, 27.1021, and 27.1337(d).

(c) Each pressure lubrication system must have an oil strainer or filter through which all of the lubricant flows and must—

(1) Be designed to remove from the lubricant any contaminant which may damage transmission and drive system components or impede the flow of lubricant to a hazardous degree;

(2) Be equipped with a means to indicate collection of contaminants on the filter or strainer at or before opening of the bypass required by paragraph (c)(3) of this section; and

(3) Be equipped with a bypass constructed and installed so that—

(i) The lubricant will flow at the normal rate through the rest of the system with the strainer or filter completely blocked; and

(ii) The release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flowpath.

(d) For each lubricant tank or sump outlet supplying lubrication to rotor drive systems and rotor drive system components, a screen must be provided to prevent entrance into the lubrication system of any object that might obstruct the flow of lubricant from the outlet to the filter required by paragraph (c) of this section. The requirements of paragraph (c) do not apply to screens installed at lubricant tank or sump outlets.

(e) Splash-type lubrication systems for rotor drive system gearboxes must comply with §§ 27.1021 and 27.1337(d).

§ 27.1041

General.

(a) Each powerplant cooling system must be able to maintain the temperatures of powerplant components within the limits established for these components under critical surface (ground or water) and flight operating conditions for which certification is required and after normal shutdown. Powerplant components to be considered include but may not be limited to engines, rotor drive system components, auxiliary power units, and the cooling or lubricating fluids used with these components.

(b) Compliance with paragraph (a) of this section must be shown in tests conducted under the conditions prescribed in that paragraph.

§ 27.1043

Cooling tests.

(a) General. For the tests prescribed in § 27.1041(b), the following apply:

(1) If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature specified in paragraph (b) of this section, the recorded powerplant temperatures must be corrected under paragraphs (c) and (d) of this section unless a more rational correction method is applicable.

(2) No corrected temperature determined under paragraph (a)(1) of this section may exceed established limits.

(3) For reciprocating engines, the fuel used during the cooling tests must be of the minimum grade approved for the engines, and the mixture settings must be those normally used in the flight stages for which the cooling tests are conducted.

(4) The test procedures must be as prescribed in § 27.1045.

(b) Maximum ambient atmospheric temperature. A maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100 degrees F. must be established. The assumed temperature lapse rate is 3.6 degrees F. per thousand feet of altitude above sea level until a temperature of −69.7 degrees F. is reached, above which altitude the temperature is considered constant at −69.7 degrees F. However, for winterization installations, the applicant may select a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100 degrees F.

(c) Correction factor (except cylinder barrels). Unless a more rational correction applies, temperatures of engine fluids and power-plant components (except cylinder barrels) for which temperature limits are established, must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures. Cylinder barrel temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

§ 27.1045

Cooling test procedures.

(a) General. For each stage of flight, the cooling tests must be conducted with the rotorcraft—

(1) In the configuration most critical for cooling; and

(2) Under the conditions most critical for cooling.

(b) Temperature stabilization. For the purpose of the cooling tests, a temperature is “stabilized” when its rate of change is less than two degrees F. per minute. The following component and engine fluid temperature stabilization rules apply:

(1) For each rotorcraft, and for each stage of flight—

(i) The temperatures must be stabilized under the conditions from which entry is made into the stage of flight being investigated; or

(ii) If the entry condition normally does not allow temperatures to stabilize, operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow the temperatures to attain their natural levels at the time of entry.

(2) For each helicopter during the takeoff stage of flight, the climb at takeoff power must be preceded by a period of hover during which the temperatures are stabilized.

(c) Duration of test. For each stage of flight the tests must be continued until—

(1) The temperatures stabilize or 5 minutes after the occurrence of the highest temperature recorded, as appropriate to the test condition;

(2) That stage of flight is completed; or

(3) An operating limitation is reached.

§ 27.1091

Air induction.

(a) The air induction system for each engine must supply the air required by that engine under the operating conditions and maneuvers for which certification is requested.

(b) Each cold air induction system opening must be outside the cowling if backfire flames can emerge.

(c) If fuel can accumulate in any air induction system, that system must have drains that discharge fuel—

(1) Clear of the rotorcraft; and

(2) Out of the path of exhaust flames.

(d) For turbine engine powered rotorcraft—

(1) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine intake system; and

(2) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing.

§ 27.1093

Induction system icing protection.

(a) Reciprocating engines. Each reciprocating engine air induction system must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30 degrees F., and with the engines at 75 percent of maximum continuous power—

(1) Each rotorcraft with sea level engines using conventional venturi carburetors has a preheater that can provide a heat rise of 90 degrees F.;

(2) Each rotorcraft with sea level engines using carburetors tending to prevent icing has a sheltered alternate source of air, and that the preheat supplied to the alternate air intake is not less than that provided by the engine cooling air downstream of the cylinders;

(3) Each rotorcraft with altitude engines using conventional venturi carburetors has a preheater capable of providing a heat rise of 120 degrees F.; and

(4) Each rotorcraft with altitude engines using carburetors tending to prevent icing has a preheater that can provide a heat rise of—

(i) 100 degrees F.; or

(ii) If a fluid deicing system is used, at least 40 degrees F.

(b) Turbine engine. (1) It must be shown that each turbine engine and its air inlet system can operate throughout the flight power range of the engine (including idling)—

(i) Without accumulating ice on engine or inlet system components that would adversely affect engine operation or cause a serious loss of power under the icing conditions specified in appendix C of Part 29 of this chapter; and

(ii) In snow, both falling and blowing, without adverse effect on engine operation, within the limitations established for the rotorcraft.

(2) Each turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing protection at its critical condition, without adverse effect, in an atmosphere that is at a temperature between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 gram per cubic meter in the form of drops having a mean effective diameter not less than 20 microns, followed by momentary operation at takeoff power or thrust. During the 30 minutes of idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator.

(c) Supercharged reciprocating engines. For each engine having superchargers to pressurize the air before it enters the carburetor, the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with paragraph (a) of this section if the heat rise utilized is that which will be available, automatically, for the applicable altitude and operating condition because of supercharging.

§ 27.1121

General.

For each exhaust system—

(a) There must be means for thermal expansion of manifolds and pipes;

(b) There must be means to prevent local hot spots;

(c) Exhaust gases must discharge clear of the engine air intake, fuel system components, and drains;

(d) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingement of the fluids or vapors on any part of the exhaust system including shields for the exhaust system;

(e) Exhaust gases may not impair pilot vision at night due to glare;

(f) If significant traps exist, each turbine engine exhaust system must have drains discharging clear of the rotorcraft, in any normal ground and flight attitudes, to prevent fuel accumulation after the failure of an attempted engine start;

(g) Each exhaust heat exchanger must incorporate means to prevent blockage of the exhaust port after any internal heat exchanger failure.

§ 27.1123

Exhaust piping.

(a) Exhaust piping must be heat and corrosion resistant, and must have provisions to prevent failure due to expansion by operating temperatures.

(b) Exhaust piping must be supported to withstand any vibration and inertia loads to which it would be subjected in operations.

(c) Exhaust piping connected to components between which relative motion could exist must have provisions for flexibility.

§ 27.1141

Powerplant controls: general.

(a) Powerplant controls must be located and arranged under § 27.777 and marked under § 27.1555.

(b) Each flexible powerplant control must be approved.

(c) Each control must be able to maintain any set position without—

(1) Constant attention; or

(2) Tendency to creep due to control loads or vibration.

(d) Controls of powerplant valves required for safety must have—

(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed position; and

(2) For power-assisted valves, a means to indicate to the flight crew when the valve—

(i) Is in the fully open or fully closed position; or

(ii) Is moving between the fully open and fully closed position.

(e) For turbine engine powered rotorcraft, no single failure or malfunction, or probable combination thereof, in any powerplant control system may cause the failure of any powerplant function necessary for safety.

§ 27.1143

Engine controls.

(a) There must be a separate power control for each engine.

(b) Power controls must be grouped and arranged to allow—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(c) Each power control must provide a positive and immediately responsive means of controlling its engine.

(d) If a power control incorporates a fuel shutoff feature, the control must have a means to prevent the inadvertent movement of the control into the shutoff position. The means must—

(1) Have a positive lock or stop at the idle position; and

(2) Require a separate and distinct operation to place the control in the shutoff position.

(e) For rotorcraft to be certificated for a 30-second OEI power rating, a means must be provided to automatically activate and control the 30-second OEI power and prevent any engine from exceeding the installed engine limits associated with the 30-second OEI power rating approved for the rotorcraft.

§ 27.1145

Ignition switches.

(a) There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control.

(b) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operation.

§ 27.1147

Mixture controls.

If there are mixture controls, each engine must have a separate control and the controls must be arranged to allow—

(a) Separate control of each engine; and

(b) Simultaneous control of all engines.

§ 27.1151

Rotor brake controls.

(a) It must be impossible to apply the rotor brake inadvertently in flight.

(b) There must be means to warn the crew if the rotor brake has not been completely released before takeoff.

§ 27.1163

Powerplant accessories.

(a) Each engine-mounted accessory must—

(1) Be approved for mounting on the engine involved;

(2) Use the provisions on the engine for mounting; and

(3) Be sealed in such a way as to prevent contamination of the engine oil system and the accessory system.

(b) Unless other means are provided, torque limiting means must be provided for accessory drives located on any component of the transmission and rotor drive system to prevent damage to these components from excessive accessory load.

§ 27.1183

Lines, fittings, and components.

(a) Except as provided in paragraph (b) of this section, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions must be fire resistant, except that flammable fluid tanks and supports which are part of and attached to the engine must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non-fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located so as to safeguard against the ignition of leaking flammable fluid. An integral oil sump of less than 25-quart capacity on a reciprocating engine need not be fireproof nor be enclosed by a fireproof shield.

(b) Paragraph (a) does not apply to—

(1) Lines, fittings, and components which are already approved as part of a type certificated engine; and

(2) Vent and drain lines, and their fittings, whose failure will not result in, or add to, a fire hazard.

(c) Each flammable fluid drain and vent must discharge clear of the induction system air inlet.

§ 27.1185

Flammable fluids.

(a) Each fuel tank must be isolated from the engines by a firewall or shroud.

(b) Each tank or reservoir, other than a fuel tank, that is part of a system containing flammable fluids or gases must be isolated from the engine by a firewall or shroud, unless the design of the system, the materials used in the tank and its supports, the shutoff means, and the connections, lines and controls provide a degree of safety equal to that which would exist if the tank or reservoir were isolated from the engines.

(c) There must be at least one-half inch of clear airspace between each tank and each firewall or shroud isolating that tank, unless equivalent means are used to prevent heat transfer from each engine compartment to the flammable fluid.

(d) Absorbent materials close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids.

§ 27.1187

Ventilation and drainage.

Each compartment containing any part of the powerplant installation must have provision for ventilation and drainage of flammable fluids. The drainage means must be—

(a) Effective under conditions expected to prevail when drainage is needed, and

(b) Arranged so that no discharged fluid will cause an additional fire hazard.

§ 27.1189

Shutoff means.

(a) There must be means to shut off each line carrying flammable fluids into the engine compartment, except—

(1) Lines, fittings, and components forming an intergral part of an engine;

(2) For oil systems for which all components of the system, including oil tanks, are fireproof or located in areas not subject to engine fire conditions; and

(3) For reciprocating engine installations only, engine oil system lines in installation using engines of less than 500 cu. in. displacement.

(b) There must be means to guard against inadvertent operation of each shutoff, and to make it possible for the crew to reopen it in flight after it has been closed.

(c) Each shutoff valve and its control must be designed, located, and protected to function properly under any condition likely to result from an engine fire.

§ 27.1191

Firewalls.

(a) Each engine, including the combustor, turbine, and tailpipe sections of turbine engines must be isolated by a firewall, shroud, or equivalent means, from personnel compartments, structures, controls, rotor mechanisms, and other parts that are—

(1) Essential to a controlled landing: and

(2) Not protected under § 27.861.

(b) Each auxiliary power unit and combustion heater, and any other combustion equipment to be used in flight, must be isolated from the rest of the rotorcraft by firewalls, shrouds, or equivalent means.

(c) In meeting paragraphs (a) and (b) of this section, account must be taken of the probable path of a fire as affected by the airflow in normal flight and in autorotation.

(d) Each firewall and shroud must be constructed so that no hazardous quantity of air, fluids, or flame can pass from any engine compartment to other parts of the rotorcraft.

(e) Each opening in the firewall or shroud must be sealed with close-fitting, fireproof grommets, bushings, or firewall fittings.

(f) Each firewall and shroud must be fireproof and protected against corrosion.

§ 27.1193

Cowling and engine compartment covering.

(a) Each cowling and engine compartment covering must be constructed and supported so that it can resist the vibration, inertia, and air loads to which it may be subjected in operation.

(b) There must be means for rapid and complete drainage of each part of the cowling or engine compartment in the normal ground and flight attitudes.

(c) No drain may discharge where it might cause a fire hazard.

(d) Each cowling and engine compartment covering must be at least fire resistant.

(e) Each part of the cowling or engine compartment covering subject to high temperatures due to its nearness to exhaust system parts or exhaust gas impingement must be fireproof.

(f) A means of retaining each openable or readily removable panel, cowling, or engine or rotor drive system covering must be provided to preclude hazardous damage to rotors or critical control components in the event of structural or mechanical failure of the normal retention means, unless such failure is extremely improbable.

§ 27.1194

Other surfaces.

All surfaces aft of, and near, powerplant compartments, other than tail surfaces not subject to heat, flames, or sparks emanating from a powerplant compartment, must be at least fire resistant.

§ 27.1195

Fire detector systems.

Each turbine engine powered rotorcraft must have approved quick-acting fire detectors in numbers and locations insuring prompt detection of fire in the engine compartment which cannot be readily observed in flight by the pilot in the cockpit.

§ 27.1301

Function and installation.

Each item of installed equipment must—

(a) Be of a kind and design appropriate to its intended function;

(b) Be labeled as to its identification, function, or operating limitations, or any applicable combination of these factors;

(c) Be installed according to limitations specified for that equipment; and

(d) Function properly when installed.

§ 27.1303

Flight and navigation instruments.

The following are the required flight and navigation instruments:

(a) An airspeed indicator.

(b) An altimeter.

(c) A magnetic direction indicator.

§ 27.1305

Powerplant instruments.

The following are the required powerplant instruments:

(a) A carburetor air temperature indicator, for each engine having a preheater that can provide a heat rise in excess of 60 °F.

(b) A cylinder head temperature indicator, for each—

(1) Air cooled engine;

(2) Rotorcraft with cooling shutters; and

(3) Rotorcraft for which compliance with § 27.1043 is shown in any condition other than the most critical flight condition with respect to cooling.

(c) A fuel pressure indicator, for each pump-fed engine.

(d) A fuel quantity indicator, for each fuel tank.

(e) A means to indicate manifold pressure for each altitude engine.

(f) An oil temperature warning device to indicate when the temperature exceeds a safe value in each main rotor drive gearbox (including any gearboxes essential to rotor phasing) having an oil system independent of the engine oil system.

(g) An oil pressure warning device to indicate when the pressure falls below a safe value in each pressure-lubricated main rotor drive gearbox (including any gearboxes essential to rotor phasing) having an oil system independent of the engine oil system.

(h) An oil pressure indicator for each engine.

(i) An oil quantity indicator for each oil tank.

(j) An oil temperature indicator for each engine.

(k) A means to indicate the r.p.m. of each engine and at least one tachometer, as applicable, for:

(1) The r.p.m. of the single main rotor;

(2) The common r.p.m. of any main rotors whose speeds cannot vary appreciably with respect to each other; or

(3) The r.p.m. of each main rotor whose speed can vary appreciably with respect to that of another main rotor.

(l) A low fuel warning device for each fuel tank which feeds an engine. This device must—

(1) Provide a warning to the flightcrew when approximately 10 minutes of usable fuel remains in the tank; and

(2) Be independent of the normal fuel quantity indicating system.

(m) Means to indicate to the flightcrew the failure of any fuel pump installed to show compliance with § 27.955.

(n) A means to indicate the gas temperature for each turbine engine.

(o) A means to enable the pilot to determine the torque of each turbine engine, if a torque limitation is established for that engine under § 27.1521(e).

(p) For each turbine engine, an indicator to indicate the functioning of the powerplant ice protection system.

(q) An indicator for the fuel filter required by § 27.997 to indicate the occurrence of contamination of the filter at the degree established by the applicant in compliance with § 27.955.

(r) For each turbine engine, a warning means for the oil strainer or filter required by § 27.1019, if it has no bypass, to warn the pilot of the occurrence of contamination of the strainer or filter before it reaches the capacity established in accordance with § 27.1019(a)(2).

(s) An indicator to indicate the functioning of any selectable or controllable heater used to prevent ice clogging of fuel system components.

(t) For rotorcraft for which a 30-second/2-minute OEI power rating is requested, a means must be provided to alert the pilot when the engine is at the 30-second and the 2-minute OEI power levels, when the event begins, and when the time interval expires.

(u) For each turbine engine utilizing 30-second/2-minute OEI power, a device or system must be provided for use by ground personnel which—

(1) Automatically records each usage and duration of power at the 30-second and 2-minute OEI levels;

(2) Permits retrieval of the recorded data;

(3) Can be reset only by ground maintenance personnel; and

(4) Has a means to verify proper operation of the system or device.

(v) Warning or caution devices to signal to the flight crew when ferromagnetic particles are detected by the chip detector required by § 27.1337(e).

§ 27.1307

Miscellaneous equipment.

The following is the required miscellaneous equipment:

(a) An approved seat for each occupant.

(b) An approved safety belt for each occupant.

(c) A master switch arrangement.

(d) An adequate source of electrical energy, where electrical energy is necessary for operation of the rotorcraft.

(e) Electrical protective devices.

§ 27.1309

Equipment, systems, and installations.

The equipment, systems, and installations whose functioning is required by this subchapter must be designed and installed to ensure that they perform their intended functions under any foreseeable operating condition. For any item of equipment or system whose failure has not been specifically addressed by another requirement in this chapter, the following requirements also apply:

(a) The design of each item of equipment, system, and installation must be analyzed separately and in relation to other rotorcraft systems and installations to determine and identify any failure that would affect the capability of the rotorcraft or the ability of the crew to perform their duties in all operating conditions.

(b) Each item of equipment, system, and installation must be designed and installed so that:

(1) The occurrence of any catastrophic failure condition is extremely improbable;

(2) The occurrence of any major failure condition is no more than improbable; and

(3) For the occurrence of any other failure condition between major and catastrophic, the probability of the failure condition must be inversely proportional to its consequences.

(c) A means to alert the crew in the event of a failure must be provided when an unsafe system operating condition exists and to enable them to take corrective action. Systems, controls, and associated monitoring and crew alerting means must be designed to minimize crew errors that could create additional hazards.

(d) Compliance with the requirements of this section must be shown by analysis and, where necessary, by ground, flight, or simulator tests. The analysis must account for:

(1) Possible modes of failure, including malfunctions and misleading data and input from external sources;

(2) The effect of multiple failures and latent failures;

(3) The resulting effects on the rotorcraft and occupants, considering the stage of flight and operating conditions; and

(4) The crew alerting cues and the corrective action required.

§ 27.1316

Electrical and electronic system lightning protection.

(a) Each electrical and electronic system that performs a function, for which failure would prevent the continued safe flight and landing of the rotorcraft, must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to lightning; and

(2) The system automatically recovers normal operation of that function in a timely manner after the rotorcraft is exposed to lightning.

(b) For rotorcraft approved for instrument flight rules operation, each electrical and electronic system that performs a function, for which failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so that the function recovers normal operation in a timely manner after the rotorcraft is exposed to lightning.

§ 27.1317

High-intensity Radiated Fields (HIRF) Protection.

(a) Except as provided in paragraph (d) of this section, each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the rotorcraft must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment I, as described in appendix D to this part;

(2) The system automatically recovers normal operation of that function, in a timely manner, after the rotorcraft is exposed to HIRF environment I, as described in appendix D to this part, unless this conflicts with other operational or functional requirements of that system;

(3) The system is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment II, as described in appendix D to this part; and

(4) Each function required during operation under visual flight rules is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment III, as described in appendix D to this part.

(b) Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 1 or 2, as described in appendix D to this part.

(c) Each electrical and electronic system that performs a function whose failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 3, as described in appendix D to this part.

(d) Before December 1, 2012, an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of a rotorcraft may be designed and installed without meeting the provisions of paragraph (a) provided—

(1) The system has previously been shown to comply with special conditions for HIRF, prescribed under § 21.16, issued before December 1, 2007;

(2) The HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated; and

(3) The data used to demonstrate compliance with the special conditions is provided.

§ 27.1321

Arrangement and visibility.

(a) Each flight, navigation, and powerplant instrument for use by any pilot must be easily visible to him.

(b) For each multiengine rotorcraft, identical powerplant instruments must be located so as to prevent confusion as to which engine each instrument relates.

(c) Instrument panel vibration may not damage, or impair the readability or accuracy of, any instrument.

(d) If a visual indicator is provided to indicate malfunction of an instrument, it must be effective under all probable cockpit lighting conditions.

§ 27.1322

Warning, caution, and advisory lights.

If warning, caution or advisory lights are installed in the cockpit, they must, unless otherwise approved by the Administrator, be—

(a) Red, for warning lights (lights indicating a hazard which may require immediate corrective action):

(b) Amber, for caution lights (lights indicating the possible need for future corrective action);

(c) Green, for safe operation lights; and

(d) Any other color, including white, for lights not described in paragraphs (a) through (c) of this section, provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this section to avoid possible confusion.

§ 27.1323

Airspeed indicating system.

(a) Each airspeed indicating instrument must be calibrated to indicate true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied.

(b) The airspeed indicating system must be calibrated in flight at forward speeds of 20 knots and over.

(c) At each forward speed above 80 percent of the climbout speed, the airspeed indicator must indicate true airspeed, at sea level with a standard atmosphere, to within an allowable installation error of not more than the greater of—

(1) ±3 percent of the calibrated airspeed; or

(2) Five knots.

§ 27.1325

Static pressure systems.

(a) Each instrument with static air case connections must be vented so that the influence of rotorcraft speed, the opening and closing of windows, airflow variation, and moisture or other foreign matter does not seriously affect its accuracy.

(b) Each static pressure port must be designed and located in such manner that the correlation between air pressure in the static pressure system and true ambient atmospheric static pressure is not altered when the rotorcraft encounters icing conditions. An anti-icing means or an alternate source of static pressure may be used in showing compliance with this requirement. If the reading of the altimeter, when on the alternate static pressure system, differs from the reading of the altimeter when on the primary static system by more than 50 feet, a correction card must be provided for the alternate static system.

(c) Except as provided in paragraph (d) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that—

(1) When either source is selected, the other is blocked off; and

(2) Both sources cannot be blocked off simultaneously.

(d) For unpressurized rotorcraft, paragraph (c)(1) of this section does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected is not changed by the other static pressure source being open or blocked.

§ 27.1327

Magnetic direction indicator.

(a) Except as provided in paragraph (b) of this section—

(1) Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the rotorcraft's vibration or magnetic fields; and

(2) The compensated installation may not have a deviation, in level flight, greater than 10 degrees on any heading.

(b) A magnetic nonstabilized direction indicator may deviate more than 10 degrees due to the operation of electrically powered systems such as electrically heated windshields if either a magnetic stabilized direction indicator, which does not have a deviation in level flight greater than 10 degrees on any heading, or a gyroscopic direction indicator, is installed. Deviations of a magnetic nonstabilized direction indicator of more than 10 degrees must be placarded in accordance with § 27.1547(e).

§ 27.1329

Automatic pilot and flight guidance system.

For the purpose of this subpart, an automatic pilot and flight guidance system may consist of an autopilot, flight director, or a component that interacts with stability augmentation or trim.

(a) Each automatic pilot and flight guidance system must be designed so that it:

(1) Can be overpowered by one pilot to allow control of the rotorcraft;

(2) Provides a means to disengage the system, or any malfunctioning component of the system, by each pilot to prevent it from interfering with the control of the rotorcraft; and

(3) Provides a means to indicate to the flight crew its current mode of operation. Selector switch position is not acceptable as a means of indication.

(b) Unless there is automatic synchronization, each system must have a means to readily indicate to the pilot the alignment of the actuating device in relation to the control system it operates.

(c) Each manually operated control for the system's operation must be readily accessible to the pilots.

(d) The system must be designed so that, within the range of adjustment available to the pilot, it cannot produce hazardous loads on the rotorcraft, or create hazardous deviations in the flight path, under any flight condition appropriate to its use or in the event of a malfunction, assuming that corrective action begins within a reasonable period of time.

(e) If the automatic pilot and flight guidance system integrates signals from auxiliary controls or furnishes signals for operation of other equipment, there must be a means to prevent improper operation.

(f) If the automatic pilot system can be coupled to airborne navigation equipment, means must be provided to indicate to the pilots the current mode of operation. Selector switch position is not acceptable as a means of indication.

§ 27.1337

Powerplant instruments.

(a) Instruments and instrument lines. (1) Each powerplant instrument line must meet the requirements of §§ 27.- 961 and 27.993.

(2) Each line carrying flammable fluids under pressure must—

(i) Have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails; and

(ii) Be installed and located so that the escape of fluids would not create a hazard.

(3) Each powerplant instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard.

(b) Fuel quantity indicator. Each fuel quantity indicator must be installed to clearly indicate to the flight crew the quantity of fuel in each tank in flight. In addition—

(1) Each fuel quantity indicator must be calibrated to read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under § 27.959;

(2) When two or more tanks are closely interconnected by a gravity feed system and vented, and when it is impossible to feed from each tank separately, at least one fuel quantity indicator must be installed; and

(3) Each exposed sight gauge used as a fuel quantity indicator must be protected against damage.

(c) Fuel flowmeter system. If a fuel flowmeter system is installed, each metering component must have a means for bypassing the fuel supply if malfunction of that component severely restricts fuel flow.

(d) Oil quantity indicator. There must be means to indicate the quantity of oil in each tank—

(1) On the ground (including during the filling of each tank); and

(2) In flight, if there is an oil transfer system or reserve oil supply system.

(e) Rotor drive system transmissions and gearboxes utilizing ferromagnetic materials must be equipped with chip detectors designed to indicate the presence of ferromagnetic particles resulting from damage or excessive wear. Chip detectors must—

(1) Be designed to provide a signal to the device required by § 27.1305(v) and be provided with a means to allow crewmembers to check, in flight, the function of each detector electrical circuit and signal.

(2) [Reserved]

§ 27.1351

General.

(a) Electrical system capacity. Electrical equipment must be adequate for its intended use. In addition—

(1) Electric power sources, their transmission cables, and their associated control and protective devices must be able to furnish the required power at the proper voltage to each load circuit essential for safe operation; and

(2) Compliance with paragraph (a)(1) of this section must be shown by an electrical load analysis, or by electrical measurements that take into account the electrical loads applied to the electrical system, in probable combinations and for probable durations.

(b) Function. For each electrical system, the following apply:

(1) Each system, when installed, must be—

(i) Free from hazards in itself, in its method of operation, and in its effects on other parts of the rotorcraft; and

(ii) Protected from fuel, oil, water, other detrimental substances, and mechanical damage.

(2) Electric power sources must function properly when connected in combination or independently.

(3) No failure or malfunction of any source may impair the ability of any remaining source to supply load circuits essential for safe operation.

(4) Each electric power source control must allow the independent operation of each source.

(c) Generating system. There must be at least one generator if the system supplies power to load circuits essential for safe operation. In addition—

(1) Each generator must be able to deliver its continuous rated power;

(2) Generator voltage control equipment must be able to dependably regulate each generator output within rated limits;

(3) Each generator must have a reverse current cutout designed to disconnect the generator from the battery and from the other generators when enough reverse current exists to damage that generator; and

(4) Each generator must have an overvoltage control designed and installed to prevent damage to the electrical system, or to equipment supplied by the electrical system, that could result if that generator were to develop an overvoltage condition.

(d) Instruments. There must be means to indicate to appropriate crewmembers the electric power system quantities essential for safe operation of the system. In addition—

(1) For direct current systems, an ammeter that can be switched into each generator feeder may be used; and

(2) If there is only one generator, the ammeter may be in the battery feeder.

(e) External power. If provisions are made for connecting external power to the rotorcraft, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, or a reverse phase sequence, can supply power to the rotorcraft's electrical system.

§ 27.1353

Energy storage systems.

Energy storage systems must be designed and installed as follows:

(a) Energy storage systems must provide automatic protective features for any conditions that could prevent continued safe flight and landing.

(b) Energy storage systems must not emit any flammable, explosive, or toxic gases, smoke, or fluids that could accumulate in hazardous quantities within the rotorcraft.

(c) Corrosive fluids or gases that escape from the system must not damage surrounding structures, adjacent equipment, or systems necessary for continued safe flight and landing.

(d) The maximum amount of heat and pressure that can be generated during any operation or under any failure condition of the energy storage system or its individual components must not result in any hazardous effect on rotorcraft structure, equipment, or systems necessary for continued safe flight and landing.

(e) Energy storage system installations required for continued safe flight and landing of the rotorcraft must have monitoring features and a means to indicate to the pilot the status of all critical system parameters.

§ 27.1357

Circuit protective devices.

(a) Protective devices, such as fuses or circuit breakers, must be installed in each electrical circuit other than—

(1) The main circuits of starter motors; and

(2) Circuits in which no hazard is presented by their omission.

(b) A protective device for a circuit essential to flight safety may not be used to protect any other circuit.

(c) Each resettable circuit protective device (“trip free” device in which the tripping mechanism cannot be overridden by the operating control) must be designed so that—

(1) A manual operation is required to restore service after trippling; and

(2) If an overload or circuit fault exists, the device will open the circuit regardless of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse is essential to safety in flight, that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight.

(e) If fuses are used, there must be one spare of each rating, or 50 percent spare fuses of each rating, whichever is greater.

§ 27.1361

Master switch.

(a) There must be a master switch arrangement to allow ready disconnection of each electric power source from the main bus. The point of disconnection must be adjacent to the sources controlled by the switch.

(b) Load circuits may be connected so that they remain energized after the switch is opened, if they are protected by circuit protective devices, rated at five amperes or less, adjacent to the electric power source.

(c) The master switch or its controls must be installed so that the switch is easily discernible and accessible to a crewmember in flight.

§ 27.1365

Electric cables.

(a) Each electric connecting cable must be of adequate capacity.

(b) Each cable that would overheat in the event of circuit overload or fault must be at least flame resistant and may not emit dangerous quantities of toxic fumes.

(c) Insulation on electrical wire and cable installed in the rotorcraft must be self-extinguishing when tested in accordance with appendix F, part I(a)(3), of part 25 of this chapter.

§ 27.1367

Switches.

Each switch must be—

(a) Able to carry its rated current;

(b) Accessible to the crew; and

(c) Labeled as to operation and the circuit controlled.

§ 27.1381

Instrument lights.

The instrument lights must—

(a) Make each instrument, switch, and other devices for which they are provided easily readable; and

(b) Be installed so that—

(1) Their direct rays are shielded from the pilot's eyes; and

(2) No objectionable reflections are visible to the pilot.

§ 27.1383

Landing lights.

(a) Each required landing or hovering light must be approved.

(b) Each landing light must be installed so that—

(1) No objectionable glare is visible to the pilot;

(2) The pilot is not adversely affected by halation; and

(3) It provides enough light for night operation, including hovering and landing.

(c) At least one separate switch must be provided, as applicable—

(1) For each separately installed landing light; and

(2) For each group of landing lights installed at a common location.

§ 27.1385

Position light system installation.

(a) General. Each part of each position light system must meet the applicable requirements of this section, and each system as a whole must meet the requirements of §§ 27.1387 through 27.1397.

(b) Forward position lights. Forward position lights must consist of a red and a green light spaced laterally as far apart as practicable and installed forward on the rotorcraft so that, with the rotorcraft in the normal flying position, the red light is on the left side and the green light is on the right side. Each light must be approved.

(c) Rear position light. The rear position light must be a white light mounted as far aft as practicable, and must be approved.

(d) Circuit. The two forward position lights and the rear position light must make a single circuit.

(e) Light covers and color filters. Each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during normal use.

§ 27.1387

Position light system dihedral angles.

(a) Except as provided in paragraph (e) of this section, each forward and rear position light must, as installed, show unbroken light within the dihedral angles described in this section.

(b) Dihedral angle L (left) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the left of the first, as viewed when looking forward along the longitudinal axis.

(c) Dihedral angle R (right) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the right of the first, as viewed when looking forward along the longitudinal axis.

(d) Dihedral angle A (aft) is formed by two intersecting vertical planes making angles of 70 degrees to the right and to the left, respectively, to a vertical plane passing through the longitudinal axis, as viewed when looking aft along the longitudinal axis.

(e) If the rear position light, when mounted as far aft as practicable in accordance with § 25.1385(c), cannot show unbroken light within dihedral angle A (as defined in paragraph (d) of this section), a solid angle or angles of obstructed visibility totaling not more than 0.04 steradians is allowable within that dihedral angle, if such solid angle is within a cone whose apex is at the rear position light and whose elements make an angle of 30° with a vertical line passing through the rear position light.

§ 27.1389

Position light distribution and intensities.

(a) General. the intensities prescribed in this section must be provided by new equipment with light covers and color filters in place. Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the rotorcraft. The light distribution and intensity of each position light must meet the requirements of paragraph (b) of this section.

(b) Forward and rear position lights. The light distribution and intensities of forward and rear position lights must be expressed in terms of minimum intensities in the horizontal plane, minimum intensities in any vertical plane, and maximum intensities in overlapping beams, within dihedral angles L, R, and A, and must meet the following requirements:

(1) Intensities in the horizontal plane. Each intensity in the horizontal plane (the plane containing the longitudinal axis of the rotorcraft and perpendicular to the plane of symmetry of the rotorcraft) must equal or exceed the values in § 27.1391.

(2) Intensities in any vertical plane. Each intensity in any vertical plane (the plane perpendicular to the horizontal plane) must equal or exceed the appropriate value in § 27.1393, where I is the minimum intensity prescribed in § 27.1391 for the corresponding angles in the horizontal plane.

(3) Intensities in overlaps between adjacent signals. No intensity in any overlap between adjacent signals may exceed the values in § 27.1395, except that higher intensities in overlaps may be used with main beam intensities substantially greater than the minima specified in §§ 27.1391 and 27.1393, if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity. When the peak intensity of the forward position lights is greater than 100 candles, the maximum overlap intensities between them may exceed the values in § 27.1395 if the overlap intensity in Area A is not more than 10 percent of peak position light intensity and the overlap intensity in Area B is not more than 2.5 percent of peak position light intensity.

§ 27.1391

Minimum intensities in the horizontal plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 27.1393

Minimum intensities in any vertical plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 27.1395

Maximum intensities in overlapping beams of forward and rear position lights.

No position light intensity may exceed the applicable values in the following table, except as provided in § 27.1389(b)(3).

Where—

(a) Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 10 degrees but less than 20 degrees, and

(b) Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 20 degrees.

§ 27.1397

Color specifications.

Each position light color must have the applicable International Commission on Illumination chromaticity coordinates as follows:

(a) Aviation red —

(b) Aviation green —

(c) Aviation white —

§ 27.1399

Riding light.

(a) Each riding light required for water operation must be installed so that it can—

(1) Show a white light for at least two nautical miles at night under clear atmospheric conditions; and

(2) Show a maximum practicable unbroken light with the rotorcraft on the water.

(b) Externally hung lights may be used.

§ 27.1401

Anticollision light system.

(a) General. If certification for night operation is requested, the rotorcraft must have an anticollision light system that—

(1) Consists of one or more approved anticollision lights located so that their emitted light will not impair the crew's vision or detract from the conspicuity of the position lights; and

(2) Meets the requirements of paragraphs (b) through (f) of this section.

(b) Field of coverage. The system must consist of enough lights to illuminate the vital areas around the rotorcraft, considering the physical configuration and flight characteristics of the rotorcraft. The field of coverage must extend in each direction within at least 30 degrees below the horizontal plane of the rotorcraft, except that there may be solid angles of obstructed visibility totaling not more than 0.5 steradians.

(c) Flashing characteristics. The arrangement of the system, that is, the number of light sources, beam width, speed of rotation, and other characteristics, must give an effective flash frequency of not less than 40, nor more than 100, cycles per minute. The effective flash frequency is the frequency at which the rotorcraft's complete anticollision light system is observed from a distance, and applies to each sector of light including any overlaps that exist when the system consists of more than one light source. In overlaps, flash frequencies may exceed 100, but not 180, cycles per minute.

(d) Color. Each anticollision light must be aviation red and must meet the applicable requirements of § 27.1397.

(e) Light intensity. The minimum light intensities in any vertical plane, measured with the red filter (if used) and expressed in terms of “effective” intensities, must meet the requirements of paragraph (f) of this section. The following relation must be assumed:

(f) Minimum effective intensities for anticollision light. Each anticollision light effective intensity must equal or exceed the applicable values in the following table:

§ 27.1411

General.

(a) Required safety equipment to be used by the crew in an emergency, such as flares and automatic liferaft releases, must be readily accessible.

(b) Stowage provisions for required safety equipment must be furnished and must—

(1) Be arranged so that the equipment is directly accessible and its location is obvious; and

(2) Protect the safety equipment from damage caused by being subjected to the inertia loads specified in § 27.561.

§ 27.1413

Safety belts.

Each safety belt must be equipped with a metal to metal latching device.

§ 27.1415

Ditching equipment.

(a) Emergency flotation and signaling equipment required by any operating rule in this chapter must meet the requirements of this section.

(b) Each raft and each life preserver must be approved and must be installed so that it is readily available to the crew and passengers. The storage provisions for life preservers must accommodate one life preserver for each occupant for which certification for ditching is requested.

(c) Each raft released automatically or by the pilot must be attached to the rotorcraft by a line to keep it alongside the rotorcraft. This line must be weak enough to break before submerging the empty raft to which it is attached.

(d) Each signaling device must be free from hazard in its operation and must be installed in an accessible location.

§ 27.1419

Ice protection.

(a) To obtain certification for flight into icing conditions, compliance with this section must be shown.

(b) It must be demonstrated that the rotorcraft can be safely operated in the continuous maximum and intermittent maximum icing conditions determined under appendix C of Part 29 of this chapter within the rotorcraft altitude envelope. An analysis must be performed to establish, on the basis of the rotorcraft's operational needs, the adequacy of the ice protection system for the various components of the rotorcraft.

(c) In addition to the analysis and physical evaluation prescribed in paragraph (b) of this section, the effectiveness of the ice protection system and its components must be shown by flight tests of the rotorcraft or its components in measured natural atmospheric icing conditions and by one or more of the following tests as found necessary to determine the adequacy of the ice protection system:

(1) Laboratory dry air or simulated icing tests, or a combination of both, of the components or models of the components.

(2) Flight dry air tests of the ice protection system as a whole, or its individual components.

(3) Flight tests of the rotorcraft or its components in measured simulated icing conditions.

(d) The ice protection provisions of this section are considered to be applicable primarily to the airframe. Powerplant installation requirements are contained in Subpart E of this part.

(e) A means must be indentified or provided for determining the formation of ice on critical parts of the rotorcraft. Unless otherwise restricted, the means must be available for nighttime as well as daytime operation. The rotorcraft flight manual must describe the means of determining ice formation and must contain information necessary for safe operation of the rotorcraft in icing conditions.

§ 27.1435

Hydraulic systems.

(a) Design. Each hydraulic system and its elements must withstand, without yielding, any structural loads expected in addition to hydraulic loads.

(b) Tests. Each system must be substantiated by proof pressure tests. When proof tested, no part of any system may fail, malfunction, or experience a permanent set. The proof load of each system must be at least 1.5 times the maximum operating pressure of that system.

(c) Accumulators. No hydraulic accumulator or pressurized reservoir may be installed on the engine side of any firewall unless it is an integral part of an engine.

§ 27.1457

Cockpit voice recorders.

(a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the rotorcraft by radio.

(2) Voice communications of flight crewmembers on the flight deck.

(3) Voice communications of flight crewmembers on the flight deck, using the rotorcraft's interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flight crewmembers using the passenger loudspeaker system, if there is such a system, and if the fourth channel is available in accordance with the requirements of paragraph (c)(4)(ii) of this section.

(b) The recording requirements of paragraph (a)(2) of this section may be met:

(1) By installing a cockpit-mounted area microphone located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations; or

(2) By installing a continually energized or voice-actuated lip microphone at the first and second pilot stations.

The microphone specified in this paragraph must be so located and, if necessary, the preamplifiers and filters of the recorder must be adjusted or supplemented so that the recorded communications are intelligible when recorded under flight cockpit noise conditions and played back. The level of intelligibility must be approved by the Administrator. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph (a) of this section obtained from each of the following sources is recorded on a separate channel:

(1) For the first channel, from each microphone, headset, or speaker used at the first pilot station.

(2) For the second channel, from each microphone, headset, or speaker used at the second pilot station.

(3) For the third channel, from the cockpit-mounted area microphone, or the continually energized or voice-actuated lip microphone at the first and second pilot stations.

(4) For the fourth channel, from:

(i) Each microphone, headset, or speaker used at the stations for the third and fourth crewmembers; or

(ii) If the stations specified in paragraph (c)(4)(i) of this section are not required or if the signal at such a station is picked up by another channel, each microphone on the flight deck that is used with the passenger loudspeaker system if its signals are not picked up by another channel.

(iii) Each microphone on the flight deck that is used with the rotorcraft's loudspeaker system if its signals are not picked up by another channel.

(d) Each cockpit voice recorder must be installed so that:

(1)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(2) There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(3) There is an aural or visual means for preflight checking of the recorder for proper operation;

(4) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder; and

(5) It has an independent power source—

(i) That provides 10 ±1 minutes of electrical power to operate both the cockpit voice recorder and cockpit-mounted area microphone;

(ii) That is located as close as practicable to the cockpit voice recorder; and

(iii) To which the cockpit voice recorder and cockpit-mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus.

(e) The record container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the record from fire.

(f) If the cockpit voice recorder has a bulk erasure device, the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must be either bright orange or bright yellow.

(h) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for flight data recorders under this part are met.

§ 27.1459

Flight data recorders.

(a) Each flight recorder required by the operating rules of Subchapter G of this chapter must be installed so that:

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the accuracy requirements of §§ 27.1323, 27.1325, and 27.1327 of this part, as applicable;

(2) The vertical acceleration sensor is rigidly attached, and located longitudinally within the approved center of gravity limits of the rotorcraft;

(3)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(4) There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine-driven electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning, within 10 minutes after any crash impact; and

(6) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder.

(b) Each nonejectable recorder container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and heading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. This correlation must cover the airspeed range over which the aircraft is to be operated, the range of altitude to which the aircraft is limited, and 360 degrees of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must:

(1) Be either bright orange or bright yellow;

(2) Have a reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact.

(e) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for cockpit voice recorders under this part are met.

§ 27.1461

Equipment containing high energy rotors.

(a) Equipment containing high energy rotors must meet paragraph (b), (c), or (d) of this section.

(b) High energy rotors contained in equipment must be able to withstand damage caused by malfunctions, vibration, abnormal speeds, and abnormal temperatures. In addition—

(1) Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades; and

(2) Equipment control devices, systems, and instrumentation must reasonably ensure that no operating limitations affecting the integrity of high energy rotors will be exceeded in service.

(c) It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal speed control devices inoperative.

(d) Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight.

§ 27.1501

General.

(a) Each operating limitation specified in §§ 27.1503 through 27.1525 and other limitations and information necessary for safe operation must be established.

(b) The operating limitations and other information necessary for safe operation must be made available to the crewmembers as prescribed in §§ 27.1541 through 27.1589.

§ 27.1503

Airspeed limitations: general.

(a) An operating speed range must be established.

(b) When airspeed limitations are a function of weight, weight distribution, altitude, rotor speed, power, or other factors, airspeed limitations corresponding with the critical combinations of these factors must be established.

§ 27.1505

Never-exceed speed.

(a) The never-exceed speed, V NE, must be established so that it is—

(1) Not less than 40 knots (CAS); and

(2) Not more than the lesser of—

(i) 0.9 times the maximum forward speeds established under § 27.309;

(ii) 0.9 times the maximum speed shown under §§ 27.251 and 27.629; or

(iii) 0.9 times the maximum speed substantiated for advancing blade tip mach number effects.

(b) V NE may vary with altitude, r.p.m., temperature, and weight, if—

(1) No more than two of these variables (or no more than two instruments integrating more than one of these variables) are used at one time; and

(2) The ranges of these variables (or of the indications on instruments integrating more than one of these variables) are large enough to allow an operationally practical and safe variation of V NE .

(c) For helicopters, a stabilized power-off V NE denoted as V NE (power-off) may be established at a speed less than V NE established pursuant to paragraph (a) of this section, if the following conditions are met:

(1) V NE (power-off) is not less than a speed midway between the power-on V NE and the speed used in meeting the requirements of—

(i) § 27.65(b) for single engine helicopters; and

(ii) § 27.67 for multiengine helicopters.

(2) V NE (power-off) is—

(i) A constant airspeed;

(ii) A constant amount less than power-on V NE ; or

(iii) A constant airspeed for a portion of the altitude range for which certification is requested, and a constant amount less than power-on V NE for the remainder of the altitude range.

§ 27.1509

Rotor speed.

(a) Maximum power-off (autorotation). The maximum power-off rotor speed must be established so that it does not exceed 95 percent of the lesser of—

(1) The maximum design r.p.m. determined under § 27.309(b); and

(2) The maximum r.p.m. shown during the type tests.

(b) Minimum power off. The minimum power-off rotor speed must be established so that it is not less than 105 percent of the greater of—

(1) The minimum shown during the type tests; and

(2) The minimum determined by design substantiation.

(c) Minimum power on. The minimum power-on rotor speed must be established so that it is—

(1) Not less than the greater of—

(i) The minimum shown during the type tests; and

(ii) The minimum determined by design substantiation; and

(2) Not more than a value determined under § 27.33(a)(1) and (b)(1).

§ 27.1519

Weight and center of gravity.

The weight and center of gravity limitations determined under §§ 27.25 and 27.27, respectively, must be established as operating limitations.

§ 27.1521

Powerplant limitations.

(a) General. The powerplant limitations prescribed in this section must be established so that they do not exceed the corresponding limits for which the engines are type certificated.

(b) Takeoff operation. The powerplant takeoff operation must be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The maximum allowable manifold pressure (for reciprocating engines);

(3) The time limit for the use of the power corresponding to the limitations established in paragraphs (b)(1) and (2) of this section;

(4) If the time limit in paragraph (b)(3) of this section exceeds two minutes, the maximum allowable cylinder head, coolant outlet, or oil temperatures;

(5) The gas temperature limits for turbine engines over the range of operating and atmospheric conditions for which certification is requested.

(c) Continuous operation. The continuous operation must be limited by—

(1) The maximum rotational speed which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The minimum rotational speed shown under the rotor speed requirements in § 27.1509(c); and

(3) The gas temperature limits for turbine engines over the range of operating and atmospheric conditions for which certification is requested.

(d) Fuel grade or designation. The minimum fuel grade (for reciprocating engines), or fuel designation (for turbine engines), must be established so that it is not less than that required for the operation of the engines within the limitations in paragraphs (b) and (c) of this section.

(e) Turboshaft engine torque. For rotorcraft with main rotors driven by turboshaft engines, and that do not have a torque limiting device in the transmission system, the following apply:

(1) A limit engine torque must be established if the maximum torque that the engine can exert is greater than—

(i) The torque that the rotor drive system is designed to transmit; or

(ii) The torque that the main rotor assembly is designed to withstand in showing compliance with § 27.547(e).

(2) The limit engine torque established under paragraph (e)(1) of this section may not exceed either torque specified in paragraph (e)(1)(i) or (ii) of this section.

(f) Ambient temperature. For turbine engines, ambient temperature limitations (including limitations for winterization installations, if applicable) must be established as the maximum ambient atmospheric temperature at which compliance with the cooling provisions of §§ 27.1041 through 27.1045 is shown.

(g) Two and one-half-minute OEI power operation. Unless otherwise authorized, the use of 2 1/2 -minute OEI power must be limited to engine failure operation of multiengine, turbine-powered rotorcraft for not longer than 2 1/2 minutes after failure of an engine. The use of 2 1/2 -minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(h) Thirty-minute OEI power operation. Unless otherwise authorized, the use of 30-minute OEI power must be limited to multiengine, turbine-powered rotorcraft for not longer than 30 minutes after failure of an engine. The use of 30-minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(i) Continuous OEI power operation. Unless otherwise authorized, the use of continuous OEI power must be limited to multiengine, turbine-powered rotorcraft for continued flight after failure of an engine. The use of continuous OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(j) Rated 30-second OEI power operation. Rated 30-second OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 2-minute OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 30-second OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A27.4 of appendix A of this part and Section A33.4 of appendix A of part 33. The use of 30-second OEI power must be limited to not more than 30 seconds for any period in which that power is used, and by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(k) Rated 2-minute OEI power operation. Rated 2-minute OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 30-second OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 2-minute OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A27.4 of appendix A of this part and Section A33.4 of appendix A of part 33. The use of 2-minute OEI power must be limited to not more than 2 minutes for any period in which that power is used, and by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

§ 27.1523

Minimum flight crew.

The minimum flight crew must be established so that it is sufficient for safe operation, considering—

(a) The workload on individual crewmembers;

(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and

(c) The kinds of operation authorized under § 27.1525.

§ 27.1525

Kinds of operations.

The kinds of operations (such as VFR, IFR, day, night, or icing) for which the rotorcraft is approved are established by demonstrated compliance with the applicable certification requirements and by the installed equipment.

§ 27.1527

Maximum operating altitude.

The maximum altitude up to which operation is allowed, as limited by flight, structural, powerplant, functional, or equipment characteristics, must be established.

§ 27.1529

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first rotorcraft or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 27.1541

General.

(a) The rotorcraft must contain—

(1) The markings and placards specified in §§ 27.1545 through 27.1565, and

(2) Any additional information, instrument markings, and placards required for the safe operation of rotorcraft with unusual design, operating or handling characteristics.

(b) Each marking and placard prescribed in paragraph (a) of this section—

(1) Must be displayed in a conspicuous place; and

(2) May not be easily erased, disfigured, or obscured.

§ 27.1543

Instrument markings: general.

For each instrument—

(a) When markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glass cover with the face of the dial; and

(b) Each arc and line must be wide enough, and located, to be clearly visible to the pilot.

§ 27.1545

Airspeed indicator.

(a) Each airspeed indicator must be marked as specified in paragraph (b) of this section, with the marks located at the corresponding indicated airspeeds.

(b) The following markings must be made:

(1) A red line—

(i) For rotorcraft other than helicopters, at V NE .

(ii) For helicopters, at V NE (power-on).

(iii) For helicopters, at V NE (power-off). If V NE (power-off) is less than V NE (power-on) and both are simultaneously displayed, the red line at V NE (power-off) must be clearly distinguishable from the red line at V NE (power-on).

(2) [Reserved]

(3) For the caution range, a yellow range.

(4) For the normal operating range, a green or unmarked range.

§ 27.1547

Magnetic direction indicator.

(a) A placard meeting the requirements of this section must be installed on or near the magnetic direction indicator.

(b) The placard must show the calibration of the instrument in level flight with the engines operating.

(c) The placard must state whether the calibration was made with radio receivers on or off.

(d) Each calibration reading must be in terms of magnetic heading in not more than 45 degree increments.

(e) If a magnetic nonstabilized direction indicator can have a deviation of more than 10 degrees caused by the operation of electrical equipment, the placard must state which electrical loads, or combination of loads, would cause a deviation of more than 10 degrees when turned on.

§ 27.1549

Powerplant instruments.

For each required powerplant instrument, as appropriate to the type of instrument—

(a) Each maximum and, if applicable, minimum safe operating limit must be marked with a red line;

(b) Each normal operating range must be marked as a green or unmarked range;

(c) Each takeoff and precautionary range must be marked with a yellow range or yellow line;

(d) Each engine or rotor range that is restricted because of excessive vibration stresses must be marked with red ranges or red lines; and

(e) Each OEI limit or approved operating range must be marked to be clearly differentiated from the markings of paragraphs (a) through (d) of this section except that no marking is normally required for the 30-second OEI limit.

§ 27.1551

Oil quantity indicator.

Each oil quantity indicator must be marked with enough increments to indicate readily and accurately the quantity of oil.

§ 27.1553

Fuel quantity indicator.

If the unusable fuel supply for any tank exceeds one gallon, or five percent of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.

§ 27.1555

Control markings.

(a) Each cockpit control, other than primary flight controls or control whose function is obvious, must be plainly marked as to its function and method of operation.

(b) For powerplant fuel controls—

(1) Each fuel tank selector control must be marked to indicate the position corresponding to each tank and to each existing cross feed position;

(2) If safe operation requires the use of any tanks in a specific sequence, that sequence must be marked on, or adjacent to, the selector for those tanks; and

(3) Each valve control for any engine of a multiengine rotorcraft must be marked to indicate the position corresponding to each engine controlled.

(c) Usable fuel capacity must be marked as follows:

(1) For fuel systems having no selector controls, the usable fuel capacity of the system must be indicated at the fuel quantity indicator unless it is:

(i) Provided by another system or equipment readily accessible to the pilot; and

(ii) Contained in the limitations section of the rotorcraft flight manual.

(2) For fuel systems having selector controls, the usable fuel capacity available at each selector control position must be indicated near the selector control.

(d) For accessory, auxiliary, and emergency controls—

(1) Each essential visual position indicator, such as those showing rotor pitch or landing gear position, must be marked so that each crewmember can determine at any time the position of the unit to which it relates; and

(2) Each emergency control must be red and must be marked as to method of operation.

(e) For rotorcraft incorporating retractable landing gear, the maximum landing gear operating speed must be displayed in clear view of the pilot.

§ 27.1557

Miscellaneous markings and placards.

(a) Baggage and cargo compartments, and ballast location. Each baggage and cargo compartment, and each ballast location must have a placard stating any limitations on contents, including weight, that are necessary under the loading requirements.

(b) Seats. If the maximum allowable weight to be carried in a seat is less than 170 pounds, a placard stating the lesser weight must be permanently attached to the seat structure.

(c) Fuel and oil filler openings. The following apply:

(1) Fuel filler openings must be marked at or near the filler cover with—

(i) The word “fuel”;

(ii) For reciprocating engine powered rotorcraft, the minimum fuel grade;

(iii) For turbine engine powered rotorcraft, the permissible fuel designations; and

(iv) For pressure fueling systems, the maximum permissible fueling supply pressure and the maximum permissible defueling pressure.

(2) Oil filler openings must be marked at or near the filler cover with the word “oil”.

(d) Emergency exit placards. Each placard and operating control for each emergency exit must be red. A placard must be near each emergency exit control and must clearly indicate the location of that exit and its method of operation.

§ 27.1559

Limitations placard.

There must be a placard in clear view of the pilot that specifies the kinds of operations (such as VFR, IFR, day, night, or icing) for which the rotorcraft is approved.

§ 27.1561

Safety equipment.

(a) Each safety equipment control to be operated by the crew in emergency, such as controls for automatic liferaft releases, must be plainly marked as to its method of operation.

(b) Each location, such as a locker or compartment, that carries any fire extinguishing, signaling, or other life saving equipment, must be so marked.

§ 27.1565

Tail rotor.

Each tail rotor must be marked so that its disc is conspicuous under normal daylight ground conditions.

§ 27.1581

General.

(a) Furnishing information. A Rotorcraft Flight Manual must be furnished with each rotorcraft, and it must contain the following:

(1) Information required by §§ 27.1583 through 27.1589.

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(b) Approved information. Each part of the manual listed in §§ 27.1583 through 27.1589, that is appropriate to the rotorcraft, must be furnished, verified, and approved, and must be segregated, identified, and clearly distinguished from each unapproved part of that manual.

(c) [Reserved]

(d) Table of contents. Each Rotorcraft Flight Manual must include a table of contents if the complexity of the manual indicates a need for it.

§ 27.1583

Operating limitations.

(a) Airspeed and rotor limitations. Information necessary for the marking of airspeed and rotor limitations on, or near, their respective indicators must be furnished. The significance of each limitation and of the color coding must be explained.

(b) Powerplant limitations. The following information must be furnished:

(1) Limitations required by § 27.1521.

(2) Explanation of the limitations, when appropriate.

(3) Information necessary for marking the instruments required by §§ 27.1549 through 27.1553.

(c) Weight and loading distribution. The weight and center of gravity limits required by §§ 27.25 and 27.27, respectively, must be furnished. If the variety of possible loading conditions warrants, instructions must be included to allow ready observance of the limitations.

(d) Flight crew. When a flight crew of more than one is required, the number and functions of the minimum flight crew determined under § 27.1523 must be furnished.

(e) Kinds of operation. Each kind of operation for which the rotorcraft and its equipment installations are approved must be listed.

(f) [Reserved]

(g) Altitude. The altitude established under § 27.1527 and an explanation of the limiting factors must be furnished.

§ 27.1585

Operating procedures.

(a) Parts of the manual containing operating procedures must have information concerning any normal and emergency procedures and other information necessary for safe operation, including takeoff and landing procedures and associated airspeeds. The manual must contain any pertinent information including—

(1) The kind of takeoff surface used in the tests and each appropriate climbout speed; and

(2) The kind of landing surface used in the tests and appropriate approach and glide airspeeds.

(b) For multiengine rotorcraft, information identifying each operating condition in which the fuel system independence prescribed in § 27.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance with that section.

(c) For helicopters for which a V NE (power-off) is established under § 27.1505(c), information must be furnished to explain the V NE (power-off) and the procedures for reducing airspeed to not more than the V NE (power-off) following failure of all engines.

(d) For each rotorcraft showing compliance with § 27.1353 (g)(2) or (g)(3), the operating procedures for disconnecting the battery from its charging source must be furnished.

(e) If the unusable fuel supply in any tank exceeds five percent of the tank capacity, or one gallon, whichever is greater, information must be furnished which indicates that when the fuel quantity indicator reads “zero” in level flight, any fuel remaining in the fuel tank cannot be used safely in flight.

(f) Information on the total quantity of usable fuel for each fuel tank must be furnished.

(g) The airspeeds and rotor speeds for minimum rate of descent and best glide angle as prescribed in § 27.71 must be provided.

§ 27.1587

Performance information.

(a) The Rotorcraft Flight Manual must contain the following information, determined in accordance with §§ 27.49 through 27.87 and 27.143(c) and (d):

(1) Enough information to determine the limiting height-velocity envelope.

(2) Information relative to—

(i) The steady rates of climb and descent, in-ground effect and out-of-ground effect hovering ceilings, together with the corresponding airspeeds and other pertinent information including the calculated effects of altitude and temperatures;

(ii) The maximum weight for each altitude and temperature condition at which the rotorcraft can safely hover in-ground effect and out-of-ground effect in winds of not less than 17 knots from all azimuths. These data must be clearly referenced to the appropriate hover charts. In addition, if there are other combinations of weight, altitude and temperature for which performance information is provided and at which the rotorcraft cannot land and take off safely with the maximum wind value, those portions of the operating envelope and the appropriate safe wind conditions must be stated in the Rotorcraft Flight Manual;

(iii) For reciprocating engine-powered rotorcraft, the maximum atmospheric temperature at which compliance with the cooling provisions of §§ 27.1041 through 27.1045 is shown; and

(iv) Glide distance as a function of altitude when autorotating at the speeds and conditions for minimum rate of descent and best glide as determined in § 27.71.

(b) The Rotorcraft Flight Manual must contain—

(1) In its performance information section any pertinent information concerning the takeoff weights and altitudes used in compliance with § 27.51; and

(2) The horizontal takeoff distance determined in accordance with § 27.65(a)(2)(i).

§ 27.1589

Loading information.

There must be loading instructions for each possible loading condition between the maximum and minimum weights determined under § 27.25 that can result in a center of gravity beyond any extreme prescribed in § 27.27, assuming any probable occupant weights.

Part 27 — CCAR-27 正常类旋翼航空器适航标准

CCAR-27 原文

CCAR-27

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Part 29 — CCAR-29 运输类旋翼航空器适航标准

运输类旋翼航空器（大型直升机）的适航审定标准。

Part 29 — CCAR-29 运输类旋翼航空器适航标准

FAR Part 29 原文

Part 29

Authority:

Source:

§ 29.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for transport category rotorcraft.

(b) Transport category rotorcraft must be certificated in accordance with either the Category A or Category B requirements of this part. A multiengine rotorcraft may be type certificated as both Category A and Category B with appropriate and different operating limitations for each category.

(c) Rotorcraft with a maximum weight greater than 20,000 pounds and 10 or more passenger seats must be type certificated as Category A rotorcraft.

(d) Rotorcraft with a maximum weight greater than 20,000 pounds and nine or less passenger seats may be type certificated as Category B rotorcraft provided the Category A requirements of Subparts C, D, E, and F of this part are met.

(e) Rotorcraft with a maximum weight of 20,000 pounds or less but with 10 or more passenger seats may be type certificated as Category B rotorcraft provided the Category A requirements of §§ 29.67(a)(2), 29.87, 29.1517, and subparts C, D, E, and F of this part are met.

(f) Rotorcraft with a maximum weight of 20,000 pounds or less and nine or less passenger seats may be type certificated as Category B rotorcraft.

(g) Each person who applies under Part 21 for a certificate or change described in paragraphs (a) through (f) of this section must show compliance with the applicable requirements of this part.

§ 29.2

Special retroactive requirements.

For each rotorcraft manufactured after September 16, 1992, each applicant must show that each occupant's seat is equipped with a safety belt and shoulder harness that meets the requirements of paragraphs (a), (b), and (c) of this section.

(a) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot, when seated with safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. There must be a means to secure belts and harnesses, when not in use, to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(b) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object.

(c) The safety belt and shoulder harness must meet the static and dynamic strength requirements, if applicable, specified by the rotorcraft type certification basis.

(d) For purposes of this section, the date of manufacture is either—

(1) The date the inspection acceptance records, or equivalent, reflect that the rotorcraft is complete and meets the FAA-Approved Type Design Data; or

(2) The date that the foreign civil airworthiness authority certifies the rotorcraft is complete and issues an original standard airworthiness certificate, or equivalent, in that country.

§ 29.21

Proof of compliance.

Each requirement of this subpart must be met at each appropriate combination of weight and center of gravity within the range of loading conditions for which certification is requested. This must be shown—

(a) By tests upon a rotorcraft of the type for which certification is requested, or by calculations based on, and equal in accuracy to, the results of testing; and

(b) By systematic investigation of each required combination of weight and center of gravity, if compliance cannot be reasonably inferred from combinations investigated.

§ 29.25

Weight limits.

(a) Maximum weight. The maximum weight (the highest weight at which compliance with each applicable requirement of this part is shown) or, at the option of the applicant, the highest weight for each altitude and for each practicably separable operating condition, such as takeoff, enroute operation, and landing, must be established so that it is not more than—

(1) The highest weight selected by the applicant;

(2) The design maximum weight (the highest weight at which compliance with each applicable structural loading condition of this part is shown); or

(3) The highest weight at which compliance with each applicable flight requirement of this part is shown.

(4) For Category B rotorcraft with 9 or less passenger seats, the maximum weight, altitude, and temperature at which the rotorcraft can safely operate near the ground with the maximum wind velocity determined under § 29.143(c) and may include other demonstrated wind velocities and azimuths. The operating envelopes must be stated in the Limitations section of the Rotorcraft Flight Manual.

(b) Minimum weight. The minimum weight (the lowest weight at which compliance with each applicable requirement of this part is shown) must be established so that it is not less than—

(1) The lowest weight selected by the applicant;

(2) The design minimum weight (the lowest weight at which compliance with each structural loading condition of this part is shown); or

(3) The lowest weight at which compliance with each applicable flight requirement of this part is shown.

(c) Total weight with jettisonable external load. A total weight for the rotorcraft with a jettisonable external load attached that is greater than the maximum weight established under paragraph (a) of this section may be established for any rotorcraft-load combination if—

(1) The rotorcraft-load combination does not include human external cargo,

(2) Structural component approval for external load operations under either § 29.865 or under equivalent operational standards is obtained,

(3) The portion of the total weight that is greater than the maximum weight established under paragraph (a) of this section is made up only of the weight of all or part of the jettisonable external load,

(4) Structural components of the rotorcraft are shown to comply with the applicable structural requirements of this part under the increased loads and stresses caused by the weight increase over that established under paragraph (a) of this section, and

(5) Operation of the rotorcraft at a total weight greater than the maximum certificated weight established under paragraph (a) of this section is limited by appropriate operating limitations under § 29.865 (a) and (d) of this part.

§ 29.27

Center of gravity limits.

The extreme forward and aft centers of gravity and, where critical, the extreme lateral centers of gravity must be established for each weight established under § 29.25. Such an extreme may not lie beyond—

(a) The extremes selected by the applicant;

(b) The extremes within which the structure is proven; or

(c) The extremes within which compliance with the applicable flight requirements is shown.

§ 29.29

Empty weight and corresponding center of gravity.

(a) The empty weight and corresponding center of gravity must be determined by weighing the rotorcraft without the crew and payload, but with—

(1) Fixed ballast;

(2) Unusable fuel; and

(3) Full operating fluids, including—

(i) Oil;

(ii) Hydraulic fluid; and

(iii) Other fluids required for normal operation of rotorcraft systems, except water intended for injection in the engines.

(b) The condition of the rotorcraft at the time of determining empty weight must be one that is well defined and can be easily repeated, particularly with respect to the weights of fuel, oil, coolant, and installed equipment.

§ 29.31

Removable ballast.

Removable ballast may be used in showing compliance with the flight requirements of this subpart.

§ 29.33

Main rotor speed and pitch limits.

(a) Main rotor speed limits. A range of main rotor speeds must be established that—

(1) With power on, provides adequate margin to accommodate the variations in rotor speed occurring in any appropriate maneuver, and is consistent with the kind of governor or synchronizer used; and

(2) With power off, allows each appropriate autorotative maneuver to be performed throughout the ranges of airspeed and weight for which certification is requested.

(b) Normal main rotor high pitch limit (power on). For rotorcraft, except helicopters required to have a main rotor low speed warning under paragraph (e) of this section, it must be shown, with power on and without exceeding approved engine maximum limitations, that main rotor speeds substantially less than the minimum approved main rotor speed will not occur under any sustained flight condition. This must be met by—

(1) Appropriate setting of the main rotor high pitch stop;

(2) Inherent rotorcraft characteristics that make unsafe low main rotor speeds unlikely; or

(3) Adequate means to warn the pilot of unsafe main rotor speeds.

(c) Normal main rotor low pitch limit (power off). It must be shown, with power off, that—

(1) The normal main rotor low pitch limit provides sufficient rotor speed, in any autorotative condition, under the most critical combinations of weight and airspeed; and

(2) It is possible to prevent overspeeding of the rotor without exceptional piloting skill.

(d) Emergency high pitch. If the main rotor high pitch stop is set to meet paragraph (b)(1) of this section, and if that stop cannot be exceeded inadvertently, additional pitch may be made available for emergency use.

(e) Main rotor low speed warning for helicopters. For each single engine helicopter, and each multiengine helicopter that does not have an approved device that automatically increases power on the operating engines when one engine fails, there must be a main rotor low speed warning which meets the following requirements:

(1) The warning must be furnished to the pilot in all flight conditions, including power-on and power-off flight, when the speed of a main rotor approaches a value that can jeopardize safe flight.

(2) The warning may be furnished either through the inherent aerodynamic qualities of the helicopter or by a device.

(3) The warning must be clear and distinct under all conditions, and must be clearly distinguishable from all other warnings. A visual device that requires the attention of the crew within the cockpit is not acceptable by itself.

(4) If a warning device is used, the device must automatically deactivate and reset when the low-speed condition is corrected. If the device has an audible warning, it must also be equipped with a means for the pilot to manually silence the audible warning before the low-speed condition is corrected.

§ 29.45

General.

(a) The performance prescribed in this subpart must be determined—

(1) With normal piloting skill and;

(2) Without exceptionally favorable conditions.

(b) Compliance with the performance requirements of this subpart must be shown—

(1) For still air at sea level with a standard atmosphere and;

(2) For the approved range of atmospheric variables.

(c) The available power must correspond to engine power, not exceeding the approved power, less—

(1) Installation losses; and

(2) The power absorbed by the accessories and services at the values for which certification is requested and approved.

(d) For reciprocating engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of 80 percent in a standard atmosphere.

(e) For turbine engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of—

(1) 80 percent, at and below standard temperature; and

(2) 34 percent, at and above standard temperature plus 50 °F.

Between these two temperatures, the relative humidity must vary linearly.

(f) For turbine-engine-power rotorcraft, a means must be provided to permit the pilot to determine prior to takeoff that each engine is capable of developing the power necessary to achieve the applicable rotorcraft performance prescribed in this subpart.

§ 29.49

Performance at minimum operating speed.

(a) For each Category A helicopter, the hovering performance must be determined over the ranges of weight, altitude, and temperature for which takeoff data are scheduled—

(1) With not more than takeoff power;

(2) With the landing gear extended; and

(3) At a height consistent with the procedure used in establishing the takeoff, climbout, and rejected takeoff paths.

(b) For each Category B helicopter, the hovering performance must be determined over the ranges of weight, altitude, and temperature for which certification is requested, with—

(1) Takeoff power;

(2) The landing gear extended; and

(3) The helicopter in ground effect at a height consistent with normal takeoff procedures.

(c) For each helicopter, the out-of-ground effect hovering performance must be determined over the ranges of weight, altitude, and temperature for which certification is requested with takeoff power.

(d) For rotorcraft other than helicopters, the steady rate of climb at the minimum operating speed must be determined over the ranges of weight, altitude, and temperature for which certification is requested with—

(1) Takeoff power; and

(2) The landing gear extended.

§ 29.51

Takeoff data: general.

(a) The takeoff data required by §§ 29.53, 29.55, 29.59, 29.60, 29.61, 29.62, 29.63, and 29.67 must be determined—

(1) At each weight, altitude, and temperature selected by the applicant; and

(2) With the operating engines within approved operating limitations.

(b) Takeoff data must—

(1) Be determined on a smooth, dry, hard surface; and

(2) Be corrected to assume a level takeoff surface.

(c) No takeoff made to determine the data required by this section may require exceptional piloting skill or alertness, or exceptionally favorable conditions.

§ 29.53

Takeoff: Category A.

The takeoff performance must be determined and scheduled so that, if one engine fails at any time after the start of takeoff, the rotorcraft can—

(a) Return to, and stop safely on, the takeoff area; or

(b) Continue the takeoff and climbout, and attain a configuration and airspeed allowing compliance with § 29.67(a)(2).

§ 29.55

Takeoff decision point (TDP): Category A.

(a) The TDP is the first point from which a continued takeoff capability is assured under § 29.59 and is the last point in the takeoff path from which a rejected takeoff is assured within the distance determined under § 29.62.

(b) The TDP must be established in relation to the takeoff path using no more than two parameters; e.g., airspeed and height, to designate the TDP.

(c) Determination of the TDP must include the pilot recognition time interval following failure of the critical engine.

§ 29.59

Takeoff path: Category A.

(a) The takeoff path extends from the point of commencement of the takeoff procedure to a point at which the rotorcraft is 1,000 feet above the takeoff surface and compliance with § 29.67(a)(2) is shown. In addition—

(1) The takeoff path must remain clear of the height-velocity envelope established in accordance with § 29.87;

(2) The rotorcraft must be flown to the engine failure point; at which point, the critical engine must be made inoperative and remain inoperative for the rest of the takeoff;

(3) After the critical engine is made inoperative, the rotorcraft must continue to the takeoff decision point, and then attain V TOSS ;

(4) Only primary controls may be used while attaining V TOSS and while establishing a positive rate of climb. Secondary controls that are located on the primary controls may be used after a positive rate of climb and V TOSS are established but in no case less than 3 seconds after the critical engine is made inoperative; and

(5) After attaining V TOSS and a positive rate of a climb, the landing gear may be retracted.

(b) During the takeoff path determination made in accordance with paragraph (a) of this section and after attaining V TOSS and a positive rate of climb, the climb must be continued at a speed as close as practicable to, but not less than, V TOSS until the rotorcraft is 200 feet above the takeoff surface. During this interval, the climb performance must meet or exceed that required by § 29.67(a)(1).

(c) During the continued takeoff, the rotorcraft shall not descend below 15 feet above the takeoff surface when the takeoff decision point is above 15 feet.

(d) From 200 feet above the takeoff surface, the rotorcraft takeoff path must be level or positive until a height 1,000 feet above the takeoff surface is attained with not less than the rate of climb required by § 29.67(a)(2). Any secondary or auxiliary control may be used after attaining 200 feet above the takeoff surface.

(e) Takeoff distance will be determined in accordance with § 29.61.

§ 29.60

Elevated heliport takeoff path: Category A.

(a) The elevated heliport takeoff path extends from the point of commencement of the takeoff procedure to a point in the takeoff path at which the rotorcraft is 1,000 feet above the takeoff surface and compliance with § 29.67(a)(2) is shown. In addition—

(1) The requirements of § 29.59(a) must be met;

(2) While attaining V TOSS and a positive rate of climb, the rotorcraft may descend below the level of the takeoff surface if, in so doing and when clearing the elevated heliport edge, every part of the rotorcraft clears all obstacles by at least 15 feet;

(3) The vertical magnitude of any descent below the takeoff surface must be determined; and

(4) After attaining V TOSS and a positive rate of climb, the landing gear may be retracted.

(b) The scheduled takeoff weight must be such that the climb requirements of § 29.67 (a)(1) and (a)(2) will be met.

(c) Takeoff distance will be determined in accordance with § 29.61.

§ 29.61

Takeoff distance: Category A.

(a) The normal takeoff distance is the horizontal distance along the takeoff path from the start of the takeoff to the point at which the rotorcraft attains and remains at least 35 feet above the takeoff surface, attains and maintains a speed of at least V TOSS , and establishes a positive rate of climb, assuming the critical engine failure occurs at the engine failure point prior to the takeoff decision point.

(b) For elevated heliports, the takeoff distance is the horizontal distance along the takeoff path from the start of the takeoff to the point at which the rotorcraft attains and maintains a speed of at least V TOSS and establishes a positive rate of climb, assuming the critical engine failure occurs at the engine failure point prior to the takeoff decision point.

§ 29.62

Rejected takeoff: Category A.

The rejected takeoff distance and procedures for each condition where takeoff is approved will be established with—

(a) The takeoff path requirements of §§ 29.59 and 29.60 being used up to the TDP where the critical engine failure is recognized and the rotorcraft is landed and brought to a complete stop on the takeoff surface;

(b) The remaining engines operating within approved limits;

(c) The landing gear remaining extended throughout the entire rejected takeoff; and

(d) The use of only the primary controls until the rotorcraft is on the ground. Secondary controls located on the primary control may not be used until the rotorcraft is on the ground. Means other than wheel brakes may be used to stop the rotorcraft if the means are safe and reliable and consistent results can be expected under normal operating conditions.

§ 29.63

Takeoff: Category B.

The horizontal distance required to take off and climb over a 50-foot obstacle must be established with the most unfavorable center of gravity. The takeoff may be begun in any manner if—

(a) The takeoff surface is defined;

(b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and

(c) A landing can be made safely at any point along the flight path if an engine fails.

§ 29.64

Climb: General.

Compliance with the requirements of §§ 29.65 and 29.67 must be shown at each weight, altitude, and temperature within the operational limits established for the rotorcraft and with the most unfavorable center of gravity for each configuration. Cowl flaps, or other means of controlling the engine-cooling air supply, will be in the position that provides adequate cooling at the temperatures and altitudes for which certification is requested.

§ 29.65

Climb: All engines operating.

(a) The steady rate of climb must be determined—

(1) With maximum continuous power;

(2) With the landing gear retracted; and

(3) At V y for standard sea level conditions and at speeds selected by the applicant for other conditions.

(b) For each Category B rotorcraft except helicopters, the rate of climb determined under paragraph (a) of this section must provide a steady climb gradient of at least 1:6 under standard sea level conditions.

§ 29.67

Climb: One engine inoperative (OEI).

(a) For Category A rotorcraft, in the critical takeoff configuration existing along the takeoff path, the following apply:

(1) The steady rate of climb without ground effect, 200 feet above the takeoff surface, must be at least 100 feet per minute for each weight, altitude, and temperature for which takeoff data are to be scheduled with—

(i) The critical engine inoperative and the remaining engines within approved operating limitations, except that for rotorcraft for which the use of 30-second/2-minute OEI power is requested, only the 2-minute OEI power may be used in showing compliance with this paragraph;

(ii) The landing gear extended; and

(iii) The takeoff safety speed selected by the applicant.

(2) The steady rate of climb without ground effect, 1000 feet above the takeoff surface, must be at least 150 feet per minute, for each weight, altitude, and temperature for which takeoff data are to be scheduled with—

(i) The critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, or at 30-minute OEI power for rotorcraft for which certification for use of 30-minute OEI power is requested;

(ii) The landing gear retracted; and

(iii) The speed selected by the applicant.

(3) The steady rate of climb (or descent) in feet per minute, at each altitude and temperature at which the rotorcraft is expected to operate and at any weight within the range of weights for which certification is requested, must be determined with—

(i) The critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, and at 30-minute OEI power for rotorcraft for which certification for the use of 30-minute OEI power is requested;

(ii) The landing gear retracted; and

(iii) The speed selected by the applicant.

(b) For multiengine Category B rotorcraft meeting the Category A engine isolation requirements, the steady rate of climb (or descent) must be determined at the speed for best rate of climb (or minimum rate of descent) at each altitude, temperature, and weight at which the rotorcraft is expected to operate, with the critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, and at 30-minute OEI power for rotorcraft for which certification for the use of 30-minute OEI power is requested.

§ 29.71

Helicopter angle of glide: Category B.

For each category B helicopter, except multiengine helicopters meeting the requirements of § 29.67(b) and the powerplant installation requirements of category A, the steady angle of glide must be determined in autorotation—

(a) At the forward speed for minimum rate of descent as selected by the applicant;

(b) At the forward speed for best glide angle;

(c) At maximum weight; and

(d) At the rotor speed or speeds selected by the applicant.

§ 29.75

Landing: General.

(a) For each rotorcraft—

(1) The corrected landing data must be determined for a smooth, dry, hard, and level surface;

(2) The approach and landing must not require exceptional piloting skill or exceptionally favorable conditions; and

(3) The landing must be made without excessive vertical acceleration or tendency to bounce, nose over, ground loop, porpoise, or water loop.

(b) The landing data required by §§ 29.77, 29.79, 29.81, 29.83, and 29.85 must be determined—

(1) At each weight, altitude, and temperature for which landing data are approved;

(2) With each operating engine within approved operating limitations; and

(3) With the most unfavorable center of gravity.

§ 29.77

Landing Decision Point (LDP): Category A.

(a) The LDP is the last point in the approach and landing path from which a balked landing can be accomplished in accordance with § 29.85.

(b) Determination of the LDP must include the pilot recognition time interval following failure of the critical engine.

§ 29.79

Landing: Category A.

(a) For Category A rotorcraft—

(1) The landing performance must be determined and scheduled so that if the critical engine fails at any point in the approach path, the rotorcraft can either land and stop safely or climb out and attain a rotorcraft configuration and speed allowing compliance with the climb requirement of § 29.67(a)(2);

(2) The approach and landing paths must be established with the critical engine inoperative so that the transition between each stage can be made smoothly and safely;

(3) The approach and landing speeds must be selected by the applicant and must be appropriate to the type of rotorcraft; and

(4) The approach and landing path must be established to avoid the critical areas of the height-velocity envelope determined in accordance with § 29.87.

(b) It must be possible to make a safe landing on a prepared landing surface after complete power failure occurring during normal cruise.

§ 29.81

Landing distance: Category A.

The horizontal distance required to land and come to a complete stop (or to a speed of approximately 3 knots for water landings) from a point 50 ft above the landing surface must be determined from the approach and landing paths established in accordance with § 29.79.

§ 29.83

Landing: Category B.

(a) For each Category B rotorcraft, the horizontal distance required to land and come to a complete stop (or to a speed of approximately 3 knots for water landings) from a point 50 feet above the landing surface must be determined with—

(1) Speeds appropriate to the type of rotorcraft and chosen by the applicant to avoid the critical areas of the height-velocity envelope established under § 29.87; and

(2) The approach and landing made with power on and within approved limits.

(b) Each multiengined Category B rotorcraft that meets the powerplant installation requirements for Category A must meet the requirements of—

(1) Sections 29.79 and 29.81; or

(2) Paragraph (a) of this section.

(c) It must be possible to make a safe landing on a prepared landing surface if complete power failure occurs during normal cruise.

§ 29.85

Balked landing: Category A.

For Category A rotorcraft, the balked landing path with the critical engine inoperative must be established so that—

(a) The transition from each stage of the maneuver to the next stage can be made smoothly and safely;

(b) From the LDP on the approach path selected by the applicant, a safe climbout can be made at speeds allowing compliance with the climb requirements of § 29.67(a)(1) and (2); and

(c) The rotorcraft does not descend below 15 feet above the landing surface. For elevated heliport operations, descent may be below the level of the landing surface provided the deck edge clearance of § 29.60 is maintained and the descent (loss of height) below the landing surface is determined.

§ 29.87

Height-velocity envelope.

(a) If there is any combination of height and forward velocity (including hover) under which a safe landing cannot be made after failure of the critical engine and with the remaining engines (where applicable) operating within approved limits, a height-velocity envelope must be established for—

(1) All combinations of pressure altitude and ambient temperature for which takeoff and landing are approved; and

(2) Weight from the maximum weight (at sea level) to the highest weight approved for takeoff and landing at each altitude. For helicopters, this weight need not exceed the highest weight allowing hovering out-of-ground effect at each altitude.

(b) For single-engine or multiengine rotorcraft that do not meet the Category A engine isolation requirements, the height-velocity envelope for complete power failure must be established.

§ 29.141

General.

The rotorcraft must—

(a) Except as specifically required in the applicable section, meet the flight characteristics requirements of this subpart—

(1) At the approved operating altitudes and temperatures;

(2) Under any critical loading condition within the range of weights and centers of gravity for which certification is requested; and

(3) For power-on operations, under any condition of speed, power, and rotor r.p.m. for which certification is requested; and

(4) For power-off operations, under any condition of speed, and rotor r.p.m. for which certification is requested that is attainable with the controls rigged in accordance with the approved rigging instructions and ­tolerances;

(b) Be able to maintain any required flight condition and make a smooth transition from any flight condition to any other flight condition without exceptional piloting skill, alertness, or strength, and without danger of exceeding the limit load factor under any operating condition probable for the type, including—

(1) Sudden failure of one engine, for multiengine rotorcraft meeting Transport Category A engine isolation requirements;

(2) Sudden, complete power failure, for other rotorcraft; and

(3) Sudden, complete control system failures specified in § 29.695 of this part; and

(c) Have any additional characteristics required for night or instrument operation, if certification for those kinds of operation is requested. Requirements for helicopter instrument flight are contained in appendix B of this part.

§ 29.143

Controllability and maneuverability.

(a) The rotorcraft must be safely controllable and maneuverable—

(1) During steady flight; and

(2) During any maneuver appropriate to the type, including—

(i) Takeoff;

(ii) Climb;

(iii) Level flight;

(iv) Turning flight;

(v) Autorotation; and

(vi) Landing (power on and power off).

(b) The margin of cyclic control must allow satisfactory roll and pitch control at V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Critical rotor r.p.m.; and

(4) Power off (except for helicopters demonstrating compliance with paragraph (f) of this section) and power on.

(c) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control on or near the ground in any maneuver appropriate to the type (such as crosswind takeoffs, sideward flight, and rearward flight), with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Critical rotor r.p.m.; and

(4) Altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft.

(d) Wind velocities from zero to at least 17 knots, from all azimuths, must be established in which the rotorcraft can be operated without loss of control out-of-ground effect, with—

(1) Weight selected by the applicant;

(2) Critical center of gravity;

(3) Rotor r.p.m. selected by the applicant; and

(4) Altitude, from standard sea level conditions to the maximum takeoff and landing altitude capability of the rotorcraft.

(e) The rotorcraft, after (1) failure of one engine, in the case of multiengine rotorcraft that meet Transport Category A engine isolation requirements, or (2) complete power failure in the case of other rotorcraft, must be controllable over the range of speeds and altitudes for which certification is requested when such power failure occurs with maximum continuous power and critical weight. No corrective action time delay for any condition following power failure may be less than—

(i) For the cruise condition, one second, or normal pilot reaction time (whichever is greater); and

(ii) For any other condition, normal pilot reaction time.

(f) For helicopters for which a V NE (power-off) is established under § 29.1505(c), compliance must be demonstrated with the following requirements with critical weight, critical center of gravity, and critical rotor r.p.m.:

(1) The helicopter must be safely slowed to V NE (power-off), without exceptional pilot skill after the last operating engine is made inoperative at power-on V NE .

(2) At a speed of 1.1 V NE (power-off), the margin of cyclic control must allow satisfactory roll and pitch control with power off.

§ 29.151

Flight controls.

(a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force, friction, or preload.

(b) Control system forces and free play may not inhibit a smooth, direct rotorcraft response to control system input.

§ 29.161

Trim control.

The trim control—

(a) Must trim any steady longitudinal, lateral, and collective control forces to zero in level flight at any appropriate speed; and

(b) May not introduce any undesirable discontinuities in control force gradients.

§ 29.171

Stability: general.

The rotorcraft must be able to be flown, without undue pilot fatigue or strain, in any normal maneuver for a period of time as long as that expected in normal operation. At least three landings and takeoffs must be made during this demonstration.

§ 29.173

Static longitudinal stability.

(a) The longitudinal control must be designed so that a rearward movement of the control is necessary to obtain an airspeed less than the trim speed, and a forward movement of the control is necessary to obtain an airspeed more than the trim speed.

(b) Throughout the full range of altitude for which certification is requested, with the throttle and collective pitch held constant during the maneuvers specified in § 29.175(a) through (d), the slope of the control position versus airspeed curve must be positive. However, in limited flight conditions or modes of operation determined by the Administrator to be acceptable, the slope of the control position versus airspeed curve may be neutral or negative if the rotorcraft possesses flight characteristics that allow the pilot to maintain airspeed within ±5 knots of the desired trim airspeed without exceptional piloting skill or alertness.

§ 29.175

Demonstration of static longitudinal stability.

(a) Climb. Static longitudinal stability must be shown in the climb condition at speeds from Vy − 10 kt to Vy + 10 kt with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Maximum continuous power;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at Vy.

(b) Cruise. Static longitudinal stability must be shown in the cruise condition at speeds from 0.8 V NE −10 kt to 0.8 V NE + 10 kt or, if V H is less than 0.8 V NE , from VH − 10 kt to V H + 10 kt, with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power for level flight at 0.8 V NE or V H , whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at 0.8 V NE or V H , whichever is less.

(c) V NE . Static longitudinal stability must be shown at speeds from V NE − 20 kt to V NE with—

(1) Critical weight;

(2) Critical center of gravity;

(3) Power required for level flight at V NE − 10 kt or maximum continuous power, whichever is less;

(4) The landing gear retracted; and

(5) The rotorcraft trimmed at V NE − 10 kt.

(d) Autorotation. Static longitudinal stability must be shown in autorotation at—

(1) Airspeeds from the minimum rate of descent airspeed − 10 kt to the minimum rate of descent airspeed + 10 kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear extended; and

(iv) The rotorcraft trimmed at the minimum rate of descent airspeed.

(2) Airspeeds from the best angle-of-glide airspeed − 10kt to the best angle-of-glide airspeed + 10kt, with—

(i) Critical weight;

(ii) Critical center of gravity;

(iii) The landing gear retracted; and

(iv) The rotorcraft trimmed at the best angle-of-glide airspeed.

§ 29.177

Static directional stability.

(a) The directional controls must operate in such a manner that the sense and direction of motion of the rotorcraft following control displacement are in the direction of the pedal motion with throttle and collective controls held constant at the trim conditions specified in § 29.175(a), (b), (c), and (d). Sideslip angles must increase with steadily increasing directional control deflection for sideslip angles up to the lesser of—

(1) ±25 degrees from trim at a speed of 15 knots less than the speed for minimum rate of descent varying linearly to ±10 degrees from trim at V NE ;

(2) The steady-state sideslip angles established by § 29.351;

(3) A sideslip angle selected by the applicant, which corresponds to a sideforce of at least 0.1g; or

(4) The sideslip angle attained by maximum directional control input.

(b) Sufficient cues must accompany the sideslip to alert the pilot when approaching sideslip limits.

(c) During the maneuver specified in paragraph (a) of this section, the sideslip angle versus directional control position curve may have a negative slope within a small range of angles around trim, provided the desired heading can be maintained without exceptional piloting skill or alertness.

§ 29.181

Dynamic stability: Category A rotorcraft.

Any short-period oscillation occurring at any speed from V Y to V NE must be positively damped with the primary flight controls free and in a fixed position.

§ 29.231

General.

The rotorcraft must have satisfactory ground and water handling characteristics, including freedom from uncontrollable tendencies in any condition expected in operation.

§ 29.235

Taxiing condition.

The rotorcraft must be designed to withstand the loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 29.239

Spray characteristics.

If certification for water operation is requested, no spray characteristics during taxiing, takeoff, or landing may obscure the vision of the pilot or damage the rotors, propellers, or other parts of the rotorcraft.

§ 29.241

Ground resonance.

The rotorcraft may have no dangerous tendency to oscillate on the ground with the rotor turning.

§ 29.251

Vibration.

Each part of the rotorcraft must be free from excessive vibration under each appropriate speed and power condition.

§ 29.301

Loads.

(a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided, prescribed loads are limit loads.

(b) Unless otherwise provided, the specified air, ground, and water loads must be placed in equilibrium with inertia forces, considering each item of mass in the rotorcraft. These loads must be distributed to closely approximate or conservatively represent actual conditions.

(c) If deflections under load would significantly change the distribution of external or internal loads, this redistribution must be taken into account.

§ 29.303

Factor of safety.

Unless otherwise provided, a factor of safety of 1.5 must be used. This factor applies to external and inertia loads unless its application to the resulting internal stresses is more conservative.

§ 29.305

Strength and deformation.

(a) The structure must be able to support limit loads without detrimental or permanent deformation. At any load up to limit loads, the deformation may not interfere with safe operation.

(b) The structure must be able to support ultimate loads without failure. This must be shown by—

(1) Applying ultimate loads to the structure in a static test for at least three seconds; or

(2) Dynamic tests simulating actual load application.

§ 29.307

Proof of structure.

(a) Compliance with the strength and deformation requirements of this subpart must be shown for each critical loading condition accounting for the environment to which the structure will be exposed in operation. Structural analysis (static or fatigue) may be used only if the structure conforms to those structures for which experience has shown this method to be reliable. In other cases, substantiating load tests must be made.

(b) Proof of compliance with the strength requirements of this subpart must include—

(1) Dynamic and endurance tests of rotors, rotor drives, and rotor controls;

(2) Limit load tests of the control system, including control surfaces;

(3) Operation tests of the control system;

(4) Flight stress measurement tests;

(5) Landing gear drop tests; and

(6) Any additional tests required for new or unusual design features.

§ 29.309

Design limitations.

The following values and limitations must be established to show compliance with the structural requirements of this subpart:

(a) The design maximum and design minimum weights.

(b) The main rotor r.p.m. ranges, power on and power off.

(c) The maximum forward speeds for each main rotor r.p.m. within the ranges determined under paragraph (b) of this section.

(d) The maximum rearward and sideward flight speeds.

(e) The center of gravity limits corresponding to the limitations determined under paragraphs (b), (c), and (d) of this section.

(f) The rotational speed ratios between each powerplant and each connected rotating component.

(g) The positive and negative limit maneuvering load factors.

§ 29.321

General.

(a) The flight load factor must be assumed to act normal to the longitudinal axis of the rotorcraft, and to be equal in magnitude and opposite in direction to the rotorcraft inertia load factor at the center of gravity.

(b) Compliance with the flight load requirements of this subpart must be shown—

(1) At each weight from the design minimum weight to the design maximum weight; and

(2) With any practical distribution of disposable load within the operating limitations in the Rotorcraft Flight Manual.

§ 29.337

Limit maneuvering load factor.

The rotorcraft must be designed for—

(a) A limit maneuvering load factor ranging from a positive limit of 3.5 to a negative limit of −1.0; or

(b) Any positive limit maneuvering load factor not less than 2.0 and any negative limit maneuvering load factor of not less than −0.5 for which—

(1) The probability of being exceeded is shown by analysis and flight tests to be extremely remote; and

(2) The selected values are appropriate to each weight condition between the design maximum and design minimum weights.

§ 29.339

Resultant limit maneuvering loads.

The loads resulting from the application of limit maneuvering load factors are assumed to act at the center of each rotor hub and at each auxiliary lifting surface, and to act in directions and with distributions of load among the rotors and auxiliary lifting surfaces, so as to represent each critical maneuvering condition, including power-on and power-off flight with the maximum design rotor tip speed ratio. The rotor tip speed ratio is the ratio of the rotorcraft flight velocity component in the plane of the rotor disc to the rotational tip speed of the rotor blades, and is expressed as follows:

§ 29.341

Gust loads.

Each rotorcraft must be designed to withstand, at each critical airspeed including hovering, the loads resulting from vertical and horizontal gusts of 30 feet per second.

§ 29.351

Yawing conditions.

(a) Each rotorcraft must be designed for the loads resulting from the maneuvers specified in paragraphs (b) and (c) of this section, with—

(1) Unbalanced aerodynamic moments about the center of gravity which the aircraft reacts to in a rational or conservative manner considering the principal masses furnishing the reacting inertia forces; and

(2) Maximum main rotor speed.

(b) To produce the load required in paragraph (a) of this section, in unaccelerated flight with zero yaw, at forward speeds from zero up to 0.6 V NE —

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 29.397(a);

(2) Attain a resulting sideslip angle or 90°, whichever is less; and

(3) Return the directional control suddenly to neutral.

(c) To produce the load required in paragraph (a) of the section, in unaccelerated flight with zero yaw, at forward speeds from 0.6 V NE up to V NE or V H , whichever is less—

(1) Displace the cockpit directional control suddenly to the maximum deflection limited by the control stops or by the maximum pilot force specified in § 29.397(a);

(2) Attain a resulting sideslip angle or 15°, whichever is less, at the lesser speed of V NE or V H ;

(3) Vary the sideslip angles of paragraphs (b)(2) and (c)(2) of this section directly with speed; and

(4) Return the directional control suddenly to neutral.

§ 29.361

Engine torque.

The limit engine torque may not be less than the following:

(a) For turbine engines, the highest of—

(1) The mean torque for maximum continuous power multiplied by 1.25;

(2) The torque required by § 29.923;

(3) The torque required by § 29.927; or

(4) The torque imposed by sudden engine stoppage due to malfunction or structural failure (such as compressor jamming).

(b) For reciprocating engines, the mean torque for maximum continuous power multiplied by—

(1) 1.33, for engines with five or more cylinders; and

(2) Two, three, and four, for engines with four, three, and two cylinders, respectively.

§ 29.391

General.

Each auxiliary rotor, each fixed or movable stabilizing or control surface, and each system operating any flight control must meet the requirements of §§ 29.395 through 29.399, 29.411, and 29.427.

§ 29.395

Control system.

(a) The reaction to the loads prescribed in § 29.397 must be provided by—

(1) The control stops only;

(2) The control locks only;

(3) The irreversible mechanism only (with the mechanism locked and with the control surface in the critical positions for the effective parts of the system within its limit of motion);

(4) The attachment of the control system to the rotor blade pitch control horn only (with the control in the critical positions for the affected parts of the system within the limits of its motion); and

(5) The attachment of the control system to the control surface horn (with the control in the critical positions for the affected parts of the system within the limits of its motion).

(b) Each primary control system, including its supporting structure, must be designed as follows:

(1) The system must withstand loads resulting from the limit pilot forces prescribed in § 29.397;

(2) Notwithstanding paragraph (b)(3) of this section, when power-operated actuator controls or power boost controls are used, the system must also withstand the loads resulting from the limit pilot forces prescribed in § 29.397 in conjunction with the forces output of each normally energized power device, including any single power boost or actuator system failure;

(3) If the system design or the normal operating loads are such that a part of the system cannot react to the limit pilot forces prescribed in § 29.397, that part of the system must be designed to withstand the maximum loads that can be obtained in normal operation. The minimum design loads must, in any case, provide a rugged system for service use, including consideration of fatigue, jamming, ground gusts, control inertia, and friction loads. In the absence of a rational analysis, the design loads resulting from 0.60 of the specified limit pilot forces are acceptable minimum design loads; and

(4) If operational loads may be exceeded through jamming, ground gusts, control inertia, or friction, the system must withstand the limit pilot forces specified in § 29.397, without yielding.

§ 29.397

Limit pilot forces and torques.

(a) Except as provided in paragraph (b) of this section, the limit pilot forces are as follows:

(1) For foot controls, 130 pounds.

(2) For stick controls, 100 pounds fore and aft, and 67 pounds laterally.

(b) For flap, tab, stabilizer, rotor brake, and landing gear operating controls, the following apply (R = radius in inches):

(1) Crank wheel, and lever controls, [1 + R]/3 × 50 pounds, but not less than 50 pounds nor more than 100 pounds for hand operated controls or 130 pounds for foot operated controls, applied at any angle within 20 degrees of the plane of motion of the control.

(2) Twist controls, 80R inch-pounds.

§ 29.399

Dual control system.

Each dual primary flight control system must be able to withstand the loads that result when pilot forces not less than 0.75 times those obtained under § 29.395 are applied—

(a) In opposition; and

(b) In the same direction.

§ 29.411

Ground clearance: tail rotor guard.

(a) It must be impossible for the tail rotor to contact the landing surface during a normal landing.

(b) If a tail rotor guard is required to show compliance with paragraph (a) of this section—

(1) Suitable design loads must be established for the guard: and

(2) The guard and its supporting structure must be designed to withstand those loads.

§ 29.427

Unsymmetrical loads.

(a) Horizontal tail surfaces and their supporting structure must be designed for unsymmetrical loads arising from yawing and rotor wake effects in combination with the prescribed flight conditions.

(b) To meet the design criteria of paragraph (a) of this section, in the absence of more rational data, both of the following must be met:

(1) One hundred percent of the maximum loading from the symmetrical flight conditions acts on the surface on one side of the plane of symmetry, and no loading acts on the other side.

(2) Fifty percent of the maximum loading from the symmetrical flight conditions acts on the surface on each side of the plane of symmetry, in opposite directions.

(c) For empennage arrangements where the horizontal tail surfaces are supported by the vertical tail surfaces, the vertical tail surfaces and supporting structure must be designed for the combined vertical and horizontal surface loads resulting from each prescribed flight condition, considered separately. The flight conditions must be selected so that the maximum design loads are obtained on each surface. In the absence of more rational data, the unsymmetrical horizontal tail surface loading distributions described in this section must be assumed.

§ 29.471

General.

(a) Loads and equilibrium. For limit ground loads—

(1) The limit ground loads obtained in the landing conditions in this part must be considered to be external loads that would occur in the rotorcraft structure if it were acting as a rigid body; and

(2) In each specified landing condition, the external loads must be placed in equilibrium with linear and angular inertia loads in a rational or conservative manner.

(b) Critical centers of gravity. The critical centers of gravity within the range for which certification is requested must be selected so that the maximum design loads are obtained in each landing gear element.

§ 29.473

Ground loading conditions and assumptions.

(a) For specified landing conditions, a design maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight.

(b) Unless otherwise prescribed, for each specified landing condition, the rotorcraft must be designed for a limit load factor of not less than the limit inertia load factor substantiated under § 29.725.

(c) Triggering or actuating devices for additional or supplementary energy absorption may not fail under loads established in the tests prescribed in §§ 29.725 and 29.727, but the factor of safety prescribed in § 29.303 need not be used.

§ 29.475

Tires and shock absorbers.

Unless otherwise prescribed, for each specified landing condition, the tires must be assumed to be in their static position and the shock absorbers to be in their most critical position.

§ 29.477

Landing gear arrangement.

Sections 29.235, 29.479 through 29.485, and 29.493 apply to landing gear with two wheels aft, and one or more wheels forward, of the center of gravity.

§ 29.479

Level landing conditions.

(a) Attitudes. Under each of the loading conditions prescribed in paragraph (b) of this section, the rotorcraft is assumed to be in each of the following level landing attitudes:

(1) An attitude in which each wheel contacts the ground simultaneously.

(2) An attitude in which the aft wheels contact the ground with the forward wheels just clear of the ground.

(b) Loading conditions. The rotorcraft must be designed for the following landing loading conditions:

(1) Vertical loads applied under § 29.471.

(2) The loads resulting from a combination of the loads applied under paragraph (b)(1) of this section with drag loads at each wheel of not less than 25 percent of the vertical load at that wheel.

(3) The vertical load at the instant of peak drag load combined with a drag component simulating the forces required to accelerate the wheel rolling assembly up to the specified ground speed, with—

(i) The ground speed for determination of the spin-up loads being at least 75 percent of the optimum forward flight speed for minimum rate of descent in autorotation; and

(ii) The loading conditions of paragraph (b) applied to the landing gear and its attaching structure only.

(4) If there are two wheels forward, a distribution of the loads applied to those wheels under paragraphs (b)(1) and (2) of this section in a ratio of 40:60.

(c) Pitching moments. Pitching moments are assumed to be resisted by—

(1) In the case of the attitude in paragraph (a)(1) of this section, the forward landing gear; and

(2) In the case of the attitude in paragraph (a)(2) of this section, the angular inertia forces.

§ 29.481

Tail-down landing conditions.

(a) The rotorcraft is assumed to be in the maximum nose-up attitude allowing ground clearance by each part of the rotorcraft.

(b) In this attitude, ground loads are assumed to act perpendicular to the ground.

§ 29.483

One-wheel landing conditions.

For the one-wheel landing condition, the rotorcraft is assumed to be in the level attitude and to contact the ground on one aft wheel. In this attitude—

(a) The vertical load must be the same as that obtained on that side under § 29.479(b)(1); and

(b) The unbalanced external loads must be reacted by rotorcraft inertia.

§ 29.485

Lateral drift landing conditions.

(a) The rotorcraft is assumed to be in the level landing attitude, with—

(1) Side loads combined with one-half of the maximum ground reactions obtained in the level landing conditions of § 29.479(b)(1); and

(2) The loads obtained under paragraph (a)(1) of this section applied—

(i) At the ground contact point; or

(ii) For full-swiveling gear, at the center of the axle.

(b) The rotorcraft must be designed to withstand, at ground contact—

(1) When only the aft wheels contact the ground, side loads of 0.8 times the vertical reaction acting inward on one side and 0.6 times the vertical reaction acting outward on the other side, all combined with the vertical loads specified in paragraph (a) of this section; and

(2) When the wheels contact the ground simultaneously—

(i) For the aft wheels, the side loads specified in paragraph (b)(1) of this section; and

(ii) For the forward wheels, a side load of 0.8 times the vertical reaction combined with the vertical load specified in paragraph (a) of this section.

§ 29.493

Braked roll conditions.

Under braked roll conditions with the shock absorbers in their static positions—

(a) The limit vertical load must be based on a load factor of at least—

(1) 1.33, for the attitude specified in § 29.479(a)(1); and

(2) 1.0, for the attitude specified in § 29.479(a)(2); and

(b) The structure must be designed to withstand, at the ground contact point of each wheel with brakes, a drag load of at least the lesser of—

(1) The vertical load multiplied by a coefficient of friction of 0.8; and

(2) The maximum value based on limiting brake torque.

§ 29.497

Ground loading conditions: landing gear with tail wheels.

(a) General. Rotorcraft with landing gear with two wheels forward and one wheel aft of the center of gravity must be designed for loading conditions as prescribed in this section.

(b) Level landing attitude with only the forward wheels contacting the ground. In this attitude—

(1) The vertical loads must be applied under §§ 29.471 through 29.475;

(2) The vertical load at each axle must be combined with a drag load at that axle of not less than 25 percent of that vertical load; and

(3) Unbalanced pitching moments are assumed to be resisted by angular inertia forces.

(c) Level landing attitude with all wheels contacting the ground simultaneously. In this attitude, the rotorcraft must be designed for landing loading conditions as prescribed in paragraph (b) of this section.

(d) Maximum nose-up attitude with only the rear wheel contacting the ground. The attitude for this condition must be the maximum nose-up attitude expected in normal operation, including autorotative landings. In this attitude—

(1) The appropriate ground loads specified in paragraph (b)(1) and (2) of this section must be determined and applied, using a rational method to account for the moment arm between the rear wheel ground reaction and the rotorcraft center of gravity; or

(2) The probability of landing with initial contact on the rear wheel must be shown to be extremely remote.

(e) Level landing attitude with only one forward wheel contacting the ground. In this attitude, the rotorcraft must be designed for ground loads as specified in paragraph (b)(1) and (3) of this section.

(f) Side loads in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, the following apply:

(1) The side loads must be combined at each wheel with one-half of the maximum vertical ground reactions obtained for that wheel under paragraphs (b) and (c) of this section. In this condition, the side loads must be—

(i) For the forward wheels, 0.8 times the vertical reaction (on one side) acting inward, and 0.6 times the vertical reaction (on the other side) acting outward; and

(ii) For the rear wheel, 0.8 times the vertical reaction.

(2) The loads specified in paragraph (f)(1) of this section must be applied—

(i) At the ground contact point with the wheel in the trailing position (for non-full swiveling landing gear or for full swiveling landing gear with a lock, steering device, or shimmy damper to keep the wheel in the trailing position); or

(ii) At the center of the axle (for full swiveling landing gear without a lock, steering device, or shimmy damper).

(g) Braked roll conditions in the level landing attitude. In the attitudes specified in paragraphs (b) and (c) of this section, and with the shock absorbers in their static positions, the rotorcraft must be designed for braked roll loads as follows:

(1) The limit vertical load must be based on a limit vertical load factor of not less than—

(i) 1.0, for the attitude specified in paragraph (b) of this section; and

(ii) 1.33, for the attitude specified in paragraph (c) of this section.

(2) For each wheel with brakes, a drag load must be applied, at the ground contact point, of not less than the lesser of—

(i) 0.8 times the vertical load; and

(ii) The maximum based on limiting brake torque.

(h) Rear wheel turning loads in the static ground attitude. In the static ground attitude, and with the shock absorbers and tires in their static positions, the rotorcraft must be designed for rear wheel turning loads as follows:

(1) A vertical ground reaction equal to the static load on the rear wheel must be combined with an equal side load.

(2) The load specified in paragraph (h)(1) of this section must be applied to the rear landing gear—

(i) Through the axle, if there is a swivel (the rear wheel being assumed to be swiveled 90 degrees to the longitudinal axis of the rotorcraft); or

(ii) At the ground contact point if there is a lock, steering device or shimmy damper (the rear wheel being assumed to be in the trailing position).

(i) Taxiing condition. The rotorcraft and its landing gear must be designed for the loads that would occur when the rotorcraft is taxied over the roughest ground that may reasonably be expected in normal operation.

§ 29.501

Ground loading conditions: landing gear with skids.

(a) General. Rotorcraft with landing gear with skids must be designed for the loading conditions specified in this section. In showing compliance with this section, the following apply:

(1) The design maximum weight, center of gravity, and load factor must be determined under §§ 29.471 through 29.475.

(2) Structural yielding of elastic spring members under limit loads is acceptable.

(3) Design ultimate loads for elastic spring members need not exceed those obtained in a drop test of the gear with—

(i) A drop height of 1.5 times that specified in § 29.725; and

(ii) An assumed rotor lift of not more than 1.5 times that used in the limit drop tests prescribed in § 29.725.

(4) Compliance with paragraph (b) through (e) of this section must be shown with—

(i) The gear in its most critically deflected position for the landing condition being considered; and

(ii) The ground reactions rationally distributed along the bottom of the skid tube.

(b) Vertical reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the vertical reactions must be applied as prescribed in paragraph (a) of this section.

(c) Drag reactions in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical reactions must be combined with horizontal drag reactions of 50 percent of the vertical reaction applied at the ground.

(2) The resultant ground loads must equal the vertical load specified in paragraph (b) of this section.

(d) Sideloads in the level landing attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of both skids, the following apply:

(1) The vertical ground reaction must be—

(i) Equal to the vertical loads obtained in the condition specified in paragraph (b) of this section; and

(ii) Divided equally among the skids.

(2) The vertical ground reactions must be combined with a horizontal sideload of 25 percent of their value.

(3) The total sideload must be applied equally between skids and along the length of the skids.

(4) The unbalanced moments are assumed to be resisted by angular inertia.

(5) The skid gear must be investigated for—

(i) Inward acting sideloads; and

(ii) Outward acting sideloads.

(e) One-skid landing loads in the level attitude. In the level attitude, and with the rotorcraft contacting the ground along the bottom of one skid only, the following apply:

(1) The vertical load on the ground contact side must be the same as that obtained on that side in the condition specified in paragraph (b) of this section.

(2) The unbalanced moments are assumed to be resisted by angular inertia.

(f) Special conditions. In addition to the conditions specified in paragraphs (b) and (c) of this section, the rotorcraft must be designed for the following ground reactions:

(1) A ground reaction load acting up and aft at an angle of 45 degrees to the longitudinal axis of the rotorcraft. This load must be—

(i) Equal to 1.33 times the maximum weight;

(ii) Distributed symmetrically among the skids;

(iii) Concentrated at the forward end of the straight part of the skid tube; and

(iv) Applied only to the forward end of the skid tube and its attachment to the rotorcraft.

(2) With the rotorcraft in the level landing attitude, a vertical ground reaction load equal to one-half of the vertical load determined under paragraph (b) of this section. This load must be—

(i) Applied only to the skid tube and its attachment to the rotorcraft; and

(ii) Distributed equally over 33.3 percent of the length between the skid tube attachments and centrally located midway between the skid tube attachments.

§ 29.505

Ski landing conditions.

If certification for ski operation is requested, the rotorcraft, with skis, must be designed to withstand the following loading conditions (where P is the maximum static weight on each ski with the rotorcraft at design maximum weight, and n is the limit load factor determined under § 29.473(b)):

(a) Up-load conditions in which—

(1) A vertical load of Pn and a horizontal load of Pn/4 are simultaneously applied at the pedestal bearings; and

(2) A vertical load of 1.33 P is applied at the pedestal bearings.

(b) A side load condition in which a side load of 0.35 Pn is applied at the pedestal bearings in a horizontal plane perpendicular to the centerline of the rotorcraft.

(c) A torque-load condition in which a torque load of 1.33 P (in foot-pounds) is applied to the ski about the vertical axis through the centerline of the pedestal bearings.

§ 29.511

Ground load: unsymmetrical loads on multiple-wheel units.

(a) In dual-wheel gear units, 60 percent of the total ground reaction for the gear unit must be applied to one wheel and 40 percent to the other.

(b) To provide for the case of one deflated tire, 60 percent of the specified load for the gear unit must be applied to either wheel except that the vertical ground reaction may not be less than the full static value.

(c) In determining the total load on a gear unit, the transverse shift in the load centroid, due to unsymmetrical load distribution on the wheels, may be neglected.

§ 29.519

Hull type rotorcraft: Water-based and amphibian.

(a) General. For hull type rotorcraft, the structure must be designed to withstand the water loading set forth in paragraphs (b), (c), and (d) of this section considering the most severe wave heights and profiles for which approval is desired. The loads for the landing conditions of paragraphs (b) and (c) of this section must be developed and distributed along and among the hull and auxiliary floats, if used, in a rational and conservative manner, assuming a rotor lift not exceeding two-thirds of the rotorcraft weight to act throughout the landing impact.

(b) Vertical landing conditions. The rotorcraft must initially contact the most critical wave surface at zero forward speed in likely pitch and roll attitudes which result in critical design loadings. The vertical descent velocity may not be less than 6.5 feet per second relative to the mean water surface.

(c) Forward speed landing conditions. The rotorcraft must contact the most critical wave at forward velocities from zero up to 30 knots in likely pitch, roll, and yaw attitudes and with a vertical descent velocity of not less than 6.5 feet per second relative to the mean water surface. A maximum forward velocity of less than 30 knots may be used in design if it can be demonstrated that the forward velocity selected would not be exceeded in a normal one-engine-out landing.

(d) Auxiliary float immersion condition. In addition to the loads from the landing conditions, the auxiliary float, and its support and attaching structure in the hull, must be designed for the load developed by a fully immersed float unless it can be shown that full immersion of the float is unlikely, in which case the highest likely float buoyancy load must be applied that considers loading of the float immersed to create restoring moments compensating for upsetting moments caused by side wind, asymmetrical rotorcraft loading, water wave action, and rotorcraft inertia.

§ 29.521

Float landing conditions.

If certification for float operation (including float amphibian operation) is requested, the rotorcraft, with floats, must be designed to withstand the following loading conditions (where the limit load factor is determined under § 29.473(b) or assumed to be equal to that determined for wheel landing gear):

(a) Up-load conditions in which—

(1) A load is applied so that, with the rotorcraft in the static level attitude, the resultant water reaction passes vertically through the center of gravity; and

(2) The vertical load prescribed in paragraph (a)(1) of this section is applied simultaneously with an aft component of 0.25 times the vertical component

(b) A side load condition in which—

(1) A vertical load of 0.75 times the total vertical load specified in paragraph (a)(1) of this section is divided equally among the floats; and

(2) For each float, the load share determined under paragraph (b)(1) of this section, combined with a total side load of 0.25 times the total vertical load specified in paragraph (b)(1) of this section, is applied to that float only.

§ 29.547

Main and tail rotor structure.

(a) A rotor is an assembly of rotating components, which includes the rotor hub, blades, blade dampers, the pitch control mechanisms, and all other parts that rotate with the assembly.

(b) Each rotor assembly must be designed as prescribed in this section and must function safely for the critical flight load and operating conditions. A design assessment must be performed, including a detailed failure analysis to identify all failures that will prevent continued safe flight or safe landing, and must identify the means to minimize the likelihood of their occurrence.

(c) The rotor structure must be designed to withstand the following loads prescribed in §§ 29.337 through 29.341 and 29.351:

(1) Critical flight loads.

(2) Limit loads occurring under normal conditions of autorotation.

(d) The rotor structure must be designed to withstand loads simulating—

(1) For the rotor blades, hubs, and flapping hinges, the impact force of each blade against its stop during ground operation; and

(2) Any other critical condition expected in normal operation.

(e) The rotor structure must be designed to withstand the limit torque at any rotational speed, including zero.

In addition:

(1) The limit torque need not be greater than the torque defined by a torque limiting device (where provided), and may not be less than the greater of—

(i) The maximum torque likely to be transmitted to the rotor structure, in either direction, by the rotor drive or by sudden application of the rotor brake; and

(ii) For the main rotor, the limit engine torque specified in § 29.361.

(2) The limit torque must be equally and rationally distributed to the rotor blades.

§ 29.549

Fuselage and rotor pylon structures.

(a) Each fuselage and rotor pylon structure must be designed to withstand—

(1) The critical loads prescribed in §§ 29.337 through 29.341, and 29.351;

(2) The applicable ground loads prescribed in §§ 29.235, 29.471 through 29.485, 29.493, 29.497, 29.505, and 29.521; and

(3) The loads prescribed in § 29.547 (d)(1) and (e)(1)(i).

(b) Auxiliary rotor thrust, the torque reaction of each rotor drive system, and the balancing air and inertia loads occurring under accelerated flight conditions, must be considered.

(c) Each engine mount and adjacent fuselage structure must be designed to withstand the loads occurring under accelerated flight and landing conditions, including engine torque.

(d) [Reserved]

(e) If approval for the use of 2 1/2 -minute OEI power is requested, each engine mount and adjacent structure must be designed to withstand the loads resulting from a limit torque equal to 1.25 times the mean torque for 2 1/2 -minute OEI power combined with 1g flight loads.

§ 29.551

Auxiliary lifting surfaces.

Each auxiliary lifting surface must be designed to withstand—

(a) The critical flight loads in §§ 29.337 through 29.341, and 29.351;

(b) the applicable ground loads in §§ 29.235, 29.471 through 29.485, 29.493, 29.505, and 29.521; and

(c) Any other critical condition expected in normal operation.

§ 29.561

General.

(a) The rotorcraft, although it may be damaged in emergency landing conditions on land or water, must be designed as prescribed in this section to protect the occupants under those conditions.

(b) The structure must be designed to give each occupant every reasonable chance of escaping serious injury in a crash landing when—

(1) Proper use is made of seats, belts, and other safety design provisions;

(2) The wheels are retracted (where applicable); and

(3) Each occupant and each item of mass inside the cabin that could injure an occupant is restrained when subjected to the following ultimate inertial load factors relative to the surrounding structure:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g, after the intended displacement of the seat device.

(v) Rearward—1.5g.

(c) The supporting structure must be designed to restrain under any ultimate inertial load factor up to those specified in this paragraph, any item of mass above and/or behind the crew and passenger compartment that could injure an occupant if it came loose in an emergency landing. Items of mass to be considered include, but are not limited to, rotors, transmission, and engines. The items of mass must be restrained for the following ultimate inertial load factors:

(1) Upward—1.5g.

(2) Forward—12g.

(3) Sideward—6g.

(4) Downward—12g.

(5) Rearward—1.5g.

(d) Any fuselage structure in the area of internal fuel tanks below the passenger floor level must be designed to resist the following ultimate inertial factors and loads, and to protect the fuel tanks from rupture, if rupture is likely when those loads are applied to that area:

(1) Upward—1.5g.

(2) Forward—4.0g.

(3) Sideward—2.0g.

(4) Downward—4.0g.

§ 29.562

Emergency landing dynamic conditions.

(a) The rotorcraft, although it may be damaged in a crash landing, must be designed to reasonably protect each occupant when—

(1) The occupant properly uses the seats, safety belts, and shoulder harnesses provided in the design; and

(2) The occupant is exposed to loads equivalent to those resulting from the conditions prescribed in this section.

(b) Each seat type design or other seating device approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat in accordance with the following criteria. The tests must be conducted with an occupant simulated by a 170-pound anthropomorphic test dummy (ATD), as defined by 49 CFR 572, Subpart B, or its equivalent, sitting in the normal upright position.

(1) A change in downward velocity of not less than 30 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is canted upward 60° with respect to the impact velocity vector, and the rotorcraft's lateral axis is perpendicular to a vertical plane containing the impact velocity vector and the rotorcraft's longitudinal axis. Peak floor deceleration must occur in not more than 0.031 seconds after impact and must reach a minimum of 30g's.

(2) A change in forward velocity of not less than 42 feet per second when the seat or other seating device is oriented in its nominal position with respect to the rotorcraft's reference system, the rotorcraft's longitudinal axis is yawed 10° either right or left of the impact velocity vector (whichever would cause the greatest load on the shoulder harness), the rotorcraft's lateral axis is contained in a horizontal plane containing the impact velocity vector, and the rotorcraft's vertical axis is perpendicular to a horizontal plane containing the impact velocity vector. Peak floor deceleration must occur in not more than 0.071 seconds after impact and must reach a minimum of 18.4g's.

(3) Where floor rails or floor or sidewall attachment devices are used to attach the seating devices to the airframe structure for the conditions of this section, the rails or devices must be misaligned with respect to each other by at least 10° vertically (i.e., pitch out of parallel) and by at least a 10° lateral roll, with the directions optional, to account for possible floor warp.

(c) Compliance with the following must be shown:

(1) The seating device system must remain intact although it may experience separation intended as part of its design.

(2) The attachment between the seating device and the airframe structure must remain intact although the structure may have exceeded its limit load.

(3) The ATD's shoulder harness strap or straps must remain on or in the immediate vicinity of the ATD's shoulder during the impact.

(4) The safety belt must remain on the ATD's pelvis during the impact.

(5) The ATD's head either does not contact any portion of the crew or passenger compartment or, if contact is made, the head impact does not exceed a head injury criteria (HIC) of 1,000 as determined by this equation.

(6) Loads in individual shoulder harness straps must not exceed 1,750 pounds. If dual straps are used for retaining the upper torso, the total harness strap loads must not exceed 2,000 pounds.

(7) The maximum compressive load measured between the pelvis and the lumbar column of the ATD must not exceed 1,500 pounds.

(d) An alternate approach that achieves an equivalent or greater level of occupant protection, as required by this section, must be substantiated on a rational basis.

§ 29.563

Structural ditching provisions.

If certification with ditching provisions is requested, structural strength for ditching must meet the requirements of this section and § 29.801(e).

(a) Forward speed landing conditions. The rotorcraft must initially contact the most critical wave for reasonably probable water conditions at forward velocities from zero up to 30 knots in likely pitch, roll, and yaw attitudes. The rotorcraft limit vertical descent velocity may not be less than 5 feet per second relative to the mean water surface. Rotor lift may be used to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the design maximum weight. A maximum forward velocity of less than 30 knots may be used in design if it can be demonstrated that the forward velocity selected would not be exceeded in a normal one-engine-out touchdown.

(b) Auxiliary or emergency float conditions —(1) Floats fixed or deployed before initial water contact. In addition to the landing loads in paragraph (a) of this section, each auxiliary or emergency float, or its support and attaching structure in the airframe or fuselage, must be designed for the load developed by a fully immersed float unless it can be shown that full immersion is unlikely. If full immersion is unlikely, the highest likely float buoyancy load must be applied. The highest likely buoyancy load must include consideration of a partially immersed float creating restoring moments to compensate the upsetting moments caused by side wind, unsymmetrical rotorcraft loading, water wave action, rotorcraft inertia, and probable structural damage and leakage considered under § 29.801(d). Maximum roll and pitch angles determined from compliance with § 29.801(d) may be used, if significant, to determine the extent of immersion of each float. If the floats are deployed in flight, appropriate air loads derived from the flight limitations with the floats deployed shall be used in substantiation of the floats and their attachment to the rotorcraft. For this purpose, the design airspeed for limit load is the float deployed airspeed operating limit multiplied by 1.11.

(2) Floats deployed after initial water contact. Each float must be designed for full or partial immersion prescribed in paragraph (b)(1) of this section. In addition, each float must be designed for combined vertical and drag loads using a relative limit speed of 20 knots between the rotorcraft and the water. The vertical load may not be less than the highest likely buoyancy load determined under paragraph (b)(1) of this section.

§ 29.571

Fatigue Tolerance Evaluation of Metallic Structure.

(a) A fatigue tolerance evaluation of each principal structural element (PSE) must be performed, and appropriate inspections and retirement time or approved equivalent means must be established to avoid catastrophic failure during the operational life of the rotorcraft. The fatigue tolerance evaluation must consider the effects of both fatigue and the damage determined under paragraph (e)(4) of this section. Parts to be evaluated include PSEs of the rotors, rotor drive systems between the engines and rotor hubs, controls, fuselage, fixed and movable control surfaces, engine and transmission mountings, landing gear, and their related primary attachments.

(b) For the purposes of this section, the term—

(1) Catastrophic failure means an event that could prevent continued safe flight and landing.

(2) Principal structural element (PSE) means a structural element that contributes significantly to the carriage of flight or ground loads, and the fatigue failure of that structural element could result in catastrophic failure of the aircraft.

(c) The methodology used to establish compliance with this section must be submitted to and approved by the Administrator.

(d) Considering all rotorcraft structure, structural elements, and assemblies, each PSE must be identified.

(e) Each fatigue tolerance evaluation required by this section must include:

(1) In-flight measurements to determine the fatigue loads or stresses for the PSEs identified in paragraph (d) of this section in all critical conditions throughout the range of design limitations required by § 29.309 (including altitude effects), except that maneuvering load factors need not exceed the maximum values expected in operations.

(2) The loading spectra as severe as those expected in operations based on loads or stresses determined under paragraph (e)(1) of this section, including external load operations, if applicable, and other high frequency power-cycle operations.

(3) Takeoff, landing, and taxi loads when evaluating the landing gear and other affected PSEs.

(4) For each PSE identified in paragraph (d) of this section, a threat assessment which includes a determination of the probable locations, types, and sizes of damage, taking into account fatigue, environmental effects, intrinsic and discrete flaws, or accidental damage that may occur during manufacture or operation.

(5) A determination of the fatigue tolerance characteristics for the PSE with the damage identified in paragraph (e)(4) of this section that supports the inspection and retirement times, or other approved equivalent means.

(6) Analyses supported by test evidence and, if available, service experience.

(f) A residual strength determination is required that substantiates the maximum damage size assumed in the fatigue tolerance evaluation. In determining inspection intervals based on damage growth, the residual strength evaluation must show that the remaining structure, after damage growth, is able to withstand design limit loads without failure.

(g) The effect of damage on stiffness, dynamic behavior, loads, and functional performance must be considered.

(h) Based on the requirements of this section, inspections and retirement times or approved equivalent means must be established to avoid catastrophic failure. The inspections and retirement times or approved equivalent means must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by Section 29.1529 and Section A29.4 of Appendix A of this part.

(i) If inspections for any of the damage types identified in paragraph (e)(4) of this section cannot be established within the limitations of geometry, inspectability, or good design practice, then supplemental procedures, in conjunction with the PSE retirement time, must be established to minimize the risk of occurrence of these types of damage that could result in a catastrophic failure during the operational life of the rotorcraft.

§ 29.573

Damage Tolerance and Fatigue Evaluation of Composite Rotorcraft Structures.

(a) Each applicant must evaluate the composite rotorcraft structure under the damage tolerance standards of paragraph (d) of this section unless the applicant establishes that a damage tolerance evaluation is impractical within the limits of geometry, inspectability, and good design practice. If an applicant establishes that it is impractical within the limits of geometry, inspectability, and good design practice, the applicant must do a fatigue evaluation in accordance with paragraph (e) of this section.

(b) The methodology used to establish compliance with this section must be submitted to and approved by the Administrator.

(c) Definitions:

(1) Catastrophic failure is an event that could prevent continued safe flight and landing.

(2) Principal Structural Elements (PSEs) are structural elements that contribute significantly to the carrying of flight or ground loads, the failure of which could result in catastrophic failure of the rotorcraft.

(3) Threat Assessment is an assessment that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation.

(d) Damage Tolerance Evaluation:

(1) Each applicant must show that catastrophic failure due to static and fatigue loads, considering the intrinsic or discrete manufacturing defects or accidental damage, is avoided throughout the operational life or prescribed inspection intervals of the rotorcraft by performing damage tolerance evaluations of the strength of composite PSEs and other parts, detail design points, and fabrication techniques. Each applicant must account for the effects of material and process variability along with environmental conditions in the strength and fatigue evaluations. Each applicant must evaluate parts that include PSEs of the airframe, main and tail rotor drive systems, main and tail rotor blades and hubs, rotor controls, fixed and movable control surfaces, engine and transmission mountings, landing gear, other parts, detail design points, and fabrication techniques deemed critical by the FAA. Each damage tolerance evaluation must include:

(i) The identification of all PSEs;

(ii) In-flight and ground measurements for determining the loads or stresses for all PSEs for all critical conditions throughout the range of limits in § 29.309 (including altitude effects), except that maneuvering load factors need not exceed the maximum values expected in service;

(iii) The loading spectra as severe as those expected in service based on loads or stresses determined under paragraph (d)(1)(ii) of this section, including external load operations, if applicable, and other operations including high-torque events;

(iv) A threat assessment for all PSEs that specifies the locations, types, and sizes of damage, considering fatigue, environmental effects, intrinsic and discrete flaws, and impact or other accidental damage (including the discrete source of the accidental damage) that may occur during manufacture or operation; and

(v) An assessment of the residual strength and fatigue characteristics of all PSEs that supports the replacement times and inspection intervals established under paragraph (d)(2) of this section.

(2) Each applicant must establish replacement times, inspections, or other procedures for all PSEs to require the repair or replacement of damaged parts before a catastrophic failure. These replacement times, inspections, or other procedures must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by § 29.1529.

(i) Replacement times for PSEs must be determined by tests, or by analysis supported by tests, and must show that the structure is able to withstand the repeated loads of variable magnitude expected in-service. In establishing these replacement times, the following items must be considered:

(A) Damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section;

(B) Maximum acceptable manufacturing defects and in-service damage ( i.e. , those that do not lower the residual strength below ultimate design loads and those that can be repaired to restore ultimate strength); and

(C) Ultimate load strength capability after applying repeated loads.

(ii) Inspection intervals for PSEs must be established to reveal any damage identified in the threat assessment required by paragraph (d)(1)(iv) of this section that may occur from fatigue or other in-service causes before such damage has grown to the extent that the component cannot sustain the required residual strength capability. In establishing these inspection intervals, the following items must be considered:

(A) The growth rate, including no-growth, of the damage under the repeated loads expected in-service determined by tests or analysis supported by tests;

(B) The required residual strength for the assumed damage established after considering the damage type, inspection interval, detectability of damage, and the techniques adopted for damage detection. The minimum required residual strength is limit load; and

(C) Whether the inspection will detect the damage growth before the minimum residual strength is reached and restored to ultimate load capability, or whether the component will require replacement.

(3) Each applicant must consider the effects of damage on stiffness, dynamic behavior, loads, and functional performance on all PSEs when substantiating the maximum assumed damage size and inspection interval.

(e) Fatigue Evaluation: If an applicant establishes that the damage tolerance evaluation described in paragraph (d) of this section is impractical within the limits of geometry, inspectability, or good design practice, the applicant must do a fatigue evaluation of the particular composite rotorcraft structure and:

(1) Identify all PSEs considered in the fatigue evaluation;

(2) Identify the types of damage for all PSEs considered in the fatigue evaluation;

(3) Establish supplemental procedures to minimize the risk of catastrophic failure associated with the damages identified in paragraph (d) of this section; and

(4) Include these supplemental procedures in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by § 29.1529.

§ 29.601

Design.

(a) The rotorcraft may have no design features or details that experience has shown to be hazardous or unreliable.

(b) The suitability of each questionable design detail and part must be established by tests.

§ 29.602

Critical parts.

(a) Critical part. A critical part is a part, the failure of which could have a catastrophic effect upon the rotocraft, and for which critical characterists have been identified which must be controlled to ensure the required level of integrity.

(b) If the type design includes critical parts, a critical parts list shall be established. Procedures shall be established to define the critical design characteristics, identify processes that affect those characteristics, and identify the design change and process change controls necessary for showing compliance with the quality assurance requirements of part 21 of this chapter.

§ 29.603

Materials.

The suitability and durability of materials used for parts, the failure of which could adversely affect safety, must—

(a) Be established on the basis of experience or tests;

(b) Meet approved specifications that ensure their having the strength and other properties assumed in the design data; and

(c) Take into account the effects of environmental conditions, such as temperature and humidity, expected in service.

§ 29.605

Fabrication methods.

(a) The methods of fabrication used must produce consistently sound structures. If a fabrication process (such as gluing, spot welding, or heat-treating) requires close control to reach this objective, the process must be performed according to an approved process specification.

(b) Each new aircraft fabrication method must be substantiated by a test program.

§ 29.607

Fasteners.

(a) Each removable bolt, screw, nut, pin, or other fastener whose loss could jeopardize the safe operation of the rotorcraft must incorporate two separate locking devices. The fastener and its locking devices may not be adversely affected by the environmental conditions associated with the particular installation.

(b) No self-locking nut may be used on any bolt subject to rotation in operation unless a nonfriction locking device is used in addition to the self-locking device.

§ 29.609

Protection of structure.

Each part of the structure must—

(a) Be suitably protected against deterioration or loss of strength in service due to any cause, including—

(1) Weathering;

(2) Corrosion; and

(3) Abrasion; and

(b) Have provisions for ventilation and drainage where necessary to prevent the accumulation of corrosive, flammable, or noxious fluids.

§ 29.610

Lightning and static electricity protection.

(a) The rotorcraft structure must be protected against catastrophic effects from lightning.

(b) For metallic components, compliance with paragraph (a) of this section may be shown by—

(1) Electrically bonding the components properly to the airframe; or

(2) Designing the components so that a strike will not endanger the rotorcraft.

(c) For nonmetallic components, compliance with paragraph (a) of this section may be shown by—

(1) Designing the components to minimize the effect of a strike; or

(2) Incorporating acceptable means of diverting the resulting electrical current to not endanger the rotorcraft.

(d) The electric bonding and protection against lightning and static electricity must—

(1) Minimize the accumulation of electrostatic charge;

(2) Minimize the risk of electric shock to crew, passengers, and service and maintenance personnel using normal precautions;

(3) Provide and electrical return path, under both normal and fault conditions, on rotorcraft having grounded electrical systems; and

(4) Reduce to an acceptable level the effects of static electricity on the functioning of essential electrical and electronic equipment.

§ 29.611

Inspection provisions.

There must be means to allow close examination of each part that requires—

(a) Recurring inspection;

(b) Adjustment for proper alignment and functioning; or

(c) Lubrication.

§ 29.613

Material strength properties and design values.

(a) Material strength properties must be based on enough tests of material meeting specifications to establish design values on a statistical basis.

(b) Design values must be chosen to minimize the probability of structural failure due to material variability. Except as provided in paragraphs (d) and (e) of this section, compliance with this paragraph must be shown by selecting design values that assure material strength with the following probability—

(1) Where applied loads are eventually distributed through a single member within an assembly, the failure of which would result in loss of structural integrity of the component, 99 percent probability with 95 percent confidence; and

(2) For redundant structures, those in which the failure of individual elements would result in applied loads being safely distributed to other load-carrying members, 90 percent probability with 95 percent confidence.

(c) The strength, detail design, and fabrication of the structure must minimize the probability of disastrous fatigue failure, particularly at points of stress concentration.

(d) Design values may be those contained in the following publications (available from the Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, PA 19120) or other values approved by the Administrator:

(1) MIL—HDBK-5, “Metallic Materials and Elements for Flight Vehicle Structure”.

(2) MIL—HDBK-17, “Plastics for Flight Vehicles”.

(3) ANC-18, “Design of Wood Aircraft Structures”.

(4) MIL—HDBK-23, “Composite Construction for Flight Vehicles”.

(e) Other design values may be used if a selection of the material is made in which a specimen of each individual item is tested before use and it is determined that the actual strength properties of that particular item will equal or exceed those used in design.

§ 29.619

Special factors.

(a) The special factors prescribed in §§ 29.621 through 29.625 apply to each part of the structure whose strength is—

(1) Uncertain;

(2) Likely to deteriorate in service before normal replacement; or

(3) Subject to appreciable variability due to—

(i) Uncertainties in manufacturing processes; or

(ii) Uncertainties in inspection methods.

(b) For each part of the rotorcraft to which §§ 29.621 through 29.625 apply, the factor of safety prescribed in § 29.303 must be multiplied by a special factor equal to—

(1) The applicable special factors prescribed in §§ 29.621 through 29.625; or

(2) Any other factor great enough to ensure that the probability of the part being understrength because of the uncertainties specified in paragraph (a) of this section is extremely remote.

§ 29.621

Casting factors.

(a) General. The factors, tests, and inspections specified in paragraphs (b) and (c) of this section must be applied in addition to those necessary to establish foundry quality control. The inspections must meet approved specifications. Paragraphs (c) and (d) of this section apply to structural castings except castings that are pressure tested as parts of hydraulic or other fluid systems and do not support structural loads.

(b) Bearing stresses and surfaces. The casting factors specified in paragraphs (c) and (d) of this section—

(1) Need not exceed 1.25 with respect to bearing stresses regardless of the method of inspection used; and

(2) Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor.

(c) Critical castings. For each casting whose failure would preclude continued safe flight and landing of the rotorcraft or result in serious injury to any occupant, the following apply:

(1) Each critical casting must—

(i) Have a casting factor of not less than 1.25; and

(ii) Receive 100 percent inspection by visual, radiographic, and magnetic particle (for ferromagnetic materials) or penetrant (for nonferromagnetic materials) inspection methods or approved equivalent inspection methods.

(2) For each critical casting with a casting factor less than 1.50, three sample castings must be static tested and shown to meet—

(i) The strength requirements of § 29.305 at an ultimate load corresponding to a casting factor of 1.25; and

(ii) The deformation requirements of § 29.305 at a load of 1.15 times the limit load.

(d) Noncritical castings. For each casting other than those specified in paragraph (c) of this section, the following apply:

(1) Except as provided in paragraphs (d)(2) and (3) of this section, the casting factors and corresponding inspections must meet the following table:

(2) The percentage of castings inspected by nonvisual methods may be reduced below that specified in paragraph (d)(1) of this section when an approved quality control procedure is established.

(3) For castings procured to a specification that guarantees the mechanical properties of the material in the casting and provides for demonstration of these properties by test of coupons cut from the castings on a sampling basis—

(i) A casting factor of 1.0 may be used; and

(ii) The castings must be inspected as provided in paragraph (d)(1) of this section for casting factors of “1.25 through 1.50” and tested under paragraph (c)(2) of this section.

§ 29.623

Bearing factors.

(a) Except as provided in paragraph (b) of this section, each part that has clearance (free fit), and that is subject to pounding or vibration, must have a bearing factor large enough to provide for the effects of normal relative motion.

(b) No bearing factor need be used on a part for which any larger special factor is prescribed.

§ 29.625

Fitting factors.

For each fitting (part or terminal used to join one structural member to another) the following apply:

(a) For each fitting whose strength is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures, a fitting factor of at least 1.15 must be applied to each part of—

(1) The fitting;

(2) The means of attachment; and

(3) The bearing on the joined members.

(b) No fitting factor need be used—

(1) For joints made under approved practices and based on comprehensive test data (such as continuous joints in metal plating, welded joints, and scarf joints in wood); and

(2) With respect to any bearing surface for which a larger special factor is used.

(c) For each integral fitting, the part must be treated as a fitting up to the point at which the section properties become typical of the member.

(d) Each seat, berth, litter, safety belt, and harness attachment to the structure must be shown by analysis, tests, or both, to be able to withstand the inertia forces prescribed in § 29.561(b)(3) multiplied by a fitting factor of 1.33.

§ 29.629

Flutter and divergence.

Each aerodynamic surface of the rotorcraft must be free from flutter and divergence under each appropriate speed and power condition.

§ 29.631

Bird strike.

The rotorcraft must be designed to ensure capability of continued safe flight and landing (for Category A) or safe landing (for Category B) after impact with a 2.2-lb (1.0 kg) bird when the velocity of the rotorcraft (relative to the bird along the flight path of the rotorcraft) is equal to V NE or V H (whichever is the lesser) at altitudes up to 8,000 feet. Compliance must be shown by tests or by analysis based on tests carried out on sufficiently representative structures of similar design.

§ 29.653

Pressure venting and drainage of rotor blades.

(a) For each rotor blade—

(1) There must be means for venting the internal pressure of the blade;

(2) Drainage holes must be provided for the blade; and

(3) The blade must be designed to prevent water from becoming trapped in it.

(b) Paragraphs (a)(1) and (2) of this section does not apply to sealed rotor blades capable of withstanding the maximum pressure differentials expected in service.

§ 29.659

Mass balance.

(a) The rotor and blades must be mass balanced as necessary to—

(1) Prevent excessive vibration; and

(2) Prevent flutter at any speed up to the maximum forward speed.

(b) The structural integrity of the mass balance installation must be substantiated.

§ 29.661

Rotor blade clearance.

There must be enough clearance between the rotor blades and other parts of the structure to prevent the blades from striking any part of the structure during any operating condition.

§ 29.663

Ground resonance prevention means.

(a) The reliability of the means for preventing ground resonance must be shown either by analysis and tests, or reliable service experience, or by showing through analysis or tests that malfunction or failure of a single means will not cause ground resonance.

(b) The probable range of variations, during service, of the damping action of the ground resonance prevention means must be established and must be investigated during the test required by § 29.241.

§ 29.671

General.

(a) Each control and control system must operate with the ease, smoothness, and positiveness appropriate to its function.

(b) Each element of each flight control system must be designed, or distinctively and permanently marked, to minimize the probability of any incorrect assembly that could result in the malfunction of the system.

(c) A means must be provided to allow full control movement of all primary flight controls prior to flight, or a means must be provided that will allow the pilot to determine that full control authority is available prior to flight.

§ 29.672

Stability augmentation, automatic, and power-operated systems.

If the functioning of stability augmentation or other automatic or power-operated system is necessary to show compliance with the flight characteristics requirements of this part, the system must comply with § 29.671 of this part and the following:

(a) A warning which is clearly distinguishable to the pilot under expected flight conditions without requiring the pilot's attention must be provided for any failure in the stability augmentation system or in any other automatic or power-operated system which could result in an unsafe condition if the pilot is unaware of the failure. Warning systems must not activate the control systems.

(b) The design of the stability augmentation system or of any other automatic or power-operated system must allow initial counteraction of failures without requiring exceptional pilot skill or strength, by overriding the failure by moving the flight controls in the normal sense, and by deactivating the failed system.

(c) It must be show that after any single failure of the stability augmentation system or any other automatic or power-operated system—

(1) The rotorcraft is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations;

(2) The controllability and maneuverability requirements of this part are met within a practical operational flight envelope (for example, speed, altitude, normal acceleration, and rotorcraft configurations) which is described in the Rotorcraft Flight Manual; and

(3) The trim and stability characteristics are not impaired below a level needed to allow continued safe flight and landing.

§ 29.673

Primary flight controls.

Primary flight controls are those used by the pilot for immediate control of pitch, roll, yaw, and vertical motion of the rotorcraft.

§ 29.674

Interconnected controls.

Each primary flight control system must provide for safe flight and landing and operate independently after a malfunction, failure, or jam of any auxiliary interconnected control.

§ 29.675

Stops.

(a) Each control system must have stops that positively limit the range of motionof the pilot's controls.

(b) Each stop must be located in the system so that the range of travel of its control is not appreciably affected by—

(1) Wear;

(2) Slackness; or

(3) Takeup adjustments.

(c) Each stop must be able to withstand the loads corresponding to the design conditions for the system.

(d) For each main rotor blade—

(1) Stops that are appropriate to the blade design must be provided to limit travel of the blade about its hinge points; and

(2) There must be means to keep the blade from hitting the droop stops during any operation other than starting and stopping the rotor.

§ 29.679

Control system locks.

If there is a device to lock the control system with the rotorcraft on the ground or water, there must be means to—

(a) Automatically disengage the lock when the pilot operates the controls in a normal manner, or limit the operation of the rotorcraft so as to give unmistakable warning to the pilot before takeoff; and

(b) Prevent the lock from engaging in flight.

§ 29.681

Limit load static tests.

(a) Compliance with the limit load requirements of this part must be shown by tests in which—

(1) The direction of the test loads produces the most severe loading in the control system; and

(2) Each fitting, pulley, and bracket used in attaching the system to the main structure is included;

(b) Compliance must be shown (by analyses or individual load tests) with the special factor requirements for control system joints subject to angular motion.

§ 29.683

Operation tests.

It must be shown by operation tests that, when the controls are operated from the pilot compartment with the control system loaded to correspond with loads specified for the system, the system is free from—

(a) Jamming;

(b) Excessive friction; and

(c) Excessive deflection.

§ 29.685

Control system details.

(a) Each detail of each control system must be designed to prevent jamming, chafing, and interference from cargo, passengers, loose objects, or the freezing of moisture.

(b) There must be means in the cockpit to prevent the entry of foreign objects into places where they would jam the system.

(c) There must be means to prevent the slapping of cables or tubes against other parts.

(d) Cable systems must be designed as follows:

(1) Cables, cable fittings, turnbuckles, splices, and pulleys must be of an acceptable kind.

(2) The design of cable systems must prevent any hazardous change in cable tension throughout the range of travel under any operating conditions and temperature variations.

(3) No cable smaller than 1/8 inch diameter may be used in any primary control system.

(4) Pulley kinds and sizes must correspond to the cables with which they are used. The pulley-cable combinations and strength values specified in MIL-HDBK-5 must be used unless they are inapplicable.

(5) Pulleys must have close fitting guards to prevent the cables from being displaced or fouled.

(6) Pulleys must lie close enough to the plane passing through the cable to prevent the cable from rubbing against the pulley flange.

(7) No fairlead may cause a change in cable direction of more than three degrees.

(8) No clevis pin subject to load or motion and retained only by cotter pins may be used in the control system.

(9) Turnbuckles attached to parts having angular motion must be installed to prevent binding throughout the range of travel.

(10) There must be means for visual inspection at each fairlead, pulley, terminal, and turnbuckle.

(e) Control system joints subject to angular motion must incorporate the following special factors with respect to the ultimate bearing strength of the softest material used as a bearing:

(1) 3.33 for push-pull systems other than ball and roller bearing systems.

(2) 2.0 for cable systems.

(f) For control system joints, the manufacturer's static, non-Brinell rating of ball and roller bearings may not be exceeded.

§ 29.687

Spring devices.

(a) Each control system spring device whose failure could cause flutter or other unsafe characteristics must be reliable.

(b) Compliance with paragraph (a) of this section must be shown by tests simulating service conditions.

§ 29.691

Autorotation control mechanism.

Each main rotor blade pitch control mechanism must allow rapid entry into autorotation after power failure.

§ 29.695

Power boost and power-operated control system.

(a) If a power boost or power-operated control system is used, an alternate system must be immediately available that allows continued safe flight and landing in the event of—

(1) Any single failure in the power portion of the system; or

(2) The failure of all engines.

(b) Each alternate system may be a duplicate power portion or a manually operated mechanical system. The power portion includes the power source (such as hydrualic pumps), and such items as valves, lines, and actuators.

(c) The failure of mechanical parts (such as piston rods and links), and the jamming of power cylinders, must be considered unless they are extremely improbable.

§ 29.723

Shock absorption tests.

The landing inertia load factor and the reserve energy absorption capacity of the landing gear must be substantiated by the tests prescribed in §§ 29.725 and 29.727, respectively. These tests must be conducted on the complete rotorcraft or on units consisting of wheel, tire, and shock absorber in their proper relation.

§ 29.725

Limit drop test.

The limit drop test must be conducted as follows:

(a) The drop height must be at least 8 inches.

(b) If considered, the rotor lift specified in § 29.473(a) must be introduced into the drop test by appropriate energy absorbing devices or by the use of an effective mass.

(c) Each landing gear unit must be tested in the attitude simulating the landing condition that is most critical from the standpoint of the energy to be absorbed by it.

(d) When an effective mass is used in showing compliance with paragraph (b) of this section, the following formulae may be used instead of more rational computations.

§ 29.727

Reserve energy absorption drop test.

The reserve energy absorption drop test must be conducted as follows:

(a) The drop height must be 1.5 times that specified in § 29.725(a).

(b) Rotor lift, where considered in a manner similar to that prescribed in § 29.725(b), may not exceed 1.5 times the lift allowed under that paragraph.

(c) The landing gear must withstand this test without collapsing. Collapse of the landing gear occurs when a member of the nose, tail, or main gear will not support the rotorcraft in the proper attitude or allows the rotorcraft structure, other than landing gear and external accessories, to impact the landing surface.

§ 29.729

Retracting mechanism.

For rotorcraft with retractable landing gear, the following apply:

(a) Loads. The landing gear, retracting mechanism, wheel well doors, and supporting structure must be designed for—

(1) The loads occurring in any maneuvering condition with the gear retracted;

(2) The combined friction, inertia, and air loads occurring during retraction and extension at any airspeed up to the design maximum landing gear operating speed; and

(3) The flight loads, including those in yawed flight, occurring with the gear extended at any airspeed up to the design maximum landing gear extended speed.

(b) Landing gear lock. A positive means must be provided to keep the gear extended.

(c) Emergency operation. When other than manual power is used to operate the gear, emergency means must be provided for extending the gear in the event of—

(1) Any reasonably probable failure in the normal retraction system; or

(2) The failure of any single source of hydraulic, electric, or equivalent energy.

(d) Operation tests. The proper functioning of the retracting mechanism must be shown by operation tests.

(e) Position indicator. There must be means to indicate to the pilot when the gear is secured in the extreme positions.

(f) Control. The location and operation of the retraction control must meet the requirements of §§ 29.777 and 29.779.

(g) Landing gear warning. An aural or equally effective landing gear warning device must be provided that functions continuously when the rotorcraft is in a normal landing mode and the landing gear is not fully extended and locked. A manual shutoff capability must be provided for the warning device and the warning system must automatically reset when the rotorcraft is no longer in the landing mode.

§ 29.731

Wheels.

(a) Each landing gear wheel must be approved.

(b) The maximum static load rating of each wheel may not be less than the corresponding static ground reaction with—

(1) Maximum weight; and

(2) Critical center of gravity.

(c) The maximum limit load rating of each wheel must equal or exceed the maximum radial limit load determined under the applicable ground load requirements of this part.

§ 29.733

Tires.

Each landing gear wheel must have a tire—

(a) That is a proper fit on the rim of the wheel; and

(b) Of a rating that is not exceeded under—

(1) The design maximum weight;

(2) A load on each main wheel tire equal to the static ground reaction corresponding to the critical center of gravity; and

(3) A load on nose wheel tires (to be compared with the dynamic rating established for those tires) equal to the reaction obtained at the nose wheel, assuming that the mass of the rotorcraft acts as the most critical center of gravity and exerts a force of 1.0 g downward and 0.25 g forward, the reactions being distributed to the nose and main wheels according to the principles of statics with the drag reaction at the ground applied only at wheels with brakes.

(c) Each tire installed on a retractable landing gear system must, at the maximum size of the tire type expected in service, have a clearance to surrounding structure and systems that is adequate to prevent contact between the tire and any part of the structure or systems.

§ 29.735

Brakes.

For rotorcraft with wheel-type landing gear, a braking device must be installed that is—

(a) Controllable by the pilot;

(b) Usable during power-off landings; and

(c) Adequate to—

(1) Counteract any normal unbalanced torque when starting or stopping the rotor; and

(2) Hold the rotorcraft parked on a 10-degree slope on a dry, smooth pavement.

§ 29.737

Skis.

(a) The maximum limit load rating of each ski must equal or exceed the maximum limit load determined under the applicable ground load requirements of this part.

(b) There must be a stabilizing means to maintain the ski in an appropriate position during flight. This means must have enough strength to withstand the maximum aerodynamic and inertia loads on the ski.

§ 29.751

Main float buoyancy.

(a) For main floats, the buoyancy necessary to support the maximum weight of the rotorcraft in fresh water must be exceeded by—

(1) 50 percent, for single floats; and

(2) 60 percent, for multiple floats.

(b) Each main float must have enough water-tight compartments so that, with any single main float compartment flooded, the mainfloats will provide a margin of positive stability great enough to minimize the probability of capsizing.

§ 29.753

Main float design.

(a) Bag floats. Each bag float must be designed to withstand—

(1) The maximum pressure differential that might be developed at the maximum altitude for which certification with that float is requested; and

(2) The vertical loads prescribed in § 29.521(a), distributed along the length of the bag over three-quarters of its projected area.

(b) Rigid floats. Each rigid float must be able to withstand the vertical, horizontal, and side loads prescribed in § 29.521. An appropriate load distribution under critical conditions must be used.

§ 29.755

Hull buoyancy.

Water-based and amphibian rotorcraft. The hull and auxiliary floats, if used, must have enough watertight compartments so that, with any single compartment of the hull or auxiliary floats flooded, the buoyancy of the hull and auxiliary floats, and wheel tires if used, provides a margin of positive water stability great enough to minimize the probability of capsizing the rotorcraft for the worst combination of wave heights and surface winds for which approval is desired.

§ 29.757

Hull and auxiliary float strength.

The hull, and auxiliary floats if used, must withstand the water loads prescribed by § 29.519 with a rational and conservative distribution of local and distributed water pressures over the hull and float bottom.

§ 29.771

Pilot compartment.

For each pilot compartment—

(a) The compartment and its equipment must allow each pilot to perform his duties without unreasonable concentration or fatigue;

(b) If there is provision for a second pilot, the rotorcraft must be controllable with equal safety from either pilot position. Flight and powerplant controls must be designed to prevent confusion or inadvertent operation when the rotorcraft is piloted from either position;

(c) The vibration and noise characteristics of cockpit appurtenances may not interfere with safe operation;

(d) Inflight leakage of rain or snow that could distract the crew or harm the structure must be prevented.

§ 29.773

Pilot compartment view.

(a) Nonprecipitation conditions. For nonprecipitation conditions, the following apply:

(1) Each pilot compartment must be arranged to give the pilots a sufficiently extensive, clear, and undistorted view for safe operation.

(2) Each pilot compartment must be free of glare and reflection that could interfere with the pilot's view. If certification for night operation is requested, this must be shown by ground or night flight tests.

(b) Precipitation conditions. For precipitation conditions, the following apply:

(1) Each pilot must have a sufficiently extensive view for safe operation—

(i) In heavy rain at forward speeds up to V H ; and

(ii) In the most severe icing condition for which certification is requested.

(2) The first pilot must have a window that—

(i) Is openable under the conditions prescribed in paragraph (b)(1) of this section; and

(ii) Provides the view prescribed in that paragraph.

(c) Vision systems with transparent displays. A vision system with a transparent display surface located in the pilot's outside field of view, such as a head up-display, head mounted display, or other equivalent display, must meet the following requirements in nonprecipitation and precipitation conditions:

(1) While the vision system display is in operation, it must compensate for interference with the pilot's outside field of view such that the combination of what is visible in the display and what remains visible through and around it, allows the pilot compartment to satisfy the requirements of paragraphs (a) and (b) of this section.

(2) The pilot's view of the external scene may not be distorted by the transparent display surface or by the vision system imagery. When the vision system displays imagery or any symbology that is referenced to the imagery and outside scene topography, including attitude symbology, flight path vector, and flight path angle reference cue, that imagery and symbology must be aligned with, and scaled to, the external scene.

(3) The vision system must provide a means to allow the pilot using the display to immediately deactivate and reactivate the vision system imagery, on demand, without removing the pilot's hands from the primary flight and power controls, or their equivalent.

(4) When the vision system is not in operation it must permit the pilot compartment to satisfy the requirements of paragraphs (a) and (b) of this section.

§ 29.775

Windshields and windows.

Windshields and windows must be made of material that will not break into dangerous fragments.

§ 29.777

Cockpit controls.

Cockpit controls must be—

(a) Located to provide convenient operation and to prevent confusion and inadvertent operation; and

(b) Located and arranged with respect to the pilot's seats so that there is full and unrestricted movement of each control without interference from the cockpit structure or the pilot's clothing when pilots from 5′2″ to 6′0″ in height are seated.

§ 29.779

Motion and effect of cockpit controls.

Cockpit controls must be designed so that they operate in accordance with the following movements and actuation:

(a) Flight controls, including the collective pitch control, must operate with a sense of motion which corresponds to the effect on the rotorcraft.

(b) Twist-grip engine power controls must be designed so that, for lefthand operation, the motion of the pilot's hand is clockwise to increase power when the hand is viewed from the edge containing the index finger. Other engine power controls, excluding the collective control, must operate with a forward motion to increase power.

(c) Normal landing gear controls must operate downward to extend the landing gear.

§ 29.783

Doors.

(a) Each closed cabin must have at least one adequate and easily accessible external door.

(b) Each external door must be located, and appropriate operating procedures must be established, to ensure that persons using the door will not be endangered by the rotors, propellers, engine intakes, and exhausts when the operating procedures are used.

(c) There must be means for locking crew and external passenger doors and for preventing their opening in flight inadvertently or as a result of mechanical failure. It must be possible to open external doors from inside and outside the cabin with the rotorcraft on the ground even though persons may be crowded against the door on the inside of the rotorcraft. The means of opening must be simple and obvious and so arranged and marked that it can be readily located and operated.

(d) There must be reasonable provisions to prevent the jamming of any external doors in a minor crash as a result of fuselage deformation under the following ultimate inertial forces except for cargo or service doors not suitable for use as an exit in an emergency:

(1) Upward—1.5g.

(2) Forward—4.0g.

(3) Sideward—2.0g.

(4) Downward—4.0g.

(e) There must be means for direct visual inspection of the locking mechanism by crewmembers to determine whether the external doors (including passenger, crew, service, and cargo doors) are fully locked. There must be visual means to signal to appropriate crewmembers when normally used external doors are closed and fully locked.

(f) For outward opening external doors usable for entrance or egress, there must be an auxiliary safety latching device to prevent the door from opening when the primary latching mechanism fails. If the door does not meet the requirements of paragraph (c) of this section with this device in place, suitable operating procedures must be established to prevent the use of the device during takeoff and landing.

(g) If an integral stair is installed in a passenger entry door that is qualified as a passenger emergency exit, the stair must be designed so that under the following conditions the effectiveness of passenger emergency egress will not be impaired:

(1) The door, integral stair, and operating mechanism have been subjected to the inertial forces specified in paragraph (d) of this section, acting separately relative to the surrounding structure.

(2) The rotorcraft is in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs, or primary members, as applicable, of the landing gear.

(h) Nonjettisonable doors used as ditching emergency exits must have means to enable them to be secured in the open position and remain secure for emergency egress in sea state conditions prescribed for ditching.

§ 29.785

Seats, berths, litters, safety belts, and harnesses.

(a) Each seat, safety belt, harness, and adjacent part of the rotorcraft at each station designated for occupancy during takeoff and landing must be free of potentially injurious objects, sharp edges, protuberances, and hard surfaces and must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the inertial factors specified in § 29.561(b) and dynamic conditions specified in § 29.562.

(b) Each occupant must be protected from serious head injury by a safety belt plus a shoulder harness that will prevent the head from contacting any injurious object, except as provided for in § 29.562(c)(5). A shoulder harness (upper torso restraint), in combination with the safety belt, constitutes a torso restraint system as described in TSO-C114.

(c) Each occupant's seat must have a combined safety belt and shoulder harness with a single-point release. Each pilot's combined safety belt and shoulder harness must allow each pilot when seated with safety belt and shoulder harness fastened to perform all functions necessary for flight operations. There must be a means to secure belt and harness when not in use to prevent interference with the operation of the rotorcraft and with rapid egress in an emergency.

(d) If seat backs do not have a firm handhold, there must be hand grips or rails along each aisle to let the occupants steady themselves while using the aisle in moderately rough air.

(e) Each projecting object that would injure persons seated or moving about in the rotorcraft in normal flight must be padded.

(f) Each seat and its supporting structure must be designed for an occupant weight of at least 170 pounds, considering the maximum load factors, inertial forces, and reactions between the occupant, seat, and safety belt or harness corresponding with the applicable flight and ground-load conditions, including the emergency landing conditions of § 29.561(b). In addition—

(1) Each pilot seat must be designed for the reactions resulting from the application of the pilot forces prescribed in § 29.397; and

(2) The inertial forces prescribed in § 29.561(b) must be multiplied by a factor of 1.33 in determining the strength of the attachment of—

(i) Each seat to the structure; and

(ii) Each safety belt or harness to the seat or structure.

(g) When the safety belt and shoulder harness are combined, the rated strength of the safety belt and shoulder harness may not be less than that corresponding to the inertial forces specified in § 29.561(b), considering the occupant weight of at least 170 pounds, considering the dimensional characteristics of the restraint system installation, and using a distribution of at least a 60-percent load to the safety belt and at least a 40-percent load to the shoulder harness. If the safety belt is capable of being used without the shoulder harness, the inertial forces specified must be met by the safety belt alone.

(h) When a headrest is used, the headrest and its supporting structure must be designed to resist the inertia forces specified in § 29.561, with a 1.33 fitting factor and a head weight of at least 13 pounds.

(i) Each seating device system includes the device such as the seat, the cushions, the occupant restraint system and attachment devices.

(j) Each seating device system may use design features such as crushing or separation of certain parts of the seat in the design to reduce occupant loads for the emergency landing dynamic conditions of § 29.562; otherwise, the system must remain intact and must not interfere with rapid evacuation of the rotorcraft.

(k) For purposes of this section, a litter is defined as a device designed to carry a nonambulatory person, primarily in a recumbent position, into and on the rotorcraft. Each berth or litter must be designed to withstand the load reaction of an occupant weight of at least 170 pounds when the occupant is subjected to the forward inertial factors specified in § 29.561(b). A berth or litter installed within 15° or less of the longitudinal axis of the rotorcraft must be provided with a padded end-board, cloth diaphragm, or equivalent means that can withstand the forward load reaction. A berth or litter oriented greater than 15° with the longitudinal axis of the rotorcraft must be equipped with appropriate restraints, such as straps or safety belts, to withstand the forward reaction. In addition—

(1) The berth or litter must have a restraint system and must not have corners or other protuberances likely to cause serious injury to a person occupying it during emergency landing conditions; and

(2) The berth or litter attachment and the occupant restraint system attachments to the structure must be designed to withstand the critical loads resulting from flight and ground load conditions and from the conditions prescribed in § 29.561(b). The fitting factor required by § 29.625(d) shall be applied.

§ 29.787

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be designed for its placarded maximum weight of contents and for the critical load distributions at the appropriate maximum load factors corresponding to the specified flight and ground load conditions, except the emergency landing conditions of § 29.561.

(b) There must be means to prevent the contents of any compartment from becoming a hazard by shifting under the loads specified in paragraph (a) of this section.

(c) Under the emergency landing conditions of § 29.561, cargo and baggage compartments must—

(1) Be positioned so that if the contents break loose they are unlikely to cause injury to the occupants or restrict any of the escape facilities provided for use after an emergency landing; or

(2) Have sufficient strength to withstand the conditions specified in § 29.561, including the means of restraint and their attachments required by paragraph (b) of this section. Sufficient strength must be provided for the maximum authorized weight of cargo and baggage at the critical loading distribution.

(d) If cargo compartment lamps are installed, each lamp must be installed so as to prevent contact between lamp bulb and cargo.

§ 29.801

Ditching.

(a) If certification with ditching provisions is requested, the rotorcraft must meet the requirements of this section and §§ 29.807(d), 29.1411 and 29.1415.

(b) Each practicable design measure, compatible with the general characteristics of the rotorcraft, must be taken to minimize the probability that in an emergency landing on water, the behavior of the rotorcraft would cause immediate injury to the occupants or would make it impossible for them to escape.

(c) The probable behavior of the rotorcraft in a water landing must be investigated by model tests or by comparison with rotorcraft of similar configuration for which the ditching characteristics are known. Scoops, flaps, projections, and any other factors likely to affect the hydrodynamic characteristics of the rotorcraft must be considered.

(d) It must be shown that, under reasonably probable water conditions, the flotation time and trim of the rotorcraft will allow the occupants to leave the rotorcraft and enter the liferafts required by § 29.1415. If compliance with this provision is shown by bouyancy and trim computations, appropriate allowances must be made for probable structural damage and leakage. If the rotorcraft has fuel tanks (with fuel jettisoning provisions) that can reasonably be expected to withstand a ditching without leakage, the jettisonable volume of fuel may be considered as bouyancy volume.

(e) Unless the effects of the collapse of external doors and windows are accounted for in the investigation of the probable behavior of the rotorcraft in a water landing (as prescribed in paragraphs (c) and (d) of this section), the external doors and windows must be designed to withstand the probable maximum local pressures.

§ 29.803

Emergency evacuation.

(a) Each crew and passenger area must have means for rapid evacuation in a crash landing, with the landing gear (1) extended and (2) retracted, considering the possibility of fire.

(b) Passenger entrance, crew, and service doors may be considered as emergency exits if they meet the requirements of this section and of §§ 29.805 through 29.815.

(c) [Reserved]

(d) Except as provided in paragraph (e) of this section, the following categories of rotorcraft must be tested in accordance with the requirements of appendix D of this part to demonstrate that the maximum seating capacity, including the crewmembers required by the operating rules, can be evacuated from the rotorcraft to the ground within 90 seconds:

(1) Rotorcraft with a seating capacity of more than 44 passengers.

(2) Rotorcraft with all of the following:

(i) Ten or more passengers per passenger exit as determined under § 29.807(b).

(ii) No main aisle, as described in § 29.815, for each row of passenger seats.

(iii) Access to each passenger exit for each passenger by virtue of design features of seats, such as folding or break-over seat backs or folding seats.

(e) A combination of analysis and tests may be used to show that the rotorcraft is capable of being evacuated within 90 seconds under the conditions specified in § 29.803(d) if the Administrator finds that the combination of analysis and tests will provide data, with respect to the emergency evacuation capability of the rotorcraft, equivalent to that which would be obtained by actual demonstration.

§ 29.805

Flight crew emergency exits.

(a) For rotorcraft with passenger emergency exits that are not convenient to the flight crew, there must be flight crew emergency exits, on both sides of the rotorcraft or as a top hatch, in the flight crew area.

(b) Each flight crew emergency exit must be of sufficient size and must be located so as to allow rapid evacuation of the flight crew. This must be shown by test.

(c) Each exit must not be obstructed by water or flotation devices after a ditching. This must be shown by test, demonstration, or analysis.

§ 29.807

Passenger emergency exits.

(a) Type. For the purpose of this part, the types of passenger emergency exit are as follows:

(1) Type I. This type must have a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than one-third the width of the exit, in the passenger area in the side of the fuselage at floor level and as far away as practicable from areas that might become potential fire hazards in a crash.

(2) Type II. This type is the same as Type I, except that the opening must be at least 20 inches wide by 44 inches high.

(3) Type III. This type is the same as Type I, except that—

(i) The opening must be at least 20 inches wide by 36 inches high; and

(ii) The exits need not be at floor level.

(4) Type IV. This type must have a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than one-third the width of the exit, in the side of the fuselage with a step-up inside the rotorcraft of not more than 29 inches.

Openings with dimensions larger than those specified in this section may be used, regardless of shape, if the base of the opening has a flat surface of not less than the specified width.

(b) Passenger emergency exits; side-of-fuselage. Emergency exits must be accessible to the passengers and, except as provided in paragraph (d) of this section, must be provided in accordance with the following table:

(c) Passenger emergency exits; other than side-of-fuselage. In addition to the requirements of paragraph (b) of this section—

(1) There must be enough openings in the top, bottom, or ends of the fuselage to allow evacuation with the rotorcraft on its side; or

(2) The probability of the rotorcraft coming to rest on its side in a crash landing must be extremely remote.

(d) Ditching emergency exits for passengers. If certification with ditching provisions is requested, ditching emergency exits must be provided in accordance with the following requirements and must be proven by test, demonstration, or analysis unless the emergency exits required by paragraph (b) of this section already meet these requirements.

(1) For rotorcraft that have a passenger seating configuration, excluding pilots seats, of nine seats or less, one exit above the waterline in each side of the rotorcraft, meeting at least the dimensions of a Type IV exit.

(2) For rotorcraft that have a passenger seating configuration, excluding pilots seats, of 10 seats or more, one exit above the waterline in a side of the rotorcraft meeting at least the dimensions of a Type III exit, for each unit (or part of a unit) of 35 passenger seats, but no less than two such exits in the passenger cabin, with one on each side of the rotorcraft. However, where it has been shown through analysis, ditching demonstrations, or any other tests found necessary by the Administrator, that the evacuation capability of the rotorcraft during ditching is improved by the use of larger exits, or by other means, the passenger seat to exit ratio may be increased.

(3) Flotation devices, whether stowed or deployed, may not interfere with or obstruct the exits.

(e) Ramp exits. One Type I exit only, or one Type II exit only, that is required in the side of the fuselage under paragraph (b) of this section, may be installed instead in the ramp of floor ramp rotorcraft if—

(1) Its installation in the side of the fuselage is impractical; and

(2) Its installation in the ramp meets § 29.813.

(f) Tests. The proper functioning of each emergency exit must be shown by test.

§ 29.809

Emergency exit arrangement.

(a) Each emergency exit must consist of a movable door or hatch in the external walls of the fuselage and must provide an unobstructed opening to the outside.

(b) Each emergency exit must be openable from the inside and from the outside.

(c) The means of opening each emergency exit must be simple and obvious and may not require exceptional effort.

(d) There must be means for locking each emergency exit and for preventing opening in flight inadvertently or as a result of mechanical failure.

(e) There must be means to minimize the probability of the jamming of any emergency exit in a minor crash landing as a result of fuselage deformation under the ultimate inertial forces in § 29.783(d).

(f) Except as provided in paragraph (h) of this section, each land-based rotorcraft emergency exit must have an approved slide as stated in paragraph (g) of this section, or its equivalent, to assist occupants in descending to the ground from each floor level exit and an approved rope, or its equivalent, for all other exits, if the exit threshold is more that 6 feet above the ground—

(1) With the rotorcraft on the ground and with the landing gear extended;

(2) With one or more legs or part of the landing gear collapsed, broken, or not extended; and

(3) With the rotorcraft resting on its side, if required by § 29.803(d).

(g) The slide for each passenger emergency exit must be a self-supporting slide or equivalent, and must be designed to meet the following requirements:

(1) It must be automatically deployed, and deployment must begin during the interval between the time the exit opening means is actuated from inside the rotorcraft and the time the exit is fully opened. However, each passenger emergency exit which is also a passenger entrance door or a service door must be provided with means to prevent deployment of the slide when the exit is opened from either the inside or the outside under nonemergency conditions for normal use.

(2) It must be automatically erected within 10 seconds after deployment is begun.

(3) It must be of such length after full deployment that the lower end is self-supporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs or part of the landing gear.

(4) It must have the capability, in 25-knot winds directed from the most critical angle, to deploy and, with the assistance of only one person, to remain usable after full deployment to evacuate occupants safely to the ground.

(5) Each slide installation must be qualified by five consecutive deployment and inflation tests conducted (per exit) without failure, and at least three tests of each such five-test series must be conducted using a single representative sample of the device. The sample devices must be deployed and inflated by the system's primary means after being subjected to the inertia forces specified in § 29.561(b). If any part of the system fails or does not function properly during the required tests, the cause of the failure or malfunction must be corrected by positive means and after that, the full series of five consecutive deployment and inflation tests must be conducted without failure.

(h) For rotorcraft having 30 or fewer passenger seats and having an exit threshold more than 6 feet above the ground, a rope or other assist means may be used in place of the slide specified in paragraph (f) of this section, provided an evacuation demonstration is accomplished as prescribed in § 29.803(d) or (e).

(i) If a rope, with its attachment, is used for compliance with paragraph (f), (g), or (h) of this section, it must—

(1) Withstand a 400-pound static load; and

(2) Attach to the fuselage structure at or above the top of the emergency exit opening, or at another approved location if the stowed rope would reduce the pilot's view in flight.

§ 29.811

Emergency exit marking.

(a) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked for the guidance of occupants using the exits in daylight or in the dark. Such markings must be designed to remain visible for rotorcraft equipped for overwater flights if the rotorcraft is capsized and the cabin is submerged.

(b) The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin.

(c) The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign—

(1) Next to or above the aisle near each floor emergency exit, except that one sign may serve two exits if both exists can be seen readily from that sign; and

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

(d) Each passenger emergency exit marking and each locating sign must have white letters 1 inch high on a red background 2 inches high, be self or electrically illuminated, and have a minimum luminescence (brightness) of at least 160 microlamberts. The colors may be reversed if this will increase the emergency illumination of the passenger compartment.

(e) The location of each passenger emergency exit operating handle and instructions for opening must be shown—

(1) For each emergency exit, by a marking on or near the exit that is readable from a distance of 30 inches; and

(2) For each Type I or Type II emergency exit with a locking mechanism released by rotary motion of the handle, by—

(i) A red arrow, with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70 degrees of arc at a radius approximately equal to three-fourths of the handle length; and

(ii) The word “open” in red letters 1 inch high, placed horizontally near the head of the arrow.

(f) Each emergency exit, and its means of opening, must be marked on the outside of the rotorcraft. In addition, the following apply:

(1) There must be a 2-inch colored band outlining each passenger emergency exit, except small rotorcraft with a maximum weight of 12,500 pounds or less may have a 2-inch colored band outlining each exit release lever or device of passenger emergency exits which are normally used doors.

(2) Each outside marking, including the band, must have color contrast to be readily distinguishable from the surrounding fuselage surface. The contrast must be such that, if the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. “Reflectance” is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided.

(g) Exits marked as such, though in excess of the required number of exits, must meet the requirements for emergency exits of the particular type. Emergency exits need only be marked with the word “Exit.”

§ 29.812

Emergency lighting.

For transport Category A rotorcraft, the following apply:

(a) A source of light with its power supply independent of the main lighting system must be installed to—

(1) Illuminate each passenger emergency exit marking and locating sign; and

(2) Provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height on the center line of the main passenger aisle, is at least 0.05 foot-candle.

(b) Exterior emergency lighting must be provided at each emergency exit. The illumination may not be less than 0.05 foot-candle (measured normal to the direction of incident light) for minimum width on the ground surface, with landing gear extended, equal to the width of the emergency exit where an evacuee is likely to make first contact with the ground outside the cabin. The exterior emergency lighting may be provided by either interior or exterior sources with light intensity measurements made with the emergency exits open.

(c) Each light required by paragraph (a) or (b) of this section must be operable manually from the cockpit station and from a point in the passenger compartment that is readily accessible. The cockpit control device must have an “on,” “off,” and “armed” position so that when turned on at the cockpit or passenger compartment station or when armed at the cockpit station, the emergency lights will either illuminate or remain illuminated upon interruption of the rotorcraft's normal electric power.

(d) Any means required to assist the occupants in descending to the ground must be illuminated so that the erected assist means is visible from the rotorcraft.

(1) The assist means must be provided with an illumination of not less than 0.03 foot-candle (measured normal to the direction of the incident light) at the ground end of the erected assist means where an evacuee using the established escape route would normally make first contact with the ground, with the rotorcraft in each of the attitudes corresponding to the collapse of one or more legs of the landing gear.

(2) If the emergency lighting subsystem illuminating the assist means is independent of the rotorcraft's main emergency lighting system, it—

(i) Must automatically be activated when the assist means is erected;

(ii) Must provide the illumination required by paragraph (d)(1); and

(iii) May not be adversely affected by stowage.

(e) The energy supply to each emergency lighting unit must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after an emergency landing.

(f) If storage batteries are used as the energy supply for the emergency lighting system, they may be recharged from the rotorcraft's main electrical power system provided the charging circuit is designed to preclude inadvertent battery discharge into charging circuit faults.

§ 29.813

Emergency exit access.

(a) Each passageway between passenger compartments, and each passageway leading to Type I and Type II emergency exits, must be—

(1) Unobstructed; and

(2) At least 20 inches wide.

(b) For each emergency exit covered by § 29.809(f), there must be enough space adjacent to that exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required for that exit.

(c) There must be access from each aisle to each Type III and Type IV exit, and

(1) For rotorcraft that have a passenger seating configuration, excluding pilot seats, of 20 or more, the projected opening of the exit provided must not be obstructed by seats, berths, or other protrusions (including seatbacks in any position) for a distance from that exit of not less than the width of the narrowest passenger seat installed on the rotorcraft;

(2) For rotorcraft that have a passenger seating configuration, excluding pilot seats, of 19 or less, there may be minor obstructions in the region described in paragraph (c)(1) of this section, if there are compensating factors to maintain the effectiveness of the exit.

§ 29.815

Main aisle width.

The main passenger aisle width between seats must equal or exceed the values in the following table:

§ 29.831

Ventilation.

(a) Each passenger and crew compartment must be ventilated, and each crew compartment must have enough fresh air (but not less than 10 cu. ft. per minute per crewmember) to let crewmembers perform their duties without undue discomfort or fatigue.

(b) Crew and passenger compartment air must be free from harmful or hazardous concentrations of gases or vapors.

(c) The concentration of carbon monoxide may not exceed one part in 20,000 parts of air during forward flight. If the concentration exceeds this value under other conditions, there must be suitable operating restrictions.

(d) There must be means to ensure compliance with paragraphs (b) and (c) of this section under any reasonably probable failure of any ventilating, heating, or other system or equipment.

§ 29.833

Heaters.

Each combustion heater must be approved.

§ 29.851

Fire extinguishers.

(a) Hand fire extinguishers. For hand fire extinguishers the following apply:

(1) Each hand fire extinguisher must be approved.

(2) The kinds and quantities of each extinguishing agent used must be appropriate to the kinds of fires likely to occur where that agent is used.

(3) Each extinguisher for use in a personnel compartment must be designed to minimize the hazard of toxic gas concentrations.

(b) Built-in fire extinguishers. If a built-in fire extinguishing system is required—

(1) The capacity of each system, in relation to the volume of the compartment where used and the ventilation rate, must be adequate for any fire likely to occur in that compartment.

(2) Each system must be installed so that—

(i) No extinguishing agent likely to enter personnel compartments will be present in a quantity that is hazardous to the occupants; and

(ii) No discharge of the extinguisher can cause structural damage.

§ 29.853

Compartment interiors.

For each compartment to be used by the crew or passengers—

(a) The materials (including finishes or decorative surfaces applied to the materials) must meet the following test criteria as applicable:

(1) Interior ceiling panels, interior wall panels, partitions, galley structure, large cabinet walls, structural flooring, and materials used in the construction of stowage compartments (other than underseat stowage compartments and compartments for stowing small items such as magazines and maps) must be self-extinguishing when tested vertically in accordance with the applicable portions of appendix F of Part 25 of this chapter, or other approved equivalent methods. The average burn length may not exceed 6 inches and the average flame time after removal of the flame source may not exceed 15 seconds. Drippings from the test specimen may not continue to flame for more than an average of 3 seconds after falling.

(2) Floor covering, textiles (including draperies and upholstery), seat cushions, padding, decorative and nondecorative coated fabrics, leather, trays and galley furnishings, electrical conduit, thermal and acoustical insulation and insulation covering, air ducting, joint and edge covering, cargo compartment liners, insulation blankets, cargo covers, and transparencies, molded and thermoformed parts, air ducting joints, and trim strips (decorative and chafing) that are constructed of materials not covered in paragraph (a)(3) of this section, must be self extinguishing when tested vertically in accordance with the applicable portion of appendix F of Part 25 of this chapter, or other approved equivalent methods. The average burn length may not exceed 8 inches and the average flame time after removal of the flame source may not exceed 15 seconds. Drippings from the test specimen may not continue to flame for more than an average of 5 seconds after falling.

(3) Acrylic windows and signs, parts constructed in whole or in part of elastometric materials, edge lighted instrument assemblies consisting of two or more instruments in a common housing, seat belts, shoulder harnesses, and cargo and baggage tiedown equipment, including containers, bins, pallets, etc., used in passenger or crew compartments, may not have an average burn rate greater than 2.5 inches per minute when tested horizontally in accordance with the applicable portions of appendix F of Part 25 of this chapter, or other approved equivalent methods.

(4) Except for electrical wire and cable insulation, and for small parts (such as knobs, handles, rollers, fasteners, clips, grommets, rub strips, pulleys, and small electrical parts) that the Administrator finds would not contribute significantly to the propagation of a fire, materials in items not specified in paragraphs (a)(1), (a)(2), or (a)(3) of this section may not have a burn rate greater than 4 inches per minute when tested horizontally in accordance with the applicable portions of appendix F of Part 25 of this chapter, or other approved equivalent methods.

(b) In addition to meeting the requirements of paragraph (a)(2), seat cushions, except those on flight crewmember seats, must meet the test requirements of Part II of appendix F of Part 25 of this chapter, or equivalent.

(c) If smoking is to be prohibited, there must be a placard so stating, and if smoking is to be allowed—

(1) There must be an adequate number of self-contained, removable ashtrays; and

(2) Where the crew compartment is separated from the passenger compartment, there must be at least one illuminated sign (using either letters or symbols) notifying all passengers when smoking is prohibited. Signs which notify when smoking is prohibited must—

(i) When illuminated, be legible to each passenger seated in the passenger cabin under all probable lighting conditions; and

(ii) Be so constructed that the crew can turn the illumination on and off.

(d) Each receptacle for towels, paper, or waste must be at least fire-resistant and must have means for containing possible fires;

(e) There must be a hand fire extinguisher for the flight crewmembers; and

(f) At least the following number of hand fire extinguishers must be conveniently located in passenger compartments:

§ 29.855

Cargo and baggage compartments.

(a) Each cargo and baggage compartment must be construced of or lined with materials in accordance with the following:

(1) For accessible and inaccessible compartments not occupied by passengers or crew, the material must be at least fire resistant.

(2) Materials must meet the requirements in § 29.853(a)(1), (a)(2), and (a)(3) for cargo or baggage compartments in which—

(i) The presence of a compartment fire would be easily discovered by a crewmember while at the crewmember's station;

(ii) Each part of the compartment is easily accessible in flight;

(iii) The compartment has a volume of 200 cubic feet or less; and

(iv) Notwithstanding § 29.1439(a), protective breathing equipment is not required.

(b) No compartment may contain any controls, wiring, lines, equipment, or accessories whose damage or failure would affect safe operation, unless those items are protected so that—

(1) They cannot be damaged by the movement of cargo in the compartment; and

(2) Their breakage or failure will not create a fire hazard.

(c) The design and sealing of inaccessible compartments must be adequate to contain compartment fires until a landing and safe evacuation can be made.

(d) Each cargo and baggage compartment that is not sealed so as to contain cargo compartment fires completely without endangering the safety of a rotorcraft or its occupants must be designed, or must have a device, to ensure detection of fires or smoke by a crewmember while at his station and to prevent the accumulation of harmful quantities of smoke, flame, extinguishing agents, and other noxious gases in any crew or passenger compartment. This must be shown in flight.

(e) For rotorcraft used for the carriage of cargo only, the cabin area may be considered a cargo compartment and, in addition to paragraphs (a) through (d) of this section, the following apply:

(1) There must be means to shut off the ventilating airflow to or within the compartment. Controls for this purpose must be accessible to the flight crew in the crew compartment.

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

(3) Sources of heat within each compartment must be shielded and insulated to prevent igniting the cargo.

§ 29.859

Combustion heater fire protection.

(a) Combustion heater fire zones. The following combustion heater fire zones must be protected against fire under the applicable provisions of §§ 29.1181 through 29.1191, and 29.1195 through 29.1203:

(1) The region surrounding any heater, if that region contains any flammable fluid system components (including the heater fuel system), that could—

(i) Be damaged by heater malfunctioning; or

(ii) Allow flammable fluids or vapors to reach the heater in case of leakage.

(2) Each part of any ventilating air passage that—

(i) Surrounds the combustion chamber; and

(ii) Would not contain (without damage to other rotorcraft components) any fire that may occur within the passage.

(b) Ventilating air ducts. Each ventilating air duct passing through any fire zone must be fireproof. In addition—

(1) Unless isolation is provided by fireproof valves or by equally effective means, the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in the duct; and

(2) Each part of any ventilating duct passing through any region having a flammable fluid system must be so constructed or isolated from that system that the malfunctioning of any component of that system cannot introduce flammable fluids or vapors into the ventilating airstream.

(c) Combustion air ducts. Each combustion air duct must be fireproof for a distance great enough to prevent damage from backfiring or reverse flame propagation. In addition—

(1) No combustion air duct may communicate with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition, including reverse flow or malfunction of the heater or its associated components; and

(2) No combustion air duct may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(d) Heater controls; general. There must be means to prevent the hazardous accumulation of water or ice on or in any heater control component, control system tubing, or safety control.

(e) Heater safety controls. For each combustion heater, safety control means must be provided as follows:

(1) Means independent of the components provided for the normal continuous control of air temperature, airflow, and fuel flow must be provided, for each heater, to automatically shut off the ignition and fuel supply of that heater at a point remote from that heater when any of the following occurs:

(i) The heat exchanger temperature exceeds safe limits.

(ii) The ventilating air temperature exceeds safe limits.

(iii) The combustion airflow becomes inadequate for safe operation.

(iv) The ventilating airflow becomes inadequate for safe operation.

(2) The means of complying with paragraph (e)(1) of this section for any individual heater must—

(i) Be independent of components serving any other heater whose heat output is essential for safe operation; and

(ii) Keep the heater off until restarted by the crew.

(3) There must be means to warn the crew when any heater whose heat output is essential for safe operation has been shut off by the automatic means prescribed in paragraph (e)(1) of this section.

(f) Air intakes. Each combustion and ventilating air intake must be where no flammable fluids or vapors can enter the heater system under any operating condition—

(1) During normal operation; or

(2) As a result of the malfunction of any other component.

(g) Heater exhaust. Each heater exhaust system must meet the requirements of §§ 29.1121 and 29.1123. In addition—

(1) Each exhaust shroud must be sealed so that no flammable fluids or hazardous quantities of vapors can reach the exhaust systems through joints; and

(2) No exhaust system may restrict the prompt relief of any backfire that, if so restricted, could cause heater failure.

(h) Heater fuel systems. Each heater fuel system must meet the powerplant fuel system requirements affecting safe heater operation. Each heater fuel system component in the ventilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream.

(i) Drains. There must be means for safe drainage of any fuel that might accumulate in the combustion chamber or the heat exchanger. In addition—

(1) Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts; and

(2) Each drain must be protected against hazardous ice accumulation under any operating condition.

§ 29.861

Fire protection of structure, controls, and other parts.

Each part of the structure, controls, and the rotor mechanism, and other parts essential to controlled landing and (for category A) flight that would be affected by powerplant fires must be isolated under § 29.1191, or must be—

(a) For category A rotorcraft, fireproof; and

(b) For Category B rotorcraft, fireproof or protected so that they can perform their essential functions for at least 5 minutes under any foreseeable powerplant fire conditions.

§ 29.863

Flammable fluid fire protection.

(a) In each area where flammable fluids or vapors might escape by leakage of a fluid system, there must be means to minimize the probability of ignition of the fluids and vapors, and the resultant hazards if ignition does occur.

(b) Compliance with paragraph (a) of this section must be shown by analysis or tests, and the following factors must be considered:

(1) Possible sources and paths of fluid leakage, and means of detecting leakage.

(2) Flammability characteristics of fluids, including effects of any combustible or absorbing materials.

(3) Possible ignition sources, including electrical faults, overheating of equipment, and malfunctioning of protective devices.

(4) Means available for controlling or extinguishing a fire, such as stopping flow of fluids, shutting down equipment, fireproof containment, or use of extinguishing agents.

(5) Ability of rotorcraft components that are critical to safety of flight to withstand fire and heat.

(c) If action by the flight crew is required to prevent or counteract a fluid fire (e.g. equipment shutdown or actuation of a fire extinguisher), quick acting means must be provided to alert the crew.

(d) Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined.

§ 29.865

External loads.

(a) It must be shown by analysis, test, or both, that the rotorcraft external load attaching means for rotorcraft-load combinations to be used for nonhuman external cargo applications can withstand a limit static load equal to 2.5, or some lower load factor approved under §§ 29.337 through 29.341, multiplied by the maximum external load for which authorization is requested. It must be shown by analysis, test, or both that the rotorcraft external load attaching means and corresponding personnel carrying device system for rotorcraft-load combinations to be used for human external cargo applications can withstand a limit static load equal to 3.5 or some lower load factor, not less than 2.5, approved under §§ 29.337 through 29.341, multiplied by the maximum external load for which authorization is requested. The load for any rotorcraft-load combination class, for any external cargo type, must be applied in the vertical direction. For jettisonable external loads of any applicable external cargo type, the load must also be applied in any direction making the maximum angle with the vertical that can be achieved in service but not less than 30°. However, the 30° angle may be reduced to a lesser angle if—

(1) An operating limitation is established limiting external load operations to such angles for which compliance with this paragraph has been shown; or

(2) It is shown that the lesser angle can not be exceeded in service.

(b) The external load attaching means, for jettisonable rotorcraft-load combinations, must include a quick-release system to enable the pilot to release the external load quickly during flight. The quick-release system must consist of a primary quick release subsystem and a backup quick release subsystem that are isolated from one another. The quick release system, and the means by which it is controlled, must comply with the following:

(1) A control for the primary quick release subsystem must be installed either on one of the pilot's primary controls or in an equivalently accessible location and must be designed and located so that it may be operated by either the pilot or a crewmember without hazardously limiting the ability to control the rotorcraft during an emergency situation.

(2) A control for the backup quick release subsystem, readily accessible to either the pilot or another crewmember, must be provided.

(3) Both the primary and backup quick release subsystems must—

(i) Be reliable, durable, and function properly with all external loads up to and including the maximum external limit load for which authorization is requested.

(ii) Be protected against electromagnetic interference (EMI) from external and internal sources and against lightning to prevent inadvertent load release.

(A) The minimum level of protection required for jettisonable rotorcraft-load combinations used for nonhuman external cargo is a radio frequency field strength of 20 volts per meter.

(B) The minimum level of protection required for jettisonable rotorcraft-load combinations used for human external cargo is a radio frequency field strength of 200 volts per meter.

(iii) Be protected against any failure that could be induced by a failure mode of any other electrical or mechanical rotorcraft system.

(c) For rotorcraft-load combinations to be used for human external cargo applications, the rotorcraft must—

(1) For jettisonable external loads, have a quick-release system that meets the requirements of paragraph (b) of this section and that—

(i) Provides a dual actuation device for the primary quick release subsystem, and

(ii) Provides a separate dual actuation device for the backup quick release subsystem;

(2) Have a reliable, approved personnel carrying device system that has the structural capability and personnel safety features essential for external occupant safety;

(3) Have placards and markings at all appropriate locations that clearly state the essential system operating instructions and, for the personnel carrying device system, ingress and egress instructions;

(4) Have equipment to allow direct intercommunication among required crewmembers and external occupants;

(5) Have the appropriate limitations and procedures incorporated in the flight manual for conducting human external cargo operations; and

(6) For human external cargo applications requiring use of Category A rotorcraft, have one-engine-inoperative hover performance data and procedures in the flight manual for the weights, altitudes, and temperatures for which external load approval is requested.

(d) The critically configured jettisonable external loads must be shown by a combination of analysis, ground tests, and flight tests to be both transportable and releasable throughout the approved operational envelope without hazard to the rotorcraft during normal flight conditions. In addition, these external loads—must be shown to be releasable without hazard to the rotorcraft during emergency flight conditions.

(e) A placard or marking must be installed next to the external-load attaching means clearly stating any operational limitations and the maximum authorized external load as demonstrated under § 29.25 and this section.

(f) The fatigue evaluation of § 29.571 of this part does not apply to rotorcraft-load combinations to be used for nonhuman external cargo except for the failure of critical structural elements that would result in a hazard to the rotorcraft. For rotorcraft-load combinations to be used for human external cargo, the fatigue evaluation of § 29.571 of this part applies to the entire quick release and personnel carrying device structural systems and their attachments.

§ 29.871

Leveling marks.

There must be reference marks for leveling the rotorcraft on the ground.

§ 29.873

Ballast provisions.

Ballast provisions must be designed and constructed to prevent inadvertent shifting of ballast in flight.

§ 29.901

Installation.

(a) For the purpose of this part, the powerplant installation includes each part of the rotorcraft (other than the main and auxiliary rotor structures) that—

(1) Is necessary for propulsion;

(2) Affects the control of the major propulsive units; or

(3) Affects the safety of the major propulsive units between normal inspections or overhauls.

(b) For each powerplant installation—

(1) The installation must comply with—

(i) The installation instructions provided under § 33.5 of this chapter; and

(ii) The applicable provisions of this subpart.

(2) Each component of the installation must be constructed, arranged, and installed to ensure its continued safe operation between normal inspections or overhauls for the range of temperature and altitude for which approval is requested.

(3) Accessibility must be provided to allow any inspection and maintenance necessary for continued airworthiness; and

(4) Electrical interconnections must be provided to prevent differences of potential between major components of the installation and the rest of the rotorcraft.

(5) Axial and radial expansion of turbine engines may not affect the safety of the installation.

(6) Design precautions must be taken to minimize the possibility of incorrect assembly of components and equipment essential to safe operation of the rotorcraft, except where operation with the incorrect assembly can be shown to be extremely improbable.

(c) For each powerplant and auxiliary power unit installation, it must be established that no single failure or malfunction or probable combination of failures will jeopardize the safe operation of the rotorcraft except that the failure of structural elements need not be considered if the probability of any such failure is extremely remote.

(d) Each auxiliary power unit installation must meet the applicable provisions of this subpart.

§ 29.903

Engines.

(a) Engine type certification. Each engine must have an approved type certificate. Reciprocating engines for use in helicopters must be qualified in accordance with § 33.49(d) of this chapter or be otherwise approved for the intended usage.

(b) Category A; engine isolation. For each category A rotorcraft, the powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or the failure of any system that can affect any engine, will not—

(1) Prevent the continued safe operation of the remaining engines; or

(2) Require immediate action, other than normal pilot action with primary flight controls, by any crewmember to maintain safe operation.

(c) Category A; control of engine rotation. For each Category A rotorcraft, there must be a means for stopping the rotation of any engine individually in flight, except that, for turbine engine installations, the means for stopping the engine need be provided only where necessary for safety. In addition—

(1) Each component of the engine stopping system that is located on the engine side of the firewall, and that might be exposed to fire, must be at least fire resistant; or

(2) Duplicate means must be available for stopping the engine and the controls must be where all are not likely to be damaged at the same time in case of fire.

(d) Turbine engine installation. For turbine engine installations—

(1) Design precautions must be taken to minimize the hazards to the rotorcraft in the event of an engine rotor failure; and

(2) The powerplant systems associated with engine control devices, systems, and instrumentation must be designed to give reasonable assurance that those engine operating limitations that adversely affect engine rotor structural integrity will not be exceeded in service.

(e) Restart capability. (1) A means to restart any engine in flight must be provided.

(2) Except for the in-flight shutdown of all engines, engine restart capability must be demonstrated throughout a flight envelope for the rotorcraft.

(3) Following the in-flight shutdown of all engines, in-flight engine restart capability must be provided.

§ 29.907

Engine vibration.

(a) Each engine must be installed to prevent the harmful vibration of any part of the engine or rotorcraft.

(b) The addition of the rotor and the rotor drive system to the engine may not subject the principal rotating parts of the engine to excessive vibration stresses. This must be shown by a vibration investigation.

§ 29.908

Cooling fans.

For cooling fans that are a part of a powerplant installation the following apply:

(a) Category A. For cooling fans installed in Category A rotorcraft, it must be shown that a fan blade failure will not prevent continued safe flight either because of damage caused by the failed blade or loss of cooling air.

(b) Category B. For cooling fans installed in category B rotorcraft, there must be means to protect the rotorcraft and allow a safe landing if a fan blade fails. It must be shown that—

(1) The fan blade would be contained in the case of a failure;

(2) Each fan is located so that a fan blade failure will not jeopardize safety; or

(3) Each fan blade can withstand an ultimate load of 1.5 times the centrifugal force expected in service, limited by either—

(i) The highest rotational speeds achievable under uncontrolled conditions; or

(ii) An overspeed limiting device.

(c) Fatigue evaluation. Unless a fatigue evaluation under § 29.571 is conducted, it must be shown that cooling fan blades are not operating at resonant conditions within the operating limits of the rotorcraft.

§ 29.917

Design.

(a) General. The rotor drive system includes any part necessary to transmit power from the engines to the rotor hubs. This includes gear boxes, shafting, universal joints, couplings, rotor brake assemblies, clutches, supporting bearings for shafting, any attendant accessory pads or drives, and any cooling fans that are a part of, attached to, or mounted on the rotor drive system.

(b) Design assessment. A design assessment must be performed to ensure that the rotor drive system functions safely over the full range of conditions for which certification is sought. The design assessment must include a detailed failure analysis to identify all failures that will prevent continued safe flight or safe landing and must identify the means to minimize the likelihood of their occurrence.

(c) Arrangement. Rotor drive systems must be arranged as follows:

(1) Each rotor drive system of multiengine rotorcraft must be arranged so that each rotor necessary for operation and control will continue to be driven by the remaining engines if any engine fails.

(2) For single-engine rotorcraft, each rotor drive system must be so arranged that each rotor necessary for control in autorotation will continue to be driven by the main rotors after disengagement of the engine from the main and auxiliary rotors.

(3) Each rotor drive system must incorporate a unit for each engine to automatically disengage that engine from the main and auxiliary rotors if that engine fails.

(4) If a torque limiting device is used in the rotor drive system, it must be located so as to allow continued control of the rotorcraft when the device is operating.

(5) If the rotors must be phased for intermeshing, each system must provide constant and positive phase relationship under any operating condition.

(6) If a rotor dephasing device is incorporated, there must be means to keep the rotors locked in proper phase before operation.

§ 29.921

Rotor brake.

If there is a means to control the rotation of the rotor drive system independently of the engine, any limitations on the use of that means must be specified, and the control for that means must be guarded to prevent inadvertent operation.

§ 29.923

Rotor drive system and control mechanism tests.

(a) Endurance tests, general. Each rotor drive system and rotor control mechanism must be tested, as prescribed in paragraphs (b) through (n) and (p) of this section, for at least 200 hours plus the time required to meet the requirements of paragraphs (b)(2), (b)(3), and (k) of this section. These tests must be conducted as follows:

(1) Ten-hour test cycles must be used, except that the test cycle must be extended to include the OEI test of paragraphs (b)(2) and (k), of this section if OEI ratings are requested.

(2) The tests must be conducted on the rotorcraft.

(3) The test torque and rotational speed must be—

(i) Determined by the powerplant limitations; and

(ii) Absorbed by the rotors to be approved for the rotorcraft.

(b) Endurance tests; takeoff run. The takeoff run must be conducted as follows:

(1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at takeoff torque and the maximum speed for use with takeoff torque, and 5 minutes at as low an engine idle speed as practicable. The engine must be declutched from the rotor drive system, and the rotor brake, if furnished and so intended, must be applied during the first minute of the idle run. During the remaining 4 minutes of the idle run, the clutch must be engaged so that the engine drives the rotors at the minimum practical r.p.m. The engine and the rotor drive system must be accelerated at the maximum rate. When declutching the engine, it must be decelerated rapidly enough to allow the operation of the overrunning clutch.

(2) For helicopters for which the use of a 2 1/2 -minute OEI rating is requested, the takeoff run must be conducted as prescribed in paragraph (b)(1) of this section, except for the third and sixth runs for which the takeoff torque and the maximum speed for use with takeoff torque are prescribed in that paragraph. For these runs, the following apply:

(i) Each run must consist of at least one period of 2 1/2 minutes with takeoff torque and the maximum speed for use with takeoff torque on all engines.

(ii) Each run must consist of at least one period, for each engine in sequence, during which that engine simulates a power failure and the remaining engines are run at the 2 1/2 -minute OEI torque and the maximum speed for use with 2 1/2 -minute OEI torque for 2 1/2 minutes.

(3) For multiengine, turbine-powered rotorcraft for which the use of 30-second/2-minute OEI power is requested, the takeoff run must be conducted as prescribed in paragraph (b)(1) of this section except for the following:

(i) Immediately following any one 5-minute power-on run required by paragraph (b)(1) of this section, simulate a failure for each power source in turn, and apply the maximum torque and the maximum speed for use with 30-second OEI power to the remaining affected drive system power inputs for not less than 30 seconds. Each application of 30-second OEI power must be followed by two applications of the maximum torque and the maximum speed for use with the 2 minute OEI power for not less than 2 minutes each; the second application must follow a period at stabilized continuous or 30 minute OEI power (whichever is requested by the applicant). At least one run sequence must be conducted from a simulated “flight idle” condition. When conducted on a bench test, the test sequence must be conducted following stabilization at take-off power.

(ii) For the purpose of this paragraph, an affected power input includes all parts of the rotor drive system which can be adversely affected by the application of higher or asymmetric torque and speed prescribed by the test.

(iii) This test may be conducted on a representative bench test facility when engine limitations either preclude repeated use of this power or would result in premature engine removals during the test. The loads, the vibration frequency, and the methods of application to the affected rotor drive system components must be representative of rotorcraft conditions. Test components must be those used to show compliance with the remainder of this section.

(c) Endurance tests; maximum continuous run. Three hours of continuous operation at maximum continuous torque and the maximum speed for use with maximum continuous torque must be conducted as follows:

(1) The main rotor controls must be operated at a minimum of 15 times each hour through the main rotor pitch positions of maximum vertical thrust, maximum forward thrust component, maximum aft thrust component, maximum left thrust component, and maximum right thrust component, except that the control movements need not produce loads or blade flapping motion exceeding the maximum loads of motions encountered in flight.

(2) The directional controls must be operated at a minimum of 15 times each hour through the control extremes of maximum right turning torque, neutral torque as required by the power applied to the main rotor, and maximum left turning torque.

(3) Each maximum control position must be held for at least 10 seconds, and the rate of change of control position must be at least as rapid as that for normal operation.

(d) Endurance tests; 90 percent of maximum continuous run. One hour of continuous operation at 90 percent of maximum continuous torque and the maximum speed for use with 90 percent of maximum continuous torque must be conducted.

(e) Endurance tests; 80 percent of maximum continuous run. One hour of continuous operation at 80 percent of maximum continuous torque and the minimum speed for use with 80 percent of maximum continuous torque must be conducted.

(f) Endurance tests; 60 percent of maximum continuous run. Two hours or, for helicopters for which the use of either 30-minute OEI power or continuous OEI power is requested, 1 hour of continuous operation at 60 percent of maximum continuous torque and the minimum speed for use with 60 percent of maximum continuous torque must be conducted.

(g) Endurance tests; engine malfunctioning run. It must be determined whether malfunctioning of components, such as the engine fuel or ignition systems, or whether unequal engine power can cause dynamic conditions detrimental to the drive system. If so, a suitable number of hours of operation must be accomplished under those conditions, 1 hour of which must be included in each cycle, and the remaining hours of which must be accomplished at the end of the 20 cycles. If no detrimental condition results, an additional hour of operation in compliance with paragraph (b) of this section must be conducted in accordance with the run schedule of paragraph (b)(1) of this section without consideration of paragraph (b)(2) of this section.

(h) Endurance tests; overspeed run. One hour of continuous operation must be conducted at maximum continuous torque and the maximum power-on overspeed expected in service, assuming that speed and torque limiting devices, if any, function properly.

(i) Endurance tests; rotor control positions. When the rotor controls are not being cycled during the tie-down tests, the rotor must be operated, using the procedures prescribed in paragraph (c) of this section, to produce each of the maximum thrust positions for the following percentages of test time (except that the control positions need not produce loads or blade flapping motion exceeding the maximum loads or motions encountered in flight):

(1) For full vertical thrust, 20 percent.

(2) For the forward thrust component, 50 percent.

(3) For the right thrust component, 10 percent.

(4) For the left thrust component, 10 percent.

(5) For the aft thrust component, 10 percent.

(j) Endurance tests, clutch and brake engagements. A total of at least 400 clutch and brake engagements, including the engagements of paragraph (b) of this section, must be made during the takeoff torque runs and, if necessary, at each change of torque and speed throughout the test. In each clutch engagement, the shaft on the driven side of the clutch must be accelerated from rest. The clutch engagements must be accomplished at the speed and by the method prescribed by the applicant. During deceleration after each clutch engagement, the engines must be stopped rapidly enough to allow the engines to be automatically disengaged from the rotors and rotor drives. If a rotor brake is installed for stopping the rotor, the clutch, during brake engagements, must be disengaged above 40 percent of maximum continuous rotor speed and the rotors allowed to decelerate to 40 percent of maximum continuous rotor speed, at which time the rotor brake must be applied. If the clutch design does not allow stopping the rotors with the engine running, or if no clutch is provided, the engine must be stopped before each application of the rotor brake, and then immediately be started after the rotors stop.

(k) Endurance tests; OEI power run —(1) 30-minute OEI power run. For rotorcraft for which the use of 30-minute OEI power is requested, a run at 30-minute OEI torque and the maximum speed for use with 30-minute OEI torque must be conducted as follows: For each engine, in sequence, that engine must be inoperative and the remaining engines must be run for a 30-minute period.

(2) Continuous OEI power run. For rotorcraft for which the use of continuous OEI power is requested, a run at continuous OEI torque and the maximum speed for use with continuous OEI torque must be conducted as follows: For each engine, in sequence, that engine must be inoperative and the remaining engines must be run for 1 hour.

(3) The number of periods prescribed in paragraph (k)(1) or (k)(2) of this section may not be less than the number of engines, nor may it be less than two.

(l) [Reserved]

(m) Any components that are affected by maneuvering and gust loads must be investigated for the same flight conditions as are the main rotors, and their service lives must be determined by fatigue tests or by other acceptable methods. In addition, a level of safety equal to that of the main rotors must be provided for—

(1) Each component in the rotor drive system whose failure would cause an uncontrolled landing;

(2) Each component essential to the phasing of rotors on multirotor rotorcraft, or that furnishes a driving link for the essential control of rotors in autorotation; and

(3) Each component common to two or more engines on multiengine rotorcraft.

(n) Special tests. Each rotor drive system designed to operate at two or more gear ratios must be subjected to special testing for durations necessary to substantiate the safety of the rotor drive system.

(o) Each part tested as prescribed in this section must be in a serviceable condition at the end of the tests. No intervening disassembly which might affect test results may be conducted.

(p) Endurance tests; operating lubricants. To be approved for use in rotor drive and control systems, lubricants must meet the specifications of lubricants used during the tests prescribed by this section. Additional or alternate lubricants may be qualified by equivalent testing or by comparative analysis of lubricant specifications and rotor drive and control system characteristics. In addition—

(1) At least three 10-hour cycles required by this section must be conducted with transmission and gearbox lubricant temperatures, at the location prescribed for measurement, not lower than the maximum operating temperature for which approval is requested;

(2) For pressure lubricated systems, at least three 10-hour cycles required by this section must be conducted with the lubricant pressure, at the location prescribed for measurement, not higher than the minimum operating pressure for which approval is requested; and

(3) The test conditions of paragraphs (p)(1) and (p)(2) of this section must be applied simultaneously and must be extended to include operation at any one-engine-inoperative rating for which approval is requested.

§ 29.927

Additional tests.

(a) Any additional dynamic, endurance, and operational tests, and vibratory investigations necessary to determine that the rotor drive mechanism is safe, must be performed.

(b) If turbine engine torque output to the transmission can exceed the highest engine or transmission torque limit, and that output is not directly controlled by the pilot under normal operating conditions (such as where the primary engine power control is accomplished through the flight control), the following test must be made:

(1) Under conditions associated with all engines operating, make 200 applications, for 10 seconds each, of torque that is at least equal to the lesser of—

(i) The maximum torque used in meeting § 29.923 plus 10 percent; or

(ii) The maximum torque attainable under probable operating conditions, assuming that torque limiting devices, if any, function properly.

(2) For multiengine rotorcraft under conditions associated with each engine, in turn, becoming inoperative, apply to the remaining transmission torque inputs the maximum torque attainable under probable operating conditions, assuming that torque limiting devices, if any, function properly. Each transmission input must be tested at this maximum torque for at least fifteen minutes.

(c) Lubrication system failure. For lubrication systems required for proper operation of rotor drive systems, the following apply:

(1) Category A. Unless such failures are extremely remote, it must be shown by test that any failure which results in loss of lubricant in any normal use lubrication system will not prevent continued safe operation, although not necessarily without damage, at a torque and rotational speed prescribed by the applicant for continued flight, for at least 30 minutes after perception by the flightcrew of the lubrication system failure or loss of lubricant.

(2) Category B. The requirements of Category A apply except that the rotor drive system need only be capable of operating under autorotative conditions for at least 15 minutes.

(d) Overspeed test. The rotor drive system must be subjected to 50 overspeed runs, each 30 ±3 seconds in duration, at not less than either the higher of the rotational speed to be expected from an engine control device failure or 105 percent of the maximum rotational speed, including transients, to be expected in service. If speed and torque limiting devices are installed, are independent of the normal engine control, and are shown to be reliable, their rotational speed limits need not be exceeded. These runs must be conducted as follows:

(1) Overspeed runs must be alternated with stabilizing runs of from 1 to 5 minutes duration each at 60 to 80 percent of maximum continuous speed.

(2) Acceleration and deceleration must be accomplished in a period not longer than 10 seconds (except where maximum engine acceleration rate will require more than 10 seconds), and the time for changing speeds may not be deducted from the specified time for the overspeed runs.

(3) Overspeed runs must be made with the rotors in the flattest pitch for smooth operation.

(e) The tests prescribed in paragraphs (b) and (d) of this section must be conducted on the rotorcraft and the torque must be absorbed by the rotors to be installed, except that other ground or flight test facilities with other appropriate methods of torque absorption may be used if the conditions of support and vibration closely simulate the conditions that would exist during a test on the rotorcraft.

(f) Each test prescribed by this section must be conducted without intervening disassembly and, except for the lubrication system failure test required by paragraph (c) of this section, each part tested must be in a serviceable condition at the conclusion of the test.

§ 29.931

Shafting critical speed.

(a) The critical speeds of any shafting must be determined by demonstration except that analytical methods may be used if reliable methods of analysis are available for the particular design.

(b) If any critical speed lies within, or close to, the operating ranges for idling, power-on, and autorotative conditions, the stresses occurring at that speed must be within safe limits. This must be shown by tests.

(c) If analytical methods are used and show that no critical speed lies within the permissible operating ranges, the margins between the calculated critical speeds and the limits of the allowable operating ranges must be adequate to allow for possible variations between the computed and actual values.

§ 29.935

Shafting joints.

Each universal joint, slip joint, and other shafting joints whose lubrication is necessary for operation must have provision for lubrication.

§ 29.939

Turbine engine operating characteristics.

(a) Turbine engine operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, of flameout) are present, to a hazardous degree, during normal and emergency operation within the range of operating limitations of the rotorcraft and of the engine.

(b) The turbine engine air inlet system may not, as a result of airflow distortion during normal operation, cause vibration harmful to the engine.

(c) For governor-controlled engines, it must be shown that there exists no hazardous torsional instability of the drive system associated with critical combinations of power, rotational speed, and control displacement.

§ 29.951

General.

(a) Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine and auxiliary power unit functioning under any likely operating conditions, including the maneuvers for which certification is requested and during which the engine or auxiliary power unit is permitted to be in operation.

(b) Each fuel system must be arranged so that—

(1) No engine or fuel pump can draw fuel from more than one tank at a time; or

(2) There are means to prevent introducing air into the system.

(c) Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80 degrees F. and having 0.75cc of free water per gallon added and cooled to the most critical condition for icing likely to be encountered in operation.

§ 29.952

Fuel system crash resistance.

Unless other means acceptable to the Administrator are employed to minimize the hazard of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems must incorporate the design features of this section. These systems must be shown to be capable of sustaining the static and dynamic deceleration loads of this section, considered as ultimate loads acting alone, measured at the system component's center of gravity without structural damage to the system components, fuel tanks, or their attachments that would leak fuel to an ignition source.

(a) Drop test requirements. Each tank, or the most critical tank, must be drop-tested as follows:

(1) The drop height must be at least 50 feet.

(2) The drop impact surface must be nondeforming.

(3) The tanks must be filled with water to 80 percent of the normal, full capacity.

(4) The tank must be enclosed in a surrounding structure representative of the installation unless it can be established that the surrounding structure is free of projections or other design features likely to contribute to upture of the tank.

(5) The tank must drop freely and impact in a horizontal position ±10°.

(6) After the drop test, there must be no leakage.

(b) Fuel tank load factors. Except for fuel tanks located so that tank rupture with fuel release to either significant ignition sources, such as engines, heaters, and auxiliary power units, or occupants is extremely remote, each fuel tank must be designed and installed to retain its contents under the following ultimate inertial load factors, acting alone.

(1) For fuel tanks in the cabin:

(i) Upward—4g.

(ii) Forward—16g.

(iii) Sideward—8g.

(iv) Downward—20g.

(2) For fuel tanks located above or behind the crew or passenger compartment that, if loosened, could injure an occupant in an emergency landing:

(i) Upward—1.5g.

(ii) Forward—8g.

(iii) Sideward—2g.

(iv) Downward—4g.

(3) For fuel tanks in other areas:

(i) Upward—1.5g.

(ii) Forward—4g.

(iii) Sideward—2g.

(iv) Downward—4g.

(c) Fuel line self-sealing breakaway couplings. Self-sealing breakaway couplings must be installed unless hazardous relative motion of fuel system components to each other or to local rotorcraft structure is demonstrated to be extremely improbable or unless other means are provided. The couplings or equivalent devices must be installed at all fuel tank-to-fuel line connections, tank-to-tank interconnects, and at other points in the fuel system where local structural deformation could lead to the release of fuel.

(1) The design and construction of self-sealing breakaway couplings must incorporate the following design features:

(i) The load necessary to separate a breakaway coupling must be between 25 to 50 percent of the minimum ultimate failure load (ultimate strength) of the weakest component in the fluid-carrying line. The separation load must in no case be less than 300 pounds, regardless of the size of the fluid line.

(ii) A breakaway coupling must separate whenever its ultimate load (as defined in paragraph (c)(1)(i) of this section) is applied in the failure modes most likely to occur.

(iii) All breakaway couplings must incorporate design provisions to visually ascertain that the coupling is locked together (leak-free) and is open during normal installation and service.

(iv) All breakaway couplings must incorporate design provisions to prevent uncoupling or unintended closing due to operational shocks, vibrations, or accelerations.

(v) No breakaway coupling design may allow the release of fuel once the coupling has performed its intended function.

(2) All individual breakaway couplings, coupling fuel feed systems, or equivalent means must be designed, tested, installed, and maintained so inadvertent fuel shutoff in flight is improbable in accordance with § 29.955(a) and must comply with the fatigue evaluation requirements of § 29.571 without leaking.

(3) Alternate, equivalent means to the use of breakaway couplings must not create a survivable impact-induced load on the fuel line to which it is installed greater than 25 to 50 percent of the ultimate load (strength) of the weakest component in the line and must comply with the fatigue requirements of § 29.571 without leaking.

(d) Frangible or deformable structural attachments. Unless hazardous relative motion of fuel tanks and fuel system components to local rotorcraft structure is demonstrated to be extremely improbable in an otherwise survivable impact, frangible or locally deformable attachments of fuel tanks and fuel system components to local rotorcraft structure must be used. The attachment of fuel tanks and fuel system components to local rotorcraft structure, whether frangible or locally deformable, must be designed such that its separation or relative local deformation will occur without rupture or local tear-out of the fuel tank or fuel system component that will cause fuel leakage. The ultimate strength of frangible or deformable attachments must be as follows:

(1) The load required to separate a frangible attachment from its support structure, or deform a locally deformable attachment relative to its support structure, must be between 25 and 50 percent of the minimum ultimate load (ultimate strength) of the weakest component in the attached system. In no case may the load be less than 300 pounds.

(2) A frangible or locally deformable attachment must separate or locally deform as intended whenever its ultimate load (as defined in paragraph (d)(1) of this section) is applied in the modes most likely to occur.

(3) All frangible or locally deformable attachments must comply with the fatigue requirements of § 29.571.

(e) Separation of fuel and ignition sources. To provide maximum crash resistance, fuel must be located as far as practicable from all occupiable areas and from all potential ignition sources.

(f) Other basic mechanical design criteria. Fuel tanks, fuel lines, electrical wires, and electrical devices must be designed, constructed, and installed, as far as practicable, to be crash resistant.

(g) Rigid or semirigid fuel tanks. Rigid or semirigid fuel tank or bladder walls must be impact and tear resistant.

§ 29.953

Fuel system independence.

(a) For category A rotorcraft—

(1) The fuel system must meet the requirements of § 29.903(b); and

(2) Unless other provisions are made to meet paragraph (a)(1) of this section, the fuel system must allow fuel to be supplied to each engine through a system independent of those parts of each system supplying fuel to other engines.

(b) Each fuel system for a multiengine category B rotorcraft must meet the requirements of paragraph (a)(2) of this section. However, separate fuel tanks need not be provided for each engine.

§ 29.954

Fuel system lightning protection.

The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by—

(a) Direct lightning strikes to areas having a high probability of stroke attachment;

(b) Swept lightning strokes to areas where swept strokes are highly probable; and

(c) Corona and streamering at fuel vent outlets.

§ 29.955

Fuel flow.

(a) General. The fuel system for each engine must provide the engine with at least 100 percent of the fuel required under all operating and maneuvering conditions to be approved for the rotorcraft, including, as applicable, the fuel required to operate the engines under the test conditions required by § 29.927. Unless equivalent methods are used, compliance must be shown by test during which the following provisions are met, except that combinations of conditions which are shown to be improbable need not be considered.

(1) The fuel pressure, corrected for accelerations (load factors), must be within the limits specified by the engine type certificate data sheet.

(2) The fuel level in the tank may not exceed that established as the unusable fuel supply for that tank under § 29.959, plus that necessary to conduct the test.

(3) The fuel head between the tank and the engine must be critical with respect to rotorcraft flight attitudes.

(4) The fuel flow transmitter, if installed, and the critical fuel pump (for pump-fed systems) must be installed to produce (by actual or simulated failure) the critical restriction to fuel flow to be expected from component failure.

(5) Critical values of engine rotational speed, electrical power, or other sources of fuel pump motive power must be applied.

(6) Critical values of fuel properties which adversely affect fuel flow are applied during demonstrations of fuel flow capability.

(7) The fuel filter required by § 29.997 is blocked to the degree necessary to simulate the accumulation of fuel contamination required to activate the indicator required by § 29.1305(a)(18).

(b) Fuel transfer system. If normal operation of the fuel system requires fuel to be transferred to another tank, the transfer must occur automatically via a system which has been shown to maintain the fuel level in the receiving tank within acceptable limits during flight or surface operation of the rotorcraft.

(c) Multiple fuel tanks. If an engine can be supplied with fuel from more than one tank, the fuel system, in addition to having appropriate manual switching capability, must be designed to prevent interruption of fuel flow to that engine, without attention by the flightcrew, when any tank supplying fuel to that engine is depleted of usable fuel during normal operation and any other tank that normally supplies fuel to that engine alone contains usable fuel.

§ 29.957

Flow between interconnected tanks.

(a) Where tank outlets are interconnected and allow fuel to flow between them due to gravity or flight accelerations, it must be impossible for fuel to flow between tanks in quantities great enough to cause overflow from the tank vent in any sustained flight condition.

(b) If fuel can be pumped from one tank to another in flight—

(1) The design of the vents and the fuel transfer system must prevent structural damage to tanks from overfilling; and

(2) There must be means to warn the crew before overflow through the vents occurs.

§ 29.959

Unusable fuel supply.

The unusable fuel supply for each tank must be established as not less than the quantity at which the first evidence of malfunction occurs under the most adverse fuel feed condition occurring under any intended operations and flight maneuvers involving that tank.

§ 29.961

Fuel system hot weather operation.

Each suction lift fuel system and other fuel systems conducive to vapor formation must be shown to operate satisfactorily (within certification limits) when using fuel at the most critical temperature for vapor formation under critical operating conditions including, if applicable, the engine operating conditions defined by § 29.927(b)(1) and (b)(2).

§ 29.963

Fuel tanks: general.

(a) Each fuel tank must be able to withstand, without failure, the vibration, inertia, fluid, and structural loads to which it may be subjected in operation.

(b) Each flexible fuel tank bladder or liner must be approved or shown to be suitable for the particular application and must be puncture resistant. Puncture resistance must be shown by meeting the TSO-C80, paragraph 16.0, requirements using a minimum puncture force of 370 pounds.

(c) Each integral fuel tank must have facilities for inspection and repair of its interior.

(d) The maximum exposed surface temperature of all components in the fuel tank must be less by a safe margin than the lowest expected autoignition temperature of the fuel or fuel vapor in the tank. Compliance with this requirement must be shown under all operating conditions and under all normal or malfunction conditions of all components inside the tank.

(e) Each fuel tank installed in personnel compartments must be isolated by fume-proof and fuel-proof enclosures that are drained and vented to the exterior of the rotorcraft. The design and construction of the enclosures must provide necessary protection for the tank, must be crash resistant during a survivable impact in accordance with § 29.952, and must be adequate to withstand loads and abrasions to be expected in personnel compartments.

§ 29.965

Fuel tank tests.

(a) Each fuel tank must be able to withstand the applicable pressure tests in this section without failure or leakage. If practicable, test pressures may be applied in a manner simulating the pressure distribution in service.

(b) Each conventional metal tank, each nonmetallic tank with walls that are not supported by the rotorcraft structure, and each integral tank must be subjected to a pressure of 3.5 p.s.i. unless the pressure developed during maximum limit acceleration or emergency deceleration with a full tank exceeds this value, in which case a hydrostatic head, or equivalent test, must be applied to duplicate the acceleration loads as far as possible. However, the pressure need not exceed 3.5 p.s.i. on surfaces not exposed to the acceleration loading.

(c) Each nonmetallic tank with walls supported by the rotorcraft structure must be subjected to the following tests:

(1) A pressure test of at least 2.0 p.s.i. This test may be conducted on the tank alone in conjunction with the test specified in paragraph (c)(2) of this section.

(2) A pressure test, with the tank mounted in the rotorcraft structure, equal to the load developed by the reaction of the contents, with the tank full, during maximum limit acceleration or emergency deceleration. However, the pressure need not exceed 2.0 p.s.i. on surfaces faces not exposed to the acceleration loading.

(d) Each tank with large unsupported or unstiffened flat areas, or with other features whose failure or deformation could cause leakage, must be subjected to the following test or its equivalent:

(1) Each complete tank assembly and its supports must be vibration tested while mounted to simulate the actual installation.

(2) The tank assembly must be vibrated for 25 hours while two-thirds full of any suitable fluid. The amplitude of vibration may not be less than one thirty-second of an inch, unless otherwise substantiated.

(3) The test frequency of vibration must be as follows:

(i) If no frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the test frequency of vibration, in number of cycles per minute, must, unless a frequency based on a more rational analysis is used, be the number obtained by averaging the maximum and minimum power-on engine speeds (r.p.m.) for reciprocating engine powered rotorcraft or 2,000 c.p.m. for turbine engine powered rotorcraft.

(ii) If only one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, that frequency of vibration must be the test frequency.

(iii) If more than one frequency of vibration resulting from any r.p.m. within the normal operating range of engine or rotor system speeds is critical, the most critical of these frequencies must be the test frequency.

(4) Under paragraph (d)(3)(ii) and (iii), the time of test must be adjusted to accomplish the same number of vibration cycles as would be accomplished in 25 hours at the frequency specified in paragraph (d)(3)(i) of this section.

(5) During the test, the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute through an angle of 15 degrees on both sides of the horizontal (30 degrees total), about the most critical axis, for 25 hours. If motion about more than one axis is likely to be critical, the tank must be rocked about each critical axis for 12 1/2 hours.

§ 29.967

Fuel tank installation.

(a) Each fuel tank must be supported so that tank loads are not concentrated on unsupported tank surfaces. In addition—

(1) There must be pads, if necessary, to prevent chafing between each tank and its supports;

(2) The padding must be nonabsorbent or treated to prevent the absorption of fuel;

(3) If flexible tank liners are used, they must be supported so that they are not required to withstand fluid loads; and

(4) Each interior surface of tank compartments must be smooth and free of projections that could cause wear of the liner, unless—

(i) There are means for protection of the liner at those points; or

(ii) The construction of the liner itself provides such protection.

(b) Any spaces adjacent to tank surfaces must be adequately ventilated to avoid accumulation of fuel or fumes in those spaces due to minor leakage. If the tank is in a sealed compartment, ventilation may be limited to drain holes that prevent clogging and that prevent excessive pressure resulting from altitude changes. If flexible tank liners are installed, the venting arrangement for the spaces between the liner and its container must maintain the proper relationship to tank vent pressures for any expected flight condition.

(c) The location of each tank must meet the requirements of § 29.1185(b) and (c).

(d) No rotorcraft skin immediately adjacent to a major air outlet from the engine compartment may act as the wall of an integral tank.

§ 29.969

Fuel tank expansion space.

Each fuel tank or each group of fuel tanks with interconnected vent systems must have an expansion space of not less than 2 percent of the combined tank capacity. It must be impossible to fill the fuel tank expansion space inadvertently with the rotorcraft in the normal ground attitude.

§ 29.971

Fuel tank sump.

(a) Each fuel tank must have a sump with a capacity of not less than the greater of—

(1) 0.10 per cent of the tank capacity; or

(2) 1/16 gallon.

(b) The capacity prescribed in paragraph (a) of this section must be effective with the rotorcraft in any normal attitude, and must be located so that the sump contents cannot escape through the tank outlet opening.

(c) Each fuel tank must allow drainage of hazardous quantities of water from each part of the tank to the sump with the rotorcraft in any ground attitude to be expected in service.

(d) Each fuel tank sump must have a drain that allows complete drainage of the sump on the ground.

§ 29.973

Fuel tank filler connection.

(a) Each fuel tank filler connection must prevent the entrance of fuel into any part of the rotorcraft other than the tank itself during normal operations and must be crash resistant during a survivable impact in accordance with § 29.952(c). In addition—

(1) Each filler must be marked as prescribed in § 29.1557(c)(1);

(2) Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of the entire rotorcraft; and

(3) Each filler cap must provide a fuel-tight seal under the fluid pressure expected in normal operation and in a survivable impact.

(b) Each filler cap or filler cap cover must warn when the cap is not fully locked or seated on the filler connection.

§ 29.975

Fuel tank vents and carburetor vapor vents.

(a) Fuel tank vents. Each fuel tank must be vented from the top part of the expansion space so that venting is effective under normal flight conditions. In addition—

(1) The vents must be arranged to avoid stoppage by dirt or ice formation;

(2) The vent arrangement must prevent siphoning of fuel during normal operation;

(3) The venting capacity and vent pressure levels must maintain acceptable differences of pressure between the interior and exterior of the tank, during—

(i) Normal flight operation;

(ii) Maximum rate of ascent and descent; and

(iii) Refueling and defueling (where applicable);

(4) Airspaces of tanks with interconnected outlets must be interconnected;

(5) There may be no point in any vent line where moisture can accumulate with the rotorcraft in the ground attitude or the level flight attitude, unless drainage is provided;

(6) No vent or drainage provision may end at any point—

(i) Where the discharge of fuel from the vent outlet would constitute a fire hazard; or

(ii) From which fumes could enter personnel compartments; and

(7) The venting system must be designed to minimize spillage of fuel through the vents to an ignition source in the event of a rollover during landing, ground operations, or a survivable impact.

(b) Carburetor vapor vents. Each carburetor with vapor elimination connections must have a vent line to lead vapors back to one of the fuel tanks. In addition—

(1) Each vent system must have means to avoid stoppage by ice; and

(2) If there is more than one fuel tank, and it is necessary to use the tanks in a definite sequence, each vapor vent return line must lead back to the fuel tank used for takeoff and landing.

§ 29.977

Fuel tank outlet.

(a) There must be a fuel strainer for the fuel tank outlet or for the booster pump. This strainer must—

(1) For reciprocating engine powered rotorcraft, have 8 to 16 meshes per inch; and

(2) For turbine engine powered rotorcraft, prevent the passage of any object that could restrict fuel flow or damage any fuel system component.

(b) The clear area of each fuel tank outlet strainer must be at least five times the area of the outlet line.

(c) The diameter of each strainer must be at least that of the fuel tank outlet.

(d) Each finger strainer must be accessible for inspection and cleaning.

§ 29.979

Pressure refueling and fueling provisions below fuel level.

(a) Each fueling connection below the fuel level in each tank must have means to prevent the escape of hazardous quantities of fuel from that tank in case of malfunction of the fuel entry valve.

(b) For systems intended for pressure refueling, a means in addition to the normal means for limiting the tank content must be installed to prevent damage to the tank in case of failure of the normal means.

(c) The rotorcraft pressure fueling system (not fuel tanks and fuel tank vents) must withstand an ultimate load that is 2.0 times the load arising from the maximum pressure, including surge, that is likely to occur during fueling. The maximum surge pressure must be established with any combination of tank valves being either intentionally or inadvertently closed.

(d) The rotorcraft defueling system (not including fuel tanks and fuel tank vents) must withstand an ultimate load that is 2.0 times the load arising from the maximum permissible defueling pressure (positive or negative) at the rotorcraft fueling connection.

§ 29.991

Fuel pumps.

(a) Compliance with § 29.955 must not be jeopardized by failure of—

(1) Any one pump except pumps that are approved and installed as parts of a type certificated engine; or

(2) Any component required for pump operation except the engine served by that pump.

(b) The following fuel pump installation requirements apply:

(1) When necessary to maintain the proper fuel pressure—

(i) A connection must be provided to transmit the carburetor air intake static pressure to the proper fuel pump relief valve connection; and

(ii) The gauge balance lines must be independently connected to the carburetor inlet pressure to avoid incorrect fuel pressure readings.

(2) The installation of fuel pumps having seals or diaphragms that may leak must have means for draining leaking fuel.

(3) Each drain line must discharge where it will not create a fire hazard.

§ 29.993

Fuel system lines and fittings.

(a) Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure, valve actuation, and accelerated flight conditions.

(b) Each fuel line connected to components of the rotorcraft between which relative motion could exist must have provisions for flexibility.

(c) Each flexible connection in fuel lines that may be under pressure or subjected to axial loading must use flexible hose assemblies.

(d) Flexible hose must be approved.

(e) No flexible hose that might be adversely affected by high temperatures may be used where excessive temperatures will exist during operation or after engine shutdown.

§ 29.995

Fuel valves.

In addition to meeting the requirements of § 29.1189, each fuel valve must—

(a) [Reserved]

(b) Be supported so that no loads resulting from their operation or from accelerated flight conditions are transmitted to the lines attached to the valve.

§ 29.997

Fuel strainer or filter.

There must be a fuel strainer or filter between the fuel tank outlet and the inlet of the first fuel system component which is susceptible to fuel contamination, including but not limited to the fuel metering device or an engine positive displacement pump, whichever is nearer the fuel tank outlet. This fuel strainer or filter must—

(a) Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable;

(b) Have a sediment trap and drain, except that it need not have a drain if the strainer or filter is easily removable for drain purposes;

(c) Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter inself, unless adequate strengh margins under all loading conditions are provided in the lines and connections; and

(d) Provide a means to remove from the fuel any contaminant which would jeopardize the flow of fuel through rotorcraft or engine fuel system components required for proper rotorcraft or engine fuel system operation.

§ 29.999

Fuel system drains.

(a) There must be at least one accessible drain at the lowest point in each fuel system to completely drain the system with the rotorcraft in any ground attitude to be expected in service.

(b) Each drain required by paragraph (a) of this section including the drains prescribed in § 29.971 must—

(1) Discharge clear of all parts of the rotorcraft;

(2) Have manual or automatic means to ensure positive closure in the off position; and

(3) Have a drain valve—

(i) That is readily accessible and which can be easily opened and closed; and

(ii) That is either located or protected to prevent fuel spillage in the event of a landing with landing gear retracted.

§ 29.1001

Fuel jettisoning.

If a fuel jettisoning system is installed, the following apply:

(a) Fuel jettisoning must be safe during all flight regimes for which jettisoning is to be authorized.

(b) In showing compliance with paragraph (a) of this section, it must be shown that—

(1) The fuel jettisoning system and its operation are free from fire hazard;

(2) No hazard results from fuel or fuel vapors which impinge on any part of the rotorcraft during fuel jettisoning; and

(3) Controllability of the rotorcraft remains satisfactory throughout the fuel jettisoning operation.

(c) Means must be provided to automatically prevent jettisoning fuel below the level required for an all-engine climb at maximum continuous power from sea level to 5,000 feet altitude and cruise thereafter for 30 minutes at maximum range engine power.

(d) The controls for any fuel jettisoning system must be designed to allow flight personnel (minimum crew) to safely interrupt fuel jettisoning during any part of the jettisoning operation.

(e) The fuel jettisoning system must be designed to comply with the powerplant installation requirements of § 29.901(c).

(f) An auxiliary fuel jettisoning system which meets the requirements of paragraphs (a), (b), (d), and (e) of this section may be installed to jettison additional fuel provided it has separate and independent controls.

§ 29.1011

Engines: general.

(a) Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation.

(b) The usable oil capacity of each system may not be less than the product of the endurance of the rotorcraft under critical operating conditions and the maximum allowable oil consumption of the engine under the same conditions, plus a suitable margin to ensure adequate circulation and cooling. Instead of a rational analysis of endurance and consumption, a usable oil capacity of one gallon for each 40 gallons of usable fuel may be used for reciprocating engine installations.

(c) Oil-fuel ratios lower than those prescribed in paragraph (c) of this section may be used if they are substantiated by data on the oil consumption of the engine.

(d) The ability of the engine and oil cooling provisions to maintain the oil temperature at or below the maximum established value must be shown under the applicable requirements of §§ 29.1041 through 29.1049.

§ 29.1013

Oil tanks.

(a) Installation. Each oil tank installation must meet the requirements of § 29.967.

(b) Expansion space. Oil tank expansion space must be provided so that—

(1) Each oil tank used with a reciprocating engine has an expansion space of not less than the greater of 10 percent of the tank capacity or 0.5 gallon, and each oil tank used with a turbine engine has an expansion space of not less than 10 percent of the tank capacity;

(2) Each reserve oil tank not directly connected to any engine has an expansion space of not less than two percent of the tank capacity; and

(3) It is impossible to fill the expansion space inadvertently with the rotorcraft in the normal ground attitude.

(c) Filler connections. Each recessed oil tank filler connection that can retain any appreciable quantity of oil must have a drain that discharges clear of the entire rotorcraft. In addition—

(1) Each oil tank filler cap must provide an oil-tight seal under the pressure expected in operation;

(2) For category A rotorcraft, each oil tank filler cap or filler cap cover must incorporate features that provide a warning when caps are not fully locked or seated on the filler connection; and

(3) Each oil filler must be marked under § 29.1557(c)(2).

(d) Vent. Oil tanks must be vented as follows:

(1) Each oil tank must be vented from the top part of the expansion space to that venting is effective under all normal flight conditions.

(2) Oil tank vents must be arranged so that condensed water vapor that might freeze and obstruct the line cannot accumulate at any point;

(e) Outlet. There must be means to prevent entrance into the tank itself, or into the tank outlet, of any object that might obstruct the flow of oil through the system. No oil tank outlet may be enclosed by a screen or guard that would reduce the flow of oil below a safe value at any operating temperature. There must be a shutoff valve at the outlet of each oil tank used with a turbine engine unless the external portion of the oil system (including oil tank supports) is fireproof.

(f) Flexible liners. Each flexible oil tank liner must be approved or shown to be suitable for the particular installation.

§ 29.1015

Oil tank tests.

Each oil tank must be designed and installed so that—

(a) It can withstand, without failure, any vibration, inertia, and fluid loads to which it may be subjected in operation; and

(b) It meets the requirements of § 29.965, except that instead of the pressure specified in § 29.965(b)—

(1) For pressurized tanks used with a turbine engine, the test pressure may not be less than 5 p.s.i. plus the maximum operating pressure of the tank; and

(2) For all other tanks, the test pressure may not be less than 5 p.s.i.

§ 29.1017

Oil lines and fittings.

(a) Each oil line must meet the requirements of § 29.993.

(b) Breather lines must be arranged so that—

(1) Condensed water vapor that might freeze and obstruct the line cannot accumulate at any point;

(2) The breather discharge will not constitute a fire hazard if foaming occurs, or cause emitted oil to strike the pilot's windshield; and

(3) The breather does not discharge into the engine air induction system.

§ 29.1019

Oil strainer or filter.

(a) Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements:

(1) Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked.

(2) The oil strainer or filter must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine under Part 33 of this chapter.

(3) The oil strainer or filter, unless it is installed at an oil tank outlet, must incorporate a means to indicate contamination before it reaches the capacity established in accordance with paragraph (a)(2) of this section.

(4) The bypass of a strainer or filter must be constructed and installed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(5) An oil strainer or filter that has no bypass, except one that is installed at an oil tank outlet, must have a means to connect it to the warning system required in § 29.1305(a)(19).

(b) Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

§ 29.1021

Oil system drains.

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must—

(a) Be accessible; and

(b) Have manual or automatic means for positive locking in the closed position.

§ 29.1023

Oil radiators.

(a) Each oil radiator must be able to withstand any vibration, inertia, and oil pressure loads to which it would be subjected in operation.

(b) Each oil radiator air duct must be located, or equipped, so that, in case of fire, and with the airflow as it would be with and without the engine operating, flames cannot directly strike the radiator.

§ 29.1025

Oil valves.

(a) Each oil shutoff must meet the requirements of § 29.1189.

(b) The closing of oil shutoffs may not prevent autorotation.

(c) Each oil valve must have positive stops or suitable index provisions in the “on” and “off” positions and must be supported so that no loads resulting from its operation or from accelerated flight conditions are transmitted to the lines attached to the valve.

§ 29.1027

Transmission and gearboxes: general.

(a) The oil system for components of the rotor drive system that require continuous lubrication must be sufficiently independent of the lubrication systems of the engine(s) to ensure—

(1) Operation with any engine inoperative; and

(2) Safe autorotation.

(b) Pressure lubrication systems for transmissions and gearboxes must comply with the requirements of §§ 29.1013, paragraphs (c), (d), and (f) only, 29.1015, 29.1017, 29.1021, 29.1023, and 29.1337(d). In addition, the system must have—

(1) An oil strainer or filter through which all the lubricant flows, and must—

(i) Be designed to remove from the lubricant any contaminant which may damage transmission and drive system components or impede the flow of lubricant to a hazardous degree; and

(ii) Be equipped with a bypass constructed and installed so that—

(A) The lubricant will flow at the normal rate through the rest of the system with the strainer or filter completely blocked; and

(B) The release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flowpath;

(iii) Be equipped with a means to indicate collection of contaminants on the filter or strainer at or before opening of the bypass;

(2) For each lubricant tank or sump outlet supplying lubrication to rotor drive systems and rotor drive system components, a screen to prevent entrance into the lubrication system of any object that might obstruct the flow of lubricant from the outlet to the filter required by paragraph (b)(1) of this section. The requirements of paragraph (b)(1) of this section do not apply to screens installed at lubricant tank or sump outlets.

(c) Splash type lubrication systems for rotor drive system gearboxes must comply with §§ 29.1021 and 29.1337(d).

§ 29.1041

General.

(a) The powerplant and auxiliary power unit cooling provisions must be able to maintain the temperatures of powerplant components, engine fluids, and auxiliary power unit components and fluids within the temperature limits established for these components and fluids, under ground, water, and flight operating conditions for which certification is requested, and after normal engine or auxiliary power unit shutdown, or both.

(b) There must be cooling provisions to maintain the fluid temperatures in any power transmission within safe values under any critical surface (ground or water) and flight operating conditions.

(c) Except for ground-use-only auxiliary power units, compliance with paragraphs (a) and (b) of this section must be shown by flight tests in which the temperatures of selected powerplant component and auxiliary power unit component, engine, and transmission fluids are obtained under the conditions prescribed in those paragraphs.

§ 29.1043

Cooling tests.

(a) General. For the tests prescribed in § 29.1041(c), the following apply:

(1) If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature specified in paragraph (b) of this section, the recorded powerplant temperatures must be corrected under paragraphs (c) and (d) of this section, unless a more rational correction method is applicable.

(2) No corrected temperature determined under paragraph (a)(1) of this section may exceed established limits.

(3) The fuel used during the cooling tests must be of the minimum grade approved for the engines, and the mixture settings must be those used in normal operation.

(4) The test procedures must be as prescribed in §§ 29.1045 through 29.1049.

(5) For the purposes of the cooling tests, a temperature is “stabilized” when its rate of change is less than 2 °F per minute.

(b) Maximum ambient atmospheric temperature. A maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100 degrees F. must be established. The assumed temperature lapse rate is 3.6 degrees F. per thousand feet of altitude above sea level until a temperature of −69.7 degrees F. is reached, above which altitude the temperature is considered constant at −69.7 degrees F. However, for winterization installations, the applicant may select a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100 degrees F.

(c) Correction factor (except cylinder barrels). Unless a more rational correction applies, temperatures of engine fluids and powerplant components (except cylinder barrels) for which temperature limits are established, must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test.

(d) Correction factor for cylinder barrel temperatures. Cylinder barrel temperatures must be corrected by adding to them 0.7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test.

§ 29.1045

Climb cooling test procedures.

(a) Climb cooling tests must be conducted under this section for—

(1) Category A rotorcraft; and

(2) Multiengine category B rotorcraft for which certification is requested under the category A powerplant installation requirements, and under the requirements of § 29.861(a) at the steady rate of climb or descent established under § 29.67(b).

(b) The climb or descent cooling tests must be conducted with the engine inoperative that produces the most adverse cooling conditions for the remaining engines and powerplant components.

(c) Each operating engine must—

(1) For helicopters for which the use of 30-minute OEI power is requested, be at 30-minute OEI power for 30 minutes, and then at maximum continuous power (or at full throttle when above the critical altitude);

(2) For helicopters for which the use of continuous OEI power is requested, be at continuous OEI power (or at full throttle when above the critical altitude); and

(3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude).

(d) After temperatures have stabilized in flight, the climb must be—

(1) Begun from an altitude not greater than the lower of—

(i) 1,000 feet below the engine critcal altitude; and

(ii) 1,000 feet below the maximum altitude at which the rate of climb is 150 f.p.m; and

(2) Continued for at least five minutes after the occurrence of the highest temperature recorded, or until the rotorcraft reaches the maximum altitude for which certification is requested.

(e) For category B rotorcraft without a positive rate of climb, the descent must begin at the all-engine-critical altitude and end at the higher of—

(1) The maximum altitude at which level flight can be maintained with one engine operative; and

(2) Sea level.

(f) The climb or descent must be conducted at an airspeed representing a normal operational practice for the configuration being tested. However, if the cooling provisions are sensitive to rotorcraft speed, the most critical airspeed must be used, but need not exceed the speeds established under § 29.67(a)(2) or § 29.67(b). The climb cooling test may be conducted in conjunction with the takeoff cooling test of § 29.1047.

§ 29.1047

Takeoff cooling test procedures.

(a) Category A. For each category A rotorcraft, cooling must be shown during takeoff and subsequent climb as follows:

(1) Each temperature must be stabilized while hovering in ground effect with—

(i) The power necessary for hovering;

(ii) The appropriate cowl flap and shutter settings; and

(iii) The maximum weight.

(2) After the temperatures have stabilized, a climb must be started at the lowest practicable altitude and must be conducted with one engine inoperative.

(3) The operating engines must be at the greatest power for which approval is sought (or at full throttle when above the critical altitude) for the same period as this power is used in determining the takeoff climbout path under § 29.59.

(4) At the end of the time interval prescribed in paragraph (b)(3) of this section, the power must be changed to that used in meeting § 29.67(a)(2) and the climb must be continued for—

(i) Thirty minutes, if 30-minute OEI power is used; or

(ii) At least 5 minutes after the occurrence of the highest temperature recorded, if continuous OEI power or maximum continuous power is used.

(5) The speeds must be those used in determining the takeoff flight path under § 29.59.

(b) Category B. For each category B rotorcraft, cooling must be shown during takeoff and subsequent climb as follows:

(1) Each temperature must be stabilized while hovering in ground effect with—

(i) The power necessary for hovering;

(ii) The appropriate cowl flap and shutter settings; and

(iii) The maximum weight.

(2) After the temperatures have stabilized, a climb must be started at the lowest practicable altitude with takeoff power.

(3) Takeoff power must be used for the same time interval as takeoff power is used in determining the takeoff flight path under § 29.63.

(4) At the end of the time interval prescribed in paragraph (a)(3) of this section, the power must be reduced to maximum continuous power and the climb must be continued for at least five minutes after the occurance of the highest temperature recorded.

(5) The cooling test must be conducted at an airspeed corresponding to normal operating practice for the configuration being tested. However, if the cooling provisions are sensitive to rotorcraft speed, the most critical airspeed must be used, but need not exceed the speed for best rate of climb with maximum continuous power.

§ 29.1049

Hovering cooling test procedures.

The hovering cooling provisions must be shown—

(a) At maximum weight or at the greatest weight at which the rotorcraft can hover (if less), at sea level, with the power required to hover but not more than maximum continuous power, in the ground effect in still air, until at least five minutes after the occurrence of the highest temperature recorded; and

(b) With maximum continuous power, maximum weight, and at the altitude resulting in zero rate of climb for this configuration, until at least five minutes after the occurrence of the highest temperature recorded.

§ 29.1091

Air induction.

(a) The air induction system for each engine and auxiliary power unit must supply the air required by that engine and auxiliary power unit under the operating conditions for which certification is requested.

(b) Each engine and auxiliary power unit air induction system must provide air for proper fuel metering and mixture distribution with the induction system valves in any position.

(c) No air intake may open within the engine accessory section or within other areas of any powerplant compartment where emergence of backfire flame would constitute a fire hazard.

(d) Each reciprocating engine must have an alternate air source.

(e) Each alternate air intake must be located to prevent the entrance of rain, ice, or other foreign matter.

(f) For turbine engine powered rotorcraft and rotorcraft incorporating auxiliary power units—

(1) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine or auxiliary power unit intake system; and

(2) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing.

§ 29.1093

Induction system icing protection.

(a) Reciprocating engines. Each reciprocating engine air induction system must have means to prevent and eliminate icing. Unless this is done by other means, it must be shown that, in air free of visible moisture at a temperature of 30 °F., and with the engines at 60 percent of maximum continuous power—

(1) Each rotorcraft with sea level engines using conventional venturi carburetors has a preheater that can provide a heat rise of 90 °F.;

(2) Each rotorcraft with sea level engines using carburetors tending to prevent icing has a preheater that can provide a heat rise of 70 °F.;

(3) Each rotorcraft with altitude engines using conventional venturi carburetors has a preheater that can provide a heat rise of 120 °F.; and

(4) Each rotorcraft with altitude engines using carburetors tending to prevent icing has a preheater that can provide a heat rise of 100 °F.

(b) Turbine engines. (1) It must be shown that each turbine engine and its air inlet system can operate throughout the flight power range of the engine (including idling)—

(i) Without accumulating ice on engine or inlet system components that would adversely affect engine operation or cause a serious loss of power under the icing conditions specified in appendix C of this Part; and

(ii) In snow, both falling and blowing, without adverse effect on engine operation, within the limitations established for the rotorcraft.

(2) Each turbine engine must idle for 30 minutes on the ground, with the air bleed available for engine icing protection at its critical condition, without adverse effect, in an atmosphere that is at a temperature between 15° and 30 °F (between −9° and −1 °C) and has a liquid water content not less than 0.3 grams per cubic meter in the form of drops having a mean effective diameter not less than 20 microns, followed by momentary operation at takeoff power or thrust. During the 30 minutes of idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator.

(c) Supercharged reciprocating engines. For each engine having a supercharger to pressurize the air before it enters the carburetor, the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with paragraph (a) of this section if the heat rise utilized is that which will be available, automatically, for the applicable altitude and operation condition because of supercharging.

§ 29.1101

Carburetor air preheater design.

Each carburetor air preheater must be designed and constructed to—

(a) Ensure ventilation of the preheater when the engine is operated in cold air;

(b) Allow inspection of the exhaust manifold parts that it surrounds; and

(c) Allow inspection of critical parts of the preheater itself.

§ 29.1103

Induction systems ducts and air duct systems.

(a) Each induction system duct upstream of the first stage of the engine supercharger and of the auxiliary power unit compressor must have a drain to prevent the hazardous accumulation of fuel and moisture in the ground attitude. No drain may discharge where it might cause a fire hazard.

(b) Each duct must be strong enough to prevent induction system failure from normal backfire conditions.

(c) Each duct connected to components between which relative motion could exist must have means for flexibility.

(d) Each duct within any fire zone for which a fire-extinguishing system is required must be at least—

(1) Fireproof, if it passes through any firewall; or

(2) Fire resistant, for other ducts, except that ducts for auxiliary power units must be fireproof within the auxiliary power unit fire zone.

(e) Each auxiliary power unit induction system duct must be fireproof for a sufficient distance upstream of the auxiliary power unit compartment to prevent hot gas reverse flow from burning through auxiliary power unit ducts and entering any other compartment or area of the rotorcraft in which a hazard would be created resulting from the entry of hot gases. The materials used to form the remainder of the induction system duct and plenum chamber of the auxiliary power unit must be capable of resisting the maximum heat conditions likely to occur.

(f) Each auxiliary power unit induction system duct must be constructed of materials that will not absorb or trap hazardous quantities of flammable fluids that could be ignited in the event of a surge or reverse flow condition.

§ 29.1105

Induction system screens.

If induction system screens are used—

(a) Each screen must be upstream of the carburetor;

(b) No screen may be in any part of the induction system that is the only passage through which air can reach the engine, unless it can be deiced by heated air;

(c) No screen may be deiced by alcohol alone; and

(d) It must be impossible for fuel to strike any screen.

§ 29.1107

Inter-coolers and after-coolers.

Each inter-cooler and after-cooler must be able to withstand the vibration, inertia, and air pressure loads to which it would be subjected in operation.

§ 29.1109

Carburetor air cooling.

It must be shown under § 29.1043 that each installation using two-stage superchargers has means to maintain the air temperature, at the carburetor inlet, at or below the maximum established value.

§ 29.1121

General.

For powerplant and auxiliary power unit installations the following apply:

(a) Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in any personnel compartment.

(b) Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not result in a fire caused by impingement of the fluids or vapors on any part of the exhaust system including shields for the exhaust system.

(c) Each component upon which hot exhaust gases could impinge, or that could be subjected to high temperatures from exhaust system parts, must be fireproof. Each exhaust system component must be separated by a fireproof shield from adjacent parts of the rotorcraft that are outside the engine and auxiliary power unit compartments.

(d) No exhaust gases may discharge so as to cause a fire hazard with respect to any flammable fluid vent or drain.

(e) No exhaust gases may discharge where they will cause a glare seriously affecting pilot vision at night.

(f) Each exhaust system component must be ventilated to prevent points of excessively high temperature.

(g) Each exhaust shroud must be ventilated or insulated to avoid, during normal operation, a temperature high enough to ignite any flammable fluids or vapors outside the shroud.

(h) If significant traps exist, each turbine engine exhaust system must have drains discharging clear of the rotorcraft, in any normal ground and flight attitudes, to prevent fuel accumulation after the failure of an attempted engine start.

§ 29.1123

Exhaust piping.

(a) Exhaust piping must be heat and corrosion resistant, and must have provisions to prevent failure due to expansion by operating temperatures.

(b) Exhaust piping must be supported to withstand any vibration and inertia loads to which it would be subjected in operation.

(c) Exhaust piping connected to components between which relative motion could exist must have provisions for flexibility.

§ 29.1125

Exhaust heat exchangers.

For reciprocating engine powered rotorcraft the following apply:

(a) Each exhaust heat exchanger must be constructed and installed to withstand the vibration, inertia, and other loads to which it would be subjected in operation. In addition—

(1) Each exchanger must be suitable for continued operation at high temperatures and resistant to corrosion from exhaust gases;

(2) There must be means for inspecting the critical parts of each exchanger;

(3) Each exchanger must have cooling provisions wherever it is subject to contact with exhaust gases; and

(4) No exhaust heat exchanger or muff may have stagnant areas or liquid traps that would increase the probability of ignition of flammable fluids or vapors that might be present in case of the failure or malfunction of components carrying flammable fluids.

(b) If an exhaust heat exchanger is used for heating ventilating air used by personnel—

(1) There must be a secondary heat exchanger between the primary exhaust gas heat exchanger and the ventilating air system; or

(2) Other means must be used to prevent harmful contamination of the ventilating air.

§ 29.1141

Powerplant controls: general.

(a) Powerplant controls must be located and arranged under § 29.777 and marked under § 29.1555.

(b) Each control must be located so that it cannot be inadvertently operated by persons entering, leaving, or moving normally in the cockpit.

(c) Each flexible powerplant control must be approved.

(d) Each control must be able to maintain any set position without—

(1) Constant attention; or

(2) Tendency to creep due to control loads or vibration.

(e) Each control must be able to withstand operating loads without excessive deflection.

(f) Controls of powerplant valves required for safety must have—

(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed position; and

(2) For power-assisted valves, a means to indicate to the flight crew when the valve—

(i) Is in the fully open or fully closed position; or

(ii) Is moving between the fully open and fully closed position.

§ 29.1142

Auxiliary power unit controls.

Means must be provided on the flight deck for starting, stopping, and emergency shutdown of each installed auxiliary power unit.

§ 29.1143

Engine controls.

(a) There must be a separate power control for each engine.

(b) Power controls must be arranged to allow ready synchronization of all engines by—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(c) Each power control must provide a positive and immediately responsive means of controlling its engine.

(d) Each fluid injection control other than fuel system control must be in the corresponding power control. However, the injection system pump may have a separate control.

(e) If a power control incorporates a fuel shutoff feature, the control must have a means to prevent the inadvertent movement of the control into the shutoff position. The means must—

(1) Have a positive lock or stop at the idle position; and

(2) Require a separate and distinct operation to place the control in the shutoff position.

(f) For rotorcraft to be certificated for a 30-second OEI power rating, a means must be provided to automatically activate and control the 30-second OEI power and prevent any engine from exceeding the installed engine limits associated with the 30-second OEI power rating approved for the rotorcraft.

§ 29.1145

Ignition switches.

(a) Ignition switches must control each ignition circuit on each engine.

(b) There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control.

(c) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control must have a means to prevent its inadvertent operation.

§ 29.1147

Mixture controls.

(a) If there are mixture controls, each engine must have a separate control, and the controls must be arranged to allow—

(1) Separate control of each engine; and

(2) Simultaneous control of all engines.

(b) Each intermediate position of the mixture controls that corresponds to a normal operating setting must be identifiable by feel and sight.

§ 29.1151

Rotor brake controls.

(a) It must be impossible to apply the rotor brake inadvertently in flight.

(b) There must be means to warn the crew if the rotor brake has not been completely released before take­off.

§ 29.1157

Carburetor air temperature controls.

There must be a separate carburetor air temperature control for each engine.

§ 29.1159

Supercharger controls.

Each supercharger control must be accessible to—

(a) The pilots; or

(b) (If there is a separate flight engineer station with a control panel) the flight engineer.

§ 29.1163

Powerplant accessories.

(a) Each engine mounted accessory must—

(1) Be approved for mounting on the engine involved;

(2) Use the provisions on the engine for mounting; and

(3) Be sealed in such a way as to prevent contamination of the engine oil system and the accessory system.

(b) Electrical equipment subject to arcing or sparking must be installed, to minimize the probability of igniting flammable fluids or vapors.

(c) If continued rotation of an engine-driven cabin supercharger or any remote accessory driven by the engine will be a hazard if they malfunction, there must be means to prevent their hazardous rotation without interfering with the continued operation of the engine.

(d) Unless other means are provided, torque limiting means must be provided for accessory drives located on any component of the transmission and rotor drive system to prevent damage to these components from excessive accessory load.

§ 29.1165

Engine ignition systems.

(a) Each battery ignition system must be supplemented with a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.

(b) The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw from the same source.

(c) The design of the engine ignition system must account for—

(1) The condition of an inoperative generator;

(2) The condition of a completely depleted battery with the generator running at its normal operating speed; and

(3) The condition of a completely depleted battery with the generator operating at idling speed, if there is only one battery.

(d) Magneto ground wiring (for separate ignition circuits) that lies on the engine side of any firewall must be installed, located, or protected, to minimize the probability of the simultaneous failure of two or more wires as a result of mechanical damage, electrical fault, or other cause.

(e) No ground wire for any engine may be routed through a fire zone of another engine unless each part of that wire within that zone is fireproof.

(f) Each ignition system must be independent of any electrical circuit that is not used for assisting, controlling, or analyzing the operation of that system.

(g) There must be means to warn appropriate crewmembers if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition.

§ 29.1181

Designated fire zones: regions included.

(a) Designated fire zones are—

(1) The engine power section of reciprocating engines;

(2) The engine accessory section of reciprocating engines;

(3) Any complete powerplant compartment in which there is no isolation between the engine power section and the engine accessory section, for reciprocating engines;

(4) Any auxiliary power unit compartment;

(5) Any fuel-burning heater and other combustion equipment installation described in § 29.859;

(6) The compressor and accessory sections of turbine engines; and

(7) The combustor, turbine, and tailpipe sections of turbine engine installations except sections that do not contain lines and components carrying flammable fluids or gases and are isolated from the designated fire zone prescribed in paragraph (a)(6) of this section by a firewall that meets § 29.1191.

(b) Each designated fire zone must meet the requirements of §§ 29.1183 through 29.1203.

§ 29.1183

Lines, fittings, and components.

(a) Except as provided in paragraph (b) of this section, each line, fitting, and other component carrying flammable fluid in any area subject to engine fire conditions and each component which conveys or contains flammable fluid in a designated fire zone must be fire resistant, except that flammable fluid tanks and supports in a designated fire zone must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non-fireproof part will not cause leakage or spillage of flammable fluid. Components must be shielded or located so as to safeguard against the ignition of leaking flammable fluid. An integral oil sump of less than 25-quart capacity on a reciprocating engine need not be fireproof nor be enclosed by a fireproof shield.

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

(1) Lines, fittings, and components which are already approved as part of a type certificated engine; and

(2) Vent and drain lines, and their fittings, whose failure will not result in or add to, a fire hazard.

§ 29.1185

Flammable fluids.

(a) No tank or reservoir that is part of a system containing flammable fluids or gases may be in a designated fire zone unless the fluid contained, the design of the system, the materials used in the tank and its supports, the shutoff means, and the connections, lines, and controls provide a degree of safety equal to that which would exist if the tank or reservoir were outside such a zone.

(b) Each fuel tank must be isolated from the engines by a firewall or shroud.

(c) There must be at least one-half inch of clear airspace between each tank or reservoir and each firewall or shroud isolating a designated fire zone, unless equivalent means are used to prevent heat transfer from the fire zone to the flammable fluid.

(d) Absorbent material close to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids.

§ 29.1187

Drainage and ventilation of fire zones.

(a) There must be complete drainage of each part of each designated fire zone to minimize the hazards resulting from failure or malfunction of any component containing flammable fluids. The drainage means must be—

(1) Effective under conditions expected to prevail when drainage is needed; and

(2) Arranged so that no discharged fluid will cause an additional fire hazard.

(b) Each designated fire zone must be ventilated to prevent the accumulation of flammable vapors.

(c) No ventilation opening may be where it would allow the entry of flammable fluids, vapors, or flame from other zones.

(d) Ventilation means must be arranged so that no discharged vapors will cause an additional fire hazard.

(e) For category A rotorcraft, there must be means to allow the crew to shut off the sources of forced ventilation in any fire zone (other than the engine power section of the powerplant compartment) unless the amount of extinguishing agent and the rate of discharge are based on the maximum airflow through that zone.

§ 29.1189

Shutoff means.

(a) There must be means to shut off or otherwise prevent hazardous quantities of fuel, oil, de-icing fluid, and other flammable fluids from flowing into, within, or through any designated fire zone, except that this means need not be provided—

(1) For lines, fittings, and components forming an integral part of an engine;

(2) For oil systems for turbine engine installations in which all components of the system, including oil tanks, are fireproof or located in areas not subject to engine fire conditions; or

(3) For engine oil systems in category B rotorcraft using reciprocating engines of less than 500 cubic inches displacement.

(b) The closing of any fuel shutoff valve for any engine may not make fuel unavailable to the remaining engines.

(c) For category A rotorcraft, no hazardous quantity of flammable fluid may drain into any designated fire zone after shutoff has been accomplished, nor may the closing of any fuel shutoff valve for an engine make fuel unavailable to the remaining engines.

(d) The operation of any shutoff may not interfere with the later emergency operation of any other equipment, such as the means for declutching the engine from the rotor drive.

(e) Each shutoff valve and its control must be designed, located, and protected to function properly under any condition likely to result from fire in a designated fire zone.

(f) Except for ground-use-only auxiliary power unit installations, there must be means to prevent inadvertent operation of each shutoff and to make it possible to reopen it in flight after it has been closed.

§ 29.1191

Firewalls.

(a) Each engine, including the combustor, turbine, and tailpipe sections of turbine engine installations, must be isolated by a firewall, shroud, or equivalent means, from personnel compartments, structures, controls, rotor mechanisms, and other parts that are—

(1) Essential to controlled flight and landing; and

(2) Not protected under § 29.861.

(b) Each auxiliary power unit, combustion heater, and other combustion equipment to be used in flight, must be isolated from the rest of the rotorcraft by firewalls, shrouds, or equivalent means.

(c) Each firewall or shroud must be constructed so that no hazardous quantity of air, fluid, or flame can pass from any engine compartment to other parts of the rotorcraft.

(d) Each opening in the firewall or shroud must be sealed with close-fitting fireproof grommets, bushings, or firewall fittings.

(e) Each firewall and shroud must be fireproof and protected against corrosion.

(f) In meeting this section, account must be taken of the probable path of a fire as affected by the airflow in normal flight and in autorotation.

§ 29.1193

Cowling and engine compartment covering.

(a) Each cowling and engine compartment covering must be constructed and supported so that it can resist the vibration, inertia, and air loads to which it may be subjected in operation.

(b) Cowling must meet the drainage and ventilation requirements of § 29.1187.

(c) On rotorcraft with a diaphragm isolating the engine power section from the engine accessory section, each part of the accessory section cowling subject to flame in case of fire in the engine power section of the powerplant must—

(1) Be fireproof; and

(2) Meet the requirements of § 29.1191.

(d) Each part of the cowling or engine compartment covering subject to high temperatures due to its nearness to exhaust system parts or exhaust gas impingement must be fireproof.

(e) Each rotorcraft must—

(1) Be designated and constructed so that no fire originating in any fire zone can enter, either through openings or by burning through external skin, any other zone or region where it would create additional hazards;

(2) Meet the requirements of paragraph (e)(1) of this section with the landing gear retracted (if applicable); and

(3) Have fireproof skin in areas subject to flame if a fire starts in or burns out of any designated fire zone.

(f) A means of retention for each openable or readily removable panel, cowling, or engine or rotor drive system covering must be provided to preclude hazardous damage to rotors or critical control components in the event of—

(1) Structural or mechanical failure of the normal retention means, unless such failure is extremely improbable; or

(2) Fire in a fire zone, if such fire could adversely affect the normal means of retention.

§ 29.1194

Other surfaces.

All surfaces aft of, and near, engine compartments and designated fire zones, other than tail surfaces not subject to heat, flames, or sparks emanating from a designated fire zone or engine compartment, must be at least fire resistant.

§ 29.1195

Fire extinguishing systems.

(a) Each turbine engine powered rotorcraft and Category A reciprocating engine powered rotorcraft, and each Category B reciprocating engine powered rotorcraft with engines of more than 1,500 cubic inches must have a fire extinguishing system for the designated fire zones. The fire extinguishing system for a powerplant must be able to simultaneously protect all zones of the powerplant compartment for which protection is provided.

(b) For multiengine powered rotorcraft, the fire extinguishing system, the quantity of extinguishing agent, and the rate of discharge must—

(1) For each auxiliary power unit and combustion equipment, provide at least one adequate discharge; and

(2) For each other designated fire zone, provide two adequate discharges.

(c) For single engine rotorcraft, the quantity of extinguishing agent and the rate of discharge must provide at least one adequate discharge for the engine compartment.

(d) It must be shown by either actual or simulated flight tests that under critical airflow conditions in flight the discharge of the extinguishing agent in each designated fire zone will provide an agent concentration capable of extinguishing fires in that zone and of minimizing the probability of reignition.

§ 29.1197

Fire extinguishing agents.

(a) Fire extinguishing agents must—

(1) Be capable of extinguishing flames emanating from any burning of fluids or other combustible materials in the area protected by the fire extinguishing system; and

(2) Have thermal stability over the temperature range likely to be experienced in the compartment in which they are stored.

(b) If any toxic extinguishing agent is used, it must be shown by test that entry of harmful concentrations of fluid or fluid vapors into any personnel compartment (due to leakage during normal operation of the rotorcraft, or discharge on the ground or in flight) is prevented, even though a defect may exist in the extinguishing system.

§ 29.1199

Extinguishing agent containers.

(a) Each extinguishing agent container must have a pressure relief to prevent bursting of the container by excessive internal pressures.

(b) The discharge end of each discharge line from a pressure relief connection must be located so that discharge of the fire extinguishing agent would not damage the rotorcraft. The line must also be located or protected to prevent clogging caused by ice or other foreign matter.

(c) There must be a means for each fire extinguishing agent container to indicate that the container has discharged or that the charging pressure is below the established minimum necessary for proper functioning.

(d) The temperature of each container must be maintained, under intended operating conditions, to prevent the pressure in the container from—

(1) Falling below that necessary to provide an adequate rate of discharge; or

(2) Rising high enough to cause premature discharge.

§ 29.1201

Fire extinguishing system materials.

(a) No materials in any fire extinguishing system may react chemically with any extinguishing agent so as to create a hazard.

(b) Each system component in an engine compartment must be fireproof.

§ 29.1203

Fire detector systems.

(a) For each turbine engine powered rotorcraft and Category A reciprocating engine powered rotorcraft, and for each Category B reciprocating engine powered rotorcraft with engines of more than 900 cubic inches displacement, there must be approved, quick-acting fire detectors in designated fire zones and in the combustor, turbine, and tailpipe sections of turbine installations (whether or not such sections are designated fire zones) in numbers and locations ensuring prompt detection of fire in those zones.

(b) Each fire detector must be constructed and installed to withstand any vibration, inertia, and other loads to which it would be subjected in operation.

(c) No fire detector may be affected by any oil, water, other fluids, or fumes that might be present.

(d) There must be means to allow crewmembers to check, in flight, the functioning of each fire detector system electrical circuit.

(e) The writing and other components of each fire detector system in an engine compartment must be at least fire resistant.

(f) No fire detector system component for any fire zone may pass through another fire zone, unless—

(1) It is protected against the possibility of false warnings resulting from fires in zones through which it passes; or

(2) The zones involved are simultaneously protected by the same detector and extinguishing systems.

§ 29.1301

Function and installation.

Each item of installed equipment must—

(a) Be of a kind and design appropriate to its intended function;

(b) Be labeled as to its identification, function, or operating limitations, or any applicable combination of these factors;

(c) Be installed according to limitations specified for that equipment; and

(d) Function properly when installed.

§ 29.1303

Flight and navigation instruments.

The following are required flight and navigational instruments:

(a) An airspeed indicator. For Category A rotorcraft with V NE less than a speed at which unmistakable pilot cues provide overspeed warning, a maximum allowable airspeed indicator must be provided. If maximum allowable airspeed varies with weight, altitude, temperature, or r.p.m., the indicator must show that variation.

(b) A sensitive altimeter.

(c) A magnetic direction indicator.

(d) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

(e) A free-air temperature indicator.

(f) A non-tumbling gyroscopic bank and pitch indicator.

(g) A gyroscopic rate-of-turn indicator combined with an integral slip-skid indicator (turn-and-bank indicator) except that only a slip-skid indicator is required on rotorcraft with a third attitude instrument system that—

(1) Is usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll;

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

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

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

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

(6) Is located on the instrument panel in a position acceptable to the Administrator that will make it plainly visible to and useable by any pilot at his station; and

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

(h) A gyroscopic direction indicator.

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

(j) For Category A rotorcraft, a speed warning device when V NE is less than the speed at which unmistakable overspeed warning is provided by other pilot cues. The speed warning device must give effective aural warning (differing distinctively from aural warnings used for other purposes) to the pilots whenever the indicated speed exceeds V NE plus 3 knots and must operate satisfactorily throughout the approved range of altitudes and temperatures.

§ 29.1305

Powerplant instruments.

The following are required powerplant instruments:

(a) For each rotorcraft—

(1) A carburetor air temperature indicator for each reciprocating engine;

(2) A cylinder head temperature indicator for each air-cooled reciprocating engine, and a coolant temperature indicator for each liquid-cooled reciprocating engine;

(3) A fuel quantity indicator for each fuel tank;

(4) A low fuel warning device for each fuel tank which feeds an engine. This device must—

(i) Provide a warning to the crew when approximately 10 minutes of usable fuel remains in the tank; and

(ii) Be independent of the normal fuel quantity indicating system.

(5) A means to indicate manifold pressure for each altitude engine;

(6) An oil pressure indicator for each pressure-lubricated gearbox.

(7) An oil pressure warning device for each pressure-lubricated gearbox to indicate when the oil pressure falls below a safe value;

(8) An oil quantity indicator for each oil tank and each rotor drive gearbox, if lubricant is self-contained;

(9) An oil temperature indicator for each engine;

(10) An oil temperature warning device to indicate unsafe oil temperatures in each main rotor drive gearbox, including gearboxes necessary for rotor phasing;

(11) A means to indicate the gas temperature for each turbine engine;

(12) A means to indicate the gas producer speed for each turbine engine;

(13) A tachometer for each engine that, if combined with the applicable instrument required by paragraph (a)(14) of this section, indicates rotor r.p.m. during autorotation.

(14) At least one tachometer to indicate, as applicable—

(i) The r.p.m. of the single main rotor;

(ii) The common r.p.m. of any main rotors whose speeds cannot vary appreciably with respect to each other; and

(iii) The r.p.m. of each main rotor whose speed can vary appreciably with respect to that of another main rotor;

(15) A free power turbine tachometer for each turbine engine;

(16) A means, for each turbine engine, to indicate power for that engine;

(17) For each turbine engine, an indicator to indicate the functioning of the powerplant ice protection system;

(18) An indicator for the filter required by § 29.997 to indicate the occurrence of contamination of the filter to the degree established in compliance with § 29.955;

(19) For each turbine engine, a warning means for the oil strainer or filter required by § 29.1019, if it has no bypass, to warn the pilot of the occurrence of contamination of the strainer or filter before it reaches the capacity established in accordance with § 29.1019(a)(2);

(20) An indicator to indicate the functioning of any selectable or controllable heater used to prevent ice clogging of fuel system components;

(21) An individual fuel pressure indicator for each engine, unless the fuel system which supplies that engine does not employ any pumps, filters, or other components subject to degradation or failure which may adversely affect fuel pressure at the engine;

(22) A means to indicate to the flightcrew the failure of any fuel pump installed to show compliance with § 29.955;

(23) Warning or caution devices to signal to the flightcrew when ferromagnetic particles are detected by the chip detector required by § 29.1337(e); and

(24) For auxiliary power units, an individual indicator, warning or caution device, or other means to advise the flightcrew that limits are being exceeded, if exceeding these limits can be hazardous, for—

(i) Gas temperature;

(ii) Oil pressure; and

(iii) Rotor speed.

(25) For rotorcraft for which a 30-second/2-minute OEI power rating is requested, a means must be provided to alert the pilot when the engine is at the 30-second and 2-minute OEI power levels, when the event begins, and when the time interval expires.

(26) For each turbine engine utilizing 30-second/2-minute OEI power, a device or system must be provided for use by ground personnel which—

(i) Automatically records each usage and duration of power at the 30-second and 2-minute OEI levels;

(ii) Permits retrieval of the recorded data;

(iii) Can be reset only by ground maintenance personnel; and

(iv) Has a means to verify proper operation of the system or device.

(b) For category A rotorcraft—

(1) An individual oil pressure indicator for each engine, and either an independent warning device for each engine or a master warning device for the engines with means for isolating the individual warning circuit from the master warning device;

(2) An independent fuel pressure warning device for each engine or a master warning device for all engines with provision for isolating the individual warning device from the master warning device; and

(3) Fire warning indicators.

(4) For each Category A rotorcraft for which OEI Training Mode is requested, a means must be provided to indicate to the pilot the simulation of an engine failure, the annunciation of that simulation, and a representation of the OEI power being provided.

(c) For category B rotorcraft—

(1) An individual oil pressure indicator for each engine; and

(2) Fire warning indicators, when fire detection is required.

§ 29.1307

Miscellaneous equipment.

The following is required miscellaneous equipment:

(a) An approved seat for each occupant.

(b) A master switch arrangement for electrical circuits other than ignition.

(c) Hand fire extinguishers.

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

(e) A two-way radio communication system.

§ 29.1309

Equipment, systems, and installations.

The equipment, systems, and installations whose functioning is required by this subchapter must be designed and installed to ensure that they perform their intended functions under any foreseeable operating condition. For any item of equipment or system whose failure has not been specifically addressed by another requirement in this chapter, the following requirements also apply:

(a) The design of each item of equipment, system, and installation must be analyzed separately and in relation to other rotorcraft systems and installations to determine and identify any failure that would affect the capability of the rotorcraft or the ability of the crew to perform their duties in all operating conditions.

(b) Each item of equipment, system, and installation must be designed and installed so that:

(1) The occurrence of any catastrophic failure condition is extremely improbable;

(2) The occurrence of any major failure condition is no more than improbable; and

(3) For the occurrence of any other failure condition in between major and catastrophic, the probability of the failure condition must be inversely proportional to its consequences.

(c) A means to alert the crew in the event of a failure must be provided when an unsafe system operating condition exists and to enable them to take corrective action. Systems, controls, and associated monitoring and crew alerting means must be designed to minimize crew errors that could create additional hazards.

(d) Compliance with the requirements of this section must be shown by analysis and, where necessary, by ground, flight, or simulator tests. The analysis must account for:

(1) Possible modes of failure, including malfunctions and misleading data and input from external sources;

(2) The effect of multiple failures and latent failures;

(3) The resulting effects on the rotorcraft and occupants, considering the stage of flight and operating conditions; and

(4) The crew alerting cues and the corrective action required.

§ 29.1316

Electrical and electronic system lightning protection.

(a) Each electrical and electronic system that performs a function, for which failure would prevent the continued safe flight and landing of the rotorcraft, must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to lightning; and

(2) The system automatically recovers normal operation of that function in a timely manner after the rotorcraft is exposed to lightning.

(b) Each electrical and electronic system that performs a function, for which failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition, must be designed and installed so that the function recovers normal operation in a timely manner after the rotorcraft is exposed to lightning.

§ 29.1317

High-intensity Radiated Fields (HIRF) Protection.

(a) Except as provided in paragraph (d) of this section, each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the rotorcraft must be designed and installed so that—

(1) The function is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment I, as described in appendix E to this part;

(2) The system automatically recovers normal operation of that function, in a timely manner, after the rotorcraft is exposed to HIRF environment I, as described in appendix E to this part, unless this conflicts with other operational or functional requirements of that system;

(3) The system is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment II, as described in appendix E to this part; and

(4) Each function required during operation under visual flight rules is not adversely affected during and after the time the rotorcraft is exposed to HIRF environment III, as described in appendix E to this part.

(b) Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 1 or 2, as described in appendix E to this part.

(c) Each electrical and electronic system that performs such a function whose failure would reduce the capability of the rotorcraft or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 3, as described in appendix E to this part.

(d) Before December 1, 2012, an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of a rotorcraft may be designed and installed without meeting the provisions of paragraph (a) provided—

(1) The system has previously been shown to comply with special conditions for HIRF, prescribed under § 21.16, issued before December 1, 2007;

(2) The HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated; and

(3) The data used to demonstrate compliance with the special conditions is provided.

§ 29.1321

Arrangement and visibility.

(a) Each flight, navigation, and powerplant instrument for use by any pilot must be easily visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path.

(b) Each instrument necessary for safe operation, including the airspeed indicator, gyroscopic direction indicator, gyroscopic bank-and-pitch indicator, slip-skid indicator, altimeter, rate-of-climb indicator, rotor tachometers, and the indicator most representative of engine power, must be grouped and centered as nearly as practicable about the vertical plane of the pilot's forward vision. In addition, for rotorcraft approved for IFR flight—

(1) The instrument that most effectively indicates attitude must be on the panel in the top center position;

(2) The instrument that most effectively indicates direction of flight must be adjacent to and directly below the attitude instrument;

(3) The instrument that most effectively indicates airspeed must be adjacent to and to the left of the attitude instrument; and

(4) The instrument that most effectively indicates altitude or is most frequently utilized in control of altitude must be adjacent to and to the right of the attitude instrument.

(c) Other required powerplant instruments must be closely grouped on the instrument panel.

(d) Identical powerplant instruments for the engines must be located so as to prevent any confusion as to which engine each instrument relates.

(e) Each powerplant instrument vital to safe operation must be plainly visible to appropriate crewmembers.

(f) Instrument panel vibration may not damage, or impair the readability or accuracy of, any instrument.

(g) If a visual indicator is provided to indicate malfunction of an instrument, it must be effective under all probable cockpit lighting conditions.

§ 29.1322

Warning, caution, and advisory lights.

If warning, caution or advisory lights are installed in the cockpit they must, unless otherwise approved by the Administrator, be—

(a) Red, for warning lights (lights indicating a hazard which may require immediate corrective action);

(b) Amber, for caution lights (lights indicating the possible need for future corrective action);

(c) Green, for safe operation lights; and

(d) Any other color, including white, for lights not described in paragraphs (a) through (c) of this section, provided the color differs sufficiently from the colors prescribed in paragraphs (a) through (c) of this section to avoid possible confusion.

§ 29.1323

Airspeed indicating system.

For each airspeed indicating system, the following apply:

(a) Each airspeed indicating instrument must be calibrated to indicate true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied.

(b) Each system must be calibrated to determine system error excluding airspeed instrument error. This calibration must be determined—

(1) In level flight at speeds of 20 knots and greater, and over an appropriate range of speeds for flight conditions of climb and autorotation; and

(2) During takeoff, with repeatable and readable indications that ensure—

(i) Consistent realization of the field lengths specified in the Rotorcraft Flight Manual; and

(ii) Avoidance of the critical areas of the height-velocity envelope as established under § 29.87.

(c) For Category A rotorcraft—

(1) The indication must allow consistent definition of the takeoff decision point; and

(2) The system error, excluding the airspeed instrument calibration error, may not exceed—

(i) Three percent or 5 knots, whichever is greater, in level flight at speeds above 80 percent of takeoff safety speed; and

(ii) Ten knots in climb at speeds from 10 knots below takeoff safety speed to 10 knots above V Y .

(d) For Category B rotorcraft, the system error, excluding the airspeed instrument calibration error, may not exceed 3 percent or 5 knots, whichever is greater, in level flight at speeds above 80 percent of the climbout speed attained at 50 feet when complying with § 29.63.

(e) Each system must be arranged, so far as practicable, to prevent malfunction or serious error due to the entry of moisture, dirt, or other substances.

(f) Each system must have a heated pitot tube or an equivalent means of preventing malfunction due to icing.

§ 29.1325

Static pressure and pressure altimeter systems.

(a) Each instrument with static air case connections must be vented to the outside atmosphere through an appropriate piping system.

(b) Each vent must be located where its orifices are least affected by airflow variation, moisture, or foreign matter.

(c) Each static pressure port must be designed and located in such manner that the correlation between air pressure in the static pressure system and true ambient atmospheric static pressure is not altered when the rotorcraft encounters icing conditions. An anti-icing means or an alternate source of static pressure may be used in showing compliance with this requirement. If the reading of the altimeter, when on the alternate static pressure system, differs from the reading of altimeter when on the primary static system by more than 50 feet, a correction card must be provided for the alternate static system.

(d) Except for the vent into the atmosphere, each system must be airtight.

(e) Each pressure altimeter must be approved and calibrated to indicate pressure altitude in a standard atmosphere with a minimum practicable calibration error when the corresponding static pressures are applied.

(f) Each system must be designed and installed so that an error in indicated pressure altitude, at sea level, with a standard atmosphere, excluding instrument calibration error, does not result in an error of more than ±30 feet per 100 knots speed. However, the error need not be less than ±30 feet.

(g) Except as provided in paragraph (h) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that—

(1) When either source is selected, the other is blocked off; and

(2) Both sources cannot be blocked off simultaneously.

(h) For unpressurized rotorcraft, paragraph (g)(1) of this section does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected, is not changed by the other static pressure source being open or blocked.

§ 29.1327

Magnetic direction indicator.

(a) Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the rotorcraft's vibration or magnetic fields.

(b) The compensated installation may not have a deviation, in level flight, greater than 10 degrees on any heading.

§ 29.1329

Automatic pilot and flight guidance system.

For the purpose of this subpart, an automatic pilot and flight guidance system may consist of an autopilot, flight director, or a component that interacts with stability augmentation or trim.

(a) Each automatic pilot and flight guidance system must be designed so that it:

(1) Can be overpowered by one pilot to allow control of the rotorcraft;

(2) Provides a means to disengage the system, or any malfunctioning component of the system, by each pilot to prevent it from interfering with the control of the rotorcraft; and

(3) Provides a means to indicate to the flight crew its current mode of operation. Selector switch position is not acceptable as a means of indication.

(b) Unless there is automatic synchronization, each system must have a means to readily indicate to the pilot the alignment of the actuating device in relation to the control system it operates.

(c) Each manually operated control for the system's operation must be readily accessible to the pilots.

(d) The system must be designed so that, within the range of adjustment available to the pilot, it cannot produce hazardous loads on the rotorcraft, or create hazardous deviations in the flight path, under any flight condition appropriate to its use or in the event of a malfunction, assuming that corrective action begins within a reasonable period of time.

(e) If the automatic pilot and flight guidance system integrates signals from auxiliary controls or furnishes signals for operation of other equipment, there must be a means to prevent improper operation.

(f) If the automatic pilot system can be coupled to airborne navigation equipment, means must be provided to indicate to the pilots the current mode of operation. Selector switch position is not acceptable as a means of indication.

§ 29.1331

Instruments using a power supply.

For category A rotorcraft—

(a) Each required flight instrument using a power supply must have—

(1) Two independent sources of power;

(2) A means of selecting either power source; and

(3) A visual means integral with each instrument to indicate when the power adequate to sustain proper instrument performance is not being supplied. The power must be measured at or near the point where it enters the instrument. For electrical instruments, the power is considered to be adequate when the voltage is within the approved limits; and

(b) The installation and power supply system must be such that failure of any flight instrument connected to one source, or of the energy supply from one source, or a fault in any part of the power distribution system does not interfere with the proper supply of energy from any other source.

§ 29.1333

Instrument systems.

For systems that operate the required flight instruments which are located at each pilot's station, the following apply:

(a) For pneumatic systems, only the required flight instruments for the first pilot may be connected to that operating system.

(b) The equipment, systems, and installations must be designed so that one display of the information essential to the safety of flight which is provided by the flight instruments remains available to a pilot, without additional crewmember action, after any single failure or combination of failures that are not shown to be extremely improbable.

(c) Additional instruments, systems, or equipment may not be connected to the operating system for a second pilot unless provisions are made to ensure the continued normal functioning of the required flight instruments in the event of any malfunction of the additional instruments, systems, or equipment which is not shown to be extremely improbable.

§ 29.1337

Powerplant instruments.

(a) Instruments and instrument lines. (1) Each powerplant and auxiliary power unit instrument line must meet the requirements of §§ 29.993 and 29.1183.

(2) Each line carrying flammable fluids under pressure must—

(i) Have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails; and

(ii) Be installed and located so that the escape of fluids would not create a hazard.

(3) Each powerplant and auxiliary power unit instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard.

(b) Fuel quantity indicator. There must be means to indicate to the flight crew members the quantity, in gallons or equivalent units, of usable fuel in each tank during flight. In addition—

(1) Each fuel quantity indicator must be calibrated to read “zero” during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under § 29.959;

(2) When two or more tanks are closely interconnected by a gravity feed system and vented, and when it is impossible to feed from each tank separately, at least one fuel quantity indicator must be installed;

(3) Tanks with interconnected outlets and airspaces may be treated as one tank and need not have separate indicators; and

(4) Each exposed sight gauge used as a fuel quantity indicator must be protected against damage.

(c) Fuel flowmeter system. If a fuel flowmeter system is installed, each metering component must have a means for bypassing the fuel supply if malfunction of that component severely restricts fuel flow.

(d) Oil quantity indicator. There must be a stick gauge or equivalent means to indicate the quantity of oil—

(1) In each tank; and

(2) In each transmission gearbox.

(e) Rotor drive system transmissions and gearboxes utilizing ferromagnetic materials must be equipped with chip detectors designed to indicate the presence of ferromagnetic particles resulting from damage or excessive wear within the transmission or gearbox. Each chip detector must—

(1) Be designed to provide a signal to the indicator required by § 29.1305(a)(22); and

(2) Be provided with a means to allow crewmembers to check, in flight, the function of each detector electrical circuit and signal.

§ 29.1351

General.

(a) Electrical system capacity. The required generating capacity and the number and kind of power sources must—

(1) Be determined by an electrical load analysis; and

(2) Meet the requirements of § 29.1309.

(b) Generating system. The generating system includes electrical power sources, main power busses, transmission cables, and associated control, regulation, and protective devices. It must be designed so that—

(1) Power sources function properly when independent and when connected in combination;

(2) No failure or malfunction of any power source can create a hazard or impair the ability of remaining sources to supply essential loads;

(3) The system voltage and frequency (as applicable) at the terminals of essential load equipment can be maintained within the limits for which the equipment is designed, during any probable operating condition;

(4) System transients due to switching, fault clearing, or other causes do not make essential loads inoperative, and do not cause a smoke or fire hazard;

(5) There are means accessible in flight to appropriate crewmembers for the individual and collective disconnection of the electrical power sources from the main bus; and

(6) There are means to indicate to appropriate crewmembers the generating system quantities essential for the safe operation of the system, such as the voltage and current supplied by each generator.

(c) External power. If provisions are made for connecting external power to the rotorcraft, and that external power can be electrically connected to equipment other than that used for engine starting, means must be provided to ensure that no external power supply having a reverse polarity, or a reverse phase sequence, can supply power to the rotorcraft's electrical system.

(d) Operation with the normal electrical power generating system inoperative.

(1) It must be shown by analysis, tests, or both, that the rotorcraft can be operated safely in VFR conditions for a period of not less than 5 minutes, with the normal electrical power generating system (electrical power sources excluding the battery) inoperative, with critical type fuel (from the standpoint of flameout and restart capability), and with the rotorcraft initially at the maximum certificated altitude. Parts of the electrical system may remain on if—

(i) A single malfunction, including a wire bundle or junction box fire, cannot result in loss of the part turned off and the part turned on;

(ii) The parts turned on are electrically and mechanically isolated from the parts turned off; and

(2) Additional requirements for Category A Rotorcraft.

(i) Unless it can be shown that the loss of the normal electrical power generating system is extremely improbable, an emergency electrical power system, independent of the normal electrical power generating system, must be provided, with sufficient capacity to power all systems necessary for continued safe flight and landing.

(ii) Failures, including junction box, control panel, or wire bundle fires, which would result in the loss of the normal and emergency systems, must be shown to be extremely improbable.

(iii) Systems necessary for immediate safety must continue to operate following the loss of the normal electrical power generating system, without the need for flight crew action.

(e) Electrical equipment, controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other electrical unit or system essential to safe operation.

(f) Cables must be grouped, routed, and spaced so that damage to essential circuits will be minimized if there are faults in heavy current-carrying cables.

§ 29.1353

Energy storage systems.

Energy storage systems must be designed and installed as follows:

(a) Energy storage systems must provide automatic protective features for any conditions that could prevent continued safe flight and landing.

(b) Energy storage systems must not emit any flammable, explosive, or toxic gases, smoke, or fluids that could accumulate in hazardous quantities within the rotorcraft.

(c) Corrosive fluids or gases that escape from the system must not damage surrounding structures, adjacent equipment, or systems necessary for continued safe flight and landing.

(d) The maximum amount of heat and pressure that can be generated during any operation or under any failure condition of the energy storage system or its individual components must not result in any hazardous effect on rotorcraft structure, equipment, or systems necessary for continued safe flight and landing.

(e) Energy storage system installations required for continued safe flight and landing of the rotorcraft must have monitoring features and a means to indicate to the pilot the status of all critical system parameters.

§ 29.1355

Distribution system.

(a) The distribution system includes the distribution busses, their associated feeders, and each control and protective device.

(b) If two independent sources of electrical power for particular equipment or systems are required by this chapter, in the event of the failure of one power source for such equipment or system, another power source (including its separate feeder) must be provided automatically or be manually selectable to maintain equipment or system operation.

§ 29.1357

Circuit protective devices.

(a) Automatic protective devices must be used to minimize distress to the electrical system and hazard to the rotorcraft system and hazard to the rotorcraft in the event of wiring faults or serious malfunction of the system or connected equipment.

(b) The protective and control devices in the generating system must be designed to de-energize and disconnect faulty power sources and power transmission equipment from their associated buses with sufficient rapidity to provide protection from hazardous overvoltage and other malfunctioning.

(c) Each resettable circuit protective device must be designed so that, when an overload or circuit fault exists, it will open the circuit regardless of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse is essential to safety in flight, that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight.

(e) Each essential load must have individual circuit protection. However, individual protection for each circuit in an essential load system (such as each position light circuit in a system) is not required.

(f) If fuses are used, there must be spare fuses for use in flight equal to at least 50 percent of the number of fuses of each rating required for complete circuit protection.

(g) Automatic reset circuit breakers may be used as integral protectors for electrical equipment provided there is circuit protection for the cable supplying power to the equipment.

§ 29.1359

Electrical system fire and smoke protection.

(a) Components of the electrical system must meet the applicable fire and smoke protection provisions of §§ 29.831 and 29.863.

(b) Electrical cables, terminals, and equipment, in designated fire zones, and that are used in emergency procedures, must be at least fire resistant.

(c) Insulation on electrical wire and cable installed in the rotorcraft must be self-extinguishing when tested in accordance with Appendix F, Part I(a)(3), of part 25 of this chapter.

§ 29.1363

Electrical system tests.

(a) When laboratory tests of the electrical system are conducted—

(1) The tests must be performed on a mock-up using the same generating equipment used in the rotorcraft;

(2) The equipment must simulate the electrical characteristics of the distribution wiring and connected loads to the extent necessary for valid test results; and

(3) Laboratory generator drives must simulate the prime movers on the rotorcraft with respect to their reaction to generator loading, including loading due to faults.

(b) For each flight condition that cannot be simulated adequately in the laboratory or by ground tests on the rotorcraft, flight tests must be made.

§ 29.1381

Instrument lights.

The instrument lights must—

(a) Make each instrument, switch, and other device for which they are provided easily readable; and

(b) Be installed so that—

(1) Their direct rays are shielded from the pilot's eyes; and

(2) No objectionable reflections are visible to the pilot.

§ 29.1383

Landing lights.

(a) Each required landing or hovering light must be approved.

(b) Each landing light must be installed so that—

(1) No objectionable glare is visible to the pilot;

(2) The pilot is not adversely affected by halation; and

(3) It provides enough light for night operation, including hovering and landing.

(c) At least one separate switch must be provided, as applicable—

(1) For each separately installed landing light; and

(2) For each group of landing lights installed at a common location.

§ 29.1385

Position light system installation.

(a) General. Each part of each position light system must meet the applicable requirements of this section and each system as a whole must meet the requirements of §§ 29.1387 through 29.1397.

(b) Forward position lights. Forward position lights must consist of a red and a green light spaced laterally as far apart as practicable and installed forward on the rotorcraft so that, with the rotorcraft in the normal flying position, the red light is on the left side, and the green light is on the right side. Each light must be approved.

(c) Rear position light. The rear position light must be a white light mounted as far aft as practicable, and must be approved.

(d) Circuit. The two forward position lights and the rear position light must make a single circuit.

(e) Light covers and color filters. Each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during normal use.

§ 29.1387

Position light system dihedral angles.

(a) Except as provided in paragraph (e) of this section, each forward and rear position light must, as installed, show unbroken light within the dihedral angles described in this section.

(b) Dihedral angle L (left) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the left of the first, as viewed when looking forward along the longitudinal axis.

(c) Dihedral angle R (right) is formed by two intersecting vertical planes, the first parallel to the longitudinal axis of the rotorcraft, and the other at 110 degrees to the right of the first, as viewed when looking forward along the longitudinal axis.

(d) Dihedral angle A (aft) is formed by two intersecting vertical planes making angles of 70 degrees to the right and to the left, respectively, to a vertical plane passing through the longitudinal axis, as viewed when looking aft along the longitudinal axis.

(e) If the rear position light, when mounted as far aft as practicable in accordance with § 29.1385(c), cannot show unbroken light within dihedral angle A (as defined in paragraph (d) of this section), a solid angle or angles of obstructed visibility totaling not more than 0.04 steradians is allowable within that dihedral angle, if such solid angle is within a cone whose apex is at the rear position light and whose elements make an angle of 30° with a vertical line passing through the rear position light.

§ 29.1389

Position light distribution and intensities.

(a) General. The intensities prescribed in this section must be provided by new equipment with light covers and color filters in place. Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the rotorcraft. The light distribution and intensity of each position light must meet the requirements of paragraph (b) of this section.

(b) Forward and rear position lights. The light distribution and intensities of forward and rear position lights must be expressed in terms of minimum intensities in the horizontal plane, minimum intensities in any vertical plane, and maximum intensities in overlapping beams, within dihedral angles, L, R, and A, and must meet the following requirements:

(1) Intensities in the horizontal plane. Each intensity in the horizontal plane (the plane containing the longitudinal axis of the rotorcraft and perpendicular to the plane of symmetry of the rotorcraft), must equal or exceed the values in § 29.1391.

(2) Intensities in any vertical plane. Each intensity in any vertical plane (the plane perpendicular to the horizontal plane) must equal or exceed the appropriate value in § 29.1393 where I is the minimum intensity prescribed in § 29.1391 for the corresponding angles in the horizontal plane.

(3) Intensities in overlaps between adjacent signals. No intensity in any overlap between adjacent signals may exceed the values in § 29.1395, except that higher intensities in overlaps may be used with the use of main beam intensities substantially greater than the minima specified in §§ 29.1391 and 29.1393 if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity.

§ 29.1391

Minimum intensities in the horizontal plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 29.1393

Minimum intensities in any vertical plane of forward and rear position lights.

Each position light intensity must equal or exceed the applicable values in the following table:

§ 29.1395

Maximum intensities in overlapping beams of forward and rear position lights.

No position light intensity may exceed the applicable values in the following table, except as provided in § 29.1389(b)(3).

Where—

(a) Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 10 degrees but less than 20 degrees; and

(b) Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 20 degrees.

§ 29.1397

Color specifications.

Each position light color must have the applicable International Commission on Illumination chromaticity coordinates as follows:

(a) Aviation red —

(b) Aviation green —

(c) Aviation white —

§ 29.1399

Riding light.

(a) Each riding light required for water operation must be installed so that it can—

(1) Show a white light for at least two miles at night under clear atmospheric conditions; and

(2) Show a maximum practicable unbroken light with the rotorcraft on the water.

(b) Externally hung lights may be used.

§ 29.1401

Anticollision light system.

(a) General. If certification for night operation is requested, the rotorcraft must have an anticollision light system that—

(1) Consists of one or more approved anticollision lights located so that their emitted light will not impair the crew's vision or detract from the conspicuity of the position lights; and

(2) Meets the requirements of paragraphs (b) through (f) of this section.

(b) Field of coverage. The system must consist of enough lights to illuminate the vital areas around the rotorcraft, considering the physical configuration and flight characteristics of the rotorcraft. The field of coverage must extend in each direction within at least 30 degrees above and 30 degrees below the horizontal plane of the rotorcraft, except that there may be solid angles of obstructed visibility totaling not more than 0.5 steradians.

(c) Flashing characteristics. The arrangement of the system, that is, the number of light sources, beam width, speed of rotation, and other characteristics, must give an effective flash frequency of not less than 40, nor more than 100, cycles per minute. The effective flash frequency is the frequency at which the rotorcraft's complete anticollision light system is observed from a distance, and applies to each sector of light including any overlaps that exist when the system consists of more than one light source. In overlaps, flash frequencies may exceed 100, but not 180, cycles per minute.

(d) Color. Each anticollision light must be aviation red and must meet the applicable requirements of § 29.1397.

(e) Light intensity. The minimum light intensities in any vertical plane, measured with the red filter (if used) and expressed in terms of “effective” intensities must meet the requirements of paragraph (f) of this section. The following relation must be assumed:

(f) Minimum effective intensities for anticollision light. Each anticollision light effective intensity must equal or exceed the applicable values in the following table:

§ 29.1411

General.

(a) Accessibility. Required safety equipment to be used by the crew in an emergency, such as automatic liferaft releases, must be readily accessible.

(b) Stowage provisions. Stowage provisions for required emergency equipment must be furnished and must—

(1) Be arranged so that the equipment is directly accessible and its location is obvious; and

(2) Protect the safety equipment from inadvertent damage.

(c) Emergency exit descent device. The stowage provisions for the emergency exit descent device required by § 29.809(f) must be at the exits for which they are intended.

(d) Liferafts. Liferafts must be stowed near exits through which the rafts can be launched during an unplanned ditching. Rafts automatically or remotely released outside the rotorcraft must be attached to the rotorcraft by the static line prescribed in § 29.1415.

(e) Long-range signaling device. The stowage provisions for the long-range signaling device required by § 29.1415 must be near an exit available during an unplanned ditching.

(f) Life preservers. Each life preserver must be within easy reach of each occupant while seated.

§ 29.1413

Safety belts: passenger warning device.

(a) If there are means to indicate to the passengers when safety belts should be fastened, they must be installed to be operated from either pilot seat.

(b) Each safety belt must be equipped with a metal to metal latching device.

§ 29.1415

Ditching equipment.

(a) Emergency flotation and signaling equipment required by any operating rule of this chapter must meet the requirements of this section.

(b) Each liferaft and each life preserver must be approved. In addition—

(1) Provide not less than two rafts, of an approximately equal rated capacity and buoyancy to accommodate the occupants of the rotorcraft; and

(2) Each raft must have a trailing line, and must have a static line designed to hold the raft near the rotorcraft but to release it if the rotorcraft becomes totally submerged.

(c) Approved survival equipment must be attached to each liferaft.

(d) There must be an approved survival type emergency locator transmitter for use in one life raft.

§ 29.1419

Ice protection.

(a) To obtain certification for flight into icing conditions, compliance with this section must be shown.

(b) It must be demonstrated that the rotorcraft can be safely operated in the continuous maximum and intermittent maximum icing conditions determined under appendix C of this part within the rotorcraft altitude envelope. An analysis must be performed to establish, on the basis of the rotorcraft's operational needs, the adequacy of the ice protection system for the various components of the rotorcraft.

(c) In addition to the analysis and physical evaluation prescribed in paragraph (b) of this section, the effectiveness of the ice protection system and its components must be shown by flight tests of the rotorcraft or its components in measured natural atmospheric icing conditions and by one or more of the following tests as found necessary to determine the adequacy of the ice protection system:

(1) Laboratory dry air or simulated icing tests, or a combination of both, of the components or models of the components.

(2) Flight dry air tests of the ice protection system as a whole, or its individual components.

(3) Flight tests of the rotorcraft or its components in measured simulated icing conditions.

(d) The ice protection provisions of this section are considered to be applicable primarily to the airframe. Powerplant installation requirements are contained in Subpart E of this part.

(e) A means must be identified or provided for determining the formation of ice on critical parts of the rotorcraft. Unless otherwise restricted, the means must be available for nighttime as well as daytime operation. The rotorcraft flight manual must describe the means of determining ice formation and must contain information necessary for safe operation of the rotorcraft in icing conditions.

§ 29.1431

Electronic equipment.

(a) Radio communication and navigation equipment installations must be free from hazards in themselves, in their method of operation, and in their effects on other components, under any critical environmental conditions.

(b) Radio communication and navigation equipment, controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other radio or electronic unit, or system of units, required by this chapter.

§ 29.1433

Vacuum systems.

(a) There must be means, in addition to the normal pressure relief, to automatically relieve the pressure in the discharge lines from the vacuum air pump when the delivery temperature of the air becomes unsafe.

(b) Each vacuum air system line and fitting on the discharge side of the pump that might contain flammable vapors or fluids must meet the requirements of § 29.1183 if they are in a designated fire zone.

(c) Other vacuum air system components in designated fire zones must be at least fire resistant.

§ 29.1435

Hydraulic systems.

(a) Design. Each hydraulic system must be designed as follows:

(1) Each element of the hydraulic system must be designed to withstand, without detrimental, permanent deformation, any structural loads that may be imposed simultaneously with the maximum operating hydraulic loads.

(2) Each element of the hydraulic system must be designed to withstand pressures sufficiently greater than those prescribed in paragraph (b) of this section to show that the system will not rupture under service conditions.

(3) There must be means to indicate the pressure in each main hydraulic power system.

(4) There must be means to ensure that no pressure in any part of the system will exceed a safe limit above the maximum operating pressure of the system, and to prevent excessive pressures resulting from any fluid volumetric change in lines likely to remain closed long enough for such a change to take place. The possibility of detrimental transient (surge) pressures during operation must be considered.

(5) Each hydraulic line, fitting, and component must be installed and supported to prevent excessive vibration and to withstand inertia loads. Each element of the installation must be protected from abrasion, corrosion, and mechanical damage.

(6) Means for providing flexibility must be used to connect points, in a hydraulic fluid line, between which relative motion or differential vibration exists.

(b) Tests. Each element of the system must be tested to a proof pressure of 1.5 times the maximum pressure to which that element will be subjected in normal operation, without failure, malfunction, or detrimental deformation of any part of the system.

(c) Fire protection. Each hydraulic system using flammable hydraulic fluid must meet the applicable requirements of §§ 29.861, 29.1183, 29.1185, and 29.1189.

§ 29.1439

Protective breathing equipment.

(a) If one or more cargo or baggage compartments are to be accessible in flight, protective breathing equipment must be available for an appropriate crewmember.

(b) For protective breathing equipment required by paragraph (a) of this section or by any operating rule of this chapter—

(1) That equipment must be designed to protect the crew from smoke, carbon dioxide, and other harmful gases while on flight deck duty;

(2) That equipment must include—

(i) Masks covering the eyes, nose, and mouth; or

(ii) Masks covering the nose and mouth, plus accessory equipment to protect the eyes; and

(3) That equipment must supply protective oxygen of 10 minutes duration per crewmember at a pressure altitude of 8,000 feet with a respiratory minute volume of 30 liters per minute BTPD.

§ 29.1457

Cockpit voice recorders.

(a) Each cockpit voice recorder required by the operating rules of this chapter must be approved, and must be installed so that it will record the following:

(1) Voice communications transmitted from or received in the rotorcraft by radio.

(2) Voice communications of flight crewmembers on the flight deck.

(3) Voice communications of flight crewmembers on the flight deck, using the rotorcraft's interphone system.

(4) Voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(5) Voice communications of flight crewmembers using the passenger loudspeaker system, if there is such a system, and if the fourth channel is available in accordance with the requirements of paragraph (c)(4)(ii) of this section.

(b) The recording requirements of paragraph (a)(2) of this section may be met—

(1) By installing a cockpit-mounted area microphone, located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations; or

(2) By installing a continually energized or voice-actuated lip microphone at the first and second pilot stations.

The microphone specified in this paragraph must be so located and, if necessary, the preamplifiers and filters of the recorder must be so adjusted or supplemented, that the recorded communications are intelligible when recorded under flight cockpit noise conditions and played back. The level of intelligibility must be approved by the Administrator. Repeated aural or visual playback of the record may be used in evaluating intelligibility.

(c) Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph (a) of this section obtained from each of the following sources is recorded on a separate channel:

(1) For the first channel, from each microphone, headset, or speaker used at the first pilot station.

(2) For the second channel, from each microphone, headset, or speaker used at the second pilot station.

(3) For the third channel, from the cockpit-mounted area microphone, or the continually energized or voice-actuated lip microphones at the first and second pilot stations.

(4) For the fourth channel, from—

(i) Each microphone, headset, or speaker used at the stations for the third and fourth crewmembers; or

(ii) If the stations specified in paragraph (c)(4)(i) of this section are not required or if the signal at such a station is picked up by another channel, each microphone on the flight deck that is used with the passenger loudspeaker system if its signals are not picked up by another channel.

(iii) Each microphone on the flight deck that is used with the rotorcraft's loudspeaker system if its signals are not picked up by another channel.

(d) Each cockpit voice recorder must be installed so that—

(1)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(2) There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning, within 10 minutes after crash impact;

(3) There is an aural or visual means for preflight checking of the recorder for proper operation;

(4) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder; and

(5) It has an independent power source—

(i) That provides 10 ±1 minutes of electrical power to operate both the cockpit voice recorder and cockpit-mounted area microphone;

(ii) That is located as close as practicable to the cockpit voice recorder; and

(iii) To which the cockpit voice recorder and cockpit-mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus.

(e) The record container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and consequent heat damage to the record from fire.

(f) If the cockpit voice recorder has a bulk erasure device, the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact.

(g) Each recorder container must be either bright orange or bright yellow.

(h) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for flight data recorders under this part are met.

§ 29.1459

Flight data recorders.

(a) Each flight recorder required by the operating rules of Subchapter G of this chapter must be installed so that:

(1) It is supplied with airspeed, altitude, and directional data obtained from sources that meet the accuracy requirements of §§ 29.1323, 29.1325, and 29.1327 of this part, as applicable;

(2) The vertical acceleration sensor is rigidly attached, and located longitudinally within the approved center of gravity limits of the rotorcraft;

(3)(i) It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads.

(ii) It remains powered for as long as possible without jeopardizing emergency operation of the rotorcraft.

(4) There is an aural or visual means for perflight checking of the recorder for proper recording of data in the storage medium;

(5) Except for recorders powered solely by the engine-drive electrical generator system, there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning, within 10 minutes after any crash impact; and

(6) Whether the cockpit voice recorder and digital flight data recorder are installed in separate boxes or in a combination unit, no single electrical failure external to the recorder may disable both the cockpit voice recorder and the digital flight data recorder.

(b) Each nonejectable recorder container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire.

(c) A correlation must be established between the flight recorder readings of airspeed, altitude, and heading and the corresponding readings (taking into account correction factors) of the first pilot's instruments. This correlation must cover the airspeed range over which the aircraft is to be operated, the range of altitude to which the aircraft is limited, and 360 degrees of heading. Correlation may be established on the ground as appropriate.

(d) Each recorder container must:

(1) Be either bright orange or bright yellow;

(2) Have a reflective tape affixed to its external surface to facilitate its location under water; and

(3) Have an underwater locating device, when required by the operating rules of this chapter, on or adjacent to the container which is secured in such a manner that it is not likely to be separated during crash impact.

(e) When both a cockpit voice recorder and a flight data recorder are required by the operating rules, one combination unit may be installed, provided that all other requirements of this section and the requirements for cockpit voice recorders under this part are met.

§ 29.1461

Equipment containing high energy rotors.

(a) Equipment containing high energy rotors must meet paragraph (b), (c), or (d) of this section.

(b) High energy rotors contained in equipment must be able to withstand damage caused by malfunctions, vibration, abnormal speeds, and abnormal temperatures. In addition—

(1) Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades; and

(2) Equipment control devices, systems, and instrumentation must reasonably ensure that no operating limitations affecting the integrity of high energy rotors will be exceeded in service.

(c) It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal speed control devices inoperative.

(d) Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight.

§ 29.1501

General.

(a) Each operating limitation specified in §§ 29.1503 through 29.1525 and other limitations and information necessary for safe operation must be established.

(b) The operating limitations and other information necessary for safe operation must be made available to the crewmembers as prescribed in §§ 29.1541 through 29.1589.

§ 29.1503

Airspeed limitations: general.

(a) An operating speed range must be established.

(b) When airspeed limitations are a function of weight, weight distribution, altitude, rotor speed, power, or other factors, airspeed limitations corresponding with the critical combinations of these factors must be established.

§ 29.1505

Never-exceed speed.

(a) The never-exceed speed, V NE, must be established so that it is—

(1) Not less than 40 knots (CAS); and

(2) Not more than the lesser of—

(i) 0.9 times the maximum forward speeds established under § 29.309;

(ii) 0.9 times the maximum speed shown under §§ 29.251 and 29.629; or

(iii) 0.9 times the maximum speed substantiated for advancing blade tip mach number effects under critical altitude conditions.

(b) V NE may vary with altitude, r.p.m., temperature, and weight, if—

(1) No more than two of these variables (or no more than two instruments integrating more than one of these variables) are used at one time; and

(2) The ranges of these variables (or of the indications on instruments integrating more than one of these variables) are large enough to allow an operationally practical and safe variation of V NE .

(c) For helicopters, a stabilized power-off V NE denoted as V NE (power-off) may be established at a speed less than V NE established pursuant to paragraph (a) of this section, if the following conditions are met:

(1) V NE (power-off) is not less than a speed midway between the power-on V NE and the speed used in meeting the requirements of—

(i) § 29.67(a)(3) for Category A helicopters;

(ii) § 29.65(a) for Category B helicopters, except multi-engine helicopters meeting the requirements of § 29.67(b); and

(iii) § 29.67(b) for multi-engine Category B helicopters meeting the requirements of § 29.67(b).

(2) V NE (power-off) is—

(i) A constant airspeed;

(ii) A constant amount less than power-on V NE; or

(iii) A constant airspeed for a portion of the altitude range for which certification is requested, and a constant amount less than power-on V NE for the remainder of the altitude range.

§ 29.1509

Rotor speed.

(a) Maximum power-off (autorotation). The maximum power-off rotor speed must be established so that it does not exceed 95 percent of the lesser of—

(1) The maximum design r.p.m. determined under § 29.309(b); and

(2) The maximum r.p.m. shown during the type tests.

(b) Minimum power-off. The minimum power-off rotor speed must be established so that it is not less than 105 percent of the greater of—

(1) The minimum shown during the type tests; and

(2) The minimum determined by design substantiation.

(c) Minimum power-on. The minimum power-on rotor speed must be established so that it is—

(1) Not less than the greater of—

(i) The minimum shown during the type tests; and

(ii) The minimum determined by design substantiation; and

(2) Not more than a value determined under § 29.33 (a)(1) and (c)(1).

§ 29.1517

Limiting height-velocity envelope.

For Category A rotorcraft, if a range of heights exists at any speed, including zero, within which it is not possible to make a safe landing following power failure, the range of heights and its variation with forward speed must be established, together with any other pertinent information, such as the kind of landing surface.

§ 29.1519

Weight and center of gravity.

The weight and center of gravity limitations determined under §§ 29.25 and 29.27, respectively, must be established as operating limitations.

§ 29.1521

Powerplant limitations.

(a) General. The powerplant limitations prescribed in this section must be established so that they do not exceed the corresponding limits for which the engines are type certificated.

(b) Takeoff operation. The powerplant takeoff operation must be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The maximum allowable manifold pressure (for reciprocating engines);

(3) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines);

(4) The maximum allowable power or torque for each engine, considering the power input limitations of the transmission with all engines operating;

(5) The maximum allowable power or torque for each engine considering the power input limitations of the transmission with one engine inoperative;

(6) The time limit for the use of the power corresponding to the limitations established in paragraphs (b)(1) through (5) of this section; and

(7) If the time limit established in paragraph (b)(6) of this section exceeds 2 minutes—

(i) The maximum allowable cylinder head or coolant outlet temperature (for reciprocating engines); and

(ii) The maximum allowable engine and transmission oil temperatures.

(c) Continuous operation. The continuous operation must be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The minimum rotational speed shown under the rotor speed requirements in § 29.1509(c).

(3) The maximum allowable manifold pressure (for reciprocating engines);

(4) The maximum allowable turbine inlet or turbine outlet gas temperature (for turbine engines);

(5) The maximum allowable power or torque for each engine, considering the power input limitations of the transmission with all engines operating;

(6) The maximum allowable power or torque for each engine, considering the power input limitations of the transmission with one engine inoperative; and

(7) The maximum allowable temperatures for—

(i) The cylinder head or coolant outlet (for reciprocating engines);

(ii) The engine oil; and

(iii) The transmission oil.

(d) Fuel grade or designation. The minimum fuel grade (for reciprocating engines) or fuel designation (for turbine engines) must be established so that it is not less than that required for the operation of the engines within the limitations in paragraphs (b) and (c) of this section.

(e) Ambient temperature. Ambient temperature limitations (including limitations for winterization installations if applicable) must be established as the maximum ambient atmospheric temperature at which compliance with the cooling provisions of §§ 29.1041 through 29.1049 is shown.

(f) Two and one-half minute OEI power operation. Unless otherwise authorized, the use of 2 1/2 -minute OEI power must be limited to engine failure operation of multiengine, turbine-powered rotorcraft for not longer than 2 1/2 minutes for any period in which that power is used. The use of 2 1/2 -minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The maximum allowable gas temperature;

(3) The maximum allowable torque; and

(4) The maximum allowable oil temperature.

(g) Thirty-minute OEI power operation. Unless otherwise authorized, the use of 30-minute OEI power must be limited to multiengine, turbine-powered rotorcraft for not longer than 30 minutes after failure of an engine. The use of 30-minute OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests;

(2) The maximum allowable gas temperature;

(3) The maximum allowable torque; and

(4) The maximum allowable oil temperature.

(h) Continuous OEI power operation. Unless otherwise authorized, the use of continuous OEI power must be limited to multiengine, turbine-powered rotorcraft for continued flight after failure of an engine. The use of continuous OEI power must also be limited by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value shown during the type tests.

(2) The maximum allowable gas temperature;

(3) The maximum allowable torque; and

(4) The maximum allowable oil temperature.

(i) Rated 30-second OEI power operation. Rated 30-second OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 2-minute OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 30-second OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A29.4 of appendix A of this part and Section A33.4 of appendix A of part 33. The use of 30-second OEI power must be limited to not more than 30 seconds for any period in which that power is used, and by—

(1) The maximum rotational speed which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

(j) Rated 2-minute OEI power operation. Rated 2-minute OEI power is permitted only on multiengine, turbine-powered rotorcraft, also certificated for the use of rated 30-second OEI power, and can only be used for continued operation of the remaining engine(s) after a failure or precautionary shutdown of an engine. It must be shown that following application of 2-minute OEI power, any damage will be readily detectable by the applicable inspections and other related procedures furnished in accordance with Section A29.4 of appendix a of this part and Section A33.4 of appendix A of part 33. The use of 2-minute OEI power must be limited to not more than 2 minutes for any period in which that power is used, and by—

(1) The maximum rotational speed, which may not be greater than—

(i) The maximum value determined by the rotor design; or

(ii) The maximum value demonstrated during the type tests;

(2) The maximum allowable gas temperature; and

(3) The maximum allowable torque.

§ 29.1522

Auxiliary power unit limitations.

If an auxiliary power unit that meets the requirements of TSO-C77 is installed in the rotorcraft, the limitations established for that auxiliary power unit under the TSO including the categories of operation must be specified as operating limitations for the rotorcraft.

§ 29.1523

Minimum flight crew.

The minimum flight crew must be established so that it is sufficient for safe operation, considering—

(a) The workload on individual crewmembers;

(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and

(c) The kinds of operation authorized under § 29.1525.

§ 29.1525

Kinds of operations.

The kinds of operations (such as VFR, IFR, day, night, or icing) for which the rotorcraft is approved are established by demonstrated compliance with the applicable certification requirements and by the installed equipment.

§ 29.1527

Maximum operating altitude.

The maximum altitude up to which operation is allowed, as limited by flight, structural, powerplant, functional, or equipment characteristics, must be established.

§ 29.1529

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first rotorcraft or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 29.1541

General.

(a) The rotorcraft must contain—

(1) The markings and placards specified in §§ 29.1545 through 29.1565; and

(2) Any additional information, instrument markings, and placards required for the safe operation of the rotorcraft if it has unusual design, operating or handling characteristics.

(b) Each marking and placard prescribed in paragraph (a) of this section—

(1) Must be displayed in a conspicuous place; and

(2) May not be easily erased, disfigured, or obscured.

§ 29.1543

Instrument markings: general.

For each instrument—

(a) When markings are on the cover glass of the instrument there must be means to maintain the correct alignment of the glass cover with the face of the dial; and

(b) Each arc and line must be wide enough, and located to be clearly visible to the pilot.

§ 29.1545

Airspeed indicator.

(a) Each airspeed indicator must be marked as specified in paragraph (b) of this section, with the marks located at the corresponding indicated airspeeds.

(b) The following markings must be made:

(1) A red line:

(i) For rotorcraft other than helicopters, at V NE .

(ii) For helicopters, at V NE (power-on).

(iii) For helicopters, at V NE (power-off). If V NE (power-off) is less than V NE (power-on) and both are simultaneously displayed, the red line at V NE (power-off) must be clearly distinguishable from the red line at V NE (power-on).

(2) [Reserved]

(3) For the caution range, a yellow range.

(4) For the normal operating range, a green or unmarked range.

§ 29.1547

Magnetic direction indicator.

(a) A placard meeting the requirements of this section must be installed on or near the magnetic direction indicator.

(b) The placard must show the calibration of the instrument in level flight with the engines operating.

(c) The placard must state whether the calibration was made with radio receivers on or off.

(d) Each calibration reading must be in terms of magnetic heading in not more than 45 degree increments.

§ 29.1549

Powerplant instruments.

For each required powerplant instrument, as appropriate to the type of instruments—

(a) Each maximum and, if applicable, minimum safe operating limit must be marked with a red line;

(b) Each normal operating range must be marked as a green or unmarked range;

(c) Each takeoff and precautionary range must be marked with a yellow range or yellow line;

(d) Each engine or rotor range that is restricted because of excessive vibration stresses must be marked with red ranges or red lines; and

(e) Each OEI limit or approved operating range must be marked to be clearly differentiated from the markings of paragraphs (a) through (d) of this section except that no marking is normally required for the 30-second OEI limit.

§ 29.1551

Oil quantity indicator.

Each oil quantity indicator must be marked with enough increments to indicate readily and accurately the quantity of oil.

§ 29.1553

Fuel quantity indicator.

If the unusable fuel supply for any tank exceeds one gallon, or five percent of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.

§ 29.1555

Control markings.

(a) Each cockpit control, other than primary flight controls or control whose function is obvious, must be plainly marked as to its function and method of operation.

(b) For powerplant fuel controls—

(1) Each fuel tank selector valve control must be marked to indicate the position corresponding to each tank and to each existing cross feed position;

(2) If safe operation requires the use of any tanks in a specific sequence, that sequence must be marked on, or adjacent to, the selector for those tanks; and

(3) Each valve control for any engine of a multiengine rotorcraft must be marked to indicate the position corresponding to each engine controlled.

(c) Usable fuel capacity must be marked as follows:

(1) For fuel systems having no selector controls, the usable fuel capacity of the system must be indicated at the fuel quantity indicator unless it is:

(i) Provided by another system or equipment readily accessible to the pilot; and

(ii) Contained in the limitations section of the rotorcraft flight manual.

(2) For fuel systems having selector controls, the usable fuel capacity available at each selector control position must be indicated near the selector control.

(d) For accessory, auxiliary, and emergency controls—

(1) Each essential visual position indicator, such as those showing rotor pitch or landing gear position, must be marked so that each crewmember can determine at any time the position of the unit to which it relates; and

(2) Each emergency control must be red and must be marked as to method of operation.

(e) For rotorcraft incorporating retractable landing gear, the maximum landing gear operating speed must be displayed in clear view of the pilot.

§ 29.1557

Miscellaneous markings and placards.

(a) Baggage and cargo compartments, and ballast location. Each baggage and cargo compartment, and each ballast location must have a placard stating any limitations on contents, including weight, that are necessary under the loading requirements.

(b) Seats. If the maximum allowable weight to be carried in a seat is less than 170 pounds, a placard stating the lesser weight must be permanently attached to the seat structure.

(c) Fuel and oil filler openings. The following apply:

(1) Fuel filler openings must be marked at or near the filler cover with—

(i) The word “fuel”;

(ii) For reciprocating engine powered rotorcraft, the minimum fuel grade;

(iii) For turbine-engine-powered rotorcraft, the permissible fuel designations, except that if impractical, this information may be included in the rotorcraft flight manual, and the fuel filler may be marked with an appropriate reference to the flight manual; and

(iv) For pressure fueling systems, the maximum permissible fueling supply pressure and the maximum permissible defueling pressure.

(2) Oil filler openings must be marked at or near the filler cover with the word “oil”.

(d) Emergency exit placards. Each placard and operating control for each emergency exit must differ in color from the surrounding fuselage surface as prescribed in § 29.811(f)(2). A placard must be near each emergency exit control and must clearly indicate the location of that exit and its method of operation.

§ 29.1559

Limitations placard.

There must be a placard in clear view of the pilot that specifies the kinds of operations (VFR, IFR, day, night, or icing) for which the rotorcraft is approved.

§ 29.1561

Safety equipment.

(a) Each safety equipment control to be operated by the crew in emergency, such as controls for automatic liferaft releases, must be plainly marked as to its method of operation.

(b) Each location, such as a locker or compartment, that carries any fire extinguishing, signaling, or other life saving equipment, must be so marked.

(c) Stowage provisions for required emergency equipment must be conspicuously marked to identify the contents and facilitate removal of the equipment.

(d) Each liferaft must have obviously marked operating instructions.

(e) Approved survival equipment must be marked for identification and method of operation.

§ 29.1565

Tail rotor.

Each tail rotor must be marked so that its disc is conspicuous under normal daylight ground conditions.

§ 29.1581

General.

(a) Furnishing information. A Rotorcraft Flight Manual must be furnished with each rotorcraft, and it must contain the following:

(1) Information required by §§ 29.1583 through 29.1589.

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(b) Approved information. Each part of the manual listed in §§ 29.1583 through 29.1589 that is appropriate to the rotorcraft, must be furnished, verified, and approved, and must be segregated, indentified, and clearly distinguished from each unapproved part of that manual.

(c) [Reserved]

(d) Table of contents. Each Rotorcraft Flight Manual must include a table of contents if the complexity of the manual indicates a need for it.

§ 29.1583

Operating limitations.

(a) Airspeed and rotor limitations. Information necessary for the marking of airspeed and rotor limitations on or near their respective indicators must be furnished. The significance of each limitation and of the color coding must be explained.

(b) Powerplant limitations. The following information must be furnished:

(1) Limitations required by § 29.1521.

(2) Explanation of the limitations, when appropriate.

(3) Information necessary for marking the instruments required by §§ 29.1549 through 29.1553.

(c) Weight and loading distribution. The weight and center of gravity limits required by §§ 29.25 and 29.27, respectively, must be furnished. If the variety of possible loading conditions warrants, instructions must be included to allow ready observance of the limitations.

(d) Flight crew. When a flight crew of more than one is required, the number and functions of the minimum flight crew determined under § 29.1523 must be furnished.

(e) Kinds of operation. Each kind of operation for which the rotorcraft and its equipment installations are approved must be listed.

(f) Limiting heights. Enough information must be furnished to allow compliance with § 29.1517.

(g) Maximum allowable wind. For Category A rotorcraft, the maximum allowable wind for safe operation near the ground must be furnished.

(h) Altitude. The altitude established under § 29.1527 and an explanation of the limiting factors must be furnished.

(i) Ambient temperature. Maximum and minimum ambient temperature limitations must be furnished.

§ 29.1585

Operating procedures.

(a) The parts of the manual containing operating procedures must have information concerning any normal and emergency procedures, and other information necessary for safe operation, including the applicable procedures, such as those involving minimum speeds, to be followed if an engine fails.

(b) For multiengine rotorcraft, information identifying each operating condition in which the fuel system independence prescribed in § 29.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance with that section.

(c) For helicopters for which a V NE (power-off) is established under § 29.1505(c), information must be furnished to explain the V NE (power-off) and the procedures for reducing airspeed to not more than the V NE (power-off) following failure of all engines.

(d) For each rotorcraft showing compliance with § 29.1353 (c)(6)(ii) or (c)(6)(iii), the operating procedures for disconnecting the battery from its charging source must be furnished.

(e) If the unusable fuel supply in any tank exceeds 5 percent of the tank capacity, or 1 gallon, whichever is greater, information must be furnished which indicates that when the fuel quantity indicator reads “zero” in level flight, any fuel remaining in the fuel tank cannot be used safely in flight.

(f) Information on the total quantity of usable fuel for each fuel tank must be furnished.

(g) For Category B rotorcraft, the airspeeds and corresponding rotor speeds for minimum rate of descent and best glide angle as prescribed in § 29.71 must be provided.

§ 29.1587

Performance information.

Flight manual performance information which exceeds any operating limitation may be shown only to the extent necessary for presentation clarity or to determine the effects of approved optional equipment or procedures. When data beyond operating limits are shown, the limits must be clearly indicated. The following must be provided:

(a) Category A. For each category A rotorcraft, the Rotorcraft Flight Manual must contain a summary of the performance data, including data necessary for the application of any operating rule of this chapter, together with descriptions of the conditions, such as airspeeds, under which this data was determined, and must contain—

(1) The indicated airspeeds corresponding with those determined for takeoff, and the procedures to be followed if the critical engine fails during takeoff;

(2) The airspeed calibrations;

(3) The techniques, associated airspeeds, and rates of descent for autorotative landings;

(4) The rejected takeoff distance determined under § 29.62 and the takeoff distance determined under § 29.61;

(5) The landing data determined under § 29.81 and § 29.85;

(6) The steady gradient of climb for each weight, altitude, and temperature for which takeoff data are to be scheduled, along the takeoff path determined in the flight conditions required in § 29.67(a)(1) and (a)(2):

(i) In the flight conditions required in § 29.67(a)(1) between the end of the takeoff distance and the point at which the rotorcraft is 200 feet above the takeoff surface (or 200 feet above the lowest point of the takeoff profile for elevated heliports);

(ii) In the flight conditions required in § 29.67(a)(2) between the points at which the rotorcraft is 200 and 1000 feet above the takeoff surface (or 200 and 1000 feet above the lowest point of the takeoff profile for elevated heliports); and

(7) Out-of-ground effect hover performance determined under § 29.49 and the maximum weight for each altitude and temperature condition at which the rotorcraft can safely hover out-of-ground effect in winds of not less than 17 knots from all azimuths. These data must be clearly referenced to the appropriate hover charts.

(b) Category B. For each category B rotorcraft, the Rotorcraft Flight Manual must contain—

(1) The takeoff distance and the climbout speed together with the pertinent information defining the flight path with respect to autorotative landing if an engine fails, including the calculated effects of altitude and temperature;

(2) The steady rates of climb and in-ground-effect hovering ceiling, together with the corresponding airspeeds and other pertinent information, including the calculated effects of altitude and temperature;

(3) The landing distance, appropriate airspeed, and type of landing surface, together with all pertinent information that might affect this distance, including the effects of weight, altitude, and temperature;

(4) The maximum safe wind for operation near the ground;

(5) The airspeed calibrations;

(6) The height-velocity envelope except for rotorcraft incorporating this as an operating limitation;

(7) Glide distance as a function of altitude when autorotating at the speeds and conditions for minimum rate of descent and best glide angle, as determined in § 29.71;

(8) Out-of-ground effect hover performance determined under § 29.49 and the maximum safe wind demonstrated under the ambient conditions for data presented. In addition, the maximum weight for each altitude and temperature condition at which the rotorcraft can safely hover out-of-ground-effect in winds of not less than 17 knots from all azimuths. These data must be clearly referenced to the appropriate hover charts; and

(9) Any additional performance data necessary for the application of any operating rule in this chapter.

§ 29.1589

Loading information.

There must be loading instructions for each possible loading condition between the maximum and minimum weights determined under § 29.25 that can result in a center of gravity beyond any extreme prescribed in § 29.27, assuming any probable occupant weights.

Part 29 — CCAR-29 运输类旋翼航空器适航标准

CCAR-29 原文

CCAR-29

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Part 31 — CCAR-31 载人自由气球适航标准

载人自由气球（热气球、飞艇）的适航审定标准。

Part 31 — CCAR-31 载人自由气球适航标准

FAR Part 31 原文

Part 31

Authority:

Source:

§ 31.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates and changes to those certificates, for manned free balloons.

(b) Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements of this part.

(c) For purposes of this part—

(1) A captive gas balloon is a balloon that derives its lift from a captive lighter-than-air gas;

(2) A hot air balloon is a balloon that derives its lift from heated air;

(3) The envelope is the enclosure in which the lifting means is contained;

(4) The basket is the container, suspended beneath the envelope, for the balloon occupants;

(5) The trapeze is a harness or is a seat consisting of a horizontal bar or platform suspended beneath the envelope for the balloon occupants; and

(6) The design maximum weight is the maximum total weight of the balloon, less the lifting gas or air.

§ 31.12

Proof of compliance.

(a) Each requirement of this subpart must be met at each weight within the range of loading conditions for which certification is requested. This must be shown by—

(1) Tests upon a balloon of the type for which certification is requested or by calculations based on, and equal in accuracy to, the results of testing; and

(2) Systematic investigation of each weight if compliance cannot be reasonably inferred from the weights investigated.

(b) Except as provided in § 31.17(b), allowable weight tolerances during flight testing are + 5 percent and −10 percent.

§ 31.14

Weight limits.

(a) The range of weights over which the balloon may be safely operated must be established.

(b) Maximum weight. The maximum weight is the highest weight at which compliance with each applicable requirement of this part is shown. The maximum weight must be established so that it is not more than—

(1) The highest weight selected by the applicant;

(2) The design maximum weight which is the highest weight at which compliance with each applicable structural loading condition of this part is shown; or

(3) The highest weight at which compliance with each applicable flight requirement of this part is shown.

(c) The information established under paragraphs (a) and (b) of this section must be made available to the pilot in accordance with § 31.81.

§ 31.16

Empty weight.

The empty weight must be determined by weighing the balloon with installed equipment but without lifting gas or heater fuel.

§ 31.17

Performance: Climb.

(a) Each balloon must be capable of climbing at least 300 feet in the first minute after takeoff with a steady rate of climb. Compliance with the requirements of this section must be shown at each altitude and ambient temperature for which approval is sought.

(b) Compliance with the requirements of paragraph (a) of this section must be shown at the maximum weight with a weight tolerance of + 5 percent.

§ 31.19

Performance: Uncontrolled descent.

(a) The following must be determined for the most critical uncontrolled descent that can result from any single failure of the heater assembly, fuel cell system, gas value system, or maneuvering vent system, or from any single tear in the balloon envelope between tear stoppers:

(1) The maximum vertical velocity attained.

(2) The altitude loss from the point of failure to the point at which maximum vertical velocity is attained.

(3) The altitude required to achieve level flight after corrective action is inititated, with the balloon descending at the maximum vertical velocity determined in paragraph (a)(1) of this section.

(b) Procedures must be established for landing at the maximum vertical velocity determined in paragraph (a)(1) of this section and for arresting that descent rate in accordance with paragraph (a)(3) of this section.

§ 31.20

Controllability.

The applicant must show that the balloon is safely controllable and maneuverable during takeoff, ascent, descent, and landing without requiring exceptional piloting skill.

§ 31.21

Loads.

Strength requirements are specified in terms of limit loads, that are the maximum load to be expected in service, and ultimate loads, that are limit loads multiplied by prescribed factors of safety. Unless otherwise specified, all prescribed loads are limit loads.

§ 31.23

Flight load factor.

In determining limit load, the limit flight load factor must be at least 1.4.

§ 31.25

Factor of safety.

(a) Except as specified in paragraphs (b) and (c) of this section, the factor of safety is 1.5.

(b) A factor of safety of at least five must be used in envelope design. A reduced factor of safety of at least two may be used if it is shown that the selected factor will preclude failure due to creep or instantaneous rupture from lack of rip stoppers. The selected factor must be applied to the more critical of the maximum operating pressure or envelope stress.

(c) A factor of safety of at least five must be used in the design of all fibrous or non-metallic parts of the rigging and related attachments of the envelope to basket, trapeze, or other means provided for carrying occupants. The primary attachments of the envelope to the basket, trapeze, or other means provided for carrying occupants must be designed so that failure is extremely remote or so that any single failure will not jeopardize safety of flight.

(d) In applying factors of safety, the effect of temperature, and other operating characteristics, or both, that may affect strength of the balloon must be accounted for.

(e) For design purposes, an occupant weight of at least 170 pounds must be assumed.

§ 31.27

Strength.

(a) The structure must be able to support limit loads without detrimental effect.

(b) The structure must be substantiated by test to be able to withstand the ultimate loads for at least three seconds without failure. For the envelope, a test of a representative part is acceptable, if the part tested is large enough to include critical seams, joints, and load attachment points and members.

(c) An ultimate free-fall drop test must be made of the basket, trapeze, or other place provided for occupants. The test must be made at design maximum weight on a horizontal surface, with the basket, trapeze, or other means provided for carrying occupants, striking the surface at angles of 0, 15, and 30 degrees. The weight may be distributed to simulate actual conditions. There must be no distortion or failure that is likely to cause serious injury to the occupants. A drop test height of 36 inches, or a drop test height that produces, upon impact, a velocity equal to the maximum vertical velocity determined in accordance with § 31.19, whichever is higher, must be used.

§ 31.31

General.

The suitability of each design detail or part that bears on safety must be established by tests or analysis.

§ 31.33

Materials.

(a) The suitability and durability of all materials must be established on the basis of experience or tests. Materials must conform to approved specifications that will ensure that they have the strength and other properties assumed in the design data.

(b) Material strength properties must be based on enough tests of material conforming to specifications so as to establish design values on a statistical basis.

§ 31.35

Fabrication methods.

The methods of fabrication used must produce a consistently sound structure. If a fabrication process requires close control to reach this objective, the process must be performed in accordance with an approved process specification.

§ 31.37

Fastenings.

Only approved bolts, pins, screws, and rivets may be used in the structure. Approved locking devices or methods must be used for all these bolts, pins, and screws, unless the installation is shown to be free from vibration. Self-locking nuts may not be used on bolts that are subject to rotation in service.

§ 31.39

Protection.

Each part of the balloon must be suitably protected against deterioration or loss of strength in service due to weathering, corrosion, or other causes.

§ 31.41

Inspection provisions.

There must be a means to allow close examination of each part that require repeated inspection and adjustment.

§ 31.43

Fitting factor.

(a) A fitting factor of at least 1.15 must be used in the analysis of each fitting the strength of which is not proven by limit and ultimate load tests in which the actual stress conditions are simulated in the fitting and surrounding structure. This factor applies to all parts of the fitting, the means of attachment, and the bearing on the members joined.

(b) Each part with an integral fitting must be treated as a fitting up to the point where the section properties become typical of the member.

(c) The fitting factor need not be used if the joint design is made in accordance with approved practices and is based on comprehensive test data.

§ 31.45

Fuel cells.

If fuel cells are used, the fuel cells, their attachments, and related supporting structure must be shown by tests to be capable of withstanding, without detrimental distortion or failure, any inertia loads to which the installation may be subjected, including the drop tests prescribed in § 31.27(c). In the tests, the fuel cells must be loaded to the weight and pressure equivalent to the full fuel quantity condition.

§ 31.46

Pressurized fuel systems.

For pressurized fuel systems, each element and its connecting fittings and lines must be tested to an ultimate pressure of at least twice the maximum pressure to which the system will be subjected in normal operation. No part of the system may fail or malfunction during the test. The test configuration must be representative of the normal fuel system installation and balloon configuration.

§ 31.47

Burners.

(a) If a burner is used to provide the lifting means, the system must be designed and installed so as not to create a fire hazard.

(b) There must be shielding to protect parts adjacent to the burner flame, and the occupants, from heat effects.

(c) There must be controls, instruments, or other equipment essential to the safe control and operation of the heater. They must be shown to be able to perform their intended functions during normal and emergency operation.

(d) The burner system (including the burner unit, controls, fuel lines, fuel cells, regulators, control valves, and other related elements) must be substantiated by an endurance test of at least 40 hours. Each element of the system must be installed and tested to simulate actual balloon installation and use.

(1) The test program for the main blast valve operation of the burner must include:

(i) Five hours at the maximum fuel pressure for which approval is sought, with a burn time for each one minute cycle of three to ten seconds. The burn time must be established so that each burner is subjected to the maximum thermal shock for temperature affected elements;

(ii) Seven and one-half hours at an intermediate fuel pressure, with a burn time for each one minute cycle of three to ten seconds. An intermediate fuel pressure is 40 to 60 percent of the range between the maximum fuel pressure referenced in paragraph (d)(1)(i) of this section and minimum fuel pressure referenced in paragraph (d)(1)(iii);

(iii) Six hours and fifteen minutes at the minimum fuel pressure for which approval is sought, with a burn time for each one minute cycle of three to ten seconds;

(iv) Fifteen minutes of operation on vapor, with a burn time for each one minute cycle of at least 30 seconds; and

(v) Fifteen hours of normal flight operation.

(2) The test program for the secondary or backup operation of the burner must include six hours of operation with a burn time for each five minute cycle of one minute at an intermediate fuel pressure.

(e) The test must also include at least three flameouts and restarts.

(f) Each element of the system must be serviceable at the end of the test.

§ 31.49

Control systems.

(a) Each control must operate easily, smoothly, and positively enough to allow proper performance of its functions. Controls must be arranged and identified to provide for convenience of operation and to prevent the possibility of confusion and subsequent inadvertent operation.

(b) Each control system and operating device must be designed and installed in a manner that will prevent jamming, chafing, or interference from passengers, cargo, or loose objects. Precaution must be taken to prevent foreign objects from jamming the controls. The elements of the control system must have design features or must be distinctly and permanently marked to minimize the possibility of incorrect assembly that could result in malfunctioning of the control system.

(c) Each balloon using a captive gas as the lifting means must have an automatic valve or appendix that is able to release gas automatically at the rate of at least three percent of the total volume per minute when the balloon is at its maximum operating pressure.

(d) Each hot air balloon must have a means to allow the controlled release of hot air during flight.

(e) Each hot air balloon must have a means to indicate the maximum envelope skin temperatures occurring during operation. The indicator must be readily visible to the pilot and marked to indicate the limiting safe temperature of the envelope material. If the markings are on the cover glass of the instrument, there must be provisions to maintain the correct alignment of the glass cover with the face of the dial.

§ 31.51

Ballast.

Each captive gas balloon must have a means for the safe storage and controlled release of ballast. The ballast must consist of material that, if released during flight, is not hazardous to persons on the ground.

§ 31.53

Drag rope.

If a drag rope is used, the end that is released overboard must be stiffened to preclude the probability of the rope becoming entangled with trees, wires, or other objects on the ground.

§ 31.55

Deflation means.

There must be a means to allow emergency deflation of the envelope so as to allow a safe emergency landing. If a system other than a manual system is used, the reliability of the system used must be substantiated.

§ 31.57

Rip cords.

(a) If a rip cord is used for emergency deflation, it must be designed and installed to preclude entanglement.

(b) The force required to operate the rip cord may not be less than 25, or more than 75, pounds.

(c) The end of the rip cord to be operated by the pilot must be colored red.

(d) The rip cord must be long enough to allow an increase of at least 10 percent in the vertical dimension of the envelope.

§ 31.59

Trapeze, basket, or other means provided for occupants.

(a) The trapeze, basket, or other means provided for carrying occupants may not rotate independently of the envelope.

(b) Each projecting object on the trapeze, basket, or other means provided for carrying occupants, that could cause injury to the occupants, must be padded.

§ 31.61

Static discharge.

Unless shown not to be necessary for safety, there must be appropriate bonding means in the design of each balloon using flammable gas as a lifting means to ensure that the effects of static discharges will not create a hazard.

§ 31.63

Safety belts.

(a) There must be a safety belt, harness, or other restraining means for each occupant, unless the Administrator finds it unnecessary. If installed, the belt, harness, or other restraining means and its supporting structure must meet the strength requirements of subpart C of this part.

(b) This section does not apply to balloons that incorporate a basket or gondola.

§ 31.65

Position lights.

(a) If position lights are installed, there must be one steady aviation white position light and one flashing aviation red (or flashing aviation white) position light with an effective flash frequency of at least 40, but not more than 100, cycles per minute.

(b) Each light must provide 360° horizontal coverage at the intensities prescribed in this paragraph. The following light intensities must be determined with the light source operating at a steady state and with all light covers and color filters in place and at the manufacturer's rated minimum voltage. For the flashing aviation red light, the measured values must be adjusted to correspond to a red filter temperature of at least 130 °F:

(1) The intensities in the horizontal plane passing through the light unit must equal or exceed the following values:

(2) The intensities in vertical planes must equal or exceed the following values. An intensity of one unit corresponds to the applicable horizontal plane intensity specified in paragraph (b)(1) of this section.

(c) The steady white light must be located not more than 20 feet below the basket, trapeze, or other means for carrying occupants. The flashing red or white light must be located not less than 7, nor more than 10, feet below the steady white light.

(d) There must be a means to retract and store the lights.

(e) Each position light color must have the applicable International Commission on Illumination chromaticity coordinates as follows:

(1) Aviation red —

(2) Aviation white —

§ 31.71

Function and installation.

(a) Each item of installed equipment must—

(1) Be of a kind and design appropriate to its intended function;

(2) Be permanently and legibly marked or, if the item is too small to mark, tagged as to its identification, function, or operating limitations, or any applicable combination of those factors;

(3) Be installed according to limitations specified for that equipment; and

(4) Function properly when installed.

(b) No item of installed equipment, when performing its function, may affect the function of any other equipment so as to create an unsafe condition.

(c) The equipment, systems, and installations must be designed to prevent hazards to the balloon in the event of a probable malfunction or failure.

§ 31.81

General.

(a) The following information must be established:

(1) Each operating limitation, including the maximum weight determined under § 31.14.

(2) The normal and emergency procedures.

(3) Other information necessary for safe operation, including—

(i) The empty weight determined under § 31.16;

(ii) The rate of climb determined under § 31.17, and the procedures and conditions used to determine performance;

(iii) The maximum vertical velocity, the altitude drop required to attain that velocity, and altitude drop required to recover from a descent at that velocity, determined under § 31.19, and the procedures and conditions used to determine performance; and

(iv) Pertinent information peculiar to the balloon's operating characteristics.

(b) The information established in compliance with paragraph (a) of this section must be furnished by means of—

(1) A Balloon Flight Manual; or

(2) A placard on the balloon that is clearly visible to the pilot.

§ 31.82

Instructions for Continued Air­worthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first balloon or issuance of a standard certificate of airworthiness, whichever occurs later.

§ 31.83

Conspicuity.

The exterior surface of the envelope must be of a contrasting color or colors so that it will be conspicuous during operation. However, multicolored banners or streamers are acceptable if it can be shown that they are large enough, and there are enough of them of contrasting color, to make the balloon conspicuous during flight.

§ 31.85

Required basic equipment.

In addition to any equipment required by this subchapter for a specific kind of operation, the following equipment is required:

(a) For all balloons:

(1) [Reserved]

(2) An altimeter.

(3) A rate of climb indicator.

(b) For hot air balloons:

(1) A fuel quantity gauge. If fuel cells are used, means must be incorporated to indicate to the crew the quantity of fuel in each cell during flight. The means must be calibrated in appropriate units or in percent of fuel cell capacity.

(2) An envelope temperature indicator.

(c) For captive gas balloons, a compass.

Part 31 — CCAR-31 载人自由气球适航标准

CCAR-31 原文

CCAR-31

来源: 官方全文

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載人自由氣球適航規定 來源：中國民航局 列印本頁 中國民用航空總局令 第181號 《載人自由氣球適航規定》已經2007年3月13日中國民用航空總局局務會議通過，現予公佈，自2007年4月15日起施行。 局長 楊元元 二〇〇七年三月十五日 A章 總則 適用範圍 第31.1條 (a) 本部規定頒發載人自由氣球型號合格證及其更改的適航標準。 (b) 按照中國民用航空規章第21部的規定申請或更改該型號合格證的法人，必須表明符合本部中適用的要求。 (c) 本部中： (1) 輕氣球是靠輕於空氣的氣體産生升力的氣球； (2) 熱氣球是靠熱空氣産生升力的氣球； (3) 球囊是用於包容升力物質的包殼； (4) 吊籃是吊于球囊下用於載人的容器； (5) 吊架是懸挂于球囊下用於載人的索帶或者有水準扶桿或平板的座椅； (6) 最大設計重量是氣球的最大總重量減去升力氣體或者空氣的重量。 B章 飛行要求 符合性驗證 第31.12條 (a) 在申請合格審定的載重狀態範圍內，對每一重量，都必須滿足本章的每一要求。這必須有如下方法表明： (1) 申請合格審定的該型號的氣球的試驗，或根據試驗結果有同樣準確性的計算； (2) 如果從所審查的重量不能合理地推論符合性，則對各重量進行系統的審查。 (b) 除第31.17條(b)的規定外，在飛行試驗中允許的重量允差為+5%及－10%。 第31.14條 重量限制 (a) 必須明確規定氣球可以安全工作的重量範圍。 (b) 最大重量。最大重量是符合本部每一適用要求的最重的重量。最大重量必須確定並且不超過： (1) 申請人選擇的最重的重量； (2) 最大設計重量——符合本部每一適用結構載荷條件的最重的重量； (3) 符合本部每一適用飛行要求的最重的重量。 (c) 必須將(a)、(b)所規定的內容按照第31.81條的要求提供給駕駛員。 第31.16條 空重 空重必須是在裝有設備但無升力氣體或者燃料的情況下稱得的氣球重量。 第31.17條 性能：上升 (a) 每個氣球必須能在起飛(離地)後的第一分鐘內以穩定速率上升至少91.44米(300英尺)。必須在申請批准的每一高度及環境溫度下證明符合本條的要求。 (b) 必須在最大重量增加5%的情況下證明符合(a)的要求。 第31.19條 性能：無操縱下降 (a) 必須在燃燒器組件、燃料箱系統、燃氣控制系統或操縱放氣系統中任何單一失效或在止裂帶間球囊的任何單個撕裂可能導致的最危險的非操縱下降情況下確定以下數據： (1) 所達到的最大垂直速度； (2) 從失效發生點到獲得最大垂直速度點的高度損失； (3) 以本條(a)(1)所定的最大垂直速度下降的氣球從開始糾正操作到實現水準飛行所需的高度。 (b) 必須規定以本條(a)(1)所確定的最大垂直速度著陸的程式及按本條(a)(3)停止下降的程式。 第31.20條 操縱性 申請人必須表明，氣球在起飛、上升、下降及著陸期間可以安全地操縱和進行機動而不需特殊的駕駛技術。 C章 強度要求 載荷 第31.21條 強度要求根據限制載荷與極限載荷確定。限制載荷指使用中可能出現的最大載荷。極限載荷為限制載荷乘以規定的安全系數。除非另有規定，所有規定的載荷均為限制載荷。 第31.23條 飛行載荷系數 在確定限制載荷時，限制飛行載荷系數必須至少為1.4。 第31.25條 安全系數 (a) 除本條(b)、(c)規定外，安全系數為1.5。 (b) 球囊設計中，安全系數必須至少為5。如果能表明所選擇的系數將能防止由於缺少止裂帶而發生漸進或暫態撕裂造成的故障，則安全系數可以減小，但至少為2。所選用的系數必須應用於更臨界的最大工作壓力或球囊應力。 (c) 設計球囊與吊籃、吊架或其他載人器具的索具及相關連接件的所有纖維質或非金屬件時，安全系數必須至少為5。球囊與吊籃、吊架或其他載人器具間的主要連接件的設計，必須使得故障極不可能發生或任何單一故障將不影響飛行安全。 (d) 在應用安全系數時，必須考慮可能影響氣球強度的溫度和其他使用特性或者兩者同時作用的影響。 (e) 設計中，每一乘員的重量必須至少為77.112千克(170磅)。 第31.27條 強度 (a) 結構必須能承受限制載荷而無有害影響。 (b) 必須經試驗證明，結構能承受極限載荷至少3秒鐘而不失效。對於球囊，如果某個有代表性的部分足夠大，能夠包括關鍵接縫、接頭及承載連接點及構件，則可以用此部分進行試驗。 (c) 必須進行吊籃、吊架或其他載人器具的極限自由落震試驗。試驗必須用吊籃、吊架或其他載人器具，在水準面上以最大設計重量進行。應分別以0°、15°、30°撞擊地面。重量分佈可以模擬實際情況。不允許可能導致乘員嚴重受傷的變形或失效。必須用下列高度中的較大者進行落震實驗： (1) 0.9144米(36英寸)； (2) 使得撞擊時的速度等於第31.19條確定的最大垂直速度的高度。 D章 設計構造 總則 第31.31條 每個影響安全的設計細節或零件的適用性必須通過試驗或分析確定。 第31.33條 材料 (a) 所有材料的適用性和耐久性都必須建立在經驗或試驗的基礎上。材料必須符合批准的標準，以保證這些材料具有設計資料中採用的強度和其他性能。 (b) 材料的強度特性必須以符合標準的材料的足夠試驗為依據，以便在統計的基礎上確定設計值。 第31.35條 製造方法 採用的製造方法必須能生産出一個始終完好的結構。如果某種製造工藝需要嚴格控制才能達到此目的，則該工藝必須按照經批准的工藝規範執行。 第31.37條 緊固件 只有經過批准的螺栓、銷釘、螺釘和鉚釘才可用於結構中。必須對所有這些螺栓、銷釘和螺釘採用批准的鎖定裝置或方法，除非表明其安裝不承受振動。自鎖螺母不能用於工作中經受轉動的螺栓。 第31.39條 保護 氣球的每個部分都必須適當地保護，防止在工作中由於氣候、腐蝕或其他原因造成性能降低或強度喪失。 第31.41條 檢查措施 必須有措施，使能夠對每個要求反覆檢查和調整的零件進行接近檢查。 第31.43條 接頭系數 (a) 在分析每個未經限制載荷和極限載荷試驗(試驗時在接頭和周圍結構上模擬實際應力狀態)以證實其強度的接頭時，接頭系數至少取1.15。這一系數適用於接頭本體、連接手段和連接構件支承部位的所有零件。 (b) 對於整體接頭，一直到截面性質成為其構件典型截面為止的部分必須作為接頭處理。 (c) 如果接頭設計以批准的方法和全面的試驗數據為依據，則不必採用接頭系數。 第31.45條 燃料箱 如果採用燃料箱，則必須用試驗表明燃料箱、燃料箱連接件和有關的支撐結構能夠經受整套裝置所可能受到的任何慣性載荷，包括第31.27條(c)中規定的落震試驗，不會産生有害的變形或失效。試驗時，燃料箱必須載入到與滿燃料狀態相等的重量和壓力。 第31.46條 增壓燃料系統 對於增壓燃料系統，每個元件和它的連接接頭和導管必須試驗到極限壓力，該壓力至少為系統正常工作時所承受最大壓力的兩倍。試驗期間，無任何系統零件失效或故障。試驗構形必須能代表正常燃料系統的安裝和氣球構形。 第31.47條 燃燒器 (a) 如果使用燃燒器作為提供升力的裝置，則系統必須設計和安裝成不致有著火的危險。 (b) 必須有防護裝置，防止乘員和靠近燃燒器火焰的零件受熱影響。 (c) 必須有控制器件、儀錶或其他安全控制和使用燃燒器所必需的設備。必須表明它們在正常和應急工作時能夠完成預定的功能。 (d) 燃燒器系統(包括燃燒器單元、控制器件、燃料管、燃料箱、調節器、控制閥和其他相關元件)必須經受至少40小時的持久試驗驗證。試驗時，系統的每個元件都必須安裝並經受試驗，以模擬真實的氣球安裝和使用。 (1) 對燃燒器的主火焰控制活門使用的試驗大綱必須包括： (i) 在申請批准的最大燃料壓力下工作5小時，每分鐘迴圈內有3至10秒進行燃燒。燃燒時間的確定應使得每個燃燒器上受溫度影響的元件遭受最大的熱衝擊； (ii) 在中等燃料壓力下工作7.5小時，每分鐘迴圈內有3至10秒進行燃燒。中等燃料壓力為本條(d)(1)(i)中最大燃料壓力和本條(d)(1)(iii)中最小燃料壓力之間的40％到60％； (iii) 在申請批准的最小燃料壓力下工作6小時15分鐘，每分鐘迴圈內有3至10秒進行燃燒； (iv) 在使用燃料蒸汽燃燒的情況下工作15分鐘，每分鐘迴圈內至少30秒進行燃燒； (v) 15小時的正常飛行操作。 (2) 對燃燒器輔助或備用火焰控制活門使用的試驗大綱應當包括：在中等燃料壓力下工作6小時燃料，每5分鐘迴圈內有1分鐘進行燃燒。 (e) 試驗還必須包括至少3次熄火和再起動。 (f) 試驗結束時，系統的每個元件必須是可用的。 第31.49條 操縱系統 (a) 每一操縱器件的操作必須簡便、平穩和確切以正確地完成其功能。操縱器件的佈局和標識必須方便操作，防止混淆和隨之發生誤動的可能性。 (b) 每個操縱系統和操縱裝置必須設計和安裝成能夠防止因乘員、貨物和鬆散物引起的卡阻、摩擦、干擾。必須採取預防措施防止外來物卡阻操縱器件。操縱系統元件必須具有某種設計特徵或做出明顯的永久性標記，使可能導致操縱系統故障的不正確裝配的可能性減至最小。 (c) 每個以充輕氣提供升力的氣球必須有一個能自動釋放氣體的自動閥或通氣管，當氣球在最大工作壓力時，放氣速率每分鐘至少為總容積的3％。 (d) 每個熱氣球必須有一個裝置，使得在飛行期間可有控制地釋放熱空氣。 (e) 每個熱氣球必須有一個裝置來指示飛行期間球囊表面最高溫度。螢幕必須容易被駕駛員看到，並應有指示球囊材料安全限制溫度的標記。如果標記在儀錶玻璃罩上，必須採取措施使玻璃罩與刻度盤對準。 第31.51條 壓艙物 每個輕氣球必須有一個安全存放和可控制地釋放壓艙物的裝置。壓艙物必須由在飛行中釋放時不會對地面人員造成危害的材料組成。 第31.53條 阻力繩 如果使用阻力繩，氣球外的自由端必須硬化，防止其與樹木、電線或地面上的其他物體纏繞。 第31.55條 放氣裝置 必須有一個可使球囊應急放氣的裝置保證安全的應急著陸。如果使用人工放氣系統之外的放氣系統，則必須證明其可靠性。 第31.57條 球囊拉索 (a) 如果使用了球囊拉索來應急放氣，拉索的設計和安裝必須能夠防止纏繞。 (b) 操縱球囊拉索所需的力不小于11.34千克(25磅)，不大於34.02千克(75磅)。 (c) 由駕駛員使用的球囊拉索末端必須為紅色。 (d) 球囊拉索必須足夠長，以允許球囊在垂直方向上的尺寸至少增加10％。 第31.59條 吊架、吊籃或其他載人器具 (a) 吊架、吊籃或其他載人器具不能有相對於球囊的旋轉。 (b) 吊架、吊籃或其他載人器具上可能傷害乘員的凸出物必須包裹。 第31.61條 靜電放電 除非表明對安全是不必要的，否則在設計每個以可燃氣體為升力物質的氣球時，必須有適當的搭接手段，以確保靜電放電不會引起危險。 第31.63條 安全帶 (a) 每個乘員必須有安全帶、肩帶或其他約束手段，除非局方認為其不必要。如果被安裝，則這些安全帶、肩帶或其他約束手段及其支撐結構必須滿足本部C章的強度要求。 (b) 本條不適用於裝有吊籃或吊艙的氣球。 第31.65條 航行燈 (a) 如果安裝航行燈，必須有一個穩定的航空白色航行燈和一個閃光的航空紅色(或閃光的航空白色)航行燈，有效閃光頻率至少為40次/分，但不超過100次/分。 (b) 每個航行燈必須按本條規定的光強具有360°的水準作用範圍。下列的光強必須在使用穩態工作光源、安裝所有的燈罩和濾色鏡並且在製造人規定的最小電壓下確定。對於閃光航空紅色燈，測量值必須調整到對應至少130℉的紅色濾光鏡溫度。 (1) 通過光源的水準面上的光強必須等於或超過下列值： 航行燈 最小光強(燭光) 穩定白色 20 閃光紅色或白色 40 (2) 在垂直平面上的光強必須等於或超過下列值。一個單位的光強對應于本條(b)(1)條所規定的相應水準面的光強。 在垂直平面內與 水準面的夾角(度) 最小光強(單位) 0° 1.00 0°－5° 0.90 5°－10° 0.80 10°－15° 0.70 15°－20° 0.50 20°－30° 0.30 30°－40° 0.10 40°－60° 0.05 (c) 穩定的白色燈必須安裝在吊籃、吊架或其他載人器具以下不超過6.096米(20英尺)處。閃光紅色或白色燈必須安裝在穩定白色燈以下不小于2.1336米(7英尺)，且不大於3.048米(10英尺)處。 (d) 必須有收上和存放燈具的裝置。 (e) 每個航行燈的顏色必須具有國際照明委員會規定的相應色度坐標值： (1) 航空紅色 “y”不大於0.335； “z”不大於0.002。 (2) 航空白色 “x”不小于0.300且不大於0.540； “y”不小于“x－0.040”或“yo?0.010”,取小者； “y”不大於“x+0.020”，也不大於“0.636?0.0400x”； 其中，“yo”為普朗克輻射器相對於“x”值的“y”坐標值。 E章 設備 功能與安裝 第31.71條 (a) 安裝的每項設備必須符合下列要求： (1) 種類和設計與預定功能相適應； (2) 作永久和明顯的標記，如果零件太小而難以作標記，則用標簽標明其名稱、功能或使用限制或這些因素的任何組合； (3) 按對該設備規定的限制進行安裝； (4) 安裝後功能正常。 (b) 所安裝的每項設備，不允許影響任何其他設備的功能以致于産生不安全狀態。 (c) 設備、系統和安裝必須設計成能防止在發生可能的故障或失效情況下對氣球的危害。 F章 使用限制與資料 總則 第31.81條 (a) 必須制定下列資料： (1) 每一使用限制，包括第31.14條所確定的最大重量； (2) 正常和應急程式； (3) 其他安全操作所必需的資料，包括： (i) 按第31.16條確定的空重； (ii) 按第31.17條確定的上升速率以及用來確定該性能的程式和條件； (iii) 按第31.19條確定的最大垂直速度、達到該速度所需的下降高度、從該速度改出所需的下降高度，以及用於確定這些性能的程式和條件； (iv) 因氣球的使用特性而特有的有關資料。 (b) 按本條(a)制定的資料，必須以下列形式之一提供： (1) 氣球飛行手冊； (2) 氣球上能被駕駛員清晰看見的標牌。 第31.82條 持續適航文件 申請人必鬚根據本部附錄A編制局方可接受的持續適航文件。如果有計劃保證在交付第一架氣球之前或者在頒發標準適航證之前完成這些文件，則這些文件在型號合格審定時可以是不完備的。 第31.83條 識別 球囊的外表面必須有一種或多種反差明顯的顏色，使其在使用期間清晰可見。也可用多色的彩旗或飄帶，只要能表明其足夠大且有足夠的色彩反差使得氣球在飛行中明顯可見。 第31.85條 要求的基本設備 除適航規章對特定使用類型要求的設備外，還要求如下設備： (a) 對所有氣球： (1) [備用] (2) 高度表； (3) 升降速度表。 (b) 對熱氣球： (1) 燃料量表，如果使用燃料箱則必須具有在飛行中向操作人員指示每個燃料箱燃料量的裝置，該裝置必須以適當單位的刻度指示或以燃料箱容積的百分比指示； (2) 球囊溫度指示器。 (c) 對輕氣球：羅盤。 G章 附則 施行日期 第31.91條 本規定自2007年4月15日起施行。 附錄A 持續適航文件 第A31.1條 總則 (a) 本附錄規定了第31.82條所要求的持續適航文件的編制要求。 (b) 氣球的持續適航文件必須包括中國民用航空規章要求的氣球各部件的持續適航文件，以及所需的有關這些部件與氣球相互連接關係的資料。如果部件製造人未提供部件的持續適航文件，則氣球的持續適航文件必須包括這些對此氣球的持續適航性必不可少的資料。 (c) 申請人必須向局方提交一份文件，説明如何分發由申請人或部件製造人制定的持續適航文件的更改資料。 第A31.2條 格式 (a) 必鬚根據所提供資料的數量將持續適航文件編成一本或多本手冊。 (b) 手冊的編排格式必須實用。 第A31.3條 內容 手冊的內容必須用中文編寫。持續適航文件必須含有下列資料： (a) 説明性資料，包括在維修或預防性維修所需範圍內對氣球特點和數據的説明。 (b) 氣球及其系統和安裝的説明。 (c) 氣球及其部件和系統的基本操作和使用資料。 (d) 維護資料，包括有關在使用中維護氣球各部件(包括燃燒器噴口、燃料箱及閥門)的詳細資料。 (e) 氣球及其球囊、操縱裝置、索具、吊籃結構、燃料系統、儀錶和燃燒器組件的每一部分的定期維修資料，提供對上述各項進行清洗、調整、試驗和潤滑的薦用週期、適用的磨損容差和在這些週期內推薦的工作內容。但是，如果申請人表明某項附件、儀錶或設備非常複雜，需要專業化的維修技術、測試設備或專業技術處理，則申請人可以註明向該件的製造人索取上述資料。薦用的翻修週期和本文件適航限制條款必要的相互參照也必須列入。此外，申請人必須提交一份包含氣球持續適航性所需的檢查頻度和範圍的檢查大綱。 (f) 説明可能發生的故障，如何判別這些故障以及對這些故障採取補救措施的檢查排故資料。 (g) 重著陸後檢查項目和如何檢查的詳細資料。 (h) 包括貯存限制的貯存資料。 (i) 球囊及吊籃或吊架的修理資料。 第A31.4條 適航限制條款 持續適航文件必須包含題為適航限制的條款，該條應單獨編排並與文件的其他部分明顯地區分開來。該條必須規定強制性的更換時間、結構檢查時間間隔、有關結構檢查程式以及型號合格審定要求的球囊結構的完整性。如果持續適航文件由多本文件組成，則本條要求的條款必須編在主要手冊中。必須在該條顯著位置清晰説明：“本適航限制條款已經中國民用航空總局批准，規定了中國民用航空規章有關維護和營運的條款所要求的維修。” 附件： 載人自由氣球適航規定

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Part 33 — CCAR-33 航空发动机适航标准

航空发动机（活塞式、涡喷、涡扇、涡桨）的适航审定标准。

Part 33 — CCAR-33 航空发动机适航标准

FAR Part 33 原文

Part 33

Authority:

Source:

§ 33.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates and changes to those certificates, for aircraft engines.

(b) Each person who applies under part 21 for such a certificate or change must show compliance with the applicable requirements of this part and the applicable requirements of part 34 of this chapter.

§ 33.3

General.

Each applicant must show that the aircraft engine concerned meets the applicable requirements of this part.

§ 33.4

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first aircraft with the engine installed, or upon issuance of a standard certificate of airworthiness for the aircraft with the engine installed, whichever occurs later.

§ 33.5

Instruction manual for installing and operating the engine.

Each applicant must prepare and make available to the Administrator prior to the issuance of the type certificate, and to the owner at the time of delivery of the engine, approved instructions for installing and operating the engine. The instructions must include at least the following:

(a) Installation instructions. (1) The location of engine mounting attachments, the method of attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and related structure.

(2) The location and description of engine connections to be attached to accessories, pipes, wires, cables, ducts, and cowling.

(3) An outline drawing of the engine including overall dimensions.

(4) A definition of the physical and functional interfaces with the aircraft and aircraft equipment, including the propeller when applicable.

(5) Where an engine system relies on components that are not part of the engine type design, the interface conditions and reliability requirements for those components upon which engine type certification is based must be specified in the engine installation instructions directly or by reference to appropriate documentation.

(6) A list of the instruments necessary for control of the engine, including the overall limits of accuracy and transient response required of such instruments for control of the operation of the engine, must also be stated so that the suitability of the instruments as installed may be assessed.

(b) Operation instructions. (1) The operating limitations established by the Administrator.

(2) The power or thrust ratings and procedures for correcting for nonstandard atmosphere.

(3) The recommended procedures, under normal and extreme ambient conditions for—

(i) Starting;

(ii) Operating on the ground; and

(iii) Operating during flight.

(4) For rotorcraft engines having one or more OEI ratings, applicants must provide data on engine performance characteristics and variability to enable the aircraft manufacturer to establish aircraft power assurance procedures.

(5) A description of the primary and all alternate modes, and any back-up system, together with any associated limitations, of the engine control system and its interface with the aircraft systems, including the propeller when applicable.

(c) Safety analysis assumptions. The assumptions of the safety analysis as described in § 33.75(d) with respect to the reliability of safety devices, instrumentation, early warning devices, maintenance checks, and similar equipment or procedures that are outside the control of the engine manufacturer.

§ 33.7

Engine ratings and operating limitations.

(a) Engine ratings and operating limitations are established by the Administrator and included in the engine certificate data sheet specified in § 21.41 of this chapter, including ratings and limitations based on the operating conditions and information specified in this section, as applicable, and any other information found necessary for safe operation of the engine.

(b) For reciprocating engines, ratings and operating limitations are established relating to the following:

(1) Horsepower or torque, r.p.m., manifold pressure, and time at critical pressure altitude and sea level pressure altitude for—

(i) Rated maximum continuous power (relating to unsupercharged operation or to operation in each supercharger mode as applicable); and

(ii) Rated takeoff power (relating to unsupercharged operation or to operation in each supercharger mode as applicable).

(2) Fuel grade or specification.

(3) Oil grade or specification.

(4) Temperature of the—

(i) Cylinder;

(ii) Oil at the oil inlet; and

(iii) Turbosupercharger turbine wheel inlet gas.

(5) Pressure of—

(i) Fuel at the fuel inlet; and

(ii) Oil at the main oil gallery.

(6) Accessory drive torque and overhang moment.

(7) Component life.

(8) Turbosupercharger turbine wheel r.p.m.

(c) For turbine engines, ratings and operating limitations are established relating to the following:

(1) Horsepower, torque, or thrust, r.p.m., gas temperature, and time for—

(i) Rated maximum continuous power or thrust (augmented);

(ii) Rated maximum continuous power or thrust (unaugmented);

(iii) Rated takeoff power or thrust (augmented);

(iv) Rated takeoff power or thrust (unaugmented);

(v) Rated 30-minute OEI power;

(vi) Rated 2 1/2 -minute OEI power;

(vii) Rated continuous OEI power; and

(viii) Rated 2-minute OEI Power;

(ix) Rated 30-second OEI power; and

(x) Auxiliary power unit (APU) mode of operation.

(2) Fuel designation or specification.

(3) Oil grade or specification.

(4) Hydraulic fluid specification.

(5) Temperature of—

(i) Oil at a location specified by the applicant;

(ii) Induction air at the inlet face of a supersonic engine, including steady state operation and transient over-temperature and time allowed;

(iii) Hydraulic fluid of a supersonic engine;

(iv) Fuel at a location specified by the applicant; and

(v) External surfaces of the engine, if specified by the applicant.

(6) Pressure of—

(i) Fuel at the fuel inlet;

(ii) Oil at a location specified by the applicant;

(iii) Induction air at the inlet face of a supersonic engine, including steady state operation and transient overpressure and time allowed; and

(iv) Hydraulic fluid.

(7) Accessory drive torque and overhang moment.

(8) Component life.

(9) Fuel filtration.

(10) Oil filtration.

(11) Bleed air.

(12) The number of start-stop stress cycles approved for each rotor disc and spacer.

(13) Inlet air distortion at the engine inlet.

(14) Transient rotor shaft overspeed r.p.m., and number of overspeed occurrences.

(15) Transient gas overtemperature, and number of overtemperature occurrences.

(16) Transient engine overtorque, and number of overtorque occurrences.

(17) Maximum engine overtorque for turbopropeller and turboshaft engines incorporating free power turbines.

(18) For engines to be used in supersonic aircraft, engine rotor windmilling rotational r.p.m.

(d) In determining the engine performance and operating limitations, the overall limits of accuracy of the engine control system and of the necessary instrumentation as defined in § 33.5(a)(6) must be taken into account.

§ 33.8

Selection of engine power and thrust ratings.

(a) Requested engine power and thrust ratings must be selected by the applicant.

(b) Each selected rating must be for the lowest power or thrust that all engines of the same type may be expected to produce under the conditions used to determine that rating.

§ 33.11

Applicability.

This subpart prescribes the general design and construction requirements for reciprocating and turbine aircraft engines.

§ 33.13

§ 33.15

Materials.

The suitability and durability of materials used in the engine must—

(a) Be established on the basis of experience or tests; and

(b) Conform to approved specifications (such as industry or military specifications) that ensure their having the strength and other properties assumed in the design data.

§ 33.17

Fire protection.

(a) The design and construction of the engine and the materials used must minimize the probability of the occurrence and spread of fire during normal operation and failure conditions, and must minimize the effect of such a fire. In addition, the design and construction of turbine engines must minimize the probability of the occurrence of an internal fire that could result in structural failure or other hazardous effects.

(b) Except as provided in paragraph (c) of this section, each external line, fitting, and other component, which contains or conveys flammable fluid during normal engine operation, must be fire resistant or fireproof, as determined by the Administrator. Components must be shielded or located to safeguard against the ignition of leaking flammable fluid.

(c) A tank, which contains flammable fluids and any associated shut-off means and supports, which are part of and attached to the engine, must be fireproof either by construction or by protection unless damage by fire will not cause leakage or spillage of a hazardous quantity of flammable fluid. For a reciprocating engine having an integral oil sump of less than 23.7 liters capacity, the oil sump need not be fireproof or enclosed by a fireproof shield.

(d) An engine component designed, constructed, and installed to act as a firewall must be:

(1) Fireproof;

(2) Constructed so that no hazardous quantity of air, fluid or flame can pass around or through the firewall; and,

(3) Protected against corrosion;

(e) In addition to the requirements of paragraphs (a) and (b) of this section, engine control system components that are located in a designated fire zone must be fire resistant or fireproof, as determined by the Administrator.

(f) Unintentional accumulation of hazardous quantities of flammable fluid within the engine must be prevented by draining and venting.

(g) Any components, modules, or equipment, which are susceptible to or are potential sources of static discharges or electrical fault currents must be designed and constructed to be properly grounded to the engine reference, to minimize the risk of ignition in external areas where flammable fluids or vapors could be present.

§ 33.19

Durability.

(a) Engine design and construction must minimize the development of an unsafe condition of the engine between overhaul periods. The design of the compressor and turbine rotor cases must provide for the containment of damage from rotor blade failure. Energy levels and trajectories of fragments resulting from rotor blade failure that lie outside the compressor and turbine rotor cases must be defined.

(b) Each component of the propeller blade pitch control system which is a part of the engine type design must meet the requirements of §§ 35.21, 35.23, 35.42 and 35.43 of this chapter.

§ 33.21

Engine cooling.

Engine design and construction must provide the necessary cooling under conditions in which the airplane is expected to operate.

§ 33.23

Engine mounting attachments and structure.

(a) The maximum allowable limit and ultimate loads for engine mounting attachments and related engine structure must be specified.

(b) The engine mounting attachments and related engine structure must be able to withstand—

(1) The specified limit loads without permanent deformation; and

(2) The specified ultimate loads without failure, but may exhibit permanent deformation.

§ 33.25

Accessory attachments.

The engine must operate properly with the accessory drive and mounting attachments loaded. Each engine accessory drive and mounting attachment must include provisions for sealing to prevent contamination of, or unacceptable leakage from, the engine interior. A drive and mounting attachment requiring lubrication for external drive splines, or coupling by engine oil, must include provisions for sealing to prevent unacceptable loss of oil and to prevent contamination from sources outside the chamber enclosing the drive connection. The design of the engine must allow for the examination, adjustment, or removal of each accessory required for engine operation.

§ 33.27

Turbine, compressor, fan, and turbosupercharger rotor overspeed.

(a) For each fan, compressor, turbine, and turbosupercharger rotor, the applicant must establish by test, analysis, or a combination of both, that each rotor will not burst when operated in the engine for 5 minutes at whichever of the conditions defined in paragraph (b) of this section is the most critical with respect to the integrity of such a rotor.

(1) Test rotors used to demonstrate compliance with this section that do not have the most adverse combination of material properties and dimensional tolerances must be tested at conditions which have been adjusted to ensure the minimum specification rotor possesses the required overspeed capability. This can be accomplished by increasing test speed, temperature, and/or loads.

(2) When an engine test is being used to demonstrate compliance with the overspeed conditions listed in paragraph (b)(3) or (b)(4) of this section and the failure of a component or system is sudden and transient, it may not be possible to operate the engine for 5 minutes after the failure. Under these circumstances, the actual overspeed duration is acceptable if the required maximum overspeed is achieved.

(b) When determining the maximum overspeed condition applicable to each rotor in order to comply with paragraphs (a) and (c) of this section, the applicant must evaluate the following rotor speeds taking into consideration the part's operating temperatures and temperature gradients throughout the engine's operating envelope:

(1) 120 percent of the maximum permissible rotor speed associated with any of the engine ratings except one-engine-inoperative (OEI) ratings of less than 2 1/2 minutes.

(2) 115 percent of the maximum permissible rotor speed associated with any OEI ratings of less than 2 1/2 minutes.

(3) 105 percent of the highest rotor speed that would result from either:

(i) The failure of the component or system which, in a representative installation of the engine, is the most critical with respect to overspeed when operating at any rating condition except OEI ratings of less than 2 1/2 minutes, or

(ii) The failure of any component or system in a representative installation of the engine, in combination with any other failure of a component or system that would not normally be detected during a routine pre-flight check or during normal flight operation, that is the most critical with respect to overspeed, except as provided by paragraph (c) of this section, when operating at any rating condition except OEI ratings of less than 2 1/2 minutes.

(4) 100 percent of the highest rotor speed that would result from the failure of the component or system which, in a representative installation of the engine, is the most critical with respect to overspeed when operating at any OEI rating of less than 2 1/2 minutes.

(c) The highest overspeed that results from a complete loss of load on a turbine rotor, except as provided by paragraph (f) of this section, must be included in the overspeed conditions considered by paragraphs (b)(3)(i), (b)(3)(ii), and (b)(4) of this section, regardless of whether that overspeed results from a failure within the engine or external to the engine. The overspeed resulting from any other single failure must be considered when selecting the most limiting overspeed conditions applicable to each rotor. Overspeeds resulting from combinations of failures must also be considered unless the applicant can show that the probability of occurrence is not greater than extremely remote (probability range of 10 −7 to 10 −9 per engine flight hour).

(d) In addition, the applicant must demonstrate that each fan, compressor, turbine, and turbosupercharger rotor complies with paragraphs (d)(1) and (d)(2) of this section for the maximum overspeed achieved when subjected to the conditions specified in paragraphs (b)(3) and (b)(4) of this section. The applicant must use the approach in paragraph (a) of this section which specifies the required test conditions.

(1) Rotor Growth must not cause the engine to:

(i) Catch fire,

(ii) Release high-energy debris through the engine casing or result in a hazardous failure of the engine casing,

(iii) Generate loads greater than those ultimate loads specified in § 33.23(a), or

(iv) Lose the capability of being shut down.

(2) Following an overspeed event and after continued operation, the rotor may not exhibit conditions such as cracking or distortion which preclude continued safe operation.

(e) The design and functioning of engine control systems, instruments, and other methods not covered under § 33.28 must ensure that the engine operating limitations that affect turbine, compressor, fan, and turbosupercharger rotor structural integrity will not be exceeded in service.

(f) Failure of a shaft section may be excluded from consideration in determining the highest overspeed that would result from a complete loss of load on a turbine rotor if the applicant:

(1) Identifies the shaft as an engine life-limited-part and complies with § 33.70.

(2) Uses material and design features that are well understood and that can be analyzed by well-established and validated stress analysis techniques.

(3) Determines, based on an assessment of the environment surrounding the shaft section, that environmental influences are unlikely to cause a shaft failure. This assessment must include complexity of design, corrosion, wear, vibration, fire, contact with adjacent components or structure, overheating, and secondary effects from other failures or combination of failures.

(4) Identifies and declares, in accordance with § 33.5, any assumptions regarding the engine installation in making the assessment described above in paragraph (f)(3) of this section.

(5) Assesses, and considers as appropriate, experience with shaft sections of similar design.

(6) Does not exclude the entire shaft.

(g) If analysis is used to meet the overspeed requirements, then the analytical tool must be validated to prior overspeed test results of a similar rotor. The tool must be validated for each material. The rotor being certified must not exceed the boundaries of the rotors being used to validate the analytical tool in terms of geometric shape, operating stress, and temperature. Validation includes the ability to accurately predict rotor dimensional growth and the burst speed. The predictions must also show that the rotor being certified does not have lower burst and growth margins than rotors used to validate the tool.

§ 33.28

Engine control systems.

(a) Applicability. These requirements are applicable to any system or device that is part of engine type design, that controls, limits, or monitors engine operation, and is necessary for the continued airworthiness of the engine.

(b) Validation —(1) Functional aspects. The applicant must substantiate by tests, analysis, or a combination thereof, that the engine control system performs the intended functions in a manner which:

(i) Enables selected values of relevant control parameters to be maintained and the engine kept within the approved operating limits over changing atmospheric conditions in the declared flight envelope;

(ii) Complies with the operability requirements of §§ 33.51, 33.65 and 33.73, as appropriate, under all likely system inputs and allowable engine power or thrust demands, unless it can be demonstrated that failure of the control function results in a non-dispatchable condition in the intended application;

(iii) Allows modulation of engine power or thrust with adequate sensitivity over the declared range of engine operating conditions; and

(iv) Does not create unacceptable power or thrust oscillations.

(2) Environmental limits. The applicant must demonstrate, when complying with §§ 33.53 or 33.91, that the engine control system functionality will not be adversely affected by declared environmental conditions, including electromagnetic interference (EMI), High Intensity Radiated Fields (HIRF), and lightning. The limits to which the system has been qualified must be documented in the engine installation instructions.

(c) Control transitions. (1) The applicant must demonstrate that, when fault or failure results in a change from one control mode to another, from one channel to another, or from the primary system to the back-up system, the change occurs so that:

(i) The engine does not exceed any of its operating limitations;

(ii) The engine does not surge, stall, or experience unacceptable thrust or power changes or oscillations or other unacceptable characteristics; and

(iii) There is a means to alert the flight crew if the crew is required to initiate, respond to, or be aware of the control mode change. The means to alert the crew must be described in the engine installation instructions, and the crew action must be described in the engine operating instructions;

(2) The magnitude of any change in thrust or power and the associated transition time must be identified and described in the engine installation instructions and the engine operating instructions.

(d) Engine control system failures. The applicant must design and construct the engine control system so that:

(1) The rate for Loss of Thrust (or Power) Control (LOTC/LOPC) events, consistent with the safety objective associated with the intended application can be achieved;

(2) In the full-up configuration, the system is single fault tolerant, as determined by the Administrator, for electrical or electronic failures with respect to LOTC/LOPC events;

(3) Single failures of engine control system components do not result in a hazardous engine effect; and

(4) Foreseeable failures or malfunctions leading to local events in the intended aircraft installation, such as fire, overheat, or failures leading to damage to engine control system components, do not result in a hazardous engine effect due to engine control system failures or malfunctions.

(e) S ystem safety assessment. When complying with this section and § 33.75, the applicant must complete a System Safety Assessment for the engine control system. This assessment must identify faults or failures that result in a change in thrust or power, transmission of erroneous data, or an effect on engine operability producing a surge or stall together with the predicted frequency of occurrence of these faults or failures.

(f) Protection systems. (1) The design and functioning of engine control devices and systems, together with engine instruments and operating and maintenance instructions, must provide reasonable assurance that those engine operating limitations that affect turbine, compressor, fan, and turbosupercharger rotor structural integrity will not be exceeded in service.

(2) When electronic overspeed protection systems are provided, the design must include a means for testing, at least once per engine start/stop cycle, to establish the availability of the protection function. The means must be such that a complete test of the system can be achieved in the minimum number of cycles. If the test is not fully automatic, the requirement for a manual test must be contained in the engine instructions for operation.

(3) When overspeed protection is provided through hydromechanical or mechanical means, the applicant must demonstrate by test or other acceptable means that the overspeed function remains available between inspection and maintenance periods.

(g) Software. The applicant must design, implement, and verify all associated software to minimize the existence of errors by using a method, approved by the FAA, consistent with the criticality of the performed functions.

(h) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied data (other than thrust or power command signals from the aircraft), or data shared between engines must:

(1) Not result in a hazardous engine effect for any engine; and

(2) Be detected and accommodated. The accommodation strategy must not result in an unacceptable change in thrust or power or an unacceptable change in engine operating and starting characteristics. The applicant must evaluate and document in the engine installation instructions the effects of these failures on engine power or thrust, engine operability, and starting characteristics throughout the flight envelope.

(i) Aircraft-supplied electrical power. (1) The applicant must design the engine control system so that the loss, malfunction, or interruption of electrical power supplied from the aircraft to the engine control system will not result in any of the following:

(i) A hazardous engine effect, or

(ii) The unacceptable transmission of erroneous data.

(2) When an engine dedicated power source is required for compliance with paragraph (i)(1) of this section, its capacity should provide sufficient margin to account for engine operation below idle where the engine control system is designed and expected to recover engine operation automatically.

(3) The applicant must identify and declare the need for, and the characteristics of, any electrical power supplied from the aircraft to the engine control system for starting and operating the engine, including transient and steady state voltage limits, in the engine instructions for installation.

(4) Low voltage transients outside the power supply voltage limitations declared in paragraph (i)(3) of this section must meet the requirements of paragraph (i)(1) of this section. The engine control system must be capable of resuming normal operation when aircraft-supplied power returns to within the declared limits.

(j) Air pressure signal. The applicant must consider the effects of blockage or leakage of the signal lines on the engine control system as part of the System Safety Assessment of paragraph (e) of this section and must adopt the appropriate design precautions.

(k) Automatic availability and control of engine power for 30-second OEI rating. Rotorcraft engines having a 30-second OEI rating must incorporate a means, or a provision for a means, for automatic availability and automatic control of the 30-second OEI power within its operating limitations.

(l) Engine shut down means. Means must be provided for shutting down the engine rapidly.

(m) Programmable logic devices. The development of programmable logic devices using digital logic or other complex design technologies must provide a level of assurance for the encoded logic commensurate with the hazard associated with the failure or malfunction of the systems in which the devices are located. The applicant must provide evidence that the development of these devices has been done by using a method, approved by the FAA, that is consistent with the criticality of the performed function.

§ 33.29

Instrument connection.

(a) Unless it is constructed to prevent its connection to an incorrect instrument, each connection provided for powerplant instruments required by aircraft airworthiness regulations or necessary to insure operation of the engine in compliance with any engine limitation must be marked to identify it with its corresponding instrument.

(b) A connection must be provided on each turbojet engine for an indicator system to indicate rotor system unbalance.

(c) Each rotorcraft turbine engine having a 30-second OEI rating and a 2-minute OEI rating must have a means or a provision for a means to:

(1) Alert the pilot when the engine is at the 30-second OEI and the 2-minute OEI power levels, when the event begins, and when the time interval expires;

(2) Automatically record each usage and duration of power at the 30-second OEI and 2-minute OEI levels;

(3) Alert maintenance personnel in a positive manner that the engine has been operated at either or both of the 30-second and 2-minute OEI power levels, and permit retrieval of the recorded data; and

(4) Enable routine verification of the proper operation of the above means.

(d) The means, or the provision for a means, of paragraphs (c)(2) and (c)(3) of this section must not be capable of being reset in flight.

(e) The applicant must make provision for the installation of instrumentation necessary to ensure operation in compliance with engine operating limitations. Where, in presenting the safety analysis, or complying with any other requirement, dependence is placed on instrumentation that is not otherwise mandatory in the assumed aircraft installation, then the applicant must specify this instrumentation in the engine installation instructions and declare it mandatory in the engine approval documentation.

(f) As part of the System Safety Assessment of § 33.28(e), the applicant must assess the possibility and subsequent effect of incorrect fit of instruments, sensors, or connectors. Where necessary, the applicant must take design precautions to prevent incorrect configuration of the system.

(g) The sensors, together with associated wiring and signal conditioning, must be segregated, electrically and physically, to the extent necessary to ensure that the probability of a fault propagating from instrumentation and monitoring functions to control functions, or vice versa, is consistent with the failure effect of the fault.

(h) The applicant must provide instrumentation enabling the flight crew to monitor the functioning of the turbine cooling system unless appropriate inspections are published in the relevant manuals and evidence shows that:

(1) Other existing instrumentation provides adequate warning of failure or impending failure;

(2) Failure of the cooling system would not lead to hazardous engine effects before detection; or

(3) The probability of failure of the cooling system is extremely remote.

§ 33.31

Applicability.

This subpart prescribes additional design and construction requirements for reciprocating aircraft engines.

§ 33.33

Vibration.

The engine must be designed and constructed to function throughout its normal operating range of crankshaft rotational speeds and engine powers without inducing excessive stress in any of the engine parts because of vibration and without imparting excessive vibration forces to the aircraft structure.

§ 33.34

Turbocharger rotors.

Each turbocharger case must be designed and constructed to be able to contain fragments of a compressor or turbine that fails at the highest speed that is obtainable with normal speed control devices inoperative.

§ 33.35

Fuel and induction system.

(a) The fuel system of the engine must be designed and constructed to supply an appropriate mixture of fuel to the cylinders throughout the complete operating range of the engine under all flight and atmospheric conditions.

(b) The intake passages of the engine through which air or fuel in combination with air passes for combustion purposes must be designed and constructed to minimize the danger of ice accretion in those passages. The engine must be designed and constructed to permit the use of a means for ice prevention.

(c) The type and degree of fuel filtering necessary for protection of the engine fuel system against foreign particles in the fuel must be specified. The applicant must show that foreign particles passing through the prescribed filtering means will not critically impair engine fuel system functioning.

(d) Each passage in the induction system that conducts a mixture of fuel and air must be self-draining, to prevent a liquid lock in the cylinders, in all attitudes that the applicant establishes as those the engine can have when the aircraft in which it is installed is in the static ground attitude.

(e) If provided as part of the engine, the applicant must show for each fluid injection (other than fuel) system and its controls that the flow of the injected fluid is adequately controlled.

§ 33.37

Ignition system.

Each spark ignition engine must have a dual ignition system with at least two spark plugs for each cylinder and two separate electric circuits with separate sources of electrical energy, or have an ignition system of equivalent in-flight reliability.

§ 33.39

Lubrication system.

(a) The lubrication system of the engine must be designed and constructed so that it will function properly in all flight attitudes and atmospheric conditions in which the airplane is expected to operate. In wet sump engines, this requirement must be met when only one-half of the maximum lubricant supply is in the engine.

(b) The lubrication system of the engine must be designed and constructed to allow installing a means of cooling the lubricant.

(c) The crankcase must be vented to the atmosphere to preclude leakage of oil from excessive pressure in the crankcase.

§ 33.41

Applicability.

This subpart prescribes the block tests and inspections for reciprocating aircraft engines.

§ 33.42

General.

Before each endurance test required by this subpart, the adjustment setting and functioning characteristic of each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must be established and recorded.

§ 33.43

Vibration test.

(a) Each engine must undergo a vibration survey to establish the torsional and bending vibration characteristics of the crankshaft and the propeller shaft or other output shaft, over the range of crankshaft speed and engine power, under steady state and transient conditions, from idling speed to either 110 percent of the desired maximum continuous speed rating or 103 percent of the maximum desired takeoff speed rating, whichever is higher. The survey must be conducted using, for airplane engines, the same configuration of the propeller type which is used for the endurance test, and using, for other engines, the same configuration of the loading device type which is used for the endurance test.

(b) The torsional and bending vibration stresses of the crankshaft and the propeller shaft or other output shaft may not exceed the endurance limit stress of the material from which the shaft is made. If the maximum stress in the shaft cannot be shown to be below the endurance limit by measurement, the vibration frequency and amplitude must be measured. The peak amplitude must be shown to produce a stress below the endurance limit; if not, the engine must be run at the condition producing the peak amplitude until, for steel shafts, 10 million stress reversals have been sustained without fatigue failure and, for other shafts, until it is shown that fatigue will not occur within the endurance limit stress of the material.

(c) Each accessory drive and mounting attachment must be loaded, with the loads imposed by each accessory used only for an aircraft service being the limit load specified by the applicant for the drive or attachment point.

(d) The vibration survey described in paragraph (a) of this section must be repeated with that cylinder not firing which has the most adverse vibration effect, in order to establish the conditions under which the engine can be operated safely in that abnormal state. However, for this vibration survey, the engine speed range need only extend from idle to the maximum desired takeoff speed, and compliance with paragraph (b) of this section need not be shown.

§ 33.45

Calibration tests.

(a) Each engine must be subjected to the calibration tests necessary to establish its power characteristics and the conditions for the endurance test specified in § 33.49. The results of the power characteristics calibration tests form the basis for establishing the characteristics of the engine over its entire operating range of crankshaft rotational speeds, manifold pressures, fuel/air mixture settings, and altitudes. Power ratings are based upon standard atmospheric conditions with only those accessories installed which are essential for engine functioning.

(b) A power check at sea level conditions must be accomplished on the endurance test engine after the endurance test. Any change in power characteristics which occurs during the endurance test must be determined. Measurements taken during the final portion of the endurance test may be used in showing compliance with the requirements of this paragraph.

§ 33.47

Detonation test.

Each engine must be tested to establish that the engine can function without detonation throughout its range of intended conditions of operation.

§ 33.49

Endurance test.

(a) General. Each engine must be subjected to an endurance test that includes a total of 150 hours of operation (except as provided in paragraph (e)(1)(iii) of this section) and, depending upon the type and contemplated use of the engine, consists of one of the series of runs specified in paragraphs (b) through (e) of this section, as applicable. The runs must be made in the order found appropriate by the Administrator for the particular engine being tested. During the endurance test the engine power and the crankshaft rotational speed must be kept within ±3 percent of the rated values. During the runs at rated takeoff power and for at least 35 hours at rated maximum continuous power, one cylinder must be operated at not less than the limiting temperature, the other cylinders must be operated at a temperature not lower than 50 degrees F. below the limiting temperature, and the oil inlet temperature must be maintained within ±10 degrees F. of the limiting temperature. An engine that is equipped with a propeller shaft must be fitted for the endurance test with a propeller that thrust-loads the engine to the maximum thrust which the engine is designed to resist at each applicable operating condition specified in this section. Each accessory drive and mounting attachment must be loaded. During operation at rated takeoff power and rated maximum continuous power, the load imposed by each accessory used only for an aircraft service must be the limit load specified by the applicant for the engine drive or attachment point.

(b) Unsupercharged engines and engines incorporating a gear-driven single-speed supercharger. For engines not incorporating a supercharger and for engines incorporating a gear-driven single-speed supercharger the applicant must conduct the following runs:

(1) A 30-hour run consisting of alternate periods of 5 minutes at rated takeoff power with takeoff speed, and 5 minutes at maximum best economy cruising power or maximum recommended cruising power.

(2) A 20-hour run consisting of alternate periods of 1 1/2 hours at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 75 percent rated maximum continuous power and 91 percent maximum continuous speed.

(3) A 20-hour run consisting of alternate periods of 1 1/2 hours at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 70 percent rated maximum continuous power and 89 percent maximum continuous speed.

(4) A 20-hour run consisting of alternate periods of 1 1/2 hours at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 65 percent rated maximum continuous power and 87 percent maximum continuous speed.

(5) A 20-hour run consisting of alternate periods of 1 1/2 hours at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 60 percent rated maximum continuous power and 84.5 percent maximum continuous speed.

(6) A 20-hour run consisting of alternate periods of 1 1/2 hours at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 50 percent rated maximum continuous power and 79.5 percent maximum continuous speed.

(7) A 20-hour run consisting of alternate periods of 2 1/2 hours at rated maximum continuous power with maximum continuous speed, and 2 1/2 hours at maximum best economy cruising power or at maximum recommended cruising power.

(c) Engines incorporating a gear-driven two-speed supercharger. For engines incorporating a gear-driven two-speed supercharger the applicant must conduct the following runs:

(1) A 30-hour run consisting of alternate periods in the lower gear ratio of 5 minutes at rated takeoff power with takeoff speed, and 5 minutes at maximum best economy cruising power or at maximum recommended cruising power. If a takeoff power rating is desired in the higher gear ratio, 15 hours of the 30-hour run must be made in the higher gear ratio in alternate periods of 5 minutes at the observed horsepower obtainable with the takeoff critical altitude manifold pressure and takeoff speed, and 5 minutes at 70 percent high ratio rated maximum continuous power and 89 percent high ratio maximum continuous speed.

(2) A 15-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 75 percent rated maximum continuous power and 91 percent maximum continuous speed.

(3) A 15-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1/2 hour at 70 percent rated maximum continuous power and 89 percent maximum continuous speed.

(4) A 30-hour run in the higher gear ratio at rated maximum continuous power with maximum continuous speed.

(5) A 5-hour run consisting of alternate periods of 5 minutes in each of the supercharger gear ratios. The first 5 minutes of the test must be made at maximum continuous speed in the higher gear ratio and the observed horsepower obtainable with 90 percent of maximum continuous manifold pressure in the higher gear ratio under sea level conditions. The condition for operation for the alternate 5 minutes in the lower gear ratio must be that obtained by shifting to the lower gear ratio at constant speed.

(6) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 65 percent rated maximum continuous power and 87 percent maximum continuous speed.

(7) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 60 percent rated maximum continuous power and 84.5 percent maximum continuous speed.

(8) A 10-hour run consisting of alternate periods in the lower gear ratio of 1 hour at rated maximum continuous power with maximum continuous speed, and 1 hour at 50 percent rated maximum continuous power and 79.5 percent maximum continuous speed.

(9) A 20-hour run consisting of alternate periods in the lower gear ratio of 2 hours at rated maximum continuous power with maximum continuous speed, and 2 hours at maximum best economy cruising power and speed or at maximum recommended cruising power.

(10) A 5-hour run in the lower gear ratio at maximum best economy cruising power and speed or at maximum recommended cruising power and speed.

Where simulated altitude test equipment is not available when operating in the higher gear ratio, the runs may be made at the observed horsepower obtained with the critical altitude manifold pressure or specified percentages thereof, and the fuel-air mixtures may be adjusted to be rich enough to suppress detonation.

(d) Helicopter engines. To be eligible for use on a helicopter each engine must either comply with paragraphs (a) through (j) of § 29.923 of this chapter, or must undergo the following series of runs:

(1) A 35-hour run consisting of alternate periods of 30 minutes each at rated takeoff power with takeoff speed, and at rated maximum continuous power with maximum continuous speed.

(2) A 25-hour run consisting of alternate periods of 2 1/2 hours each at rated maximum continuous power with maximum continuous speed, and at 70 percent rated maximum continuous power with maximum continuous speed.

(3) A 25-hour run consisting of alternate periods of 2 1/2 hours each at rated maximum continuous power with maximum continuous speed, and at 70 percent rated maximum continuous power with 80 to 90 percent maximum continuous speed.

(4) A 25-hour run consisting of alternate periods of 2 1/2 hours each at 30 percent rated maximum continuous power with takeoff speed, and at 30 percent rated maximum continuous power with 80 to 90 percent maximum continuous speed.

(5) A 25-hour run consisting of alternate periods of 2 1/2 hours each at 80 percent rated maximum continuous power with takeoff speed, and at either rated maximum continuous power with 110 percent maximum continuous speed or at rated takeoff power with 103 percent takeoff speed, whichever results in the greater speed.

(6) A 15-hour run at 105 percent rated maximum continuous power with 105 percent maximum continuous speed or at full throttle and corresponding speed at standard sea level carburetor entrance pressure, if 105 percent of the rated maximum continuous power is not exceeded.

(e) Turbosupercharged engines. For engines incorporating a turbosupercharger the following apply except that altitude testing may be simulated provided the applicant shows that the engine and supercharger are being subjected to mechanical loads and operating temperatures no less severe than if run at actual altitude conditions:

(1) For engines used in airplanes the applicant must conduct the runs specified in paragraph (b) of this section, except—

(i) The entire run specified in paragraph (b)(1) of this section must be made at sea level altitude pressure;

(ii) The portions of the runs specified in paragraphs (b)(2) through (7) of this section at rated maximum continuous power must be made at critical altitude pressure, and the portions of the runs at other power must be made at 8,000 feet altitude pressure; and

(iii) The turbosupercharger used during the 150-hour endurance test must be run on the bench for an additional 50 hours at the limiting turbine wheel inlet gas temperature and rotational speed for rated maximum continuous power operation unless the limiting temperature and speed are maintained during 50 hours of the rated maximum continuous power operation.

(2) For engines used in helicopters the applicant must conduct the runs specified in paragraph (d) of this section, except—

(i) The entire run specified in paragraph (d)(1) of this section must be made at critical altitude pressure;

(ii) The portions of the runs specified in paragraphs (d)(2) and (3) of this section at rated maximum continuous power must be made at critical altitude pressure and the portions of the runs at other power must be made at 8,000 feet altitude pressure;

(iii) The entire run specified in paragraph (d)(4) of this section must be made at 8,000 feet altitude pressure;

(iv) The portion of the runs specified in paragraph (d)(5) of this section at 80 percent of rated maximum continuous power must be made at 8,000 feet altitude pressure and the portions of the runs at other power must be made at critical altitude pressure;

(v) The entire run specified in paragraph (d)(6) of this section must be made at critical altitude pressure; and

(vi) The turbosupercharger used during the endurance test must be run on the bench for 50 hours at the limiting turbine wheel inlet gas temperature and rotational speed for rated maximum continuous power operation unless the limiting temperature and speed are maintained during 50 hours of the rated maximum continuous power operation.

§ 33.51

Operation test.

The operation test must include the testing found necessary by the Administrator to demonstrate backfire characteristics, starting, idling, acceleration, overspeeding, functioning of propeller and ignition, and any other operational characteristic of the engine. If the engine incorporates a multispeed supercharger drive, the design and construction must allow the supercharger to be shifted from operation at the lower speed ratio to the higher and the power appropriate to the manifold pressure and speed settings for rated maximum continuous power at the higher supercharger speed ratio must be obtainable within five seconds.

§ 33.53

Engine system and component tests.

(a) For those systems and components that cannot be adequately substantiated in accordance with endurance testing of § 33.49, the applicant must conduct additional tests to demonstrate that systems or components are able to perform the intended functions in all declared environmental and operating conditions.

(b) Temperature limits must be established for each component that requires temperature controlling provisions in the aircraft installation to assure satisfactory functioning, reliability, and durability.

§ 33.55

Teardown inspection.

After completing the endurance test—

(a) Each engine must be completely disassembled;

(b) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and

(c) Each engine component must conform to the type design and be eligible for incorporation into an engine for continued operation, in accordance with information submitted in compliance with § 33.4.

§ 33.57

General conduct of block tests.

(a) The applicant may, in conducting the block tests, use separate engines of identical design and construction in the vibration, calibration, detonation, endurance, and operation tests, except that, if a separate engine is used for the endurance test it must be subjected to a calibration check before starting the endurance test.

(b) The applicant may service and make minor repairs to the engine during the block tests in accordance with the service and maintenance instructions submitted in compliance with § 33.4. If the frequency of the service is excessive, or the number of stops due to engine malfunction is excessive, or a major repair, or replacement of a part is found necessary during the block tests or as the result of findings from the teardown inspection, the engine or its parts may be subjected to any additional test the Administrator finds necessary.

(c) Each applicant must furnish all testing facilities, including equipment and competent personnel, to conduct the block tests.

§ 33.61

Applicability.

This subpart prescribes additional design and construction requirements for turbine aircraft engines.

§ 33.62

Stress analysis.

A stress analysis must be performed on each turbine engine showing the design safety margin of each turbine engine rotor, spacer, and rotor shaft.

§ 33.63

Vibration.

Each engine must be designed and constructed to function throughout its declared flight envelope and operating range of rotational speeds and power/thrust, without inducing excessive stress in any engine part because of vibration and without imparting excessive vibration forces to the aircraft structure.

§ 33.64

Pressurized engine static parts.

(a) Strength. The applicant must establish by test, validated analysis, or a combination of both, that all static parts subject to significant gas or liquid pressure loads for a stabilized period of one minute will not:

(1) Exhibit permanent distortion beyond serviceable limits or exhibit leakage that could create a hazardous condition when subjected to the greater of the following pressures:

(i) 1.1 times the maximum working pressure;

(ii) 1.33 times the normal working pressure; or

(iii) 35 kPa (5 p.s.i.) above the normal working pressure.

(2) Exhibit fracture or burst when subjected to the greater of the following pressures:

(i) 1.15 times the maximum possible pressure;

(ii) 1.5 times the maximum working pressure; or

(iii) 35 kPa (5 p.s.i.) above the maximum possible pressure.

(b) Compliance with this section must take into account:

(1) The operating temperature of the part;

(2) Any other significant static loads in addition to pressure loads;

(3) Minimum properties representative of both the material and the processes used in the construction of the part; and

(4) Any adverse geometry conditions allowed by the type design.

§ 33.65

Surge and stall characteristics.

When the engine is operated in accordance with operating instructions required by § 33.5(b), starting, a change of power or thrust, power or thrust augmentation, limiting inlet air distortion, or inlet air temperature may not cause surge or stall to the extent that flameout, structural failure, overtemperature, or failure of the engine to recover power or thrust will occur at any point in the operating envelope.

§ 33.66

Bleed air system.

The engine must supply bleed air without adverse effect on the engine, excluding reduced thrust or power output, at all conditions up to the discharge flow conditions established as a limitation under § 33.7(c)(11). If bleed air used for engine anti-icing can be controlled, provision must be made for a means to indicate the functioning of the engine ice protection system.

§ 33.67

Fuel system.

(a) With fuel supplied to the engine at the flow and pressure specified by the applicant, the engine must function properly under each operating condition required by this part. Each fuel control adjusting means that may not be manipulated while the fuel control device is mounted on the engine must be secured by a locking device and sealed, or otherwise be inaccessible. All other fuel control adjusting means must be accessible and marked to indicate the function of the adjustment unless the function is obvious.

(b) There must be a fuel strainer or filter between the engine fuel inlet opening and the inlet of either the fuel metering device or the engine-driven positive displacement pump whichever is nearer the engine fuel inlet. In addition, the following provisions apply to each strainer or filter required by this paragraph (b):

(1) It must be accessible for draining and cleaning and must incorporate a screen or element that is easily removable.

(2) It must have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes.

(3) It must be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter, unless adequate strength margins under all loading conditions are provided in the lines and connections.

(4) It must have the type and degree of fuel filtering specified as necessary for protection of the engine fuel system against foreign particles in the fuel. The applicant must show:

(i) That foreign particles passing through the specified filtering means do not impair the engine fuel system functioning; and

(ii) That the fuel system is capable of sustained operation throughout its flow and pressure range with the fuel initially saturated with water at 80 °F (27 °C) and having 0.025 fluid ounces per gallon (0.20 milliliters per liter) of free water added and cooled to the most critical condition for icing likely to be encountered in operation. However, this requirement may be met by demonstrating the effectiveness of specified approved fuel anti-icing additives, or that the fuel system incorporates a fuel heater which maintains the fuel temperature at the fuel strainer or fuel inlet above 32 °F (0 °C) under the most critical conditions.

(5) The applicant must demonstrate that the filtering means has the capacity (with respect to engine operating limitations) to ensure that the engine will continue to operate within approved limits, with fuel contaminated to the maximum degree of particle size and density likely to be encountered in service. Operation under these conditions must be demonstrated for a period acceptable to the Administrator, beginning when indication of impending filter blockage is first given by either:

(i) Existing engine instrumentation; or

(ii) Additional means incorporated into the engine fuel system.

(6) Any strainer or filter bypass must be designed and constructed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path.

(c) If provided as part of the engine, the applicant must show for each fluid injection (other than fuel) system and its controls that the flow of the injected fluid is adequately controlled.

§ 33.68

Induction system icing.

Each engine, with all icing protection systems operating, must:

(a) Operate throughout its flight power range, including the minimum descent idle rotor speeds achievable in flight, in the icing conditions defined for turbojet, turbofan, and turboprop engines in Appendices C and O of part 25 of this chapter, and Appendix D of this part, and for turboshaft engines in Appendix C of part 29 of this chapter, without the accumulation of ice on the engine components that:

(1) Adversely affects engine operation or that causes an unacceptable permanent loss of power or thrust or unacceptable increase in engine operating temperature; or

(2) Results in unacceptable temporary power loss or engine damage; or

(3) Causes a stall, surge, or flameout or loss of engine controllability. The applicant must account for in-flight ram effects in any critical point analysis or test demonstration of these flight conditions.

(b) Operate throughout its flight power range, including minimum descent idle rotor speeds achievable in flight, in the icing conditions defined for turbojet, turbofan, and turboprop engines in Appendices C and O of part 25 of this chapter, and for turboshaft engines in Appendix C of part 29 of this chapter. In addition:

(1) It must be shown through Critical Point Analysis (CPA) that the complete ice envelope has been analyzed, and that the most critical points must be demonstrated by engine test, analysis, or a combination of the two to operate acceptably. Extended flight in critical flight conditions such as hold, descent, approach, climb, and cruise, must be addressed, for the ice conditions defined in these appendices.

(2) It must be shown by engine test, analysis, or a combination of the two that the engine can operate acceptably for the following durations:

(i) At engine powers that can sustain level flight: A duration that achieves repetitive, stabilized operation for turbojet, turbofan, and turboprop engines in the icing conditions defined in Appendices C and O of part 25 of this chapter, and for turboshaft engines in the icing conditions defined in Appendix C of part 29 of this chapter.

(ii) At engine power below that which can sustain level flight:

(A) Demonstration in altitude flight simulation test facility: A duration of 10 minutes consistent with a simulated flight descent of 10,000 ft (3 km) in altitude while operating in Continuous Maximum icing conditions defined in Appendix C of part 25 of this chapter for turbojet, turbofan, and turboprop engines, and for turboshaft engines in the icing conditions defined in Appendix C of part 29 of this chapter, plus 40 percent liquid water content margin, at the critical level of airspeed and air temperature; or

(B) Demonstration in ground test facility: A duration of 3 cycles of alternating icing exposure corresponding to the liquid water content levels and standard cloud lengths starting in Intermittent Maximum and then in Continuous Maximum icing conditions defined in Appendix C of part 25 of this chapter for turbojet, turbofan, and turboprop engines, and for turboshaft engines in the icing conditions defined in Appendix C of part 29 of this chapter, at the critical level of air temperature.

(c) In addition to complying with paragraph (b) of this section, the following conditions shown in Table 1 of this section unless replaced by similar CPA test conditions that are more critical or produce an equivalent level of severity, must be demonstrated by an engine test:

(d) Operate at ground idle speed for a minimum of 30 minutes at each of the following icing conditions shown in Table 2 of this section with the available air bleed for icing protection at its critical condition, without adverse effect, followed by acceleration to takeoff power or thrust. During the idle operation, the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator. Analysis may be used to show ambient temperatures below the tested temperature are less critical. The applicant must document any demonstrated run ups and minimum ambient temperature capability in the engine operating manual as mandatory in icing conditions. The applicant must demonstrate, with consideration of expected airport elevations, the following:

(e) Demonstrate by test, analysis, or combination of the two, acceptable operation for turbojet, turbofan, and turboprop engines in mixed phase and ice crystal icing conditions throughout Appendix D of this part, icing envelope throughout its flight power range, including minimum descent idling speeds.

§ 33.69

Ignitions system.

Each engine must be equipped with an ignition system for starting the engine on the ground and in flight. An electric ignition system must have at least two igniters and two separate secondary electric circuits, except that only one igniter is required for fuel burning augmentation systems.

§ 33.70

Engine life-limited parts.

By a procedure approved by the FAA, operating limitations must be established which specify the maximum allowable number of flight cycles for each engine life-limited part. Engine life-limited parts are rotor and major static structural parts whose primary failure is likely to result in a hazardous engine effect. Typically, engine life-limited parts include, but are not limited to disks, spacers, hubs, shafts, high-pressure casings, and non-redundant mount components. For the purposes of this section, a hazardous engine effect is any of the conditions listed in § 33.75 of this part. The applicant will establish the integrity of each engine life-limited part by:

(a) An engineering plan that contains the steps required to ensure each engine life-limited part is withdrawn from service at an approved life before hazardous engine effects can occur. These steps include validated analysis, test, or service experience which ensures that the combination of loads, material properties, environmental influences and operating conditions, including the effects of other engine parts influencing these parameters, are sufficiently well known and predictable so that the operating limitations can be established and maintained for each engine life-limited part. Applicants must perform appropriate damage tolerance assessments to address the potential for failure from material, manufacturing, and service induced anomalies within the approved life of the part. Applicants must publish a list of the life-limited engine parts and the approved life for each part in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness as required by § 33.4 of this part.

(b) A manufacturing plan that identifies the specific manufacturing constraints necessary to consistently produce each engine life-limited part with the attributes required by the engineering plan.

(c) A service management plan that defines in-service processes for maintenance and the limitations to repair for each engine life-limited part that will maintain attributes consistent with those required by the engineering plan. These processes and limitations will become part of the Instructions for Continued Airworthiness.

§ 33.71

Lubrication system.

(a) General. Each lubrication system must function properly in the flight attitudes and atmospheric conditions in which an aircraft is expected to operate.

(b) Oil strainer or filter. There must be an oil strainer or filter through which all of the engine oil flows. In addition:

(1) Each strainer or filter required by this paragraph that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked.

(2) The type and degree of filtering necessary for protection of the engine oil system against foreign particles in the oil must be specified. The applicant must demonstrate that foreign particles passing through the specified filtering means do not impair engine oil system functioning.

(3) Each strainer or filter required by this paragraph must have the capacity (with respect to operating limitations established for the engine) to ensure that engine oil system functioning is not impaired with the oil contaminated to a degree (with respect to particle size and density) that is greater than that established for the engine in paragraph (b)(2) of this section.

(4) For each strainer or filter required by this paragraph, except the strainer or filter at the oil tank outlet, there must be means to indicate contamination before it reaches the capacity established in accordance with paragraph (b)(3) of this section.

(5) Any filter bypass must be designed and constructed so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that the collected contaminants are not in the bypass flow path.

(6) Each strainer or filter required by this paragraph that has no bypass, except the strainer or filter at an oil tank outlet or for a scavenge pump, must have provisions for connection with a warning means to warn the pilot of the occurance of contamination of the screen before it reaches the capacity established in accordance with paragraph (b)(3) of this section.

(7) Each strainer or filter required by this paragraph must be accessible for draining and cleaning.

(c) Oil tanks. (1) Each oil tank must have an expansion space of not less than 10 percent of the tank capacity.

(2) It must be impossible to inadvertently fill the oil tank expansion space.

(3) Each recessed oil tank filler connection that can retain any appreciable quantity of oil must have provision for fitting a drain.

(4) Each oil tank cap must provide an oil-tight seal. For an applicant seeking eligibility for an engine to be installed on an airplane approved for ETOPS, the oil tank must be designed to prevent a hazardous loss of oil due to an incorrectly installed oil tank cap.

(5) Each oil tank filler must be marked with the word “oil.”

(6) Each oil tank must be vented from the top part of the expansion space, with the vent so arranged that condensed water vapor that might freeze and obstruct the line cannot accumulate at any point.

(7) There must be means to prevent entrance into the oil tank or into any oil tank outlet, of any object that might obstruct the flow of oil through the system.

(8) There must be a shutoff valve at the outlet of each oil tank, unless the external portion of the oil system (including oil tank supports) is fireproof.

(9) Each unpressurized oil tank may not leak when subjected to a maximum operating temperature and an internal pressure of 5 p.s.i., and each pressurized oil tank must meet the requirements of § 33.64.

(10) Leaked or spilled oil may not accumulate between the tank and the remainder of the engine.

(11) Each oil tank must have an oil quantity indicator or provisions for one.

(12) If the propeller feathering system depends on engine oil—

(i) There must be means to trap an amount of oil in the tank if the supply becomes depleted due to failure of any part of the lubricating system other than the tank itself;

(ii) The amount of trapped oil must be enough to accomplish the feathering opeation and must be available only to the feathering pump; and

(iii) Provision must be made to prevent sludge or other foreign matter from affecting the safe operation of the propeller feathering system.

(d) Oil drains. A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must—

(1) Be accessible; and

(2) Have manual or automatic means for positive locking in the closed position.

(e) Oil radiators. Each oil radiator must withstand, without failure, any vibration, inertia, and oil pressure load to which it is subjected during the block tests.

§ 33.72

Hydraulic actuating systems.

Each hydraulic actuating system must function properly under all conditions in which the engine is expected to operate. Each filter or screen must be accessible for servicing and each tank must meet the design criteria of § 33.71.

§ 33.73

Power or thrust response.

The design and construction of the engine must enable an increase—

(a) From minimum to rated takeoff power or thrust with the maximum bleed air and power extraction to be permitted in an aircraft, without overtemperature, surge, stall, or other detrimental factors occurring to the engine whenever the power control lever is moved from the minimum to the maximum position in not more than 1 second, except that the Administrator may allow additional time increments for different regimes of control operation requiring control scheduling; and

(b) From the fixed minimum flight idle power lever position when provided, or if not provided, from not more than 15 percent of the rated takeoff power or thrust available to 95 percent rated takeoff power or thrust in not over 5 seconds. The 5-second power or thrust response must occur from a stabilized static condition using only the bleed air and accessories loads necessary to run the engine. This takeoff rating is specified by the applicant and need not include thrust augmentation.

§ 33.74

Continued rotation.

If any of the engine main rotating systems continue to rotate after the engine is shutdown for any reason while in flight, and if means to prevent that continued rotation are not provided, then any continued rotation during the maximum period of flight, and in the flight conditions expected to occur with that engine inoperative, may not result in any condition described in § 33.75(g)(2)(i) through (vi) of this part.

§ 33.75

Safety analysis.

(a) (1) The applicant must analyze the engine, including the control system, to assess the likely consequences of all failures that can reasonably be expected to occur. This analysis will take into account, if applicable:

(i) Aircraft-level devices and procedures assumed to be associated with a typical installation. Such assumptions must be stated in the analysis.

(ii) Consequential secondary failures and latent failures.

(iii) Multiple failures referred to in paragraph (d) of this section or that result in the hazardous engine effects defined in paragraph (g)(2) of this section.

(2) The applicant must summarize those failures that could result in major engine effects or hazardous engine effects, as defined in paragraph (g) of this section, and estimate the probability of occurrence of those effects. Any engine part the failure of which could reasonably result in a hazardous engine effect must be clearly identified in this summary.

(3) The applicant must show that hazardous engine effects are predicted to occur at a rate not in excess of that defined as extremely remote (probability range of 10 −7 to 10 −9 per engine flight hour). Since the estimated probability for individual failures may be insufficiently precise to enable the applicant to assess the total rate for hazardous engine effects, compliance may be shown by demonstrating that the probability of a hazardous engine effect arising from an individual failure can be predicted to be not greater than 10 −8 per engine flight hour. In dealing with probabilities of this low order of magnitude, absolute proof is not possible, and compliance may be shown by reliance on engineering judgment and previous experience combined with sound design and test philosophies.

(4) The applicant must show that major engine effects are predicted to occur at a rate not in excess of that defined as remote (probability range of 10 −5 to 10 −7 per engine flight hour).

(b) The FAA may require that any assumption as to the effects of failures and likely combination of failures be verified by test.

(c) The primary failure of certain single elements cannot be sensibly estimated in numerical terms. If the failure of such elements is likely to result in hazardous engine effects, then compliance may be shown by reliance on the prescribed integrity requirements of §§ 33.15, 33.27, and 33.70 as applicable. These instances must be stated in the safety analysis.

(d) If reliance is placed on a safety system to prevent a failure from progressing to hazardous engine effects, the possibility of a safety system failure in combination with a basic engine failure must be included in the analysis. Such a safety system may include safety devices, instrumentation, early warning devices, maintenance checks, and other similar equipment or procedures. If items of a safety system are outside the control of the engine manufacturer, the assumptions of the safety analysis with respect to the reliability of these parts must be clearly stated in the analysis and identified in the installation instructions under § 33.5 of this part.

(e) If the safety analysis depends on one or more of the following items, those items must be identified in the analysis and appropriately substantiated.

(1) Maintenance actions being carried out at stated intervals. This includes the verification of the serviceability of items that could fail in a latent manner. When necessary to prevent hazardous engine effects, these maintenance actions and intervals must be published in the instructions for continued airworthiness required under § 33.4 of this part. Additionally, if errors in maintenance of the engine, including the control system, could lead to hazardous engine effects, the appropriate procedures must be included in the relevant engine manuals.

(2) Verification of the satisfactory functioning of safety or other devices at pre-flight or other stated periods. The details of this satisfactory functioning must be published in the appropriate manual.

(3) The provisions of specific instrumentation not otherwise required.

(4) Flight crew actions to be specified in the operating instructions established under § 33.5.

(f) If applicable, the safety analysis must also include, but not be limited to, investigation of the following:

(1) Indicating equipment;

(2) Manual and automatic controls;

(3) Compressor bleed systems;

(4) Refrigerant injection systems;

(5) Gas temperature control systems;

(6) Engine speed, power, or thrust governors and fuel control systems;

(7) Engine overspeed, overtemperature, or topping limiters;

(8) Propeller control systems; and

(9) Engine or propeller thrust reversal systems.

(g) Unless otherwise approved by the FAA and stated in the safety analysis, for compliance with part 33, the following failure definitions apply to the engine:

(1) An engine failure in which the only consequence is partial or complete loss of thrust or power (and associated engine services) from the engine will be regarded as a minor engine effect.

(2) The following effects will be regarded as hazardous engine effects:

(i) Non-containment of high-energy debris;

(ii) Concentration of toxic products in the engine bleed air intended for the cabin sufficient to incapacitate crew or passengers;

(iii) Significant thrust in the opposite direction to that commanded by the pilot;

(iv) Uncontrolled fire;

(v) Failure of the engine mount system leading to inadvertent engine separation;

(vi) Release of the propeller by the engine, if applicable; and

(vii) Complete inability to shut the engine down.

(3) An effect whose severity falls between those effects covered in paragraphs (g)(1) and (g)(2) of this section will be regarded as a major engine effect.

§ 33.76

Bird ingestion.

(a) General. Compliance with paragraphs (b) through (e) of this section shall be in accordance with the following:

(1) Except as specified in paragraphs (d) and (e) of this section, all ingestion tests must be conducted with the engine stabilized at no less than 100 percent takeoff power or thrust, for test day ambient conditions prior to the ingestion. In addition, the demonstration of compliance must account for engine operation at sea level takeoff conditions on the hottest day that a minimum engine can achieve maximum rated takeoff thrust or power.

(2) The engine inlet throat area as used in this section to determine the bird quantity and weights will be established by the applicant and identified as a limitation in the installation instructions required under § 33.5.

(3) The impact to the front of the engine from the large single bird, the single largest medium bird which can enter the inlet, and the large flocking bird must be evaluated. Applicants must show that the associated components when struck under the conditions prescribed in paragraphs (b), (c) or (d) of this section, as applicable, will not affect the engine to the extent that the engine cannot comply with the requirements of paragraphs (b)(3), (c)(6) and (d)(4) of this section.

(4) For an engine that incorporates an inlet protection device, compliance with this section shall be established with the device functioning. The engine approval will be endorsed to show that compliance with the requirements has been established with the device functioning.

(5) Objects that are accepted by the Administrator may be substituted for birds when conducting the bird ingestion tests required by paragraphs (b) through (e) of this section.

(6) If compliance with the requirements of this section is not established, the engine type certification documentation will show that the engine shall be limited to aircraft installations in which it is shown that a bird cannot strike the engine, or be ingested into the engine, or adversely restrict airflow into the engine.

(b) Large single bird. Compliance with the large bird ingestion requirements shall be in accordance with the following:

(1) The large bird ingestion test shall be conducted using one bird of a weight determined from Table 1 aimed at the most critical exposed location on the first stage rotor blades and ingested at a bird speed of 200-knots for engines to be installed on airplanes, or the maximum airspeed for normal rotorcraft flight operations for engines to be installed on rotorcraft.

(2) Power lever movement is not permitted within 15 seconds following ingestion of the large bird.

(3) Ingestion of a single large bird tested under the conditions prescribed in this section may not result in any condition described in § 33.75(g)(2) of this part.

(4) Compliance with the large bird ingestion requirements of this paragraph may be shown by demonstrating that the requirements of § 33.94(a) constitute a more severe demonstration of blade containment and rotor unbalance than the requirements of this paragraph.

(c) Small and medium flocking bird. Compliance with the small and medium bird ingestion requirements shall be in accordance with the following:

(1) Analysis or component test, or both, acceptable to the Administrator, shall be conducted to determine the critical ingestion parameters affecting power loss and damage. Critical ingestion parameters shall include, but are not limited to, the effects of bird speed, critical target location, and first stage rotor speed. The critical bird ingestion speed should reflect the most critical condition within the range of airspeeds used for normal flight operations up to 1,500 feet above ground level, but not less than V 1 minimum for airplanes.

(2) Medium bird engine tests shall be conducted so as to simulate a flock encounter, and will use the bird weights and quantities specified in Table 2. When only one bird is specified, that bird will be aimed at the engine core primary flow path; the other critical locations on the engine face area must be addressed, as necessary, by appropriate tests or analysis, or both. When two or more birds are specified in Table 2, the largest of those birds must be aimed at the engine core primary flow path, and a second bird must be aimed at the most critical exposed location on the first stage rotor blades. Any remaining birds must be evenly distributed over the engine face area.

(3) In addition, except for rotorcraft engines, it must also be substantiated by appropriate tests or analysis or both, that when the full fan assembly is subjected to the ingestion of the quantity and weights of bird from Table 3, aimed at the fan assembly's most critical location outboard of the primary core flowpath, and in accordance with the applicable test conditions of this paragraph, that the engine can comply with the acceptance criteria of this paragraph.

(4) A small bird ingestion test is not required if the prescribed number of medium birds pass into the engine rotor blades during the medium bird test.

(5) Small bird ingestion tests shall be conducted so as to simulate a flock encounter using one 85 gram (0.187 lb.) bird for each 0.032 square-meter (49.6 square-inches) of inlet area, or fraction thereof, up to a maximum of 16 birds. The birds will be aimed so as to account for any critical exposed locations on the first stage rotor blades, with any remaining birds evenly distributed over the engine face area.

(6) Ingestion of small and medium birds tested under the conditions prescribed in this paragraph may not cause any of the following:

(i) More than a sustained 25-percent power or thrust loss;

(ii) The engine to be shut down during the required run-on demonstration prescribed in paragraphs (c)(7) or (c)(8) of this section;

(iii) The conditions defined in paragraph (b)(3) of this section.

(iv) Unacceptable deterioration of engine handling characteristics.

(7) Except for rotorcraft engines, the following test schedule shall be used:

(i) Ingestion so as to simulate a flock encounter, with approximately 1 second elapsed time from the moment of the first bird ingestion to the last.

(ii) Followed by 2 minutes without power lever movement after the ingestion.

(iii) Followed by 3 minutes at 75-percent of the test condition.

(iv) Followed by 6 minutes at 60-percent of the test condition.

(v) Followed by 6 minutes at 40-percent of the test condition.

(vi) Followed by 1 minute at approach idle.

(vii) Followed by 2 minutes at 75-percent of the test condition.

(viii) Followed by stabilizing at idle and engine shut down.

(ix) The durations specified are times at the defined conditions with the power being changed between each condition in less than 10 seconds.

(8) For rotorcraft engines, the following test schedule shall be used:

(i) Ingestion so as to simulate a flock encounter within approximately 1 second elapsed time between the first ingestion and the last.

(ii) Followed by 3 minutes at 75-percent of the test condition.

(iii) Followed by 90 seconds at descent flight idle.

(iv) Followed by 30 seconds at 75-percent of the test condition.

(v) Followed by stabilizing at idle and engine shut down.

(vi) The durations specified are times at the defined conditions with the power being changed between each condition in less than 10 seconds.

(9) Engines intended for use in multi-engine rotorcraft are not required to comply with the medium bird ingestion portion of this section, providing that the appropriate type certificate documentation is so endorsed.

(10) If any engine operating limit(s) is exceeded during the initial 2 minutes without power lever movement, as provided by paragraph (c)(7)(ii) of this section, then it shall be established that the limit exceedence will not result in an unsafe condition.

(d) Large flocking bird. An engine test will be performed as follows:

(1) Large flocking bird engine tests will be performed using the bird mass and weights in Table 4, and ingested at a bird speed of 200 knots.

(2) Prior to the ingestion, the engine must be stabilized at no less than the mechanical rotor speed of the first exposed stage or stages that, on a standard day, would produce 90 percent of the sea level static maximum rated takeoff power or thrust.

(3) The bird must be targeted on the first exposed rotating stage or stages at a blade airfoil height of not less than 50 percent measured at the leading edge.

(4) Ingestion of a large flocking bird under the conditions prescribed in this paragraph must not cause any of the following:

(i) A sustained reduction of power or thrust to less than 50 percent of maximum rated takeoff power or thrust during the run-on segment specified under paragraph (d)(5)(i) of this section.

(ii) Engine shutdown during the required run-on demonstration specified in paragraph (d)(5) of this section.

(iii) The conditions specified in paragraph (b)(3) of this section.

(5) The following test schedule must be used:

(i) Ingestion followed by 1 minute without power lever movement.

(ii) Followed by 13 minutes at not less than 50 percent of maximum rated takeoff power or thrust.

(iii) Followed by 2 minutes between 30 and 35 percent of maximum rated takeoff power or thrust.

(iv) Followed by 1 minute with power or thrust increased from that set in paragraph (d)(5)(iii) of this section, by between 5 and 10 percent of maximum rated takeoff power or thrust.

(v) Followed by 2 minutes with power or thrust reduced from that set in paragraph (d)(5)(iv) of this section, by between 5 and 10 percent of maximum rated takeoff power or thrust.

(vi) Followed by a minimum of 1 minute at ground idle then engine shutdown. The durations specified are times at the defined conditions. Power lever movement between each condition will be 10 seconds or less, except that power lever movements allowed within paragraph (d)(5)(ii) of this section are not limited, and for setting power under paragraph (d)(5)(iii) of this section will be 30 seconds or less.

(6) Compliance with the large flocking bird ingestion requirements of this paragraph (d) may also be demonstrated by:

(i) Incorporating the requirements of paragraph (d)(4) and (d)(5) of this section, into the large single bird test demonstration specified in paragraph (b)(1) of this section; or

(ii) Use of an engine subassembly test at the ingestion conditions specified in paragraph (b)(1) of this section if:

(A) All components critical to complying with the requirements of paragraph (d) of this section are included in the subassembly test;

(B) The components of paragraph (d)(6)(ii)(A) of this section are installed in a representative engine for a run-on demonstration in accordance with paragraphs (d)(4) and (d)(5) of this section; except that section (d)(5)(i) is deleted and section (d)(5)(ii) must be 14 minutes in duration after the engine is started and stabilized; and

(C) The dynamic effects that would have been experienced during a full engine ingestion test can be shown to be negligible with respect to meeting the requirements of paragraphs (d)(4) and (d)(5) of this section.

(7) Applicants must show that an unsafe condition will not result if any engine operating limit is exceeded during the run-on period.

(e) Core flocking bird test. Except as provided in paragraph (e)(4) of this section, for turbofan engines, an engine test must be performed in accordance with either paragraph (e)(1) or (2) of this section. The test specified in paragraph (e)(2) must be conducted if testing or validated analysis shows that no bird material will be ingested into the engine core during the test under the conditions specified in paragraph (e)(1).

(1) Climb flocking bird test. (i) Test requirements are as follows:

(A) Before ingestion, the engine must be stabilized at the mechanical rotor speed of the first exposed stage or stages that produce the lowest expected power or thrust required during climb through 3,000 feet above mean sea level (MSL) at standard day conditions.

(B) The climb flocking bird test shall be conducted using one bird of the highest weight specified in table 2 to this section for the engine inlet area.

(C) Ingestion must be at 261-knots true airspeed.

(D) The bird must be aimed at the first exposed rotating stage or stages, at the blade airfoil height, as measured at the leading edge that will result in maximum bird material ingestion into the engine core.

(ii) Ingestion of a flocking bird into the engine core under the conditions prescribed in paragraph (e)(1)(i) of this section must not cause any of the following:

(A) Sustained power or thrust reduction to less than 50 percent maximum rated takeoff power or thrust during the run-on segment specified under paragraph (e)(1)(iii)(B) of this section, that cannot be restored only by movement of the power lever.

(B) Sustained power or thrust reduction to less than flight idle power or thrust during the run-on segment specified under paragraph (e)(1)(iii)(B) of this section.

(C) Engine shutdown during the required run-on demonstration specified in paragraph (e)(1)(iii) of this section.

(D) Any condition specified in § 33.75(g)(2).

(iii) The following test schedule must be used (power lever movement between conditions must occur within 10 seconds or less, unless otherwise noted):

Note 1 to paragraph (e)(1)(iii) introductory text. Durations specified are times at the defined conditions in paragraphs (e)(1)(iii)(A) through (I) of this section.

(A) Ingestion.

(B) Followed by 1 minute without power lever movement.

(C) Followed by power lever movement to increase power or thrust to not less than 50 percent maximum rated takeoff power or thrust, if the initial bird ingestion resulted in a reduction in power or thrust below that level.

(D) Followed by 13 minutes at not less than 50 percent maximum rated takeoff power or thrust. Power lever movement in this condition is unlimited.

(E) Followed by 2 minutes at 30-35 percent maximum rated takeoff power or thrust.

(F) Followed by 1 minute with power or thrust increased from that set in paragraph (e)(1)(iii)(E) of this section, by 5-10 percent maximum rated takeoff power or thrust.

(G) Followed by 2 minutes with power or thrust reduced from that set in paragraph (e)(1)(iii)(F) of this section, by 5-10 percent maximum rated takeoff power or thrust.

(H) Followed by 1 minute minimum at ground idle.

(I) Followed by engine shutdown.

(2) Approach flocking bird test. (i) Test requirements are as follows:

(A) Before ingestion, the engine must be stabilized at the mechanical rotor speed of the first exposed stage or stages that produce approach idle thrust when descending through 3,000 feet MSL at standard day conditions.

(B) The approach flocking bird test shall be conducted using one bird of the highest weight specified in table 2 to this section for the engine inlet area.

(C) Ingestion must be at 209-knots true airspeed.

(D) The bird must be aimed at the first exposed rotating stage or stages, at the blade airfoil height measured at the leading edge that will result in maximum bird material ingestion into the engine core.

(ii) Ingestion of a flocking bird into the engine core under the conditions prescribed in paragraph (e)(2)(i) of this section may not cause any of the following:

(A) Power or thrust reduction to less than flight idle power or thrust during the run-on segment specified under paragraph (e)(2)(iii)(B) of this section.

(B) Engine shutdown during the required run-on demonstration specified in paragraph (e)(2)(iii) of this section.

(C) Any condition specified in § 33.75(g)(2).

(iii) The following test schedule must be used (power lever movement between conditions must occur within 10 seconds or less, unless otherwise noted):

Note 2 to paragraph (e)(2)(iii) introductory text. Durations specified are times at the defined conditions in paragraphs (e)(2)(iii)(A) through (H) of this section.

(A) Ingestion.

(B) Followed by 1 minute without power lever movement.

(C) Followed by 2 minutes at 30-35 percent maximum rated takeoff power or thrust. Power lever movement in this condition is unlimited.

(D) Followed by 1 minute with power or thrust increased from that set in paragraph (e)(2)(iii)(C) of this section, by 5-10 percent maximum rated takeoff power or thrust.

(E) Followed by 2 minutes with power or thrust reduced from that set in paragraph (e)(2)(iii)(D) of this section, by 5-10 percent maximum rated takeoff power or thrust.

(F) Followed by 1 minute minimum at ground idle.

(G) Followed by engine shutdown.

(H) Power lever movement between each condition must be 10 seconds or less, except that any power lever movements are allowed within the time period of paragraph (e)(2)(iii)(C) of this section.

(3) Results of exceeding engine-operating limits. Applicants must show that an unsafe condition will not result if any engine-operating limit is exceeded during the run-on period.

(4) Combining tests. The climb flocking bird test of paragraph (e)(1) of this section may be combined with the medium flocking bird test of paragraph (c) of this section, if the climb first stage rotor speed calculated in paragraph (e)(1) of this section is within 3 percent of the first stage rotor speed required by paragraph (c)(1) of this section. As used in this paragraph (e)(4), “combined” means that, instead of separately conducting the tests specified in paragraphs (c) and (e)(1) of this section, the test conducted under paragraph (c) of this section satisfies the requirements of paragraph (e) of this section if the bird aimed at the core of the engine meets the bird ingestion speed criteria of paragraph (e)(1)(i)(C) of this section.

§ 33.77

Foreign object ingestion—ice.

(a) Compliance with the requirements of this section must be demonstrated by engine ice ingestion test or by validated analysis showing equivalence of other means for demonstrating soft body damage tolerance.

(b) [Reserved]

(c) Ingestion of ice under the conditions of this section may not—

(1) Cause an immediate or ultimate unacceptable sustained power or thrust loss; or

(2) Require the engine to be shutdown.

(d) For an engine that incorporates a protection device, compliance with this section need not be demonstrated with respect to ice formed forward of the protection device if it is shown that—

(1) Such ice is of a size that will not pass through the protective device;

(2) The protective device will withstand the impact of the ice; and

(3) The ice stopped by the protective device will not obstruct the flow of induction air into the engine with a resultant sustained reduction in power or thrust greater than those values defined by paragraph (c) of this section.

(e) Compliance with the requirements of this section must be demonstrated by engine ice ingestion test under the following ingestion conditions or by validated analysis showing equivalence of other means for demonstrating soft body damage tolerance.

(1) The minimum ice quantity and dimensions will be established by the engine size as defined in Table 1 of this section.

(2) The ingested ice dimensions are determined by linear interpolation between table values, and are based on the actual engine's inlet hilite area.

(3) The ingestion velocity will simulate ice from the inlet being sucked into the engine.

(4) Engine operation will be at the maximum cruise power or thrust unless lower power is more critical.

§ 33.78

Rain and hail ingestion.

(a) All engines. (1) The ingestion of large hailstones (0.8 to 0.9 specific gravity) at the maximum true air speed, up to 15,000 feet (4,500 meters), associated with a representative aircraft operating in rough air, with the engine at maximum continuous power, may not cause unacceptable mechanical damage or unacceptable power or thrust loss after the ingestion, or require the engine to be shut down. One-half the number of hailstones shall be aimed randomly over the inlet face area and the other half aimed at the critical inlet face area. The hailstones shall be ingested in a rapid sequence to simulate a hailstone encounter and the number and size of the hailstones shall be determined as follows:

(i) One 1-inch (25 millimeters) diameter hailstone for engines with inlet areas of not more than 100 square inches (0.0645 square meters).

(ii) One 1-inch (25 millimeters) diameter and one 2-inch (50 millimeters) diameter hailstone for each 150 square inches (0.0968 square meters) of inlet area, or fraction thereof, for engines with inlet areas of more than 100 square inches (0.0645 square meters).

(2) In addition to complying with paragraph (a)(1) of this section and except as provided in paragraph (b) of this section, it must be shown that each engine is capable of acceptable operation throughout its specified operating envelope when subjected to sudden encounters with the certification standard concentrations of rain and hail, as defined in appendix B to this part. Acceptable engine operation precludes flameout, run down, continued or non-recoverable surge or stall, or loss of acceleration and deceleration capability, during any three minute continuous period in rain and during any 30 second continuous period in hail. It must also be shown after the ingestion that there is no unacceptable mechanical damage, unacceptable power or thrust loss, or other adverse engine anomalies.

(b) Engines for rotorcraft. As an alternative to the requirements specified in paragraph (a)(2) of this section, for rotorcraft turbine engines only, it must be shown that each engine is capable of acceptable operation during and after the ingestion of rain with an overall ratio of water droplet flow to airflow, by weight, with a uniform distribution at the inlet plane, of at least four percent. Acceptable engine operation precludes flameout, run down, continued or non-recoverable surge or stall, or loss of acceleration and deceleration capability. It must also be shown after the ingestion that there is no unacceptable mechanical damage, unacceptable power loss, or other adverse engine anomalies. The rain ingestion must occur under the following static ground level conditions:

(1) A normal stabilization period at take-off power without rain ingestion, followed immediately by the suddenly commencing ingestion of rain for three minutes at takeoff power, then

(2) Continuation of the rain ingestion during subsequent rapid deceleration to minimum idle, then

(3) Continuation of the rain ingestion during three minutes at minimum idle power to be certified for flight operation, then

(4) Continuation of the rain ingestion during subsequent rapid acceleration to takeoff power.

(c) Engines for supersonic airplanes. In addition to complying with paragraphs (a)(1) and (a)(2) of this section, a separate test for supersonic airplane engines only, shall be conducted with three hailstones ingested at supersonic cruise velocity. These hailstones shall be aimed at the engine's critical face area, and their ingestion must not cause unacceptable mechanical damage or unacceptable power or thrust loss after the ingestion or require the engine to be shut down. The size of these hailstones shall be determined from the linear variation in diameter from 1-inch (25 millimeters) at 35,000 feet (10,500 meters) to 1/4 -inch (6 millimeters) at 60,000 feet (18,000 meters) using the diameter corresponding to the lowest expected supersonic cruise altitude. Alternatively, three larger hailstones may be ingested at subsonic velocities such that the kinetic energy of these larger hailstones is equivalent to the applicable supersonic ingestion conditions.

(d) For an engine that incorporates or requires the use of a protection device, demonstration of the rain and hail ingestion capabilities of the engine, as required in paragraphs (a), (b), and (c) of this section, may be waived wholly or in part by the Administrator if the applicant shows that:

(1) The subject rain and hail constituents are of a size that will not pass through the protection device;

(2) The protection device will withstand the impact of the subject rain and hail constituents; and

(3) The subject of rain and hail constituents, stopped by the protection device, will not obstruct the flow of induction air into the engine, resulting in damage, power or thrust loss, or other adverse engine anomalies in excess of what would be accepted in paragraphs (a), (b), and (c) of this section.

§ 33.79

Fuel burning thrust augmentor.

Each fuel burning thrust augmentor, including the nozzle, must—

(a) Provide cutoff of the fuel burning thrust augmentor;

(b) Permit on-off cycling;

(c) Be controllable within the intended range of operation;

(d) Upon a failure or malfunction of augmentor combustion, not cause the engine to lose thrust other than that provided by the augmentor; and

(e) Have controls that function compatibly with the other engine controls and automatically shut off augmentor fuel flow if the engine rotor speed drops below the minimum rotational speed at which the augmentor is intended to function.

§ 33.81

Applicability.

This subpart prescribes the block tests and inspections for turbine engines.

§ 33.82

General.

Before each endurance test required by this subpart, the adjustment setting and functioning characteristic of each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must be established and recorded.

§ 33.83

Vibration test.

(a) Each engine must undergo vibration surveys to establish that the vibration characteristics of those components that may be subject to mechanically or aerodynamically induced vibratory excitations are acceptable throughout the declared flight envelope. The engine surveys shall be based upon an appropriate combination of experience, analysis, and component test and shall address, as a minimum, blades, vanes, rotor discs, spacers, and rotor shafts.

(b) The surveys shall cover the ranges of power or thrust, and both the physical and corrected rotational speeds for each rotor system, corresponding to operations throughout the range of ambient conditions in the declared flight envelope, from the minimum rotational speed up to 103 percent of the maximum physical and corrected rotational speed permitted for rating periods of two minutes or longer, and up to 100 percent of all other permitted physical and corrected rotational speeds, including those that are overspeeds. If there is any indication of a stress peak arising at the highest of those required physical or corrected rotational speeds, the surveys shall be extended sufficiently to reveal the maximum stress values present, except that the extension need not cover more than a further 2 percentage points increase beyond those speeds.

(c) Evaluations shall be made of the following:

(1) The effects on vibration characteristics of operating with scheduled changes (including tolerances) to variable vane angles, compressor bleeds, accessory loading, the most adverse inlet air flow distortion pattern declared by the manufacturer, and the most adverse conditions in the exhaust duct(s); and

(2) The aerodynamic and aeromechanical factors which might induce or influence flutter in those systems susceptible to that form of vibration.

(d) Except as provided by paragraph (e) of this section, the vibration stresses associated with the vibration characteristics determined under this section, when combined with the appropriate steady stresses, must be less than the endurance limits of the materials concerned, after making due allowances for operating conditions for the permitted variations in properties of the materials. The suitability of these stress margins must be justified for each part evaluated. If it is determined that certain operating conditions, or ranges, need to be limited, operating and installation limitations shall be established.

(e) The effects on vibration characteristics of excitation forces caused by fault conditions (such as, but not limited to, out-of balance, local blockage or enlargement of stator vane passages, fuel nozzle blockage, incorrectly schedule compressor variables, etc.) shall be evaluated by test or analysis, or by reference to previous experience and shall be shown not to create a hazardous condition.

(f) Compliance with this section shall be substantiated for each specific installation configuration that can affect the vibration characteristics of the engine. If these vibration effects cannot be fully investigated during engine certification, the methods by which they can be evaluated and methods by which compliance can be shown shall be substantiated and defined in the installation instructions required by § 33.5.

§ 33.84

Engine overtorque test.

(a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine, compliance with this section must be demonstrated by testing.

(1) The test may be run as part of the endurance test requirement of § 33.87. Alternatively, tests may be performed on a complete engine or equivalent testing on individual groups of components.

(2) Upon conclusion of tests conducted to show compliance with this section, each engine part or individual groups of components must meet the requirements of § 33.93(a)(1) and (a)(2).

(b) The test conditions must be as follows:

(1) A total of 15 minutes run at the maximum engine overtorque to be approved. This may be done in separate runs, each being of at least 2 1/2 minutes duration.

(2) A power turbine rotational speed equal to the highest speed at which the maximum overtorque can occur in service. The test speed may not be more than the limit speed of take-off or OEI ratings longer than 2 minutes.

(3) For engines incorporating a reduction gearbox, a gearbox oil temperature equal to the maximum temperature when the maximum engine overtorque could occur in service; and for all other engines, an oil temperature within the normal operating range.

(4) A turbine entry gas temperature equal to the maximum steady state temperature approved for use during periods longer than 20 seconds when operating at conditions not associated with 30-second or 2 minutes OEI ratings. The requirement to run the test at the maximum approved steady state temperature may be waived by the FAA if the applicant can demonstrate that other testing provides substantiation of the temperature effects when considered in combination with the other parameters identified in paragraphs (b)(1), (b)(2) and (b)(3) of this section.

§ 33.85

Calibration tests.

(a) Each engine must be subjected to those calibration tests necessary to establish its power characteristics and the conditions for the endurance test specified § 33.87. The results of the power characteristics calibration tests form the basis for establishing the characteristics of the engine over its entire operating range of speeds, pressures, temperatures, and altitudes. Power ratings are based upon standard atmospheric conditions with no airbleed for aircraft services and with only those accessories installed which are essential for engine functioning.

(b) A power check at sea level conditions must be accomplished on the endurance test engine after the endurance test and any change in power characteristics which occurs during the endurance test must be determined. Measurements taken during the final portion of the endurance test may be used in showing compliance with the requirements of this paragraph.

(c) In showing compliance with this section, each condition must stabilize before measurements are taken, except as permitted by paragraph (d) of this section.

(d) In the case of engines having 30-second OEI, and 2-minute OEI ratings, measurements taken during the applicable endurance test prescribed in § 33.87(f) (1) through (8) may be used in showing compliance with the requirements of this section for these OEI ratings.

§ 33.87

Endurance test.

(a) General. Each engine must be subjected to an endurance test that includes a total of at least 150 hours of operation and, depending upon the type and contemplated use of the engine, consists of one of the series of runs specified in paragraphs (b) through (g) of this section, as applicable. For engines tested under paragraphs (b), (c), (d), (e) or (g) of this section, the prescribed 6-hour test sequence must be conducted 25 times to complete the required 150 hours of operation. Engines for which the 30-second OEI and 2-minute OEI ratings are desired must be further tested under paragraph (f) of this section. The following test requirements apply:

(1) The runs must be made in the order found appropriate by the FAA for the particular engine being tested.

(2) Any automatic engine control that is part of the engine must control the engine during the endurance test except for operations where automatic control is normally overridden by manual control or where manual control is otherwise specified for a particular test run.

(3) Except as provided in paragraph (a)(5) of this section, power or thrust, gas temperature, rotor shaft rotational speed, and, if limited, temperature of external surfaces of the engine must be at least 100 percent of the value associated with the particular engine operation being tested. More than one test may be run if all parameters cannot be held at the 100 percent level simultaneously.

(4) The runs must be made using fuel, lubricants and hydraulic fluid which conform to the specifications specified in complying with § 33.7(c).

(5) Maximum air bleed for engine and aircraft services must be used during at least one-fifth of the runs, except for the test required under paragraph (f) of this section, provided the validity of the test is not compromised. However, for these runs, the power or thrust or the rotor shaft rotational speed may be less than 100 percent of the value associated with the particular operation being tested if the FAA finds that the validity of the endurance test is not compromised.

(6) Each accessory drive and mounting attachment must be loaded in accordance with paragraphs (a)(6)(i) and (ii) of this section, except as permitted by paragraph (a)(6)(iii) of this section for the test required under paragraph (f) of this section.

(i) The load imposed by each accessory used only for aircraft service must be the limit load specified by the applicant for the engine drive and attachment point during rated maximum continuous power or thrust and higher output.

(ii) The endurance test of any accessory drive and mounting attachment under load may be accomplished on a separate rig if the validity of the test is confirmed by an approved analysis.

(iii) The applicant is not required to load the accessory drives and mounting attachments when running the tests under paragraphs (f)(1) through (f)(8) of this section if the applicant can substantiate that there is no significant effect on the durability of any accessory drive or engine component. However, the applicant must add the equivalent engine output power extraction from the power turbine rotor assembly to the engine shaft output.

(7) During the runs at any rated power or thrust the gas temperature and the oil inlet temperature must be maintained at the limiting temperature except where the test periods are not longer than 5 minutes and do not allow stabilization. At least one run must be made with fuel, oil, and hydraulic fluid at the minimum pressure limit and at least one run must be made with fuel, oil, and hydraulic fluid at the maximum pressure limit with fluid temperature reduced as necessary to allow maximum pressure to be attained.

(8) If the number of occurrences of either transient rotor shaft overspeed, transient gas overtemperature or transient engine overtorque is limited, that number of the accelerations required by paragraphs (b) through (g) of this section must be made at the limiting overspeed, overtemperature or overtorque. If the number of occurrences is not limited, half the required accelerations must be made at the limiting overspeed, overtemperature or overtorque.

(9) For each engine type certificated for use on supersonic aircraft the following additional test requirements apply:

(i) To change the thrust setting, the power control lever must be moved from the initial position to the final position in not more than one second except for movements into the fuel burning thrust augmentor augmentation position if additional time to confirm ignition is necessary.

(ii) During the runs at any rated augmented thrust the hydraulic fluid temperature must be maintained at the limiting temperature except where the test periods are not long enough to allow stabilization.

(iii) During the simulated supersonic runs the fuel temperature and induction air temperature may not be less than the limiting temperature.

(iv) The endurance test must be conducted with the fuel burning thrust augmentor installed, with the primary and secondary exhaust nozzles installed, and with the variable area exhaust nozzles operated during each run according to the methods specified in complying with § 33.5(b).

(v) During the runs at thrust settings for maximum continuous thrust and percentages thereof, the engine must be operated with the inlet air distortion at the limit for those thrust settings.

(b) Engines other than certain rotorcraft engines. For each engine except a rotorcraft engine for which a rating is desired under paragraph (c), (d), or (e) of this section, the applicant must conduct the following runs:

(1) Takeoff and idling. One hour of alternate five-minute periods at rated takeoff power or thrust and at idling power or thrust. The developed powers or thrusts at takeoff and idling conditions and their corresponding rotor speed and gas temperature conditions must be as established by the power control in accordance with the schedule established by the applicant. The applicant may, during any one period, manually control the rotor speed, power, or thrust while taking data to check performance. For engines with augmented takeoff power ratings that involve increases in turbine inlet temperature, rotor speed, or shaft power, this period of running at takeoff must be at the augmented rating. For engines with augmented takeoff power ratings that do not materially increase operating severity, the amount of running conducted at the augmented rating is determined by the FAA. In changing the power setting after each period, the power-control lever must be moved in the manner prescribed in paragraph (b)(5) of this section.

(2) Rated maximum continuous and takeoff power or thrust. Thirty minutes at—

(i) Rated maximum continuous power or thrust during fifteen of the twenty-five 6-hour endurance test cycles; and

(ii) Rated takeoff power or thrust during ten of the twenty-five 6-hour endurance test cycles.

(3) Rated maximum continuous power or thrust. One hour and 30 minutes at rated maximum continuous power or thrust.

(4) Incremental cruise power or thrust. Two hours and 30 minutes at the successive power lever positions corresponding to at least 15 approximately equal speed and time increments between maximum continuous engine rotational speed and ground or minimum idle rotational speed. For engines operating at constant speed, the thrust and power may be varied in place of speed. If there is significant peak vibration anywhere between ground idle and maximum continuous conditions, the number of increments chosen may be changed to increase the amount of running made while subject to the peak vibrations up to not more than 50 percent of the total time spent in incremental running.

(5) Acceleration and deceleration runs. 30 minutes of accelerations and decelerations, consisting of six cycles from idling power or thrust to rated takeoff power or thrust and maintained at the takeoff power lever position for 30 seconds and at the idling power lever position for approximately four and one-half minutes. In complying with this paragraph, the power-control lever must be moved from one extreme position to the other in not more than one second, except that, if different regimes of control operations are incorporated necessitating scheduling of the power-control lever motion in going from one extreme position to the other, a longer period of time is acceptable, but not more than two seconds.

(6) Starts. One hundred starts must be made, of which 25 starts must be preceded by at least a two-hour engine shutdown. There must be at least 10 false engine starts, pausing for the applicant's specified minimum fuel drainage time, before attempting a normal start. There must be at least 10 normal restarts with not longer than 15 minutes since engine shutdown. The remaining starts may be made after completing the 150 hours of endurance testing.

(c) Rotorcraft engines for which a 30-minute OEI power rating is desired. For each rotorcraft engine for which a 30-minute OEI power rating is desired, the applicant must conduct the following series of tests:

(1) Takeoff and idling. One hour of alternate 5-minute periods at rated takeoff power and at idling power. The developed powers at takeoff and idling conditions and their corresponding rotor speed and gas temperature conditions must be as established by the power control in accordance with the schedule established by the applicant. During any one period, the rotor speed and power may be controlled manually while taking data to check performance. For engines with augmented takeoff power ratings that involve increases in turbine inlet temperature, rotor speed, or shaft power, this period of running at rated takeoff power must be at the augmented power rating. In changing the power setting after each period, the power control lever must be moved in the manner prescribed in paragraph (c)(6) of this section.

(2) Rated maximum continuous and takeoff power. Thirty minutes at—

(i) Rated maximum continuous power during fifteen of the twenty-five 6-hour endurance test cycles; and

(ii) Rated takeoff power during ten of the twenty-five 6-hour endurance test cycles.

(3) Rated maximum continuous power. One hour at rated maximum continuous power.

(4) Rated 30-minute OEI power. Thirty minutes at rated 30-minute OEI power.

(5) Incremental cruise power. Two hours and 30 minutes at the successive power lever positions corresponding with not less than 15 approximately equal speed and time increments between maximum continuous engine rotational speed and ground or minimum idle rotational speed. For engines operating at constant speed, power may be varied in place of speed. If there are significant peak vibrations anywhere between ground idle and maximum continuous conditions, the number of increments chosen must be changed to increase the amount of running conducted while subject to peak vibrations up to not more than 50 percent of the total time spent in incremental running.

(6) Acceleration and deceleration runs. Thirty minutes of accelerations and decelerations, consisting of six cycles from idling power to rated takeoff power and maintained at the takeoff power lever position for 30 seconds and at the idling power lever position for approximately 4 1/2 minutes. In complying with this paragraph, the power control lever must be moved from one extreme position to the other in not more than one second. If, however, different regimes of control operations are incorporated that necessitate scheduling of the power control lever motion from one extreme position to the other, then a longer period of time is acceptable, but not more than two seconds.

(7) Starts. One hundred starts, of which 25 starts must be preceded by at least a two-hour engine shutdown. There must be at least 10 false engine starts, pausing for the applicant's specified minimum fuel drainage time, before attempting a normal start. There must be at least 10 normal restarts not more than 15 minutes after engine shutdown. The remaining starts may be made after completing the 150 hours of endurance testing.

(d) Rotorcraft engines for which a continuous OEI rating is desired. For each rotorcraft engine for which a continuous OEI power rating is desired, the applicant must conduct the following series of tests:

(1) Takeoff and idling. One hour of alternate 5-minute periods at rated takeoff power and at idling power. The developed powers at takeoff and idling conditions and their corresponding rotor speed and gas temperature conditions must be as established by the power control in accordance with the schedule established by the applicant. During any one period the rotor speed and power may be controlled manually while taking data to check performance. For engines with augmented takeoff power ratings that involve increases in turbine inlet temperature, rotor speed, or shaft power, this period of running at rated takeoff power must be at the augmented power rating. In changing the power setting after each period, the power control lever must be moved in the manner prescribed in paragraph (d)(6) of this section.

(2) Rated maximum continuous and takeoff power. Thirty minutes at—

(i) Rated maximum continuous power during fifteen of the twenty-five 6-hour endurance test cycles; and

(ii) Rated takeoff power during ten of the twenty-five 6-hour endurance test cycles.

(3) Rated continuous OEI power. One hour at rated continuous OEI power.

(4) Rated maximum continuous power. One hour at rated maximum continuous power.

(5) Incremental cruise power. Two hours at the successive power lever positions corresponding with not less than 12 approximately equal speed and time increments between maximum continuous engine rotational speed and ground or minimum idle rotational speed. For engines operating at constant speed, power may be varied in place of speed. If there are significant peak vibrations anywhere between ground idle and maximum continuous conditions, the number of increments chosen must be changed to increase the amount of running conducted while being subjected to the peak vibrations up to not more than 50 percent of the total time spent in incremental running.

(6) Acceleration and deceleration runs. Thirty minutes of accelerations and decelerations, consisting of six cycles from idling power to rated takeoff power and maintained at the takeoff power lever position for 30 seconds and at the idling power lever position for approximately 4 1/2 minutes. In complying with this paragraph, the power control lever must be moved from one extreme position to the other in not more than 1 second, except that if different regimes of control operations are incorporated necessitating scheduling of the power control lever motion in going from one extreme position to the other, a longer period of time is acceptable, but not more than 2 seconds.

(7) Starts. One hundred starts, of which 25 starts must be preceded by at least a 2-hour engine shutdown. There must be at least 10 false engine starts, pausing for the applicant's specified minimum fuel drainage time, before attempting a normal start. There must be at least 10 normal restarts with not longer than 15 minutes since engine shutdown. The remaining starts may be made after completing the 150 hours of endurance testing.

(e) Rotorcraft engines for which a 2 1/2 -minute OEI power rating is desired. For each rotorcraft engine for which a 2 1/2 -minute OEI power rating is desired, the applicant must conduct the following series of tests:

(1) Takeoff, 2 1/2 -minute OEI, and idling. One hour of alternate 5-minute periods at rated takeoff power and at idling power except that, during the third and sixth takeoff power periods, only 2 1/2 minutes need be conducted at rated takeoff power, and the remaining 2 1/2 minutes must be conducted at rated 2 1/2 -minute OEI power. The developed powers at takeoff, 2 1/2 -minute OEI, and idling conditions and their corresponding rotor speed and gas temperature conditions must be as established by the power control in accordance with the schedule established by the applicant. The applicant may, during any one period, control manually the rotor speed and power while taking data to check performance. For engines with augmented takeoff power ratings that involve increases in turbine inlet temperature, rotor speed, or shaft power, this period of running at rated takeoff power must be at the augmented rating. In changing the power setting after or during each period, the power control lever must be moved in the manner prescribed in paragraph (b)(5), (c)(6), or (d)(6) of this section, as applicable.

(2) The tests required in paragraphs (b)(2) through (b)(6), or (c)(2) through (c)(7), or (d)(2) through (d)(7) of this section, as applicable, except that in one of the 6-hour test sequences, the last 5 minutes of the 30 minutes at takeoff power test period of paragraph (b)(2) of this section, or of the 30 minutes at 30-minute OEI power test period of paragraph (c)(4) of this section, or of the l hour at continuous OEI power test period of paragraph (d)(3) of this section, must be run at 2 1/2 -minute OEI power.

(f) Rotorcraft Engines for which 30-second OEI and 2-minute OEI ratings are desired. For each rotorcraft engine for which 30-second OEI and 2-minute OEI power ratings are desired, and following completion of the tests under paragraphs (b), (c), (d), or (e) of this section, the applicant may disassemble the tested engine to the extent necessary to show compliance with the requirements of § 33.93(a). The tested engine must then be reassembled using the same parts used during the test runs of paragraphs (b), (c), (d), or (e) of this section, except those parts described as consumables in the Instructions for Continued Airworthiness. Additionally, the tests required in paragraphs (f)(1) through (f)(8) of this section must be run continuously. If a stop occurs during these tests, the interrupted sequence must be repeated unless the applicant shows that the severity of the test would not be reduced if it were continued. The applicant must conduct the following test sequence four times, for a total time of not less than 120 minutes:

(1) Takeoff power. Three minutes at rated takeoff power.

(2) 30-second OEI power. Thirty seconds at rated 30-second OEI power.

(3) 2-minute OEI power. Two minutes at rated 2-minute OEI power.

(4) 30-minute OEI power, continuous OEI power, or maximum continuous power. Five minutes at whichever is the greatest of rated 30-minute OEI power, rated continuous OEI power, or rated maximum continuous power, except that, during the first test sequence, this period shall be 65 minutes. However, where the greatest rated power is 30-minute OEI power, that sixty-five minute period shall consist of 30 minutes at 30-minute OEI power followed by 35 minutes at whichever is the greater of continuous OEI power or maximum continuous power.

(5) 50 percent takeoff power. One minute at 50 percent takeoff power.

(6) 30-second OEI power. Thirty seconds at rated 30-second OEI power.

(7) 2-minute OEI power. Two minutes at rated 2-minute OEI power.

(8) Idle. One minute at flight idle.

(g) Supersonic aircraft engines. For each engine type certificated for use on supersonic aircraft the applicant must conduct the following:

(1) Subsonic test under sea level ambient atmospheric conditions. Thirty runs of one hour each must be made, consisting of—

(i) Two periods of 5 minutes at rated takeoff augmented thrust each followed by 5 minutes at idle thrust;

(ii) One period of 5 minutes at rated takeoff thrust followed by 5 minutes at not more than 15 percent of rated takeoff thrust;

(iii) One period of 10 minutes at rated takeoff augmented thrust followed by 2 minutes at idle thrust, except that if rated maximum continuous augmented thrust is lower than rated takeoff augmented thrust, 5 of the 10-minute periods must be at rated maximum continuous augmented thrust; and

(iv) Six periods of 1 minute at rated takeoff augmented thrust each followed by 2 minutes, including acceleration and deceleration time, at idle thrust.

(2) Simulated supersonic test. Each run of the simulated supersonic test must be preceded by changing the inlet air temperature and pressure from that attained at subsonic condition to the temperature and pressure attained at supersonic velocity, and must be followed by a return to the temperature attained at subsonic condition. Thirty runs of 4 hours each must be made, consisting of—

(i) One period of 30 minutes at the thrust obtained with the power control lever set at the position for rated maximum continuous augmented thrust followed by 10 minutes at the thrust obtained with the power control lever set at the position for 90 percent of rated maximum continuous augmented thrust. The end of this period in the first five runs must be made with the induction air temperature at the limiting condition of transient overtemperature, but need not be repeated during the periods specified in paragraphs (g)(2)(ii) through (iv) of this section;

(ii) One period repeating the run specified in paragraph (g)(2)(i) of this section, except that it must be followed by 10 minutes at the thrust obtained with the power control lever set at the position for 80 percent of rated maximum continuous augmented thrust;

(iii) One period repeating the run specified in paragraph (g)(2)(i) of this section, except that it must be followed by 10 minutes at the thrust obtained with the power control lever set at the position for 60 percent of rated maximum continuous augmented thrust and then 10 minutes at not more than 15 percent of rated takeoff thrust;

(iv) One period repeating the runs specified in paragraphs (g)(2)(i) and (ii) of this section; and

(v) One period of 30 minutes with 25 of the runs made at the thrust obtained with the power control lever set at the position for rated maximum continuous augmented thrust, each followed by idle thrust and with the remaining 5 runs at the thrust obtained with the power control lever set at the position for rated maximum continuous augmented thrust for 25 minutes each, followed by subsonic operation at not more than 15 percent or rated takeoff thrust and accelerated to rated takeoff thrust for 5 minutes using hot fuel.

(3) Starts. One hundred starts must be made, of which 25 starts must be preceded by an engine shutdown of at least 2 hours. There must be at least 10 false engine starts, pausing for the applicant's specified minimum fuel drainage time before attempting a normal start. At least 10 starts must be normal restarts, each made no later than 15 minutes after engine shutdown. The starts may be made at any time, including the period of endurance testing.

§ 33.88

Engine overtemperature test.

(a) Each engine must run for 5 minutes at maximum permissible rpm with the gas temperature at least 75 °F (42 °C) higher than the maximum rating's steady-state operating limit, excluding maximum values of rpm and gas temperature associated with the 30-second OEI and 2-minute OEI ratings. Following this run, the turbine assembly must be within serviceable limits.

(b) In addition to the test requirements in paragraph (a) of this section, each engine for which 30-second OEI and 2-minute OEI ratings are desired, that incorporates a means for automatic temperature control within its operating limitations in accordance with § 33.28(k), must run for a period of 4 minutes at the maximum power-on rpm with the gas temperature at least 35 °F (19 °C) higher than the maximum operating limit at 30-second OEI rating. Following this run, the turbine assembly may exhibit distress beyond the limits for an overtemperature condition provided the engine is shown by analysis or test, as found necessary by the FAA, to maintain the integrity of the turbine assembly.

(c) A separate test vehicle may be used for each test condition.

§ 33.89

Operation test.

(a) The operation test must include testing found necessary by the Administrator to demonstrate—

(1) Starting, idling, acceleration, overspeeding, ignition, functioning of the propeller (if the engine is designated to operate with a propeller);

(2) Compliance with the engine response requirements of § 33.73; and

(3) The minimum power or thrust response time to 95 percent rated takeoff power or thrust, from power lever positions representative of minimum idle and of minimum flight idle, starting from stabilized idle operation, under the following engine load conditions:

(i) No bleed air and power extraction for aircraft use.

(ii) Maximum allowable bleed air and power extraction for aircraft use.

(iii) An intermediate value for bleed air and power extraction representative of that which might be used as a maximum for aircraft during approach to a landing.

(4) If testing facilities are not available, the determination of power extraction required in paragraph (a)(3)(ii) and (iii) of this section may be accomplished through appropriate analytical means.

(b) The operation test must include all testing found necessary by the Administrator to demonstrate that the engine has safe operating characteristics throughout its specified operating envelope.

§ 33.90

Initial maintenance inspection test.

Each applicant, except an applicant for an engine being type certificated through amendment of an existing type certificate or through supplemental type certification procedures, must complete one of the following tests on an engine that substantially conforms to the type design to establish when the initial maintenance inspection is required:

(a) An approved engine test that simulates the conditions in which the engine is expected to operate in service, including typical start-stop cycles.

(b) An approved engine test conducted in accordance with § 33.201 (c) through (f).

§ 33.91

Engine system and component tests.

(a) For those systems or components that cannot be adequately substantiated in accordance with endurance testing of § 33.87, the applicant must conduct additional tests to demonstrate that the systems or components are able to perform the intended functions in all declared environmental and operating conditions.

(b) Temperature limits must be established for those components that require temperature controlling provisions in the aircraft installation to assure satisfactory functioning, reliability, and durability.

(c) Each unpressurized hydraulic fluid tank may not fail or leak when subjected to a maximum operating temperature and an internal pressure of 5 p.s.i., and each pressurized hydraulic fluid tank must meet the requirements of § 33.64.

(d) For an engine type certificated for use in supersonic aircraft, the systems, safety devices, and external components that may fail because of operation at maximum and minimum operating temperatures must be identified and tested at maximum and minimum operating temperatures and while temperature and other operating conditions are cycled between maximum and minimum operating values.

§ 33.92

Rotor locking tests.

If continued rotation is prevented by a means to lock the rotor(s), the engine must be subjected to a test that includes 25 operations of this means under the following conditions:

(a) The engine must be shut down from rated maximum continuous thrust or power; and

(b) The means for stopping and locking the rotor(s) must be operated as specified in the engine operating instructions while being subjected to the maximum torque that could result from continued flight in this condition; and

(c) Following rotor locking, the rotor(s) must be held stationary under these conditions for five minutes for each of the 25 operations.

§ 33.93

Teardown inspection.

(a) After completing the endurance testing of § 33.87 (b), (c), (d), (e), or (g) of this part, each engine must be completely disassembled, and

(1) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and

(2) Each engine part must conform to the type design and be eligible for incorporation into an engine for continued operation, in accordance with information submitted in compliance with § 33.4.

(b) After completing the endurance testing of § 33.87(f), each engine must be completely disassembled, and

(1) Each component having an adjustment setting and a functioning characteristic that can be established independent of installation on the engine must retain each setting and functioning characteristic within the limits that were established and recorded at the beginning of the test; and

(2) Each engine may exhibit deterioration in excess of that permitted in paragraph (a)(2) of this section, including some engine parts or components that may be unsuitable for further use. The applicant must show by inspection, analysis, test, or by any combination thereof as found necessary by the FAA, that structural integrity of the engine is maintained; or

(c) In lieu of compliance with paragraph (b) of this section, each engine for which the 30-second OEI and 2-minute OEI ratings are desired, may be subjected to the endurance testing of §§ 33.87 (b), (c), (d), or (e) of this part, and followed by the testing of § 33.87(f) without intervening disassembly and inspection. However, the engine must comply with paragraph (a) of this section after completing the endurance testing of § 33.87(f).

§ 33.94

Blade containment and rotor unbalance tests.

(a) Except as provided in paragraph (b) of this section, it must be demonstrated by engine tests that the engine is capable of containing damage without catching fire and without failure of its mounting attachments when operated for at least 15 seconds, unless the resulting engine damage induces a self shutdown, after each of the following events:

(1) Failure of the most critical compressor or fan blade while operating at maximum permissible r.p.m. The blade failure must occur at the outermost retention groove or, for integrally-bladed rotor discs, at least 80 percent of the blade must fail.

(2) Failure of the most critical turbine blade while operating at maximum permissible r.p.m. The blade failure must occur at the outermost retention groove or, for integrally-bladed rotor discs, at least 80 percent of the blade must fail. The most critical turbine blade must be determined by considering turbine blade weight and the strength of the adjacent turbine case at case temperatures and pressures associated with operation at maximum permissible r.p.m.

(b) Analysis based on rig testing, component testing, or service experience may be substitute for one of the engine tests prescribed in paragraphs (a)(1) and (a)(2) of this section if—

(1) That test, of the two prescribed, produces the least rotor unbalance; and

(2) The analysis is shown to be equivalent to the test.

§ 33.95

Engine-propeller systems tests.

If the engine is designed to operate with a propeller, the following tests must be made with a representative propeller installed by either including the tests in the endurance run or otherwise performing them in a manner acceptable to the Administrator:

(a) Feathering operation: 25 cycles.

(b) Negative torque and thrust system operation: 25 cycles from rated maximum continuous power.

(c) Automatic decoupler operation: 25 cycles from rated maximum continuous power (if repeated decoupling and recoupling in service is the intended function of the device).

(d) Reverse thrust operation: 175 cycles from the flight-idle position to full reverse and 25 cycles at rated maximum continuous power from full forward to full reverse thrust. At the end of each cycle the propeller must be operated in reverse pitch for a period of 30 seconds at the maximum rotational speed and power specified by the applicant for reverse pitch operation.

§ 33.96

Engine tests in auxiliary power unit (APU) mode.

If the engine is designed with a propeller brake which will allow the propeller to be brought to a stop while the gas generator portion of the engine remains in operation, and remain stopped during operation of the engine as an auxiliary power unit (“APU mode”), in addition to the requirements of § 33.87, the applicant must conduct the following tests:

(a) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly demonstrates its ability to function without adverse effects on the complete engine while the engine is operating in the APU mode under the maximum conditions of engine speed, torque, temperature, air bleed, and power extraction as specified by the applicant.

(b) Dynamic braking: A total of 400 application-release cycles of brake engagements must be made in a manner which clearly demonstrates its ability to function without adverse effects on the complete engine under the maximum conditions of engine acceleration/deceleration rate, speed, torque, and temperature as specified by the applicant. The propeller must be stopped prior to brake release.

(c) One hundred engine starts and stops with the propeller brake engaged.

(d) The tests required by paragraphs (a), (b), and (c) of this section must be performed on the same engine, but this engine need not be the same engine used for the tests required by § 33.87.

(e) The tests required by paragraphs (a), (b), and (c) of this section must be followed by engine disassembly to the extent necessary to show compliance with the requirements of § 33.93(a) and § 33.93(b).

§ 33.97

Thrust reversers.

(a) If the engine incorporates a reverser, the endurance, calibration, operation, and vibration tests prescribed in this subpart must be run with the reverser installed. In complying with this section, the power control lever must be moved from one extreme position to the other in not more than one second except, if regimes of control operations are incorporated necessitating scheduling of the power-control lever motion in going from one extreme position to the other, a longer period of time is acceptable but not more than three seconds. In addition, the test prescribed in paragraph (b) of this section must be made. This test may be scheduled as part of the endurance run.

(b) 175 reversals must be made from flight-idle forward thrust to maximum reverse thrust and 25 reversals must be made from rated takeoff thrust to maximum reverse thrust. After each reversal the reverser must be operated at full reverse thrust for a period of one minute, except that, in the case of a reverser intended for use only as a braking means on the ground, the reverser need only be operated at full reverse thrust for 30 seconds.

§ 33.99

General conduct of block tests.

(a) Each applicant may, in making a block test, use separate engines of identical design and construction in the vibration, calibration, endurance, and operation tests, except that, if a separate engine is used for the endurance test it must be subjected to a calibration check before starting the endurance test.

(b) Each applicant may service and make minor repairs to the engine during the block tests in accordance with the service and maintenance instructions submitted in compliance with § 33.4. If the frequency of the service is excessive, or the number of stops due to engine malfunction is excessive, or a major repair, or replacement of a part is found necessary during the block tests or as the result of findings from the teardown inspection, the engine or its parts must be subjected to any additional tests the Administrator finds necessary.

(c) Each applicant must furnish all testing facilities, including equipment and competent personnel, to conduct the block tests.

§ 33.201

Design and test requirements for Early ETOPS eligibility.

An applicant seeking type design approval for an engine to be installed on a two-engine airplane approved for ETOPS without the service experience specified in part 25, appendix K, K25.2.1 of this chapter, must comply with the following:

(a) The engine must be designed using a design quality process acceptable to the FAA, that ensures the design features of the engine minimize the occurrence of failures, malfunctions, defects, and maintenance errors that could result in an IFSD, loss of thrust control, or other power loss.

(b) The design features of the engine must address problems shown to result in an IFSD, loss of thrust control, or other power loss in the applicant's other relevant type designs approved within the past 10 years, to the extent that adequate service data is available within that 10-year period. An applicant without adequate service data must show experience with and knowledge of problem mitigating design practices equivalent to that gained from actual service experience in a manner acceptable to the FAA.

(c) Except as specified in paragraph (f) of this section, the applicant must conduct a simulated ETOPS mission cyclic endurance test in accordance with an approved test plan on an engine that substantially conforms to the type design. The test must:

(1) Include a minimum of 3,000 representative service start-stop mission cycles and three simulated diversion cycles at maximum continuous thrust or power for the maximum diversion time for which ETOPS eligibility is sought. Each start-stop mission cycle must include the use of take-off, climb, cruise, descent, approach, and landing thrust or power and the use of thrust reverse (if applicable). The diversions must be evenly distributed over the duration of the test. The last diversion must be conducted within 100 cycles of the completion of the test.

(2) Be performed with the high speed and low speed main engine rotors independently unbalanced to obtain a minimum of 90 percent of the recommended field service maintenance vibration levels. For engines with three main engine rotors, the intermediate speed rotor must be independently unbalanced to obtain a minimum of 90 percent of the recommended production acceptance vibration level. The required peak vibration levels must be verified during a slow acceleration and deceleration run of the test engine covering the main engine rotor operating speed ranges.

(3) Include a minimum of three million vibration cycles for each 60 rpm incremental step of the typical high-speed rotor start-stop mission cycle. The test may be conducted using any rotor speed step increment from 60 to 200 rpm provided the test encompasses the typical service start-stop cycle speed range. For incremental steps greater than 60 rpm, the minimum number of vibration cycles must be linearly increased up to ten million cycles for a 200 rpm incremental step.

(4) Include a minimum of 300,000 vibration cycles for each 60 rpm incremental step of the high-speed rotor approved operational speed range between minimum flight idle and cruise power not covered by paragraph (c)(3) of this section. The test may be conducted using any rotor speed step increment from 60 to 200 rpm provided the test encompasses the applicable speed range. For incremental steps greater than 60 rpm the minimum number of vibration cycles must be linearly increased up to 1 million for a 200 rpm incremental step.

(5) Include vibration surveys at periodic intervals throughout the test. The equivalent value of the peak vibration level observed during the surveys must meet the minimum vibration requirement of § 33.201(c)(2).

(d) Prior to the test required by paragraph (c) of this section, the engine must be subjected to a calibration test to document power and thrust characteristics.

(e) At the conclusion of the testing required by paragraph (c) of this section, the engine must:

(1) Be subjected to a calibration test at sea-level conditions. Any change in power or thrust characteristics must be within approved limits.

(2) Be visually inspected in accordance with the on-wing inspection recommendations and limits contained in the Instructions for Continued Airworthiness submitted in compliance with § 33.4.

(3) Be completely disassembled and inspected—

(i) In accordance with the applicable inspection recommendations and limits contained in the Instructions for Continued Airworthiness submitted in compliance with § 33.4;

(ii) With consideration of the causes of IFSD, loss of thrust control, or other power loss identified by paragraph (b) of this section; and

(iii) In a manner to identify wear or distress conditions that could result in an IFSD, loss of thrust control, or other power loss not specifically identified by paragraph (b) of this section or addressed within the Instructions for Continued Airworthiness.

(4) Not show wear or distress to the extent that could result in an IFSD, loss of thrust control, or other power loss within a period of operation before the component, assembly, or system would likely have been inspected or functionally tested for integrity while in service. Such wear or distress must have corrective action implemented through a design change, a change to maintenance instructions, or operational procedures before ETOPS eligibility is granted. The type and frequency of wear and distress that occurs during the engine test must be consistent with the type and frequency of wear and distress that would be expected to occur on ETOPS eligible engines.

(f) An alternative mission cycle endurance test that provides an equivalent demonstration of the unbalance and vibration specified in paragraph (c) of this section may be used when approved by the FAA.

(g) For an applicant using the simulated ETOPS mission cyclic endurance test to comply with § 33.90, the test may be interrupted so that the engine may be inspected by an on-wing or other method, using criteria acceptable to the FAA, after completion of the test cycles required to comply with § 33.90(a). Following the inspection, the ETOPS test must be resumed to complete the requirements of this section.

Part 33 — CCAR-33 航空发动机适航标准

CCAR-33 原文

CCAR-33

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中国民用航空总局关于修订《航空发动机适航标准》的决定

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Part 35 — CCAR-35 螺旋桨适航标准

航空螺旋桨（含桨叶和桨毂）的适航审定标准。

Part 35 — CCAR-35 螺旋桨适航标准

FAR Part 35 原文

Part 35

Authority:

Source:

§ 35.1

Applicability.

(a) This part prescribes airworthiness standards for the issue of type certificates and changes to those certificates, for propellers.

(b) Each person who applies under part 21 for such a certificate or change must show compliance with the applicable requirements of this part.

(c) An applicant is eligible for a propeller type certificate and changes to those certificates after demonstrating compliance with subparts A, B, and C of this part. However, the propeller may not be installed on an airplane unless the applicant has shown compliance with either § 23.2400(c) or § 25.907 of this chapter, as applicable, or compliance is not required for installation on that airplane.

(d) For the purposes of this part, the propeller consists of those components listed in the propeller type design, and the propeller system consists of the propeller and all the components necessary for its functioning, but not necessarily included in the propeller type design.

§ 35.2

Propeller configuration.

The applicant must provide a list of all the components, including references to the relevant drawings and software design data, that define the type design of the propeller to be approved under § 21.31 of this chapter.

§ 35.3

Instructions for propeller installation and operation.

The applicant must provide instructions that are approved by the Administrator. Those approved instructions must contain:

(a) Instructions for installing the propeller, which:

(1) Include a description of the operational modes of the propeller control system and functional interface of the control system with the airplane and engine systems;

(2) Specify the physical and functional interfaces with the airplane, airplane equipment and engine;

(3) Define the limiting conditions on the interfaces from paragraph (a)(2) of this section;

(4) List the limitations established under § 35.5;

(5) Define the hydraulic fluids approved for use with the propeller, including grade and specification, related operating pressure, and filtration levels; and

(6) State the assumptions made to comply with the requirements of this part.

(b) Instructions for operating the propeller which must specify all procedures necessary for operating the propeller within the limitations of the propeller type design.

§ 35.4

Instructions for Continued Airworthiness.

The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix A to this part that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first aircraft with the propeller installed, or upon issuance of a standard certificate of airworthiness for an aircraft with the propeller installed, whichever occurs later.

§ 35.5

Propeller ratings and operating limitations.

(a) Propeller ratings and operating limitations must:

(1) Be established by the applicant and approved by the Administrator.

(2) Be included directly or by reference in the propeller type certificate data sheet, as specified in § 21.41 of this chapter.

(3) Be based on the operating conditions demonstrated during the tests required by this part as well as any other information the Administrator requires as necessary for the safe operation of the propeller.

(b) Propeller ratings and operating limitations must be established for the following, as applicable:

(1) Power and rotational speed:

(i) For takeoff.

(ii) For maximum continuous.

(iii) If requested by the applicant, other ratings may also be established.

(2) Overspeed and overtorque limits.

§ 35.7

Features and characteristics.

(a) The propeller may not have features or characteristics, revealed by any test or analysis or known to the applicant, that make it unsafe for the uses for which certification is requested.

(b) If a failure occurs during a certification test, the applicant must determine the cause and assess the effect on the airworthiness of the propeller. The applicant must make changes to the design and conduct additional tests that the Administrator finds necessary to establish the airworthiness of the propeller.

§ 35.11

§ 35.13

§ 35.15

Safety analysis.

(a)(1) The applicant must analyze the propeller system to assess the likely consequences of all failures that can reasonably be expected to occur. This analysis will take into account, if applicable:

(i) The propeller system in a typical installation. When the analysis depends on representative components, assumed interfaces, or assumed installed conditions, the assumptions must be stated in the analysis.

(ii) Consequential secondary failures and dormant failures.

(iii) Multiple failures referred to in paragraph (d) of this section, or that result in the hazardous propeller effects defined in paragraph (g)(1) of this section.

(2) The applicant must summarize those failures that could result in major propeller effects or hazardous propeller effects defined in paragraph (g) of this section, and estimate the probability of occurrence of those effects.

(3) The applicant must show that hazardous propeller effects are not predicted to occur at a rate in excess of that defined as extremely remote (probability of 10 −7 or less per propeller flight hour). Since the estimated probability for individual failures may be insufficiently precise to enable the applicant to assess the total rate for hazardous propeller effects, compliance may be shown by demonstrating that the probability of a hazardous propeller effect arising from an individual failure can be predicted to be not greater than 10 −8 per propeller flight hour. In dealing with probabilities of this low order of magnitude, absolute proof is not possible and reliance must be placed on engineering judgment and previous experience combined with sound design and test philosophies.

(b) If significant doubt exists as to the effects of failures or likely combination of failures, the Administrator may require assumptions used in the analysis to be verified by test.

(c) The primary failures of certain single propeller elements (for example, blades) cannot be sensibly estimated in numerical terms. If the failure of such elements is likely to result in hazardous propeller effects, those elements must be identified as propeller critical parts. For propeller critical parts, applicants must meet the prescribed integrity specifications of § 35.16. These instances must be stated in the safety analysis.

(d) If reliance is placed on a safety system to prevent a failure progressing to hazardous propeller effects, the possibility of a safety system failure in combination with a basic propeller failure must be included in the analysis. Such a safety system may include safety devices, instrumentation, early warning devices, maintenance checks, and other similar equipment or procedures. If items of the safety system are outside the control of the propeller manufacturer, the assumptions of the safety analysis with respect to the reliability of these parts must be clearly stated in the analysis and identified in the propeller installation and operation instructions required under § 35.3.

(e) If the safety analysis depends on one or more of the following items, those items must be identified in the analysis and appropriately substantiated.

(1) Maintenance actions being carried out at stated intervals. This includes verifying that items that could fail in a latent manner are functioning properly. When necessary to prevent hazardous propeller effects, these maintenance actions and intervals must be published in the instructions for continued airworthiness required under § 35.4. Additionally, if errors in maintenance of the propeller system could lead to hazardous propeller effects, the appropriate maintenance procedures must be included in the relevant propeller manuals.

(2) Verification of the satisfactory functioning of safety or other devices at pre-flight or other stated periods. The details of this satisfactory functioning must be published in the appropriate manual.

(3) The provision of specific instrumentation not otherwise required. Such instrumentation must be published in the appropriate documentation.

(4) A fatigue assessment.

(f) If applicable, the safety analysis must include, but not be limited to, assessment of indicating equipment, manual and automatic controls, governors and propeller control systems, synchrophasers, synchronizers, and propeller thrust reversal systems.

(g) Unless otherwise approved by the Administrator and stated in the safety analysis, the following failure definitions apply to compliance with this part.

(1) The following are regarded as hazardous propeller effects:

(i) The development of excessive drag.

(ii) A significant thrust in the opposite direction to that commanded by the pilot.

(iii) The release of the propeller or any major portion of the propeller.

(iv) A failure that results in excessive unbalance.

(2) The following are regarded as major propeller effects for variable pitch propellers:

(i) An inability to feather the propeller for feathering propellers.

(ii) An inability to change propeller pitch when commanded.

(iii) A significant uncommanded change in pitch.

(iv) A significant uncontrollable torque or speed fluctuation.

§ 35.16

Propeller critical parts.

The integrity of each propeller critical part identified by the safety analysis required by § 35.15 must be established by:

(a) A defined engineering process for ensuring the integrity of the propeller critical part throughout its service life,

(b) A defined manufacturing process that identifies the requirements to consistently produce the propeller critical part as required by the engineering process, and

(c) A defined service management process that identifies the continued airworthiness requirements of the propeller critical part as required by the engineering process.

§ 35.17

Materials and manufacturing methods.

(a) The suitability and durability of materials used in the propeller must:

(1) Be established on the basis of experience, tests, or both.

(2) Account for environmental conditions expected in service.

(b) All materials and manufacturing methods must conform to specifications acceptable to the Administrator.

(c) The design values of properties of materials must be suitably related to the most adverse properties stated in the material specification for applicable conditions expected in service.

§ 35.19

Durability.

Each part of the propeller must be designed and constructed to minimize the development of any unsafe condition of the propeller between overhaul periods.

§ 35.21

Variable and reversible pitch propellers.

(a) No single failure or malfunction in the propeller system will result in unintended travel of the propeller blades to a position below the in-flight low-pitch position. The extent of any intended travel below the in-flight low-pitch position must be documented by the applicant in the appropriate manuals. Failure of structural elements need not be considered if the occurrence of such a failure is shown to be extremely remote under § 35.15.

(b) For propellers incorporating a method to select blade pitch below the in-flight low pitch position, provisions must be made to sense and indicate to the flight crew that the propeller blades are below that position by an amount defined in the installation manual. The method for sensing and indicating the propeller blade pitch position must be such that its failure does not affect the control of the propeller.

§ 35.22

Feathering propellers.

(a) Feathering propellers are intended to feather from all flight conditions, taking into account expected wear and leakage. Any feathering and unfeathering limitations must be documented in the appropriate manuals.

(b) Propeller pitch control systems that use engine oil to feather must incorporate a method to allow the propeller to feather if the engine oil system fails.

(c) Feathering propellers must be designed to be capable of unfeathering after the propeller system has stabilized to the minimum declared outside air temperature.

§ 35.23

Propeller control system.

The requirements of this section apply to any system or component that controls, limits or monitors propeller functions.

(a) The propeller control system must be designed, constructed and validated to show that:

(1) The propeller control system, operating in normal and alternative operating modes and in transition between operating modes, performs the functions defined by the applicant throughout the declared operating conditions and flight envelope.

(2) The propeller control system functionality is not adversely affected by the declared environmental conditions, including temperature, electromagnetic interference (EMI), high intensity radiated fields (HIRF) and lightning. The environmental limits to which the system has been satisfactorily validated must be documented in the appropriate propeller manuals.

(3) A method is provided to indicate that an operating mode change has occurred if flight crew action is required. In such an event, operating instructions must be provided in the appropriate manuals.

(b) The propeller control system must be designed and constructed so that, in addition to compliance with § 35.15:

(1) No single failure or malfunction of electrical or electronic components in the control system results in a hazardous propeller effect.

(2) Failures or malfunctions directly affecting the propeller control system in a typical airplane, such as structural failures of attachments to the control, fire, or overheat, do not lead to a hazardous propeller effect.

(3) The loss of normal propeller pitch control does not cause a hazardous propeller effect under the intended operating conditions.

(4) The failure or corruption of data or signals shared across propellers does not cause a hazardous propeller effect.

(c) Electronic propeller control system imbedded software must be designed and implemented by a method approved by the Administrator that is consistent with the criticality of the performed functions and that minimizes the existence of software errors.

(d) The propeller control system must be designed and constructed so that the failure or corruption of airplane-supplied data does not result in hazardous propeller effects.

(e) The propeller control system must be designed and constructed so that the loss, interruption or abnormal characteristic of airplane-supplied electrical power does not result in hazardous propeller effects. The power quality requirements must be described in the appropriate manuals.

§ 35.24

Strength.

The maximum stresses developed in the propeller may not exceed values acceptable to the Administrator considering the particular form of construction and the most severe operating conditions.

§ 35.31

§ 35.33

General.

(a) Each applicant must furnish test article(s) and suitable testing facilities, including equipment and competent personnel, and conduct the required tests in accordance with part 21 of this chapter.

(b) All automatic controls and safety systems must be in operation unless it is accepted by the Administrator as impossible or not required because of the nature of the test. If needed for substantiation, the applicant may test a different propeller configuration if this does not constitute a less severe test.

(c) Any systems or components that cannot be adequately substantiated by the applicant to the requirements of this part are required to undergo additional tests or analysis to demonstrate that the systems or components are able to perform their intended functions in all declared environmental and operating conditions.

§ 35.34

Inspections, adjustments and repairs.

(a) Before and after conducting the tests prescribed in this part, the test article must be subjected to an inspection, and a record must be made of all the relevant parameters, calibrations and settings.

(b) During all tests, only servicing and minor repairs are permitted. If major repairs or part replacement is required, the Administrator must approve the repair or part replacement prior to implementation and may require additional testing. Any unscheduled repair or action on the test article must be recorded and reported.

§ 35.35

Centrifugal load tests.

The applicant must demonstrate that a propeller complies with paragraphs (a), (b) and (c) of this section without evidence of failure, malfunction, or permanent deformation that would result in a major or hazardous propeller effect. When the propeller could be sensitive to environmental degradation in service, this must be considered. This section does not apply to fixed-pitch wood or fixed-pitch metal propellers of conventional design.

(a) The hub, blade retention system, and counterweights must be tested for a period of one hour to a load equivalent to twice the maximum centrifugal load to which the propeller would be subjected during operation at the maximum rated rotational speed.

(b) Blade features associated with transitions to the retention system (for example, a composite blade bonded to a metallic retention) must be tested either during the test of paragraph (a) of this section or in a separate component test for a period of one hour to a load equivalent to twice the maximum centrifugal load to which the propeller would be subjected during operation at the maximum rated rotational speed.

(c) Components used with or attached to the propeller (for example, spinners, de-icing equipment, and blade erosion shields) must be subjected to a load equivalent to 159 percent of the maximum centrifugal load to which the component would be subjected during operation at the maximum rated rotational speed. This must be performed by either:

(1) Testing at the required load for a period of 30 minutes; or

(2) Analysis based on test.

§ 35.36

Bird impact.

The applicant must demonstrate, by tests or analysis based on tests or experience on similar designs, that the propeller can withstand the impact of a 4-pound bird at the critical location(s) and critical flight condition(s) of a typical installation without causing a major or hazardous propeller effect. This section does not apply to fixed-pitch wood propellers of conventional design.

§ 35.37

Fatigue limits and evaluation.

This section does not apply to fixed-pitch wood propellers of conventional design.

(a) Fatigue limits must be established by tests, or analysis based on tests, for propeller:

(1) Hubs.

(2) Blades.

(3) Blade retention components.

(4) Components which are affected by fatigue loads and which are shown under § 35.15 to have a fatigue failure mode leading to hazardous propeller effects.

(b) The fatigue limits must take into account:

(1) All known and reasonably foreseeable vibration and cyclic load patterns that are expected in service; and

(2) Expected service deterioration, variations in material properties, manufacturing variations, and environmental effects.

(c) A fatigue evaluation of the propeller must be conducted to show that hazardous propeller effects due to fatigue will be avoided throughout the intended operational life of the propeller on either:

(1) The intended airplane by complying with § 23.2400(c) or § 25.907 of this chapter, as applicable; or

(2) A typical airplane.

§ 35.38

Lightning strike.

The applicant must demonstrate, by tests, analysis based on tests, or experience on similar designs, that the propeller can withstand a lightning strike without causing a major or hazardous propeller effect. The limit to which the propeller has been qualified must be documented in the appropriate manuals. This section does not apply to fixed-pitch wood propellers of conventional design.

§ 35.39

Endurance test.

Endurance tests on the propeller system must be made on a representative engine in accordance with paragraph (a) or (b) of this section, as applicable, without evidence of failure or malfunction.

(a) Fixed-pitch and ground adjustable-pitch propellers must be subjected to one of the following tests:

(1) A 50-hour flight test in level flight or in climb. The propeller must be operated at takeoff power and rated rotational speed during at least five hours of this flight test, and at not less than 90 percent of the rated rotational speed for the remainder of the 50 hours.

(2) A 50-hour ground test at takeoff power and rated rotational speed.

(b) Variable-pitch propellers must be subjected to one of the following tests:

(1) A 110-hour endurance test that must include the following conditions:

(i) Five hours at takeoff power and rotational speed and thirty 10-minute cycles composed of:

(A) Acceleration from idle,

(B) Five minutes at takeoff power and rotational speed,

(C) Deceleration, and

(D) Five minutes at idle.

(ii) Fifty hours at maximum continuous power and rotational speed,

(iii) Fifty hours, consisting of ten 5-hour cycles composed of:

(A) Five accelerations and decelerations between idle and takeoff power and rotational speed,

(B) Four and one half hours at approximately even incremental conditions from idle up to, but not including, maximum continuous power and rotational speed, and

(C) Thirty minutes at idle.

(2) The operation of the propeller throughout the engine endurance tests prescribed in part 33 of this chapter.

(c) An analysis based on tests of propellers of similar design may be used in place of the tests of paragraphs (a) and (b) of this section.

§ 35.40

Functional test.

The variable-pitch propeller system must be subjected to the applicable functional tests of this section. The same propeller system used in the endurance test (§ 35.39) must be used in the functional tests and must be driven by a representative engine on a test stand or on an airplane. The propeller must complete these tests without evidence of failure or malfunction. This test may be combined with the endurance test for accumulation of cycles.

(a) Manually-controllable propellers. Five hundred representative flight cycles must be made across the range of pitch and rotational speed.

(b) Governing propellers. Fifteen hundred complete cycles must be made across the range of pitch and rotational speed.

(c) Feathering propellers. Fifty cycles of feather and unfeather operation must be made.

(d) Reversible-pitch propellers. Two hundred complete cycles of control must be made from lowest normal pitch to maximum reverse pitch. During each cycle, the propeller must run for 30 seconds at the maximum power and rotational speed selected by the applicant for maximum reverse pitch.

(e) An analysis based on tests of propellers of similar design may be used in place of the tests of this section.

§ 35.41

Overspeed and overtorque.

(a) When the applicant seeks approval of a transient maximum propeller overspeed, the applicant must demonstrate that the propeller is capable of further operation without maintenance action at the maximum propeller overspeed condition. This may be accomplished by:

(1) Performance of 20 runs, each of 30 seconds duration, at the maximum propeller overspeed condition; or

(2) Analysis based on test or service experience.

(b) When the applicant seeks approval of a transient maximum propeller overtorque, the applicant must demonstrate that the propeller is capable of further operation without maintenance action at the maximum propeller overtorque condition. This may be accomplished by:

(1) Performance of 20 runs, each of 30 seconds duration, at the maximum propeller overtorque condition; or

(2) Analysis based on test or service experience.

§ 35.42

Components of the propeller control system.

The applicant must demonstrate by tests, analysis based on tests, or service experience on similar components, that each propeller blade pitch control system component, including governors, pitch change assemblies, pitch locks, mechanical stops, and feathering system components, can withstand cyclic operation that simulates the normal load and pitch change travel to which the component would be subjected during the initially declared overhaul period or during a minimum of 1,000 hours of typical operation in service.

§ 35.43

Propeller hydraulic components.

Applicants must show by test, validated analysis, or both, that propeller components that contain hydraulic pressure and whose structural failure or leakage from a structural failure could cause a hazardous propeller effect demonstrate structural integrity by:

(a) A proof pressure test to 1.5 times the maximum operating pressure for one minute without permanent deformation or leakage that would prevent performance of the intended function.

(b) A burst pressure test to 2.0 times the maximum operating pressure for one minute without failure. Leakage is permitted and seals may be excluded from the test.

§§ 35.45-35.47

Part 35 — CCAR-35 螺旋桨适航标准

CCAR-35 原文

CCAR-35

来源: 官方全文

热点栏目

螺旋桨适航标准 中国民用航空局命令 民航局发（1988)字第104号 中国民用航空局局长 胡逸洲 一九八七年十二月十七日 附件： 螺旋桨适航标准

Part 36 — CCAR-36 噪声标准

航空器型号和适航合格审定的噪声审定标准和测量程序。

Part 36 — CCAR-36 噪声标准

FAR Part 36 原文

Part 36

Authority:

Source:

§ 36.1

Applicability and definitions.

(a) This part prescribes noise standards for the issue of the following certificates:

(1) Type certificates, and changes to those certificates, and standard airworthiness certificates, for subsonic transport category large airplanes, and for subsonic jet airplanes regardless of category.

(2) Type certificates and changes to those certificates, standard airworthiness certificates, and restricted category airworthiness certificates, for propeller-driven, small airplanes, and for propeller-driven, commuter category airplanes except those airplanes that are designed for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, as effective on January 1, 1966) or for dispersing fire fighting materials to which § 36.1583 of this part does not apply.

(3) A type certificate and changes to that certificate, and standard airworthiness certificates, for Concorde airplanes.

(4) Type certificates, and changes to those certificates, for helicopters except those helicopters that are designated exclusively for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, as effective on January 1, 1966), for dispensing fire fighting materials, or for carrying external loads (as defined in § 133.1(b) of this chapter, as effective on December 20, 1976).

(5) Type certificates, changes to those certificates, and standard airworthiness certificates, for tiltrotors.

(b) Each person who applies under Part 21 of this chapter for a type of airworthiness certificate specified in this part must show compliance with the applicable requirements of this part, in addition to the applicable airworthiness requirements of this chapter.

(c) Each person who applies under Part 21 of this chapter for approval of an acoustical change described in § 21.93(b) of this chapter must show that the aircraft complies with the applicable provisions of §§ 36.7, 36.9, 36.11 or 36.13 of this part in addition to the applicable airworthiness requirements of this chapter.

(d) Each person who applies for the original issue of a standard airworthiness certificate for a transport category large airplane or for a jet airplane under § 21.183 must, regardless of date of application, show compliance with the following provisions of this part (including appendix B):

(1) The provisions of this part in effect on December 1, 1969, for subsonic airplanes that have not had any flight time before—

(i) December 1, 1973, for airplanes with maximum weights greater than 75,000 pounds, except for airplanes that are powered by Pratt & Whitney Turbo Wasp JT3D series engines;

(ii) December 31, 1974, for airplanes with maximum weights greater than 75,000 pounds and that are powered by Pratt & Whitney Turbo Wasp JT3D series engines; and

(iii) December 31, 1974, for airplanes with maximum weights of 75,000 pounds and less.

(2) The provisions of this part in effect on October 13, 1977, including the stage 2 noise limits, for Concorde airplanes that have not had flight time before January 1, 1980.

(e) Each person who applies for the original issue of a standard airworthiness certificate under § 21.183, or for the original issue of a restricted category airworthiness certificate under § 21.185, for propeller-driven, commuter category airplanes for a propeller driven small airplane that has not had any flight time before January 1, 1980, must show compliance with the applicable provisions of this part.

(f) For the purpose of showing compliance with this part for transport category large airplanes and jet airplanes regardless of category, the following terms have the following meanings:

(1) A “Stage 1 noise level” means a flyover, lateral or approach noise level greater than the Stage 2 noise limits prescribed in section B36.5(b) of appendix B of this part.

(2) A “Stage 1 airplane” means an airplane that has not been shown under this part to comply with the flyover, lateral, and approach noise levels required for Stage 2 or Stage 3 airplanes.

(3) A “Stage 2 noise level” means a noise level at or below the Stage 2 noise limits prescribed in section B36.5(b) of appendix B of this part but higher than the Stage 3 noise limits prescribed in section B36.5(c) of appendix B of this part.

(4) A “Stage 2 airplane” means an airplane that has been shown under this part to comply with Stage 2 noise levels prescribed in section B36.5(b) of appendix B of this part (including use of the applicable tradeoff provisions specified in section B36.6) and that does not comply with the requirements for a Stage 3 airplane.

(5) A “Stage 3 noise level” means a noise level at or below the Stage 3 noise limits prescribed in section B36.5(c) of appendix B of this part.

(6) A “Stage 3 airplane” means an airplane that has been shown under this part to comply with Stage 3 noise levels prescribed in section B36.5(c) of appendix B of this part (including use of the applicable tradeoff provisions specified in section B36.6).

(7) A “subsonic airplane” means an airplane for which the maximum operating limit speed, M mo , does not exceed a Mach number of 1.

(8) A “supersonic airplane” means an airplane for which the maximum operating limit speed, M mo , exceeds a Mach number of 1.

(9) A “Stage 4 noise level” means a noise level at or below the Stage 4 noise limit prescribed in section B36.5(d) of appendix B of this part.

(10) A “Stage 4 airplane” means an airplane that has been shown under this part not to exceed the Stage 4 noise limit prescribed in section B36.5(d) of appendix B of this part.

(11) A “Chapter 4 noise level” means a noise level at or below the maximum noise level prescribed in Chapter 4, Paragraph 4.4, Maximum Noise Levels, of the International Civil Aviation Organization (ICAO) Annex 16, Volume I, Amendment 7, effective March 21, 2002. [Incorporated by reference, see § 36.6].

(12) A “Stage 5 noise level” means a noise level at or below the Stage 5 noise limit prescribed in section B36.5(e) of appendix B to this part.

(13) A “Stage 5 airplane” means an airplane that has been shown under this part not to exceed the Stage 5 noise limit prescribed in section B36.5(e) of appendix B to this part.

(14) A “Chapter 14 noise level” means a noise level at or below the Chapter 14 maximum noise level prescribed in Chapter 14 of the ICAO Annex 16, Volume 1, Seventh Edition, Amendment 11-B (Incorporated by reference, see § 36.6).

(g) For the purpose of showing compliance with this part for transport category large airplanes and jet airplanes regardless of category, each airplane may not be identified as complying with more than one stage or configuration simultaneously.

(h) For the purpose of showing compliance with this part, for helicopters in the primary, normal, transport, and restricted categories, the following terms have the specified meanings:

(1) Stage 1 noise level means a takeoff, flyover, or approach noise level greater than the Stage 2 noise limits prescribed in section H36.305 of appendix H of this part, or a flyover noise level greater than the Stage 2 noise limits prescribed in section J36.305 of appendix J of this part.

(2) Stage 1 helicopter means a helicopter that has not been shown under this part to comply with the takeoff, flyover, and approach noise levels required for Stage 2 helicopters as prescribed in section H36.305 of appendix H of this part, or a helicopter that has not been shown under this part to comply with the flyover noise level required for Stage 2 helicopters as prescribed in section J36.305 of appendix J of this part.

(3) Stage 2 noise level means a takeoff, flyover, or approach noise level at or below the Stage 2 noise limits prescribed in section H36.305 of appendix H of this part, or a flyover noise level at or below the Stage 2 limit prescribed in section J36.305 of appendix J of this part.

(4) Stage 2 helicopter means a helicopter that has been shown under this part to comply with Stage 2 noise limits (including applicable tradeoffs) prescribed in section H36.305 of appendix H of this part, or a helicopter that has been shown under this part to comply with the Stage 2 noise limit prescribed in section J36.305 of appendix J of this part.

(5) A “Stage 3 noise level” means a takeoff, flyover, or approach noise level at or below the Stage 3 noise limits prescribed in section H36.305 of appendix H of this part, or a flyover noise level at or below the Stage 3 noise limit prescribed in section J36.305 of appendix J of this part.

(6) A “Stage 3 helicopter” means a helicopter that has been shown under this part to comply with the Stage 3 noise limits (including applicable tradeoffs) prescribed in section H36.305 of appendix H of this part, or a helicopter that has been shown under this part to comply with the Stage 3 noise limit prescribed in section J36.305 of appendix J of this part.

(7) Maximum normal operating RPM means the highest rotor speed corresponding to the airworthiness limit imposed by the manufacturer and approved by the FAA. Where a tolerance on the highest rotor speed is specified, the maximum normal operating rotor speed is the highest rotor speed for which that tolerance is given. If the rotor speed is automatically linked with flight condition, the maximum normal operating rotor speed corresponding with the reference flight condition must be used during the noise certification procedure. If rotor speed can be changed by pilot action, the highest normal operating rotor speed specified in the flight manual limitation section for reference conditions must be used during the noise certification procedure.

(i) For the purpose of showing compliance with this part for tiltrotors, the following terms have the specified meanings:

Airplane mode means a configuration with nacelles on the down stops (axis aligned horizontally) and rotor speed set to cruise revolutions per minute (RPM).

Airplane mode RPM means the lower range of rotor rotational speed in RPM defined for the airplane mode cruise flight condition.

Fixed operation points mean designated nacelle angle positions selected for airworthiness reference. These are default positions used to refer to normal nacelle positioning operation of the aircraft. The nacelle angle is controlled by a self-centering switch. When the nacelle angle is 0 degrees (airplane mode) and the pilot moves the nacelle switch upwards, the nacelles are programmed to automatically turn to the first default position (for example, 60 degrees) where they will stop. A second upward move of the switch will tilt the nacelle to the second default position (for example, 75 degrees). Above the last default position, the nacelle angle can be set to any angle up to approximately 95 degrees by moving the switch in the up or down direction. The number and position of the fixed operation points may vary on different tiltrotor configurations.

Nacelle angle is defined as the angle between the rotor shaft centerline and the longitudinal axis of the aircraft fuselage.

Tiltrotor means a class of aircraft capable of vertical take-off and landing, within the powered-lift category, with rotors mounted at or near the wing tips that vary in pitch from near vertical to near horizontal configuration relative to the wing and fuselage.

Vertical takeoff and landing (VTOL) mode means the aircraft state or configuration having the rotors orientated with the axis of rotation in a vertical manner ( i.e. , nacelle angle of approximately 90 degrees) for vertical takeoff and landing operations.

V CON is defined as the maximum authorized speed for any nacelle angle in VTOL/Conversion mode.

VTOL/Conversion mode is all approved nacelle positions where the design operating rotor speed is used for hover operations.

VTOL mode RPM means highest range of RPM that occur for takeoff, approach, hover, and conversion conditions.

§ 36.2

Requirements as of date of application.

(a) Section 21.17 of this chapter notwithstanding, each person who applies for a type certificate for an aircraft covered by this part, must show that the aircraft meets the applicable requirements of this part that are effective on the date of application for that type certificate. When the time interval between the date of application for the type certificate and the issuance of the type certificate exceeds 5 years, the applicant must show that the aircraft meets the applicable requirements of this part that were effective on a date, to be selected by the applicant, not earlier than 5 years before the issue of the type certificate.

(b) Section 21.101(a) of this chapter notwithstanding, each person who applies for an acoustical change to a type design specified in § 21.93(b) of this chapter must show compliance with the applicable requirements of this part that are effective on the date of application for the change in type design. When the time interval between the date of application for the change in type design and the issuance of the amended or supplemental type certificate exceeds 5 years, the applicant must show that the aircraft meets the applicable requirements of this part that were effective on a date, to be selected by the applicant, not earlier than 5 years before the issue of the amended or supplemental type certificate.

(c) If an applicant elects to comply with a standard in this part that was effective after the filing of the application for a type certificate or change to a type design, the election:

(1) Must be approved by the FAA;

(2) Must include standards adopted between the date of application and the date of the election;

(3) May include other standards adopted after the standard elected by the applicant as determined by the FAA.

§ 36.3

Compatibility with airworthiness requirements.

It must be shown that the aircraft meets the airworthiness regulations constituting the type certification basis of the aircraft under all conditions in which compliance with this part is shown, and that all procedures used in complying with this part, and all procedures and information for the flight crew developed under this part, are consistent with the airworthiness regulations constituting the type certification basis of the aircraft.

§ 36.5

Limitation of part.

Pursuant to 49 U.S.C. 44715, the noise levels in this part have been determined to be as low as is economically reasonable, technologically practicable, and appropriate to the type of aircraft to which they apply. No determination is made, under this part, that these noise levels are or should be acceptable or unacceptable for operation at, into, or out of, any airport.

§ 36.6

Incorporation by reference.

(a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. All approved material is available for inspection at the locations in this paragraph (a) and may be obtained from the sources detailed in paragraphs (a)(1) through (12) of this section.

(1) The U.S. Department of Transportation, Docket Operations, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.

(2) Federal Aviation Administration New England Regional Headquarters, 12 New England Executive Park, Burlington, MA 01801.

(3) Federal Aviation Administration Eastern Region Headquarters, Federal Building, John F. Kennedy International Airport, Jamaica, NY 11430.

(4) Federal Aviation Administration Southern Region Headquarters, 1701 Columbia Avenue, College Park, GA 30337.

(5) Federal Aviation Administration Great Lakes Region Headquarters, O'Hare Lake Office Center, 2300 East Devon Avenue, Des Plaines, IL 60018.

(6) Federal Aviation Administration Central Region Headquarters, Federal Building, 601 East 12th Street, Kansas City, MO 64106.

(7) Federal Aviation Administration Southwest Region Headquarters, 2601 Meacham Boulevard, Fort Worth, TX 76137.

(8) Federal Aviation Administration Northwest Mountain Region Headquarters, 1601 Lind Avenue SW, Renton, WA 98055.

(9) Federal Aviation Administration Western Pacific Region Headquarters, 15000 Aviation Boulevard, Hawthorne, CA 92007.

(10) Federal Aviation Administration Alaskan Region Headquarters, 222 West 7th Avenue, #14, Anchorage, AK 99513.

(11) Federal Aviation Administration European Office Headquarters, 15 Rue de la Loi, Third Floor, B-1040, Brussels, Belgium.

(12) The National Archives and Records Administration (NARA). For information on the availability of this information at NARA, call 202-741-6030 or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

(b) International Civil Aviation Organization (ICAO), Document Sales Unit, 999 University Street, Montreal, Quebec, H3C 5H7, Canada. http://www.icao.int/publications/Pages/default.aspx .

(1) International Standards and Recommended Practices, Annex 16 to the Convention on International Civil Aviation, Environmental Protection, Volume I, Aircraft Noise, Third Edition, July 1993, Amendment 7 effective March 21, 2002, IBR approved for § 36.1(f), and appendices A and B to part 36.

(2) International Standards and Recommended Practices, Annex 16 to the Convention on International Civil Aviation, Environmental Protection, Volume I, Aircraft Noise, Seventh Edition, July 2014, Amendment 11-B, applicable January 1, 2015, IBR approved for § 36.1(f) and appendices A and B to part 36.

(c) International Electrotechnical Commission (IEC) 3 Rue de Varembe, Case Postale 131, 1211 Geneva 20, Switzerland, http://www.iec.ch/standardsdev/publications/?ref=menu.

(1) Publication No. 179, Precision Level Sound Meters, (IEC 179) 1973, IBR approved for appendix F to part 36.

(2) Publication No. 561, Electro-acoustical Measuring Equipment for Aircraft Noise Certification, first edition, 1976, (IEC 561), IBR approved for appendices G and J to part 36.

(3) Publication No. 651, Sound Level Meters, first edition, 1979, (IEC 651), IBR approved for appendices G and J to part 36.

(4) Publication No. 804, Integrating-averaging Sound Level Meters, first edition, 1985, (IEC 804), IBR approved for appendix J to part 36.

(5) Publication No. 61094-3, Measurement Microphones—Part 3: Primary Method for Free-Field Calibration of Laboratory Standard Microphones by the Reciprocity Technique, edition 1.0, 1995 (IEC 61094-3) IBR approved for appendix A to part 36.

(6) Publication No. 61094-4, Measurement Microphones—Part 4: Specifications for Working Standard Microphones, edition 1.0, 1995, (IEC 61094-4) IBR approved for appendix A to part 36.

(7) Publication No. 61260, Electroacoustics-Octave-Band and Fractional-Octave-Band Filters, edition 1.0, 1995, (IEC 61260), IBR approved for appendix A to part 36.

(8) Publication No, 60942, Electroacoustics-Sound Calibrators, edition 2.0, 1997, (IEC 60942) IBR approved for appendix A to part 36.

(d) Society of Automotive Engineers, Inc. (SAE), 400 Commonwealth Drive, Warrentown, PA 15096, http://www.sae.org/pubs/.

(1) ARP 866A, Standard Values at Atmospheric Absorption as a Function of Temperature and Humidity for use in Evaluating Aircraft Flyover Noise, March 15, 1975, IBR approved for appendix H to part 36.

(2) [Reserved]

§ 36.7

Acoustical change: Transport category large airplanes and jet airplanes.

(a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change approval is applied for under § 21.93(b) of this chapter.

(b) General requirements. Except as otherwise specifically provided, for each airplane covered by this section, the acoustical change approval requirements are as follows:

(1) In showing compliance, noise levels must be measured and evaluated in accordance with the applicable procedures and conditions prescribed in Appendix A of this part.

(2) Compliance with the noise limits prescribed in section B36.5 of appendix B must be shown in accordance with the applicable provisions of sections B36.7 and B36.8 of appendix B of this part.

(c) Stage 1 airplanes. For each Stage 1 airplane prior to the change in type design, in addition to the provisions of paragraph (b) of this section, the following apply:

(1) If an airplane is a Stage 1 airplane prior to the change in type design, it may not, after the change in type design, exceed the noise levels created prior to the change in type design. The tradeoff provisions of section B36.6 of appendix B of this part may not be used to increase the Stage 1 noise levels, unless the aircraft qualifies as a Stage 2 airplane.

(2) In addition, for an airplane for which application is made after September 17, 1971—

(i) There may be no reduction in power or thrust below the highest airworthiness approved power or thrust, during the tests conducted before and after the change in type design; and

(ii) During the flyover and lateral noise tests conducted before the change in type design, the quietest airworthiness approved configuration available for the highest approved takeoff weight must be used.

(d) Stage 2 airplanes. If an airplane is a Stage 2 airplane prior to the change in type design, the following apply, in addition to the provisions of paragraph (b) of this section:

(1) Airplanes with high bypass ratio jet engines. For an airplane that has jet engines with a bypass ratio of 2 or more before a change in type design—

(i) The airplane, after the change in type design, may not exceed either (A) each Stage 3 noise limit by more than 3 EPNdB, or (B) each Stage 2 noise limit, whichever is lower:

(ii) The tradeoff provisions of section B36.6 of appendix B of this part may be used in determining compliance under this paragraph with respect to the Stage 2 noise limit or to the Stage 3 plus 3 EPNdB noise limits, as applicable; and

(iii) During the flyover and lateral noise test conducted before the change in type design, the quietest airworthiness approved configuration available for the highest approved takeoff weight must be used.

(2) Airplanes that do not have high bypass ratio jet engines. For an airplane that does not have jet engines with a bypass ratio of 2 or more before a change in type design—

(i) The airplane may not be a Stage 1 airplane after the change in type design; and

(ii) During the flyover and lateral noise tests conducted before the change in type design, the quietest airworthiness approved configuration available for the highest approved takeoff weight must be used.

(e) Stage 3 airplanes. If an airplane is a Stage 3 airplane prior to the change in type design, the following apply, in addition to the provisions of paragraph (b) of this section:

(1) If compliance with Stage 3 noise levels is not required before the change in type design, the airplane must—

(i) Be a Stage 2 airplane after the change in type design and compliance must be shown under the provisions of paragraph (d)(1) or (d)(2) of this section, as appropriate; or

(ii) Remain a Stage 3 airplane after the change in type design. Compliance must be shown under the provisions of paragraph (e)(2) of this section.

(2) If compliance with Stage 3 noise levels is required before the change in type design, the airplane must be a Stage 3 airplane after the change in type design.

(3) Applications on or after [August 14, 1989.] The airplane must remain a Stage 3 airplane after the change in type design.

(4) If an airplane is a Stage 3 airplane prior to a change in type design, and becomes a Stage 4 after the change in type design, the airplane must remain a Stage 4 airplane.

(5) If an airplane is a Stage 3 airplane prior to a change in type design, and becomes a Stage 5 airplane after the change in type design, the airplane must remain a Stage 5 airplane.

(f) Stage 4 airplanes. (1) If an airplane is a Stage 4 airplane prior to a change in type design, the airplane must remain a Stage 4 airplane after the change in type design.

(2) If an airplane is a Stage 4 airplane prior to a change in type design, and becomes a Stage 5 airplane after the change in type design, the airplane must remain a Stage 5 airplane.

(g) Stage 5 airplanes. If an airplane is a Stage 5 airplane prior to a change in type design, the airplane must remain a Stage 5 airplane after the change in type design.

§ 36.9

Acoustical change: Propeller-driven small airplanes and propeller-driven commuter category airplanes.

For propeller-driven small airplanes in the primary, normal, utility, acrobatic, transport, and restricted categories and for propeller-driven, commuter category airplanes for which an acoustical change approval is applied for under § 21.93(b) of this chapter after January 1, 1975, the following apply:

(a) If the airplane was type certificated under this part prior to a change in type design, it may not subsequently exceed the noise limits specified in § 36.501 of this part.

(b) If the airplane was not type certificated under this part prior to a change in type design, it may not exceed the higher of the two following values:

(1) The noise limit specified in § 36.501 of this part, or

(2) The noise level created prior to the change in type design, measured and corrected as prescribed in § 36.501 of this part.

§ 36.11

Acoustical change: Helicopters.

This section applies to all helicopters in the primary, normal, transport, and restricted categories for which an acoustical change approval is applied for under § 21.93(b) of this chapter on or after March 6, 1986. Compliance with the requirements of this section must be demonstrated under appendix H of this part, or, for helicopters having a maximum certificated takeoff weight of not more than 7,000 pounds, compliance with this section may be demonstrated under appendix J of this part.

(a) General requirements. Except as otherwise provided, for helicopters covered by this section, the acoustical change approval requirements are as follows:

(1) In showing compliance with the requirements of appendix H of this part, noise levels must be measured, evaluated, and calculated in accordance with the applicable procedures and conditions prescribed in parts B and C of appendix H of this part. For helicopters having a maximum certificated takeoff weight of not more than 7,000 pounds that alternatively demonstrate compliance under appendix J of this part, the flyover noise level prescribed in appendix J of this part must be measured, evaluated, and calculated in accordance with the applicable procedures and conditions prescribed in parts B and C of appendix J of this part.

(2) Compliance with the noise limits prescribed in section H36.305 of appendix H of this part must be shown in accordance with the applicable provisions of part D of appendix H of this part. For those helicopters that demonstrate compliance with the requirements of appendix J of this part, compliance with the noise levels prescribed in section J36.305 of appendix J of this part must be shown in accordance with the applicable provisions of part D of appendix J of this part.

(b) Stage 1 helicopters. Except as provided in § 36.805(c), for each Stage 1 helicopter prior to a change in type design, the helicopter noise levels may not, after a change in type design, exceed the noise levels specified in section H36.305(a)(1) of appendix H of this part where the demonstration of compliance is under appendix H of this part. The tradeoff provisions under section H36.305(b) of appendix H of this part may not be used to increase any Stage 1 noise level beyond these limits. If an applicant chooses to demonstrate compliance under appendix J of this part, for each Stage 1 helicopter prior to a change in type design, the helicopter noise levels may not, after a change in type design, exceed the Stage 2 noise levels specified in section J36.305(a) of appendix J of this part.

(c) Stage 2 helicopters. For each helicopter that is Stage 2 prior to a change in type design, after a change in type design the helicopter must either:

(1) Remain a Stage 2 helicopter; or

(2) Comply with Stage 3 requirements and remain a Stage 3 helicopter thereafter.

(d) Stage 3 helicopters. For a helicopter that is a Stage 3 helicopter prior to a change in type design, the helicopter must remain a Stage 3 helicopter after a change in type design.

§ 36.13

Acoustical change: Tiltrotor aircraft.

The following requirements apply to tiltrotors in any category for which an acoustical change approval is applied for under § 21.93(b) of this chapter on or after March 11, 2013:

(a) In showing compliance with Appendix K of this part, noise levels must be measured, evaluated, and calculated in accordance with the applicable procedures and conditions prescribed in Appendix K of this part.

(b) Compliance with the noise limits prescribed in section K4 (Noise Limits) of Appendix K of this part must be shown in accordance with the applicable provisions of sections K2 (Noise Evaluation Measure), K3 (Noise Measurement Reference Points), K6 (Noise Certification Reference Procedures), and K7 (Test Procedures) of Appendix K of this part.

(c) After a change in type design, tiltrotor noise levels may not exceed the limits specified in § 36.1103.

§ 36.101

Noise measurement and evaluation.

For transport category large airplanes and jet airplanes, the noise generated by the airplane must be measured and evaluated under appendix A of this part or under an approved equivalent procedure.

§ 36.103

Noise limits.

(a) For subsonic transport category large airplanes and subsonic jet airplanes compliance with this section must be shown with noise levels measured and evaluated as prescribed in appendix A of this part, and demonstrated at the measuring points, and in accordance with the test procedures under section B36.8 (or an approved equivalent procedure), stated under appendix B of this part.

(b) Type certification applications between November 5, 1975 and December 31, 2005. If application is made on or after November 5, 1975, and before January 1, 2006, it must be shown that the noise levels of the airplane are no greater than the Stage 3 noise limit prescribed in section B36.5(c) of appendix B of this part.

(c) Type certification applications between January 1, 2006, and the date specified in paragraph (d) or (e) of this section, as applicable for airplane weight. If application is made on or after January 1, 2006, and before the date specified in paragraph (d) or (e) of this section (as applicable for airplane weight), it must be shown that the noise levels of the airplane are no greater than the Stage 4 noise limit prescribed in section B36.5(d) of appendix B of this part. If an applicant chose to voluntarily certificate an airplane to Stage 4 prior to January 2006, then the requirements of § 36.7(f) apply to that airplane.

(d) For airplanes with a maximum certificated takeoff weight of 121,254 pounds (55,000 kg) or more, type certification applications on or after December 31, 2017. If application is made on or after December 31, 2017, it must be shown that the noise levels of the airplane are no greater than the Stage 5 noise limit prescribed in section B36.5(e) of appendix B of this part. Prior to December 31, 2017, an applicant may seek voluntary certification to Stage 5. If Stage 5 certification is chosen, the requirements of § 36.7(g) will apply.

(e) For airplanes with a maximum certificated take-off weight of less than 121,254 pounds (55,000 kg), type certification applications on or after December 31, 2020. If application is made on or after December 31, 2020, it must be shown that the noise levels of the airplane are no greater than the Stage 5 noise limit prescribed in section B36.5(e) of appendix B of this part. Prior to December 31, 2020, an applicant may seek voluntary certification to Stage 5. If Stage 5 certification is chosen, the requirements of § 36.7(g) will apply.

§ 36.105

Flight Manual Statement of Chapter 4 equivalency.

For each airplane that meets the requirements for Stage 4 certification, the Airplane Flight Manual or operations manual must include the following statement: “The following noise levels comply with part 36, Appendix B, Stage 4 maximum noise level requirements and were obtained by analysis of approved data from noise tests conducted under the provisions of part 36, Amendment 36 (insert part 36 amendment to which the airplane was certificated). The noise measurement and evaluation procedures used to obtain these noise levels are considered by the FAA to be equivalent to the Chapter 4 noise level required by the International Civil Aviation Organization (ICAO) in Annex 16, Volume I, Appendix 2, Amendment 7, effective March 21, 2002.”.

§ 36.106

Flight Manual statement of Chapter 14 noise level equivalency.

For each airplane that meets the requirements for Stage 5 certification, the Airplane Flight Manual or operations manual must include the following statement: “The following noise levels comply with part 36, appendix B, Stage 5 maximum noise level requirements and were obtained by analysis of approved data from noise tests conducted under the provisions of part 36, Amendment [insert part 36 amendment number to which the airplane was certificated]. The noise measurement and evaluation procedures used to obtain these noise levels are considered by the FAA to be equivalent to the Chapter 14 noise levels required by the International Civil Aviation Organization (ICAO) in Annex 16, Volume 1, Aircraft Noise, Seventh Edition, July 2014, Amendment 11-B, applicable January 1, 2015.”

§ 36.301

Noise limits: Concorde.

(a) General. For the Concorde airplane, compliance with this subpart must be shown with noise levels measured and evaluated as prescribed in Subpart B of this part, and demonstrated at the measuring points prescribed in appendix B of this part.

(b) Noise limits. It must be shown, in accordance with the provisions of this part in effect on October 13, 1977, that the noise levels of the airplane are reduced to the lowest levels that are economically reasonable, technologically practicable, and appropriate for the Concorde type design.

§ 36.501

Noise limits.

(a) Compliance with this subpart must be shown for—

(1) Propeller driven small airplanes for which application for the issuance of a new, amended, or supplemental type certificate in the normal, utility, acrobatic, transport, or restricted category is made on or after October 10, 1973; and propeller-driven, commuter category airplanes for which application for the issuance of a type certificate in the commuter category is made on or after January 15, 1987.

(2) Propeller driven small airplanes and propeller-driven, commuter category airplanes for which application is made for the original issuance of a standard airworthiness certificate or restricted category airworthiness certificate, and that have not had any flight time before January 1, 1980 (regardless of date of application).

(3) Airplanes in the primary category:

(i) Except as provided in paragraph (a)(3)(ii) of this section, for an airplane for which application for a type certificate in the primary category is made, and that was not previously certificated under appendix F of this part, compliance with appendix G of this part must be shown.

(ii) For an airplane in the normal, utility or acrobatic category that (A) has a type certificate issued under this chapter, (B) has a standard airworthiness certificate issued under this chapter, (C) has not undergone an acoustical change from its type design, (D) has not previously been certificated under appendix F or G of this part, and (E) for which application for conversion to the primary category is made, no further showing of compliance with this part is required.

(b) For aircraft covered by this subpart for which certification tests are completed before December 22, 1988, compliance must be shown with noise levels as measured and prescribed in Parts B and C of appendix F, or under approved equivalent procedures. It must be shown that the noise level of the airplane is no greater than the applicable limit set in Part D of appendix F.

(c) For aircraft covered by this subpart for which certification tests are not completed before December 22, 1988, compliance must be shown with noise levels as measured and prescribed in Parts B and C of appendix G, or under approved equivalent procedures. It must be shown that the noise level of the airplane is no greater than the applicable limits set in Part D of appendix G.

§ 36.801

Noise measurement.

For primary, normal, transport, or restricted category helicopters for which certification is sought under appendix H of this part, the noise generated by the helicopter must be measured at the noise measuring points and under the test conditions prescribed in part B of appendix H of this part, or under an FAA-approved equivalent procedure. For those primary, normal, transport, and restricted category helicopters having a maximum certificated takeoff weight of not more than 7,000 pounds for which compliance with appendix J of this part is demonstrated, the noise generated by the helicopter must be measured at the noise measuring point and under the test conditions prescribed in part B of appendix J of this part, or an FAA-approved equivalent procedure.

§ 36.803

Noise evaluation and calculation.

The noise measurement data required under § 36.801 and obtained under appendix H of this part must be corrected to the reference conditions contained in part A of appendix H of this part, and evaluated under the procedures of part C of appendix H of this part, or an FAA-approved equivalent procedure. The noise measurement data required under § 36.801 and obtained under appendix J of this part must be corrected to the reference conditions contained in part A of appendix J of this part, and evaluated under the procedures of part C of appendix J of this part, or an FAA-approved equivalent procedure.

§ 36.805

Noise limits.

(a) Compliance with the noise levels prescribed under part D of appendix H of this part, or under part D of appendix J of this part, must be shown for helicopters for which application for issuance of a type certificate in the primary, normal, transport, or restricted category is made on or after March 6, 1986.

(b) For helicopters covered by this section, except as provided in paragraph (c) or (d)(2) of this section, it must be shown either:

(1) When an application for issuance of a type certificate in the primary, normal, transport, or restricted category is made on and after March 6, 1986 and before May 5, 2014, that the noise levels of the helicopter are no greater than the Stage 2 noise limits prescribed in either section H36.305 of appendix H of this part or section J36.305 of appendix J of this part, as applicable; or

(2) When an application for issuance of a type certificate in the primary, normal, transport, or restricted category is made on or after May 5, 2014, that the noise levels of the helicopter are no greater than the Stage 3 noise limits prescribed in either section H36.305 of appendix H of this part, or section J36.305 of appendix J of this part, as applicable.

(c) For helicopters for which application for issuance of an original type certificate in the primary, normal, transport, or restricted category is made on or after March 6, 1986, and which the FAA finds to be the first civil version of a helicopter that was designed and constructed for, and accepted for operational use by, an Armed Force of the United States or the U.S. Coast Guard on or before March 6, 1986, it must be shown that the noise levels of the helicopter are no greater than the noise limits for a change in type design as specified in section H36.305(a)(1)(ii) of appendix H of this part for compliance demonstrated under appendix H of this part, or as specified in section J36.305 of appendix J of this part for compliance demonstrated under appendix J of this part. Subsequent civil versions of any such helicopter must meet the Stage 2 requirements.

(d) Helicopters in the primary category:

(1) Except as provided in paragraph (d)(2) of this section, for a helicopter for which application for a type certificate in the primary category is made, and that was not previously certificated under appendix H of this part, compliance with appendix H of this part must be shown.

(2) For a helicopter that:

(i) Has a normal or transport type certificate issued under this chapter,

(ii) Has a standard airworthiness certificate issued under this chapter,

(iii) Has not undergone an acoustical change from its type design,

(iv) Has not previously been certificated under appendix H of this part, and

(v) For which application for conversion to the primary category is made, no further showing of compliance with this part is required.

§ 36.1101

Noise measurement and evaluation.

For tiltrotors, the noise generated must be measured and evaluated under Appendix K of this part, or under an approved equivalent procedure.

§ 36.1103

Noise limits.

(a) Compliance with the maximum noise levels prescribed in Appendix K of this part must be shown for a tiltrotor for which the application for the issuance of a type certificate is made on or after March 11, 2013.

(b) To demonstrate compliance with this part, noise levels may not exceed the noise limits listed in Appendix K, Section K4, Noise Limits of this part. Appendix K of this part (or an approved equivalent procedure) must also be used to evaluate and demonstrate compliance with the approved test procedures, and at the applicable noise measurement points.

§ 36.1501

Procedures, noise levels and other information.

(a) All procedures, weights, configurations, and other information or data employed for obtaining the certified noise levels prescribed by this part, including equivalent procedures used for flight, testing, and analysis, must be developed and approved. Noise levels achieved during type certification must be included in the approved airplane (rotorcraft) flight manual.

(b) Where supplemental test data are approved for modification or extension of an existing flight data base, such as acoustic data from engine static tests used in the certification of acoustical changes, the test procedures, physical configuration, and other information and procedures that are employed for obtaining the supplemental data must be developed and approved.

§ 36.1581

Manuals, markings, and placards.

(a) If an Airplane Flight Manual or Rotorcraft Flight Manual is approved, the approved portion of the Airplane Flight Manual or Rotorcraft Flight Manual must contain the following information, in addition to that specified under § 36.1583 of this part. If an Airplane Flight Manual or Rotorcraft Flight Manual is not approved, the procedures and information must be furnished in any combination of approved manual material, markings, and placards.

(1) For transport category large airplanes and jet airplanes, the noise level information must be one value for each flyover, lateral, and approach as defined and required by appendix B of this part, along with the maximum takeoff weight, maximum landing weight, and configuration.

(2) For propeller driven small airplanes, the noise level information must be one value for takeoff as defined and required by appendix G of this part, along with the maximum takeoff weight and configuration.

(3) For rotorcraft, the noise level information must be one value for each takeoff, flyover, and approach as defined and required by appendix H of this part, or one value for flyover as defined and required by appendix J of this part, at the maximum takeoff weight and configuration.

(b) If supplemental operational noise level information is included in the approved portion of the Airplane Flight Manual, it must be segregated, identified as information in addition to the certificated noise levels, and clearly distinguished from the information required under § 36.1581(a).

(c) The following statement must be furnished near the listed noise levels:

(d) For transport category large airplanes and jet airplanes, for which the weight used in meeting the takeoff or landing noise requirements of this part is less than the maximum weight established under the applicable airworthiness requirements, those lesser weights must be furnished, as operating limitations in the operating limitations section of the Airplane Flight Manual. Further, the maximum takeoff weight must not exceed the takeoff weight that is most critical from a takeoff noise standpoint.

(e) For propeller driven small airplanes and for propeller-driven, commuter category airplanes for which the weight used in meeting the flyover noise requirements of this part is less than the maximum weight by an amount exceeding the amount of fuel needed to conduct the test, that lesser weight must be furnished, as an operating limitation, in the operating limitations section of an approved Airplane Flight Manual, in approved manual material, or on an approved placard.

(f) For primary, normal, transport, and restricted category helicopters, if the weight used in meeting the takeoff, flyover, or approach noise requirements of appendix H of this part, or the weight used in meeting the flyover noise requirement of appendix J of this part, is less than the certificated maximum takeoff weight established under either § 27.25(a) or § 29.25(a) of this chapter, that lesser weight must be furnished as an operating limitation in the operating limitations section of the Rotorcraft Flight Manual, in FAA-approved manual material, or on an FAA-approved placard.

(g) Except as provided in paragraphs (d), (e), and (f) of this section, no operating limitations are furnished under this part.

§ 36.1583

Noncomplying agricultural and fire fighting airplanes.

(a) This section applies to propeller-driven, small airplanes that—

(1) Are designed for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, effective on January 1, 1966) or for dispensing fire fighting materials; and

(2) Have not been shown to comply with the noise levels prescribed under appendix F of this part—

(i) For which application is made for the original issue of a standard airworthiness certificate and that do not have any flight time before January 1, 1980; or

(ii) For which application is made for an acoustical change approval, for airplanes which have a standard airworthiness certificate after the change in the type design, and that do not have any flight time in the changed configuration before January 1, 1980.

(b) For airplanes covered by this section an operating limitation reading as follows must be furnished in the manner prescribed in § 36.1581:

Part 36 — CCAR-36 噪声标准

CCAR-36 原文

CCAR-36 航空器型号和适航合格审定噪声规定

来源: CAAC官网PDF

本规定全文以PDF格式发布在CAAC官网，请点击上方链接查看。

主要版本

概述

CCAR-36规定了各类航空器的噪声标准和认证程序，包括：

该规定与中国环境噪声标准相协调，确保航空器噪声控制在可接受范围内。

Part 39 — CCAR-39 适航指令

民用航空器适航指令的发布、执行和合规要求，是持续适航的强制性手段。

Part 39 — CCAR-39 适航指令

FAR Part 39 原文

Part 39

Authority:

Source:

§ 39.1

Purpose of this regulation.

The regulations in this part provide a legal framework for FAA's system of Airworthiness Directives.

§ 39.3

Definition of airworthiness directives.

FAA's airworthiness directives are legally enforceable rules that apply to the following products: aircraft, aircraft engines, propellers, and appliances.

§ 39.5

When does FAA issue airworthiness directives?

FAA issues an airworthiness directive addressing a product when we find that:

(a) An unsafe condition exists in the product; and

(b) The condition is likely to exist or develop in other products of the same type design.

§ 39.7

Anyone who operates a product that does not meet the requirements of an applicable airworthiness directive is in violation of this section.

§ 39.9

What if I operate an aircraft or use a product that does not meet the requirements of an airworthiness directive?

If the requirements of an airworthiness directive have not been met, you violate § 39.7 each time you operate the aircraft or use the product.

§ 39.11

What actions do airworthiness directives require?

Airworthiness directives specify inspections you must carry out, conditions and limitations you must comply with, and any actions you must take to resolve an unsafe condition.

§ 39.13

Are airworthiness directives part of the Code of Federal Regulations?

Yes, airworthiness directives are part of the Code of Federal Regulations, but they are not codified in the annual edition. FAA publishes airworthiness directives in full in the Federal Register as amendments to § 39.13.

§ 39.15

Does an airworthiness directive apply if the product has been changed?

Yes, an airworthiness directive applies to each product identified in the airworthiness directive, even if an individual product has been changed by modifying, altering, or repairing it in the area addressed by the airworthiness directive.

§ 39.17

What must I do if a change in a product affects my ability to accomplish the actions required in an airworthiness directive?

If a change in a product affects your ability to accomplish the actions required by the airworthiness directive in any way, you must request FAA approval of an alternative method of compliance. Unless you can show the change eliminated the unsafe condition, your request should include the specific actions that you propose to address the unsafe condition. Submit your request in the manner described in § 39.19.

§ 39.19

May I address the unsafe condition in a way other than that set out in the airworthiness directive?

Yes, anyone may propose to FAA an alternative method of compliance or a change in the compliance time, if the proposal provides an acceptable level of safety. Unless FAA authorizes otherwise, send your proposal to your principal inspector. Include the specific actions you are proposing to address the unsafe condition. The principal inspector may add comments and will send your request to the manager of the office identified in the airworthiness directive (manager). You may send a copy to the manager at the same time you send it to the principal inspector. If you do not have a principal inspector send your proposal directly to the manager. You may use the alternative you propose only if the manager approves it.

§ 39.21

Where can I get information about FAA-approved alternative methods of compliance?

Each airworthiness directive identifies the office responsible for approving alternative methods of compliance. That office can provide information about alternatives it has already approved.

§ 39.23

May I fly my aircraft to a repair facility to do the work required by an airworthiness directive?

Yes, the operations specifications giving some operators authority to operate include a provision that allow them to fly their aircraft to a repair facility to do the work required by an airworthiness directive. If you do not have this authority, the local Flight Standards District Office of FAA may issue you a special flight permit unless the airworthiness directive states otherwise. To ensure aviation safety, FAA may add special requirements for operating your aircraft to a place where the repairs or modifications can be accomplished. FAA may also decline to issue a special flight permit in particular cases if we determine you cannot move the aircraft safely.

§ 39.25

How do I get a special flight permit?

Apply to FAA for a special flight permit following the procedures in 14 CFR 21.199.

§ 39.27

What do I do if the airworthiness directive conflicts with the service document on which it is based?

In some cases an airworthiness directive incorporates by reference a manufacturer's service document. In these cases, the service document becomes part of the airworthiness directive. In some cases the directions in the service document may be modified by the airworthiness directive. If there is a conflict between the service document and the airworthiness directive, you must follow the requirements of the airworthiness directive.

Part 39 — CCAR-39 适航指令

CCAR-39 原文

CCAR-39

来源: CAAC官网

《CCAR-129部运行规范》标准格式 来源：中国民航局 打印本页 分享到： 附件： 《CCAR-129部运行规范》标准格式.pdf

ICP备案编号：京ICP备19046468号 政府网站识别码：bm70000001

Part 43 — CCAR-43 维修和改装一般规则

航空器维修、预防性维修、改装和检查的一般规则与操作标准。

Part 43 — CCAR-43 维修和改装一般规则

FAR Part 43 原文

Part 43

Authority:

Source:

§ 43.1

Applicability.

(a) Except as provided in paragraphs (b) and (d) of this section, this part prescribes rules governing the maintenance, preventive maintenance, rebuilding, and alteration of any—

(1) Aircraft having a U.S. airworthiness certificate;

(2) Foreign-registered civil aircraft used in common carriage or carriage of mail under the provisions of Part 121 or 135 of this chapter; and

(3) Airframe, aircraft engines, propellers, appliances, and component parts of such aircraft.

(b) This part does not apply to—

(1) Any aircraft for which the FAA has issued an experimental certificate, unless the FAA has previously issued a different kind of airworthiness certificate for that aircraft;

(2) Any aircraft for which the FAA has issued an experimental certificate under the provisions of § 21.191(i)(3) of this chapter, and the aircraft was previously issued a special airworthiness certificate in the light-sport category under the provisions of § 21.190 of this chapter; or

(3) Any aircraft that is operated under part 107 of this chapter, except as described in § 107.140(d).

(c) This part applies to all life-limited parts that are removed from a type certificated product, segregated, or controlled as provided in § 43.10.

(d) This part applies to any aircraft issued a special airworthiness certificate in the light-sport category except:

(1) The repair or alteration form specified in §§ 43.5(b) and 43.9(d) is not required to be completed for products not produced under an FAA approval;

(2) Major repairs and major alterations for products not produced under an FAA approval are not required to be recorded in accordance with appendix B of this part; and

(3) The listing of major alterations and major repairs specified in paragraphs (a) and (b) of appendix A of this part is not applicable to products not produced under an FAA approval.

§ 43.1

Applicability.

(e) Additional applicability of maintenance provisions for powered-lift is set forth in part 194 of this chapter.

§ 43.2

Records of overhaul and rebuilding.

(a) No person may describe in any required maintenance entry or form an aircraft, airframe, aircraft engine, propeller, appliance, or component part as being overhauled unless—

(1) Using methods, techniques, and practices acceptable to the Administrator, it has been disassembled, cleaned, inspected, repaired as necessary, and reassembled; and

(2) It has been tested in accordance with approved standards and technical data, or in accordance with current standards and technical data acceptable to the Administrator, which have been developed and documented by the holder of the type certificate, supplemental type certificate, or a material, part, process, or appliance approval under part 21 of this chapter.

(b) No person may describe in any required maintenance entry or form an aircraft, airframe, aircraft engine, propeller, appliance, or component part as being rebuilt unless it has been disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested to the same tolerances and limits as a new item, using either new parts or used parts that either conform to new part tolerances and limits or to approved oversized or undersized dimensions.

§ 43.3

Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.

(a) Except as provided in this section and § 43.17, no person may maintain, rebuild, alter, or perform preventive maintenance on an aircraft, airframe, aircraft engine, propeller, appliance, or component part to which this part applies. Those items, the performance of which is a major alteration, a major repair, or preventive maintenance, are listed in appendix A.

(b) The holder of a mechanic certificate may perform maintenance, preventive maintenance, and alterations as provided in Part 65 of this chapter.

(c) The holder of a repairman certificate may perform maintenance, preventive maintenance, and alterations as provided in part 65 of this chapter.

(d) A person working under the supervision of a holder of a mechanic or repairman certificate may perform the maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. However, this paragraph does not authorize the performance of any inspection required by Part 91 or Part 125 of this chapter or any inspection performed after a major repair or alteration.

(e) The holder of a repair station certificate may perform maintenance, preventive maintenance, and alterations as provided in Part 145 of this chapter.

(f) The holder of an air carrier operating certificate or an operating certificate issued under Part 121 or 135, may perform maintenance, preventive maintenance, and alterations as provided in Part 121 or 135.

(g) Except for holders of a sport pilot certificate, the holder of a pilot certificate issued under part 61 may perform preventive maintenance on any aircraft owned or operated by that pilot which is not used under part 121, 129, or 135 of this chapter. The holder of a sport pilot certificate may perform preventive maintenance on an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category.

(h) Notwithstanding the provisions of paragraph (g) of this section, the Administrator may approve a certificate holder under Part 135 of this chapter, operating rotorcraft in a remote area, to allow a pilot to perform specific preventive maintenance items provided—

(1) The items of preventive maintenance are a result of a known or suspected mechanical difficulty or malfunction that occurred en route to or in a remote area;

(2) The pilot has satisfactorily completed an approved training program and is authorized in writing by the certificate holder for each item of preventive maintenance that the pilot is authorized to perform;

(3) There is no certificated mechanic available to perform preventive maintenance;

(4) The certificate holder has procedures to evaluate the accomplishment of a preventive maintenance item that requires a decision concerning the airworthiness of the rotorcraft; and

(5) The items of preventive maintenance authorized by this section are those listed in paragraph (c) of appendix A of this part.

(i) Notwithstanding the provisions of paragraph (g) of this section, in accordance with an approval issued to the holder of a certificate issued under part 135 of this chapter, a pilot of an aircraft type-certificated for 9 or fewer passenger seats, excluding any pilot seat, may perform the removal and reinstallation of approved aircraft cabin seats, approved cabin-mounted stretchers, and when no tools are required, approved cabin-mounted medical oxygen bottles, provided—

(1) The pilot has satisfactorily completed an approved training program and is authorized in writing by the certificate holder to perform each task; and

(2) The certificate holder has written procedures available to the pilot to evaluate the accomplishment of the task.

(j) A manufacturer may—

(1) Rebuild or alter any aircraft, aircraft engine, propeller, or appliance manufactured by him under a type or production certificate;

(2) Rebuild or alter any appliance or part of aircraft, aircraft engines, propellers, or appliances manufactured by him under a Technical Standard Order Authorization, an FAA-Parts Manufacturer Approval, or Product and Process Specification issued by the Administrator; and

(3) Perform any inspection required by part 91 or part 125 of this chapter on aircraft it manufactured under a type certificate, or currently manufactures under a production certificate.

(k) Updates of databases in installed avionics meeting the conditions of this paragraph are not considered maintenance and may be performed by pilots provided:

(1) The database upload is:

(i) Initiated from the flight deck;

(ii) Performed without disassembling the avionics unit; and

(iii) Performed without the use of tools and/or special equipment.

(2) The pilot must comply with the certificate holder's procedures or the manufacturer's instructions.

(3) The holder of operating certificates must make available written procedures consistent with manufacturer's instructions to the pilot that describe how to:

(i) Perform the database update; and

(ii) Determine the status of the data upload.

§ 43.5

Approval for return to service after maintenance, preventive maintenance, rebuilding, or alteration.

No person may approve for return to service any aircraft, airframe, aircraft engine, propeller, or appliance, that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless—

(a) The maintenance record entry required by § 43.9 or § 43.11, as appropriate, has been made;

(b) The repair or alteration form authorized by or furnished by the Administrator has been executed in a manner prescribed by the Administrator; and

(c) If a repair or an alteration results in any change in the aircraft operating limitations or flight data contained in the approved aircraft flight manual, those operating limitations or flight data are appropriately revised and set forth as prescribed in § 91.9 of this chapter.

§ 43.7

Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration.

(a) Except as provided in this section and § 43.17, no person, other than the Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service after it has undergone maintenance, preventive maintenance, rebuilding, or alteration.

(b) The holder of a mechanic certificate or an inspection authorization may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 65 of this chapter.

(c) The holder of a repair station certificate may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 145 of this chapter.

(d) A manufacturer may approve for return to service any aircraft, airframe, aircraft engine, propeller, appliance, or component part which that manufacturer has worked on under § 43.3(j). However, except for minor alterations, the work must have been done in accordance with technical data approved by the Administrator.

(e) The holder of an air carrier operating certificate or an operating certificate issued under Part 121 or 135, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 121 or 135 of this chapter, as applicable.

(f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of § 43.3(g).

(g) The holder of a repairman certificate (light-sport aircraft) with a maintenance rating may approve an aircraft issued a special airworthiness certificate in light-sport category for return to service, as provided in part 65 of this chapter.

(h) The holder of at least a sport pilot certificate may approve an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category for return to service after performing preventive maintenance under the provisions of § 43.3(g).

§ 43.9

Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, § 135.411(a)(1), and § 135.419 of this chapter).

(a) Maintenance record entries. Except as provided in paragraphs (b) and (c) of this section, each person who maintains, performs preventive maintenance, rebuilds, or alters an aircraft, airframe, aircraft engine, propeller, appliance, or component part shall make an entry in the maintenance record of that equipment containing the following information:

(1) A description (or reference to data acceptable to the Administrator) of work performed.

(2) The date of completion of the work performed.

(3) The name of the person performing the work if other than the person specified in paragraph (a)(4) of this section.

(4) If the work performed on the aircraft, airframe, aircraft engine, propeller, appliance, or component part has been performed satisfactorily, the signature, certificate number, and kind of certificate held by the person approving the work. The signature constitutes the approval for return to service only for the work performed.

(b) Each holder of an air carrier operating certificate or an operating certificate issued under Part 121 or 135, that is required by its approved operations specifications to provide for a continuous airworthiness maintenance program, shall make a record of the maintenance, preventive maintenance, rebuilding, and alteration, on aircraft, airframes, aircraft engines, propellers, appliances, or component parts which it operates in accordance with the applicable provisions of Part 121 or 135 of this chapter, as appropriate.

(c) This section does not apply to persons performing inspections in accordance with Part 91, 125, § 135.411(a)(1), or § 135.419 of this chapter.

(d) In addition to the entry required by paragraph (a) of this section, major repairs and major alterations shall be entered on a form, and the form disposed of, in the manner prescribed in appendix B, by the person performing the work.

§ 43.10

Disposition of life-limited aircraft parts.

(a) Definitions used in this section. For the purposes of this section the following definitions apply.

Life-limited part means any part for which a mandatory replacement limit is specified in the type design, the Instructions for Continued Airworthiness, or the maintenance manual.

Life status means the accumulated cycles, hours, or any other mandatory replacement limit of a life-limited part.

(b) Temporary removal of parts from type-certificated products. When a life-limited part is temporarily removed and reinstalled for the purpose of performing maintenance, no disposition under paragraph (c) of this section is required if—

(1) The life status of the part has not changed;

(2) The removal and reinstallation is performed on the same serial numbered product; and

(3) That product does not accumulate time in service while the part is removed.

(c) Disposition of parts removed from type-certificated products. Except as provided in paragraph (b) of this section, after April 15, 2002 each person who removes a life-limited part from a type-certificated product must ensure that the part is controlled using one of the methods in this paragraph. The method must deter the installation of the part after it has reached its life limit. Acceptable methods include:

(1) Record keeping system. The part may be controlled using a record keeping system that substantiates the part number, serial number, and current life status of the part. Each time the part is removed from a type certificated product, the record must be updated with the current life status. This system may include electronic, paper, or other means of record keeping.

(2) Tag or record attached to part. A tag or other record may be attached to the part. The tag or record must include the part number, serial number, and current life status of the part. Each time the part is removed from a type certificated product, either a new tag or record must be created, or the existing tag or record must be updated with the current life status.

(3) Non-permanent marking. The part may be legibly marked using a non-permanent method showing its current life status. The life status must be updated each time the part is removed from a type certificated product, or if the mark is removed, another method in this section may be used. The mark must be accomplished in accordance with the instructions under § 45.16 of this chapter in order to maintain the integrity of the part.

(4) Permanent marking. The part may be legibly marked using a permanent method showing its current life status. The life status must be updated each time the part is removed from a type certificated product. Unless the part is permanently removed from use on type certificated products, this permanent mark must be accomplished in accordance with the instructions under § 45.16 of this chapter in order to maintain the integrity of the part.

(5) Segregation. The part may be segregated using methods that deter its installation on a type-certificated product. These methods must include, at least—

(i) Maintaining a record of the part number, serial number, and current life status, and

(ii) Ensuring the part is physically stored separately from parts that are currently eligible for installation.

(6) Mutilation. The part may be mutilated to deter its installation in a type certificated product. The mutilation must render the part beyond repair and incapable of being reworked to appear to be airworthy.

(7) Other methods. Any other method approved or accepted by the FAA.

(d) Transfer of life-limited parts. Each person who removes a life-limited part from a type certificated product and later sells or otherwise transfers that part must transfer with the part the mark, tag, or other record used to comply with this section, unless the part is mutilated before it is sold or transferred.

§ 43.11

Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§ 135.411(a)(1) and 135.419 of this chapter.

(a) Maintenance record entries. The person approving or disapproving for return to service an aircraft, airframe, aircraft engine, propeller, appliance, or component part after any inspection performed in accordance with part 91, 125, § 135.411(a)(1), or § 135.419 shall make an entry in the maintenance record of that equipment containing the following information:

(1) The type of inspection and a brief description of the extent of the inspection.

(2) The date of the inspection and aircraft total time in service.

(3) The signature, the certificate number, and kind of certificate held by the person approving or disapproving for return to service the aircraft, airframe, aircraft engine, propeller, appliance, component part, or portions thereof.

(4) Except for progressive inspections, if the aircraft is found to be airworthy and approved for return to service, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”

(5) Except for progressive inspections, if the aircraft is not approved for return to service because of needed maintenance, noncompliance with applicable specifications, airworthiness directives, or other approved data, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”

(6) For progressive inspections, the following or a similarly worded statement—“I certify that in accordance with a progressive inspection program, a routine inspection of (identify whether aircraft or components) and a detailed inspection of (identify components) were performed and the (aircraft or components) are (approved or disapproved) for return to service.” If disapproved, the entry will further state “and a list of discrepancies and unairworthy items dated (date) has been provided to the aircraft owner or operator.”

(7) If an inspection is conducted under an inspection program provided for in part 91, 125, or § 135.411(a)(1), the entry must identify the inspection program, that part of the inspection program accomplished, and contain a statement that the inspection was performed in accordance with the inspections and procedures for that particular program.

(b) Listing of discrepancies and placards. If the person performing any inspection required by part 91 or 125 or § 135.411(a)(1) of this chapter finds that the aircraft is unairworthy or does not meet the applicable type certificate data, airworthiness directives, or other approved data upon which its airworthiness depends, that persons must give the owner or lessee a signed and dated list of those discrepancies. For those items permitted to be inoperative under § 91.213(d)(2) of this chapter, that person shall place a placard, that meets the aircraft's airworthiness certification regulations, on each inoperative instrument and the cockpit control of each item of inoperative equipment, marking it “Inoperative,” and shall add the items to the signed and dated list of discrepancies given to the owner or lessee.

§ 43.12

Maintenance records: Falsification, reproduction, or alteration.

(a) No person may make or cause to be made:

(1) Any fraudulent or intentionally false entry in any record or report that is required to be made, kept, or used to show compliance with any requirement under this part;

(2) Any reproduction, for fraudulent purpose, of any record or report under this part; or

(3) Any alteration, for fraudulent purpose, of any record or report under this part.

(b) The commission by any person of an act prohibited under paragraph (a) of this section is a basis for suspending or revoking the applicable airman, operator, or production certificate, Technical Standard Order Authorization, FAA-Parts Manufacturer Approval, or Product and Process Specification issued by the Administrator and held by that person.

§ 43.13

Performance rules (general).

(a) Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance shall use the methods, techniques, and practices prescribed in the current manufacturer's maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods, techniques, and practices acceptable to the Administrator, except as noted in § 43.16. He shall use the tools, equipment, and test apparatus necessary to assure completion of the work in accordance with accepted industry practices. If special equipment or test apparatus is recommended by the manufacturer involved, he must use that equipment or apparatus or its equivalent acceptable to the Administrator.

(b) Each person maintaining or altering, or performing preventive maintenance, shall do that work in such a manner and use materials of such a quality, that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or properly altered condition (with regard to aerodynamic function, structural strength, resistance to vibration and deterioration, and other qualities affecting airworthiness).

(c) Special provisions for holders of air carrier operating certificates and operating certificates issued under the provisions of Part 121 or 135 and Part 129 operators holding operations specifications. Unless otherwise notified by the administrator, the methods, techniques, and practices contained in the maintenance manual or the maintenance part of the manual of the holder of an air carrier operating certificate or an operating certificate under Part 121 or 135 and Part 129 operators holding operations specifications (that is required by its operating specifications to provide a continuous airworthiness maintenance and inspection program) constitute acceptable means of compliance with this section.

§ 43.15

Additional performance rules for inspections.

(a) General. Each person performing an inspection required by part 91, 125, or 135 of this chapter, shall—

(1) Perform the inspection so as to determine whether the aircraft, or portion(s) thereof under inspection, meets all applicable airworthiness requirements; and

(2) If the inspection is one provided for in part 125, 135, or § 91.409(e) of this chapter, perform the inspection in accordance with the instructions and procedures set forth in the inspection program for the aircraft being inspected.

(b) Rotorcraft. Each person performing an inspection required by Part 91 on a rotorcraft shall inspect the following systems in accordance with the maintenance manual or Instructions for Continued Airworthiness of the manufacturer concerned:

(1) The drive shafts or similar systems.

(2) The main rotor transmission gear box for obvious defects.

(3) The main rotor and center section (or the equivalent area).

(4) The auxiliary rotor on helicopters.

(c) Annual and 100-hour inspections. (1) Each person performing an annual or 100-hour inspection shall use a checklist while performing the inspection. The checklist may be of the person's own design, one provided by the manufacturer of the equipment being inspected or one obtained from another source. This checklist must include the scope and detail of the items contained in appendix D to this part and paragraph (b) of this section.

(2) Each person approving a reciprocating-engine-powered aircraft for return to service after an annual or 100-hour inspection shall, before that approval, run the aircraft engine or engines to determine satisfactory performance in accordance with the manufacturer's recommendations of—

(i) Power output (static and idle r.p.m.);

(ii) Magnetos;

(iii) Fuel and oil pressure; and

(iv) Cylinder and oil temperature.

(3) Each person approving a turbine-engine-powered aircraft for return to service after an annual, 100-hour, or progressive inspection shall, before that approval, run the aircraft engine or engines to determine satisfactory performance in accordance with the manufacturer's recommendations.

(d) Progressive inspection. (1) Each person performing a progressive inspection shall, at the start of a progressive inspection system, inspect the aircraft completely. After this initial inspection, routine and detailed inspections must be conducted as prescribed in the progressive inspection schedule. Routine inspections consist of visual examination or check of the appliances, the aircraft, and its components and systems, insofar as practicable without disassembly. Detailed inspections consist of a thorough examination of the appliances, the aircraft, and its components and systems, with such disassembly as is necessary. For the purposes of this subparagraph, the overhaul of a component or system is considered to be a detailed inspection.

(2) If the aircraft is away from the station where inspections are normally conducted, an appropriately rated mechanic, a certificated repair station, or the manufacturer of the aircraft may perform inspections in accordance with the procedures and using the forms of the person who would otherwise perform the inspection.

§ 43.16

Airworthiness limitations.

Each person performing an inspection or other maintenance specified in an Airworthiness Limitations section of a manufacturer's maintenance manual or Instructions for Continued Airworthiness shall perform the inspection or other maintenance in accordance with that section, or in accordance with operations specifications approved by the Administrator under part 121 or 135, or an inspection program approved under § 91.409(e).

§ 43.17

Maintenance, preventive maintenance, and alterations performed on U.S. aeronautical products by certain Canadian persons.

(a) Definitions. For purposes of this section:

Aeronautical product means any civil aircraft or airframe, aircraft engine, propeller, appliance, component, or part to be installed thereon.

Canadian aeronautical product means any aeronautical product under airworthiness regulation by Transport Canada Civil Aviation.

U.S. aeronautical product means any aeronautical product under airworthiness regulation by the FAA.

(b) Applicability. This section does not apply to any U.S. aeronautical products maintained or altered under any bilateral agreement made between Canada and any country other than the United States.

(c) Authorized persons. (1) A person holding a valid Transport Canada Civil Aviation Maintenance Engineer license and appropriate ratings may, with respect to a U.S.-registered aircraft located in Canada, perform maintenance, preventive maintenance, and alterations in accordance with the requirements of paragraph (d) of this section and approve the affected aircraft for return to service in accordance with the requirements of paragraph (e) of this section.

(2) A Transport Canada Civil Aviation Approved Maintenance Organization (AMO) holding appropriate ratings may, with respect to a U.S.-registered aircraft or other U.S. aeronautical products located in Canada, perform maintenance, preventive maintenance, and alterations in accordance with the requirements of paragraph (d) of this section and approve the affected products for return to service in accordance with the requirements of paragraph (e) of this section.

(d) Performance requirements. A person authorized in paragraph (c) of this section may perform maintenance (including any inspection required by Sec. 91.409 of this chapter, except an annual inspection), preventive maintenance, and alterations, provided—

(1) The person performing the work is authorized by Transport Canada Civil Aviation to perform the same type of work with respect to Canadian aeronautical products;

(2) The maintenance, preventive maintenance, or alteration is performed in accordance with a Bilateral Aviation Safety Agreement between the United States and Canada and associated Maintenance Implementation Procedures that provide a level of safety equivalent to that provided by the provisions of this chapter;

(3) The maintenance, preventive maintenance, or alteration is performed such that the affected product complies with the applicable requirements of part 36 of this chapter; and

(4) The maintenance, preventive maintenance, or alteration is recorded in accordance with a Bilateral Aviation Safety Agreement between the United States and Canada and associated Maintenance Implementation Procedures that provide a level of safety equivalent to that provided by the provisions of this chapter.

(e) Approval requirements. (1) To return an affected product to service, a person authorized in paragraph (c) of this section must approve (certify) maintenance, preventive maintenance, and alterations performed under this section, except that an Aircraft Maintenance Engineer may not approve a major repair or major alteration.

(2) An AMO whose system of quality control for the maintenance, preventive maintenance, alteration, and inspection of aeronautical products has been approved by Transport Canada Civil Aviation, or an authorized employee performing work for such an AMO, may approve (certify) a major repair or major alteration performed under this section if the work was performed in accordance with technical data approved by the FAA.

(f) No person may operate in air commerce an aircraft, airframe, aircraft engine, propeller, or appliance on which maintenance, preventive maintenance, or alteration has been performed under this section unless it has been approved for return to service by a person authorized in this section.

Part 43 — CCAR-43 维修和改装一般规则

CCAR-43 原文

CCAR-43

来源: CAAC官网

维修和改装一般规则 来源：中国民航局 打印本页 分享到： 中国民用航空总局令 第159号 《维修和改装一般规则》（CCAR-43）已经2005年12月31日中国民用航空总局局务会议通过，现予公布，自2006年2月26日起施行。 局长：杨元元 二〇〇六年元月十六日 附件： 维修和改装一般规则

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Part 61 — CCAR-61 驾驶员合格审定

驾驶员、飞行教员、地面教员的执照申请、颁发和等级要求。

Part 61 — CCAR-61 驾驶员合格审定

FAR Part 61 原文

Part 61

Authority:

Source:

§ 61.1

Applicability and definitions.

(a) Except as provided in part 107 of this chapter, this part prescribes:

(1) The requirements for issuing pilot, flight instructor, and ground instructor certificates and ratings; the conditions under which those certificates and ratings are necessary; and the privileges and limitations of those certificates and ratings.

(2) The requirements for issuing pilot, flight instructor, and ground instructor authorizations; the conditions under which those authorizations are necessary; and the privileges and limitations of those authorizations.

(3) The requirements for issuing pilot, flight instructor, and ground instructor certificates and ratings for persons who have taken courses approved by the Administrator under other parts of this chapter.

(b) For the purpose of this part:

Accredited has the same meaning as defined by the Department of Education in 34 CFR 600.2.

Aeronautical experience means pilot time obtained in an aircraft, flight simulator, or flight training device for meeting the appropriate training and flight time requirements for an airman certificate, rating, flight review, or recency of flight experience requirements of this part.

Authorized instructor means—

(i) A person who holds a ground instructor certificate issued under part 61 of this chapter and is in compliance with § 61.217, when conducting ground training in accordance with the privileges and limitations of his or her ground instructor certificate;

(ii) A person who holds a flight instructor certificate issued under part 61 of this chapter and is in compliance with § 61.197, when conducting ground training or flight training in accordance with the privileges and limitations of his or her flight instructor certificate; or

(iii) A person authorized by the Administrator to provide ground training or flight training under part 61, 121, 135, or 142 of this chapter when conducting ground training or flight training in accordance with that authority.

Aviation training device means a training device, other than a full flight simulator or flight training device, that has been evaluated, qualified, and approved by the Administrator.

Complex airplane means an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller, including airplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control; or, in the case of a seaplane, flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control.

Cross-country time means—

(i) Except as provided in paragraphs (ii) through (vi) of this definition, time acquired during flight—

(A) Conducted by a person who holds a pilot certificate;

(B) Conducted in an aircraft;

(C) That includes a landing at a point other than the point of departure; and

(D) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.

(ii) For the purpose of meeting the aeronautical experience requirements (except for a rotorcraft category rating), for a private pilot certificate (except for a powered parachute category rating), a commercial pilot certificate, or an instrument rating, or for the purpose of exercising recreational pilot privileges (except in a rotorcraft) under § 61.101 (c), time acquired during a flight—

(A) Conducted in an appropriate aircraft;

(B) That includes a point of landing that was at least a straight-line distance of more than 50 nautical miles from the original point of departure; and

(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.

(iii) For the purpose of meeting the aeronautical experience requirements for a sport pilot certificate (except for powered parachute privileges), time acquired during a flight conducted in an appropriate aircraft that—

(A) Includes a point of landing at least a straight line distance of more than 25 nautical miles from the original point of departure; and

(B) Involves, as applicable, the use of dead reckoning; pilotage; electronic navigation aids; radio aids; or other navigation systems to navigate to the landing point.

(iv) For the purpose of meeting the aeronautical experience requirements for a sport pilot certificate with powered parachute privileges or a private pilot certificate with a powered parachute category rating, time acquired during a flight conducted in an appropriate aircraft that—

(A) Includes a point of landing at least a straight line distance of more than 15 nautical miles from the original point of departure; and

(B) Involves, as applicable, the use of dead reckoning; pilotage; electronic navigation aids; radio aids; or other navigation systems to navigate to the landing point.

(v) For the purpose of meeting the aeronautical experience requirements for any pilot certificate with a rotorcraft category rating or an instrument-helicopter rating, or for the purpose of exercising recreational pilot privileges, in a rotorcraft, under § 61.101(c), time acquired during a flight—

(A) Conducted in an appropriate aircraft;

(B) That includes a point of landing that was at least a straight-line distance of more than 25 nautical miles from the original point of departure; and

(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.

(vi) For the purpose of meeting the aeronautical experience requirements for an airline transport pilot certificate (except with a rotorcraft category rating), time acquired during a flight—

(A) Conducted in an appropriate aircraft;

(B) That is at least a straight-line distance of more than 50 nautical miles from the original point of departure; and

(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems.

(vii) For a military pilot who qualifies for a commercial pilot certificate (except with a rotorcraft category rating) under § 61.73 of this part, time acquired during a flight—

(A) Conducted in an appropriate aircraft;

(B) That is at least a straight-line distance of more than 50 nautical miles from the original point of departure; and

(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems.

Examiner means any person who is authorized by the Administrator to conduct a pilot proficiency test or a practical test for an airman certificate or rating issued under this part, or a person who is authorized to conduct a knowledge test under this part.

Flight training means that training, other than ground training, received from an authorized instructor in flight in an aircraft.

Ground training means that training, other than flight training, received from an authorized instructor.

Institution of higher education has the same meaning as defined by the Department of Education in 34 CFR 600.4.

Instrument approach means an approach procedure defined in part 97 of this chapter.

Instrument training means that time in which instrument training is received from an authorized instructor under actual or simulated instrument conditions.

Knowledge test means a test on the aeronautical knowledge areas required for an airman certificate or rating that can be administered in written form or by a computer.

Nationally recognized accrediting agency has the same meaning as defined by the Department of Education in 34 CFR 600.2.

Night vision goggles means an appliance worn by a pilot that enhances the pilot's ability to maintain visual surface reference at night.

Night vision goggle operation means the portion of a flight that occurs during the time period from 1 hour after sunset to 1 hour before sunrise where the pilot maintains visual surface reference using night vision goggles in an aircraft that is approved for such an operation.

Passenger means any person on board an aircraft other than a crewmember, FAA personnel, manufacturer personnel required for type certification, or a person receiving or providing flight training, checking, or testing as authorized by this part.

Pilot time means that time in which a person—

(i) Serves as a required pilot flight crewmember;

(ii) Receives training from an authorized instructor in an aircraft, full flight simulator, flight training device, or aviation training device;

(iii) Gives training as an authorized instructor in an aircraft, full flight simulator, flight training device, or aviation training device; or

(iv) Serves as second in command in operations conducted in accordance with § 135.99(c) of this chapter when a second pilot is not required under the type certification of the aircraft or the regulations under which the flight is being conducted, provided the requirements in § 61.159(c) are satisfied.

Practical test means a test on the areas of operations for an airman certificate, rating, or authorization that is conducted by having the applicant respond to questions and demonstrate maneuvers in flight, in a flight simulator, or in a flight training device.

Set of aircraft means aircraft that share similar performance characteristics, such as similar airspeed and altitude operating envelopes, similar handling characteristics, and the same number and type of propulsion systems.

Student pilot seeking a sport pilot certificate means a person who has received an endorsement—

(i) To exercise student pilot privileges from a certificated flight instructor with a sport pilot rating; or

(ii) That includes a limitation for the operation of a light-sport aircraft specified in § 61.89(c) issued by a certificated flight instructor with other than a sport pilot rating.

Technically advanced airplane (TAA) means an airplane equipped with an electronically advanced avionics system.

Training time means training received—

(i) In flight from an authorized instructor;

(ii) On the ground from an authorized instructor; or

(iii) In a flight simulator or flight training device from an authorized instructor.

§ 61.2

Exercise of Privilege.

(a) Validity. No person may:

(1) Exercise privileges of a certificate, rating, endorsement, or authorization issued under this part if the certificate, rating or authorization is surrendered, suspended, revoked or expired.

(2) Exercise privileges of a flight instructor certificate if that flight instructor certificate is surrendered, suspended, revoked or expired.

(3) Exercise privileges of a foreign pilot certificate to operate an aircraft of foreign registry under § 61.3(b) if the certificate is surrendered, suspended, revoked or expired.

(4) Exercise privileges of a pilot certificate issued under § 61.75, or an authorization issued under § 61.77, if the foreign pilot certificate relied upon for the issuance of the U.S. pilot certificate or authorization is surrendered, suspended, revoked or expired.

(5) Exercise privileges of a medical certificate issued under part 67 to meet any requirements of part 61 if the medical certificate is surrendered, suspended, revoked or expired according to the duration standards set forth in § 61.23(d).

(6) Use an official government issued driver's license to meet any requirements of part 61 related to holding that driver's license, if the driver's license is surrendered, suspended, revoked or expired.

(b) Currency. No person may:

(1) Exercise privileges of an airman certificate, rating, endorsement, or authorization issued under this part unless that person meets the appropriate airman recent experience and medical requirements of this part, specific to the operation or activity.

(2) Exercise privileges of a foreign pilot license within the United States to conduct an operation described in § 61.3(b), unless that person meets the appropriate airman recent experience and medical requirements of the country that issued the license, specific to the operation.

§ 61.3

Requirement for certificates, ratings, and authorizations.

(a) Required pilot certificate for operating a civil aircraft of the United States. No person may serve as a required pilot flight crewmember of a civil aircraft of the United States, unless that person:

(1) Has in the person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization—

(i) A pilot certificate issued under this part and in accordance with § 61.19;

(ii) A special purpose pilot authorization issued under § 61.77;

(iii) A temporary certificate issued under § 61.17;

(iv) A document conveying temporary authority to exercise certificate privileges issued by the Airmen Certification Branch under § 61.29(e);

(v) When engaged in a flight operation within the United States for a part 119 certificate holder authorized to conduct operations under part 121 or 135 of this chapter, a temporary document provided by that certificate holder under an approved certificate verification plan;

(vi) When engaged in a flight operation within the United States for a fractional ownership program manager authorized to conduct operations under part 91, subpart K, of this chapter, a temporary document provided by that program manager under an approved certificate verification plan; or

(vii) When operating an aircraft within a foreign country, a pilot license issued by that country may be used.

(2) Has a photo identification that is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate or authorization. The photo identification must be a:

(i) Driver's license issued by a State, the District of Columbia, or territory or possession of the United States;

(ii) Government identification card issued by the Federal government, a State, the District of Columbia, or a territory or possession of the United States;

(iii) U.S. Armed Forces' identification card;

(iv) Official passport;

(v) Credential that authorizes unescorted access to a security identification display area at an airport regulated under 49 CFR part 1542; or

(vi) Other form of identification that the Administrator finds acceptable.

(b) Required pilot certificate for operating a foreign-registered aircraft within the United States. No person may serve as a required pilot flight crewmember of a civil aircraft of foreign registry within the United States, unless—

(1) That person's pilot certificate or document issued under § 61.29(e) is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that pilot certificate; and

(2) Has been issued in accordance with this part, or has been issued or validated by the country in which the aircraft is registered.

(c) Medical certificate. (1) A person may serve as a required pilot flight crewmember of an aircraft only if that person holds the appropriate medical certificate issued under part 67 of this chapter, or other documentation acceptable to the FAA, that is in that person's physical possession or readily accessible in the aircraft. Paragraph (c)(2) of this section provides certain exceptions to the requirement to hold a medical certificate.

(2) A person is not required to meet the requirements of paragraph (c)(1) of this section if that person—

(i) Is exercising the privileges of a student pilot certificate while seeking a pilot certificate with a glider category rating, a balloon class rating, or glider or balloon privileges;

(ii) Is exercising the privileges of a student pilot certificate while seeking a sport pilot certificate with other than glider or balloon privileges and holds a U.S. driver's license;

(iii) Is exercising the privileges of a student pilot certificate while seeking a pilot certificate with a weight-shift-control aircraft category rating or a powered parachute category rating and holds a U.S. driver's license;

(iv) Is exercising the privileges of a sport pilot certificate with glider or balloon privileges;

(v) Is exercising the privileges of a sport pilot certificate with other than glider or balloon privileges and holds a U.S. driver's license. A person who has applied for or held a medical certificate may exercise the privileges of a sport pilot certificate using a U.S. driver's license only if that person—

(A) Has been found eligible for the issuance of at least a third-class airman medical certificate at the time of his or her most recent application; and

(B) Has not had his or her most recently issued medical certificate suspended or revoked or most recent Authorization for a Special Issuance of a Medical Certificate withdrawn.

(vi) Is holding a pilot certificate with a balloon class rating and that person—

(A) Is exercising the privileges of a private pilot certificate in a balloon; or

(B) Is providing flight training in a balloon in accordance with § 61.133(a)(2)(ii);

(vii) Is holding a pilot certificate or a flight instructor certificate with a glider category rating, and is piloting or providing training in a glider, as appropriate;

(viii) Is exercising the privileges of a flight instructor certificate, provided the person is not acting as pilot in command or as a required pilot flight crewmember;

(ix) Is exercising the privileges of a ground instructor certificate;

(x) Is operating an aircraft within a foreign country using a pilot license issued by that country and possesses evidence of current medical qualification for that license;

(xi) Is operating an aircraft with a U.S. pilot certificate, issued on the basis of a foreign pilot license, issued under § 61.75, and holds a medical certificate issued by the foreign country that issued the foreign pilot license, which is in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that airman certificate;

(xii) Is a pilot of the U.S. Armed Forces, has an up-to-date U.S. military medical examination, and holds military pilot flight status;

(xiii) Is exercising the privileges of a student, recreational or private pilot certificate for operations conducted under the conditions and limitations set forth in § 61.113(i) and holds a U.S. driver's license;

(xiv) Is exercising the privileges of a flight instructor certificate and acting as pilot in command or a required flightcrew member for operations conducted under the conditions and limitations set forth in § 61.113(i) and holds a U.S. driver's license; or

(xv) Is exercising the privileges of a student pilot certificate or higher while acting as pilot in command on a special medical flight test authorized under part 67 of this chapter.

(d) Flight instructor certificate. (1) A person who holds a flight instructor certificate issued under this part must have that certificate, or other documentation acceptable to the Administrator, in that person's physical possession or readily accessible in the aircraft when exercising the privileges of that flight instructor certificate.

(2) Except as provided in paragraph (d)(3) of this section, no person other than the holder of a flight instructor certificate issued under this part with the appropriate rating on that certificate may—

(i) Give training required to qualify a person for solo flight and solo cross-country flight;

(ii) Endorse an applicant for a—

(A) Pilot certificate or rating issued under this part;

(B) Flight instructor certificate or rating issued under this part; or

(C) Ground instructor certificate or rating issued under this part;

(iii) Endorse a pilot logbook to show training given; or

(iv) Endorse a logbook for solo operating privileges.

(3) A flight instructor certificate issued under this part is not necessary—

(i) Under paragraph (d)(2) of this section, if the training is given by the holder of a commercial pilot certificate with a lighter-than-air rating, provided the training is given in accordance with the privileges of the certificate in a lighter-than-air aircraft;

(ii) Under paragraph (d)(2) of this section, if the training is given by the holder of an airline transport pilot certificate with a rating appropriate to the aircraft in which the training is given, provided the training is given in accordance with the privileges of the certificate and conducted in accordance with an approved air carrier training program approved under part 121 or part 135 of this chapter;

(iii) Under paragraph (d)(2) of this section, if the training is given by a person who is qualified in accordance with subpart C of part 142 of this chapter, provided the training is conducted in accordance with an approved part 142 training program;

(iv) Under paragraphs (d)(2)(i), (d)(2)(ii)(C), and (d)(2)(iii) of this section, if the training is given by the holder of a ground instructor certificate in accordance with the privileges of the certificate; or

(v) Under paragraph (d)(2)(iii) of this section, if the training is given by an authorized flight instructor under § 61.41 of this part.

(e) Instrument rating. No person may act as pilot in command of a civil aircraft under IFR or in weather conditions less than the minimums prescribed for VFR flight unless that person holds:

(1) The appropriate aircraft category, class, type (if required), and instrument rating on that person's pilot certificate for any airplane, helicopter, or powered-lift being flown;

(2) An airline transport pilot certificate with the appropriate aircraft category, class, and type rating (if required) for the aircraft being flown;

(3) For a glider, a pilot certificate with a glider category rating and an airplane instrument rating; or

(4) For an airship, a commercial pilot certificate with a lighter-than-air category rating and airship class rating.

(f) Category II pilot authorization. Except for a pilot conducting Category II operations under part 121 or part 135, a person may not:

(1) Act as pilot in command of a civil aircraft during Category II operations unless that person—

(i) Holds a Category II pilot authorization for that category or class of aircraft, and the type of aircraft, if applicable; or

(ii) In the case of a civil aircraft of foreign registry, is authorized by the country of registry to act as pilot in command of that aircraft in Category II operations.

(2) Act as second in command of a civil aircraft during Category II operations unless that person—

(i) Holds a pilot certificate with category and class ratings for that aircraft and an instrument rating for that category aircraft;

(ii) Holds an airline transport pilot certificate with category and class ratings for that aircraft; or

(iii) In the case of a civil aircraft of foreign registry, is authorized by the country of registry to act as second in command of that aircraft during Category II operations.

(g) Category III pilot authorization. Except for a pilot conducting Category III operations under part 121 or part 135, a person may not:

(1) Act as pilot in command of a civil aircraft during Category III operations unless that person—

(i) Holds a Category III pilot authorization for that category or class of aircraft, and the type of aircraft, if applicable; or

(ii) In the case of a civil aircraft of foreign registry, is authorized by the country of registry to act as pilot in command of that aircraft in Category III operations.

(2) Act as second in command of a civil aircraft during Category III operations unless that person—

(i) Holds a pilot certificate with category and class ratings for that aircraft and an instrument rating for that category aircraft;

(ii) Holds an airline transport pilot certificate with category and class ratings for that aircraft; or

(iii) In the case of a civil aircraft of foreign registry, is authorized by the country of registry to act as second in command of that aircraft during Category III operations.

(h) Category A aircraft pilot authorization. The Administrator may issue a certificate of authorization for a Category II or Category III operation to the pilot of a small aircraft that is a Category A aircraft, as identified in § 97.3(b)(1) of this chapter if:

(1) The Administrator determines that the Category II or Category III operation can be performed safely by that pilot under the terms of the certificate of authorization; and

(2) The Category II or Category III operation does not involve the carriage of persons or property for compensation or hire.

(i) Ground instructor certificate. (1) Each person who holds a ground instructor certificate issued under this part must have that certificate or a temporary document issued under § 61.29(e) in that person's physical possession or immediately accessible when exercising the privileges of that certificate.

(2) Except as provided in paragraph (i)(3) of this section, no person other than the holder of a ground instructor certificate, issued under this part or part 143, with the appropriate rating on that certificate may—

(i) Give ground training required to qualify a person for solo flight and solo cross-country flight;

(ii) Endorse an applicant for a knowledge test required for a pilot, flight instructor, or ground instructor certificate or rating issued under this part; or

(iii) Endorse a pilot logbook to show ground training given.

(3) A ground instructor certificate issued under this part is not necessary—

(i) Under paragraph (i)(2) of this section, if the training is given by the holder of a flight instructor certificate issued under this part in accordance with the privileges of that certificate;

(ii) Under paragraph (i)(2) of this section, if the training is given by the holder of a commercial pilot certificate with a lighter-than-air rating, provided the training is given in accordance with the privileges of the certificate in a lighter-than-air aircraft;

(iii) Under paragraph (i)(2) of this section, if the training is given by the holder of an airline transport pilot certificate with a rating appropriate to the aircraft in which the training is given, provided the training is given in accordance with the privileges of the certificate and conducted in accordance with an approved air carrier training program approved under part 121 or part 135 of this chapter;

(iv) Under paragraph (i)(2) of this section, if the training is given by a person who is qualified in accordance with subpart C of part 142 of this chapter, provided the training is conducted in accordance with an approved part 142 training program; or

(v) Under paragraph (i)(2)(iii) of this section, if the training is given by an authorized flight instructor under § 61.41 of this part.

(j) Age limitation for certain operations. (1) Age limitation. No person who holds a pilot certificate issued under this part may serve as a pilot on a civil airplane of U.S. registry in the following operations if the person has reached his or her 60th birthday or, in the case of operations with more than one pilot, his or her 65th birthday:

(i) Scheduled international air services carrying passengers in turbojet-powered airplanes;

(ii) Scheduled international air services carrying passengers in airplanes having a passenger-seat configuration of more than nine passenger seats, excluding each crewmember seat;

(iii) Nonscheduled international air transportation for compensation or hire in airplanes having a passenger-seat configuration of more than 30 passenger seats, excluding each crewmember seat; or

(iv) Scheduled international air services, or nonscheduled international air transportation for compensation or hire, in airplanes having a payload capacity of more than 7,500 pounds.

(2) Definitions. (i) “International air service,” as used in this paragraph (j), means scheduled air service performed in airplanes for the public transport of passengers, mail, or cargo, in which the service passes through the airspace over the territory of more than one country.

(ii) “International air transportation,” as used in this paragraph (j), means air transportation performed in airplanes for the public transport of passengers, mail, or cargo, in which the service passes through the airspace over the territory of more than one country.

(k) Special purpose pilot authorization. Any person that is required to hold a special purpose pilot authorization, issued in accordance with § 61.77 of this part, must have that authorization and the person's foreign pilot license in that person's physical possession or have it readily accessible in the aircraft when exercising the privileges of that authorization.

(l) Inspection of certificate. Each person who holds an airman certificate, temporary document in accordance with paragraph (a)(1)(v) or (vi) of this section, medical certificate, documents establishing alternative medical qualification under part 68 of this chapter, authorization, or license required by this part must present it and their photo identification as described in paragraph (a)(2) of this section for inspection upon a request from:

(1) The Administrator;

(2) An authorized representative of the National Transportation Safety Board;

(3) Any Federal, State, or local law enforcement officer; or

(4) An authorized representative of the Transportation Security Administration.

§ 61.4

Qualification and approval of flight simulators and flight training devices.

(a) Except as specified in paragraph (b) or (c) of this section, each flight simulator and flight training device used for training, and for which an airman is to receive credit to satisfy any training, testing, or checking requirement under this chapter, must be qualified and approved by the Administrator for—

(1) The training, testing, and checking for which it is used;

(2) Each particular maneuver, procedure, or crewmember function performed; and

(3) The representation of the specific category and class of aircraft, type of aircraft, particular variation within the type of aircraft, or set of aircraft for certain flight training devices.

(b) Any device used for flight training, testing, or checking that has been determined to be acceptable to or approved by the Administrator prior to August 1, 1996, which can be shown to function as originally designed, is considered to be a flight training device, provided it is used for the same purposes for which it was originally accepted or approved and only to the extent of such acceptance or approval.

(c) The Administrator may approve a device other than a flight simulator or flight training device for specific purposes.

§ 61.5

Certificates and ratings issued under this part.

(a) The following certificates are issued under this part to an applicant who satisfactorily accomplishes the training and certification requirements for the certificate sought:

(1) Pilot certificates—

(i) Student pilot.

(ii) Sport pilot.

(iii) Recreational pilot.

(iv) Private pilot.

(v) Commercial pilot.

(vi) Airline transport pilot.

(2) Flight instructor certificates.

(3) Ground instructor certificates.

(b) The following ratings are placed on a pilot certificate (other than student pilot) when an applicant satisfactorily accomplishes the training and certification requirements for the rating sought:

(1) Aircraft category ratings—

(i) Airplane.

(ii) Rotorcraft.

(iii) Glider.

(iv) Lighter-than-air.

(v) Powered-lift.

(vi) Powered parachute.

(vii) Weight-shift-control aircraft.

(2) Airplane class ratings—

(i) Single-engine land.

(ii) Multiengine land.

(iii) Single-engine sea.

(iv) Multiengine sea.

(3) Rotorcraft class ratings—

(i) Helicopter.

(ii) Gyroplane.

(4) Lighter-than-air class ratings—

(i) Airship.

(ii) Balloon.

(5) Weight-shift-control aircraft class ratings—

(i) Weight-shift-control aircraft land.

(ii) Weight-shift-control aircraft sea.

(6) Powered parachute class ratings—

(i) Powered parachute land.

(ii) Powered parachute sea.

(7) Aircraft type ratings—

(i) Large aircraft other than lighter-than-air.

(ii) Turbojet-powered airplanes.

(iii) Other aircraft type ratings specified by the Administrator through the aircraft type certification procedures.

(iv) Second-in-command pilot type rating for aircraft that is certificated for operations with a minimum crew of at least two pilots.

(8) Instrument ratings (on private and commercial pilot certificates only)—

(i) Instrument—Airplane.

(ii) Instrument—Helicopter.

(iii) Instrument—Powered-lift.

(c) The following ratings are placed on a flight instructor certificate when an applicant satisfactorily accomplishes the training and certification requirements for the rating sought:

(1) Aircraft category ratings—

(i) Airplane.

(ii) Rotorcraft.

(iii) Glider.

(iv) Powered-lift.

(2) Airplane class ratings—

(i) Single-engine.

(ii) Multiengine.

(3) Rotorcraft class ratings—

(i) Helicopter.

(ii) Gyroplane.

(4) Instrument ratings—

(i) Instrument—Airplane.

(ii) Instrument—Helicopter.

(iii) Instrument—Powered-lift.

(5) Sport pilot rating.

(d) The following ratings are placed on a ground instructor certificate when an applicant satisfactorily accomplishes the training and certification requirements for the rating sought:

(1) Basic.

(2) Advanced.

(3) Instrument.

§ 61.7

Obsolete certificates and ratings.

(a) The holder of a free-balloon pilot certificate issued before November 1, 1973, may not exercise the privileges of that certificate.

(b) The holder of a pilot certificate that bears any of the following category ratings without an associated class rating may not exercise the privileges of that category rating:

(1) Rotorcraft.

(2) Lighter-than-air.

(3) Helicopter.

(4) Autogyro.

§ 61.8

Inapplicability of unmanned aircraft operations.

Any action conducted pursuant to part 107 of this chapter cannot be used to meet the requirements of this part.

§ 61.9

§ 61.11

Expired pilot certificates and re-issuance.

(a) No person who holds an expired pilot certificate or rating may act as pilot in command or as a required pilot flight crewmember of an aircraft of the same category or class that is listed on that expired pilot certificate or rating.

(b) The following pilot certificates and ratings have expired and will not be reissued:

(1) An airline transport pilot certificate issued before May 1, 1949, or an airline transport pilot certificate that contains a horsepower limitation.

(2) A private or commercial pilot certificate issued before July 1, 1945.

(3) A pilot certificate with a lighter-than-air or free-balloon rating issued before July 1, 1945.

(c) An airline transport pilot certificate that was issued after April 30, 1949, and that bears an expiration date but does not contain a horsepower limitation, may have that airline transport pilot certificate re-issued without an expiration date.

(d) A private or commercial pilot certificate that was issued after June 30, 1945, and that bears an expiration date, may have that pilot certificate reissued without an expiration date.

(e) A pilot certificate with a lighter-than-air or free-balloon rating that was issued after June 30, 1945, and that bears an expiration date, may have that pilot certificate reissued without an expiration date.

§ 61.13

Issuance of airman certificates, ratings, and authorizations.

(a) Application. (1) An applicant for an airman certificate, rating, or authorization under this part must make that application on a form and in a manner acceptable to the Administrator.

(2) An applicant must show evidence that the appropriate fee prescribed in appendix A to part 187 of this chapter has been paid when that person applies for airmen certification services administered outside the United States.

(3) An applicant who is neither a citizen of the United States nor a resident alien of the United States may be refused issuance of any U.S. airman certificate, rating or authorization by the Administrator.

(4) Except as provided in paragraph (a)(3) of this section, an applicant who satisfactorily accomplishes the training and certification requirements for the certificate, rating, or authorization sought is entitled to receive that airman certificate, rating, or authorization.

(b) Limitations. (1) An applicant who cannot comply with certain areas of operation required on the practical test because of physical limitations may be issued an airman certificate, rating, or authorization with the appropriate limitation placed on the applicant's airman certificate provided the—

(i) Applicant is able to meet all other certification requirements for the airman certificate, rating, or authorization sought;

(ii) Physical limitation has been recorded with the FAA on the applicant's medical records; and

(iii) Administrator determines that the applicant's inability to perform the particular area of operation will not adversely affect safety.

(2) A limitation placed on a person's airman certificate may be removed, provided that person demonstrates for an examiner satisfactory proficiency in the area of operation appropriate to the airman certificate, rating, or authorization sought.

(c) Additional requirements for Category II and Category III pilot authorizations. (1) A Category II or Category III pilot authorization is issued by a letter of authorization as part of an applicant's instrument rating or airline transport pilot certificate.

(2) Upon original issue, the authorization contains the following limitations:

(i) For Category II operations, the limitation is 1,600 feet RVR and a 150-foot decision height; and

(ii) For Category III operations, each initial limitation is specified in the authorization document.

(3) The limitations on a Category II or Category III pilot authorization may be removed as follows:

(i) In the case of Category II limitations, a limitation is removed when the holder shows that, since the beginning of the sixth preceding month, the holder has made three Category II ILS approaches with a 150-foot decision height to a landing under actual or simulated instrument conditions.

(ii) In the case of Category III limitations, a limitation is removed as specified in the authorization.

(4) To meet the experience requirements of paragraph (c)(3) of this section, and for the practical test required by this part for a Category II or a Category III pilot authorization, a flight simulator or flight training device may be used if it is approved by the Administrator for such use.

(d) Application during suspension or revocation. (1) Unless otherwise authorized by the Administrator, a person whose pilot, flight instructor, or ground instructor certificate has been suspended may not apply for any certificate, rating, or authorization during the period of suspension.

(2) Unless otherwise authorized by the Administrator, a person whose pilot, flight instructor, or ground instructor certificate has been revoked may not apply for any certificate, rating, or authorization for 1 year after the date of revocation.

§ 61.14

Incorporation by Reference.

Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. All approved incorporation by reference (IBR) material is available for inspection at the Federal Aviation Administration (FAA) and at the National Archives and Records Administration (NARA). Contact FAA, Training and Certification Group, 202-267-1100, ACSPTSinquiries@faa.gov. For information on the availability of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email fr.inspection@nara.gov. The material may be obtained from the Federal Aviation Administration, 800 Independence Avenue SW, Washington DC 20591, 866-835-5322, www.faa.gov/training_testing.

(a) Practical Test Standards. (1) FAA-S-8081-3B, Recreational Pilot Practical Test Standards for Airplane Category and Rotorcraft Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(2) FAA-S-8081-7C, Flight Instructor Practical Test Standards for Rotorcraft Category Gyroplane Rating, November 2023; IBR approved for § 61.43 and appendix A to this part.

(3) FAA-S-8081-8C, Flight Instructor Practical Test Standards for Glider Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(4) FAA-S-8081-9E, Flight Instructor Instrument Practical Test Standards for Airplane Rating and Helicopter Rating, November 2023; IBR approved for § 61.43 and appendix A to this part.

(5) FAA-S-8081-15B, Private Pilot Practical Test Standards for Rotorcraft Category Gyroplane Rating, November 2023; IBR approved for § 61.43 and appendix A to this part.

(6) FAA-S-8081-16C, Commercial Pilot Practical Test Standards for Rotorcraft Category Gyroplane Rating, November 2023; IBR approved for § 61.43 and appendix A to this part.

(7) FAA-S-8081-17A, Private Pilot Practical Test Standards for Lighter-Than-Air Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(8) FAA-S-8081-18A, Commercial Pilot Practical Test Standards for Lighter-Than-Air Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(9) FAA-S-8081-20A, Airline Transport Pilot and Aircraft Type Rating Practical Test Standards for Rotorcraft Category Helicopter Rating, November 2023; IBR approved for §§ 61.43 and 61.58, and appendix A to this part.

(10) FAA-S-8081-22A, Private Pilot Practical Test Standards for Glider Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(11) FAA-S-8081-23B, Commercial Pilot Practical Test Standards for Glider Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(12) FAA-S-8081-29A, Sport Pilot and Sport Pilot Flight Instructor Rating Practical Test Standards for Airplane Category, Rotorcraft Category, and Glider Category, November 2023; IBR approved for §§ 61.43, 61.321, and 61.419, and appendix A to this part.

(13) FAA-S-8081-30A, Sport Pilot and Sport Pilot Flight Instructor Rating Practical Test Standards for Lighter-Than-Air Category, November 2023; IBR approved for §§ 61.43, 61.321, and 61.419, and appendix A to this part.

(14) FAA-S-8081-31A, Sport Pilot and Sport Pilot Flight Instructor Practical Test Standards for Powered Parachute Category and Weight-Shift-Control Aircraft Category, November 2023; IBR approved for §§ 61.43, 61.321, and 61.419, and appendix A to this part.

(15) FAA-S-8081-32A Private Pilot Practical Test Standards for Powered Parachute Category and Weight-Shift-Control Aircraft Category, November 2023; IBR approved for § 61.43 and appendix A to this part.

(b) Airman Certification Standards. (1) FAA-S-ACS-2, Commercial Pilot for Powered-Lift Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(2) FAA-S-ACS-3, Instrument Rating—Powered-Lift Airman Certification Standards, November 2023; IBR approved for §§ 61.43 and 61.57, and appendix A to this part.

(3) FAA-S-ACS-6C, Private Pilot for Airplane Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(4) FAA-S-ACS-7B, Commercial Pilot for Airplane Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(5) FAA-S-ACS-8C, Instrument Rating—Airplane Airman Certification Standards, November 2023; IBR approved for §§ 61.43 and 61.57, and appendix A to this part.

(6) FAA-S-ACS-11A, Airline Transport Pilot and Type Rating for Airplane Category Airman Certification Standards, November 2023; IBR approved for §§ 61.43 and 61.58, and appendix A to this part.

(7) FAA-S-ACS-13, Private Pilot for Powered-Lift Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(8) FAA-S-ACS-14, Instrument Rating—Helicopter Airman Certification Standards, November 2023; IBR approved for §§ 61.43 and 61.57, and appendix A to this part.

(9) FAA-S-ACS-15, Private Pilot for Rotorcraft Category Helicopter Rating Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(10) FAA-S-ACS-16, Commercial Pilot for Rotorcraft Category Helicopter Rating Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(11) FAA-S-ACS-17, Airline Transport Pilot and Type Rating for Powered-Lift Category Airman Certification Standards, November 2023; IBR approved for §§ 61.43 and 61.58, and appendix A to this part.

(12) FAA-S-ACS-25, Flight Instructor for Airplane Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(13) FAA-S-ACS-27, Flight Instructor for Powered-Lift Category Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(14) FAA-S-ACS-28, Flight Instructor—Instrument Rating Powered-Lift Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

(15) FAA-S-ACS-29, Flight Instructor for Rotorcraft Category Helicopter Rating Airman Certification Standards, November 2023; IBR approved for § 61.43 and appendix A to this part.

§ 61.15

Offenses involving alcohol or drugs.

(a) A conviction for the violation of any Federal or State statute relating to the growing, processing, manufacture, sale, disposition, possession, transportation, or importation of narcotic drugs, marijuana, or depressant or stimulant drugs or substances is grounds for:

(1) Denial of an application for any certificate, rating, or authorization issued under this part for a period of up to 1 year after the date of final conviction; or

(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.

(b) Committing an act prohibited by § 91.17(a) or § 91.19(a) of this chapter is grounds for:

(1) Denial of an application for a certificate, rating, or authorization issued under this part for a period of up to 1 year after the date of that act; or

(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.

(c) For the purposes of paragraphs (d), (e), and (f) of this section, a motor vehicle action means:

(1) A conviction after November 29, 1990, for the violation of any Federal or State statute relating to the operation of a motor vehicle while intoxicated by alcohol or a drug, while impaired by alcohol or a drug, or while under the influence of alcohol or a drug;

(2) The cancellation, suspension, or revocation of a license to operate a motor vehicle after November 29, 1990, for a cause related to the operation of a motor vehicle while intoxicated by alcohol or a drug, while impaired by alcohol or a drug, or while under the influence of alcohol or a drug; or

(3) The denial after November 29, 1990, of an application for a license to operate a motor vehicle for a cause related to the operation of a motor vehicle while intoxicated by alcohol or a drug, while impaired by alcohol or a drug, or while under the influence of alcohol or a drug.

(d) Except for a motor vehicle action that results from the same incident or arises out of the same factual circumstances, a motor vehicle action occurring within 3 years of a previous motor vehicle action is grounds for:

(1) Denial of an application for any certificate, rating, or authorization issued under this part for a period of up to 1 year after the date of the last motor vehicle action; or

(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.

(e) Each person holding a certificate issued under this part shall provide a written report of each motor vehicle action to the FAA, Civil Aviation Security Division (AMC-700), P.O. Box 25810, Oklahoma City, OK 73125, not later than 60 days after the motor vehicle action. The report must include:

(1) The person's name, address, date of birth, and airman certificate number;

(2) The type of violation that resulted in the conviction or the administrative action;

(3) The date of the conviction or administrative action;

(4) The State that holds the record of conviction or administrative action; and

(5) A statement of whether the motor vehicle action resulted from the same incident or arose out of the same factual circumstances related to a previously reported motor vehicle action.

(f) Failure to comply with paragraph (e) of this section is grounds for:

(1) Denial of an application for any certificate, rating, or authorization issued under this part for a period of up to 1 year after the date of the motor vehicle action; or

(2) Suspension or revocation of any certificate, rating, or authorization issued under this part.

§ 61.16

Refusal to submit to an alcohol test or to furnish test results.

A refusal to submit to a test to indicate the percentage by weight of alcohol in the blood, when requested by a law enforcement officer in accordance with § 91.17(c) of this chapter, or a refusal to furnish or authorize the release of the test results requested by the Administrator in accordance with § 91.17(c) or (d) of this chapter, is grounds for:

(a) Denial of an application for any certificate, rating, or authorization issued under this part for a period of up to 1 year after the date of that refusal; or

(b) Suspension or revocation of any certificate, rating, or authorization issued under this part.

§ 61.17

Temporary certificate.

(a) A temporary pilot, flight instructor, or ground instructor certificate or rating is issued for up to 120 days, at which time a permanent certificate will be issued to a person whom the Administrator finds qualified under this part.

(b) A temporary pilot, flight instructor, or ground instructor certificate or rating expires:

(1) On the expiration date shown on the certificate;

(2) Upon receipt of the permanent certificate; or

(3) Upon receipt of a notice that the certificate or rating sought is denied or revoked.

§ 61.18

§ 61.19

Duration of pilot and instructor certificates and privileges.

(a) General. (1) The holder of a certificate with an expiration date may not, after that date, exercise the privileges of that certificate.

(2) Except for a certificate issued with an expiration date, a certificate issued under this part is valid unless it is surrendered, suspended, or revoked.

(b) Paper student pilot certificate. A student pilot certificate issued under this part prior to April 1, 2016 expires:

(1) For student pilots who have not reached their 40th birthday, 60 calendar months after the month of the date of examination shown on the medical certificate.

(2) For student pilots who have reached their 40th birthday, 24 calendar months after the month of the date of examination shown on the medical certificate.

(3) For student pilots seeking a glider rating, balloon rating, or a sport pilot certificate, 60 calendar months after the month of the date issued, regardless of the person's age.

(c) Pilot certificates. (1) A pilot certificate (including a student pilot certificate issued after April 1, 2016) issued under this part is issued without an expiration date.

(2) The holder of a pilot certificate issued on the basis of a foreign pilot license may exercise the privileges of that certificate only while that person's foreign pilot license is effective.

(d) Flight instructor certificate. (1) A flight instructor certificate issued under this part on or after December 1, 2024, is issued without an expiration date.

(2) A flight instructor certificate issued before December 1, 2024, expires 24 calendar months from the month in which it was issued, renewed, or reinstated, as appropriate.

(e) Ground instructor certificate. A ground instructor certificate is issued without an expiration date.

(f) Return of certificates. The holder of any airman certificate that is issued under this part, and that has been suspended or revoked, must return that certificate to the FAA when requested to do so by the Administrator.

(g) Duration of pilot certificates. Except for a temporary certificate issued under § 61.17 or a student pilot certificate issued under paragraph (b) of this section, the holder of a paper pilot certificate issued under this part may not exercise the privileges of that certificate after March 31, 2010.

§ 61.21

Duration of a Category II and a Category III pilot authorization (for other than part 121 and part 135 use).

(a) A Category II pilot authorization or a Category III pilot authorization expires at the end of the sixth calendar month after the month in which it was issued or renewed.

(b) Upon passing a practical test for a Category II or Category III pilot authorization, the authorization may be renewed for each type of aircraft for which the authorization is held.

(c) A Category II or Category III pilot authorization for a specific type aircraft for which an authorization is held will not be renewed beyond 12 calendar months from the month the practical test was accomplished in that type aircraft.

(d) If the holder of a Category II or Category III pilot authorization passes the practical test for a renewal in the month before the authorization expires, the holder is considered to have passed it during the month the authorization expired.

§ 61.23

Medical certificates: Requirement and duration.

(a) Operations requiring a medical certificate. Except as provided in paragraphs (b) and (c) of this section, a person—

(1) Must hold a first-class medical certificate:

(i) When exercising the pilot-in-command privileges of an airline transport pilot certificate;

(ii) When exercising the second-in-command privileges of an airline transport pilot certificate in a flag or supplemental operation in part 121 of this chapter that requires three or more pilots; or

(iii) When serving as a required pilot flightcrew member in an operation conducted under part 121 of this chapter if the pilot has reached his or her 60th birthday.

(2) Must hold at least a second class medical certificate when exercising:

(i) Second-in-command privileges of an airline transport pilot certificate in part 121 of this chapter (other than operations specified in paragraph (a)(1)(ii) of this section);

(ii) Privileges of a commercial pilot certificate in an aircraft other than a balloon or glider; or

(iii) Except as provided in paragraph (b)(5) of this section, privileges of a commercial pilot certificate with a balloon class rating for compensation or hire; or

(3) Must hold at least a third-class medical certificate—

(i) When exercising the privileges of a private pilot certificate, recreational pilot certificate, or student pilot certificate, except when operating under the conditions and limitations set forth in § 61.113(i);

(ii) When exercising the privileges of a flight instructor certificate and acting as the pilot in command or as a required flightcrew member, except when operating under the conditions and limitations set forth in § 61.113(i);

(iii) When taking a practical test in an aircraft for a recreational pilot, private pilot, commercial pilot, or airline transport pilot certificate, or for a flight instructor certificate, except when operating under the conditions and limitations set forth in § 61.113(i); or

(iv) When performing the duties as an Examiner in an aircraft when administering a practical test or proficiency check for an airman certificate, rating, or authorization, except when meeting the requirements to operate under the conditions and limitations set forth in § 61.113(i).

(b) Operations not requiring a medical certificate. A person is not required to hold a medical certificate—

(1) When exercising the privileges of a student pilot certificate while seeking—

(i) A sport pilot certificate with glider or balloon privileges; or

(ii) A pilot certificate with a glider category rating or balloon class rating;

(2) When exercising the privileges of a sport pilot certificate with privileges in a glider or balloon;

(3) When exercising the privileges of a pilot certificate with a glider category rating in a glider;

(4) When exercising the privileges of a private pilot certificate with a balloon class rating in a balloon;

(5) When exercising the privileges of a commercial pilot certificate with a balloon class rating in a balloon if the person is providing flight training in accordance with § 61.133(a)(2)(ii);

(6) When exercising the privileges of a flight instructor certificate with—

(i) A sport pilot rating in a glider or balloon; or

(ii) A glider category rating;

(7) When exercising the privileges of a flight instructor certificate if the person is not acting as pilot in command or serving as a required pilot flight crewmember;

(8) When exercising the privileges of a ground instructor certificate;

(9) When serving as an Examiner or check airman and administering a practical test or proficiency check for an airman certificate, rating, or authorization conducted in a glider, balloon, flight simulator, or flight training device;

(10) When taking a practical test or a proficiency check for a certificate, rating, authorization or operating privilege conducted in a glider, balloon, flight simulator, or flight training device;

(11) When a military pilot of the U.S. Armed Forces can show evidence of an up-to-date medical examination authorizing pilot flight status issued by the U.S. Armed Forces and—

(i) The flight does not require higher than a third-class medical certificate; and

(ii) The flight conducted is a domestic flight operation within U.S. airspace; or

(12) When exercising the privileges of a student pilot certificate or higher while acting as pilot in command on a special medical flight test authorized under part 67 of this chapter.

(c) Operations requiring either a medical certificate or U.S. driver's license. (1) A person must hold and possess either a medical certificate issued under part 67 of this chapter or a U.S. driver's license when—

(i) Exercising the privileges of a student pilot certificate while seeking sport pilot privileges in a light-sport aircraft other than a glider or balloon;

(ii) Exercising the privileges of a sport pilot certificate in a light-sport aircraft other than a glider or balloon;

(iii) Exercising the privileges of a flight instructor certificate with a sport pilot rating while acting as pilot in command or serving as a required flight crewmember of a light-sport aircraft other than a glider or balloon;

(iv) Serving as an Examiner and administering a practical test for the issuance of a sport pilot certificate in a light-sport aircraft other than a glider or balloon;

(v) Exercising the privileges of a student, recreational or private pilot certificate if the flight is conducted under the conditions and limitations set forth in § 61.113(i);

(vi) Exercising the privileges of a flight instructor certificate and acting as the pilot in command or as a required flight crewmember if the flight is conducted under the conditions and limitations set forth in § 61.113(i); or

(vii) Serving as an Examiner and administering a practical test or proficiency check for an airman certificate, rating, or authorization if the flight is conducted under the conditions and limitations set forth in § 61.113(i).

(2) A person using a U.S. driver's license to meet the requirements of paragraph (c) while exercising sport pilot privileges must—

(i) Comply with each restriction and limitation imposed by that person's U.S. driver's license and any judicial or administrative order applying to the operation of a motor vehicle;

(ii) Have been found eligible for the issuance of at least a third-class airman medical certificate at the time of his or her most recent application (if the person has applied for a medical certificate);

(iii) Not have had his or her most recently issued medical certificate (if the person has held a medical certificate) suspended or revoked or most recent Authorization for a Special Issuance of a Medical Certificate withdrawn; and

(iv) Not know or have reason to know of any medical condition that would make that person unable to operate a light-sport aircraft in a safe manner.

(3) A person using a U.S. driver's license to meet the requirements of paragraph (c) while operating under the conditions and limitations of § 61.113(i) must meet the following requirements—

(i) The person must—

(A) Comply with all medical requirements or restrictions associated with his or her U.S. driver's license;

(B) At any point after July 14, 2006, have held a medical certificate issued under part 67 of this chapter;

(C) Complete the medical education course set forth in § 68.3 of this chapter during the 24 calendar months before acting as pilot in command or serving as a required flightcrew member in an operation conducted under § 61.113(i) and retain a certification of course completion in accordance with § 68.3(b)(1) of this chapter;

(D) Receive a comprehensive medical examination from a State-licensed physician during the 48 calendar months before acting as pilot in command or serving as a required flightcrew member of an operation conducted under § 61.113(i) and that medical examination is conducted in accordance with the requirements in part 68 of this chapter; and

(E) If the individual has been diagnosed with any medical condition that may impact the ability of the individual to fly, be under the care and treatment of a State-licensed physician when acting as pilot in command or serving as a required flightcrew member of an operation conducted under § 61.113(i).

(ii) The most recently issued medical certificate—

(A) May include an authorization for special issuance;

(B) May be expired; and

(C) Cannot have been suspended or revoked.

(iii) The most recently issued Authorization for a Special Issuance of a Medical Certificate cannot have been withdrawn; and

(iv) The most recent application for an airman medical certificate submitted to the FAA cannot have been completed and denied.

(d) Duration of a medical certificate. Use the following table to determine duration for each class of medical certificate:

§ 61.25

Change of name.

(a) An application to change the name on a certificate issued under this part must be accompanied by the applicant's:

(1) Airman certificate; and

(2) A copy of the marriage license, court order, or other document verifying the name change.

(b) The documents in paragraph (a) of this section will be returned to the applicant after inspection.

§ 61.27

Voluntary surrender or exchange of certificate.

(a) The holder of a certificate issued under this part may voluntarily surrender it for:

(1) Cancellation;

(2) Issuance of a lower grade certificate; or

(3) Another certificate with specific ratings deleted.

(b) Any request made under paragraph (a) of this section must include the following signed statement or its equivalent: “This request is made for my own reasons, with full knowledge that my (insert name of certificate or rating, as appropriate) may not be reissued to me unless I again pass the tests prescribed for its issuance.”

§ 61.29

Replacement of a lost or destroyed airman or medical certificate or knowledge test report.

(a) A request for the replacement of a lost or destroyed airman certificate issued under this part must be made:

(1) By letter to the Department of Transportation, FAA, Airmen Certification Branch, P.O. Box 25082, Oklahoma City, OK 73125, and must be accompanied by a check or money order for the appropriate fee payable to the FAA; or

(2) In any other manner and form approved by the Administrator including a request online to Airmen Services at http://www.faa.gov, and must be accompanied by acceptable form of payment for the appropriate fee.

(b) A request for the replacement of a lost or destroyed medical certificate must be made:

(1) By letter to the Department of Transportation, FAA, Aerospace Medical Certification Division, P.O. Box 26200, Oklahoma City, OK 73125, and must be accompanied by a check or money order for the appropriate fee payable to the FAA; or

(2) In any other manner and form approved by the Administrator and must be accompanied by acceptable form of payment for the appropriate fee.

(c) A request for the replacement of a lost or destroyed knowledge test report must be made:

(1) By letter to the Department of Transportation, FAA, Airmen Certification Branch, P.O. Box 25082, Oklahoma City, OK 73125, and must be accompanied by a check or money order for the appropriate fee payable to the FAA; or

(2) In any other manner and form approved by the Administrator and must be accompanied by acceptable form of payment for the appropriate fee.

(d) The letter requesting replacement of a lost or destroyed airman certificate, medical certificate, or knowledge test report must state:

(1) The name of the person;

(2) The permanent mailing address (including ZIP code), or if the permanent mailing address includes a post office box number, then the person's current residential address;

(3) The certificate holder's date and place of birth; and

(4) Any information regarding the—

(i) Grade, number, and date of issuance of the airman certificate and ratings, if appropriate;

(ii) Class of medical certificate, the place and date of the medical exam, name of the Airman Medical Examiner (AME), and the circumstances concerning the loss of the original medical certificate, as appropriate; and

(iii) Date the knowledge test was taken, if appropriate.

(e) A person who has lost an airman certificate, medical certificate, or knowledge test report may obtain, in a form or manner approved by the Administrator, a document conveying temporary authority to exercise certificate privileges from the FAA Aeromedical Certification Branch or the Airman Certification Branch, as appropriate, and the:

(1) Document may be carried as an airman certificate, medical certificate, or knowledge test report, as appropriate, for up to 60 days pending the person's receipt of a duplicate under paragraph (a), (b), or (c) of this section, unless the person has been notified that the certificate has been suspended or revoked.

(2) Request for such a document must include the date on which a duplicate certificate or knowledge test report was previously requested.

§ 61.31

Type rating requirements, additional training, and authorization requirements.

(a) Type ratings required. A person who acts as a pilot in command of any of the following aircraft must hold a type rating for that aircraft:

(1) Large aircraft (except lighter-than-air).

(2) Turbojet-powered airplanes.

(3) Other aircraft specified by the Administrator through aircraft type certificate procedures.

(b) Authorization in lieu of a type rating. A person may be authorized to operate without a type rating for up to 60 days an aircraft requiring a type rating, provided—

(1) The Administrator has authorized the flight or series of flights;

(2) The Administrator has determined that an equivalent level of safety can be achieved through the operating limitations on the authorization;

(3) The person shows that compliance with paragraph (a) of this section is impracticable for the flight or series of flights; and

(4) The flight—

(i) Involves only a ferry flight, training flight, test flight, or practical test for a pilot certificate or rating;

(ii) Is within the United States;

(iii) Does not involve operations for compensation or hire unless the compensation or hire involves payment for the use of the aircraft for training or taking a practical test; and

(iv) Involves only the carriage of flight crewmembers considered essential for the flight.

(5) If the flight or series of flights cannot be accomplished within the time limit of the authorization, the Administrator may authorize an additional period of up to 60 days to accomplish the flight or series of flights.

(c) Aircraft category, class, and type ratings: Limitations on the carriage of persons, or operating for compensation or hire. Unless a person holds a category, class, and type rating (if a class and type rating is required) that applies to the aircraft, that person may not act as pilot in command of an aircraft that is carrying another person, or is operated for compensation or hire. That person also may not act as pilot in command of that aircraft for compensation or hire.

(d) Aircraft category, class, and type ratings: Limitations on operating an aircraft as the pilot in command. To serve as the pilot in command of an aircraft, a person must—

(1) Hold the appropriate category, class, and type rating (if a class or type rating is required) for the aircraft to be flown; or

(2) Have received training required by this part that is appropriate to the pilot certification level, aircraft category, class, and type rating (if a class or type rating is required) for the aircraft to be flown, and have received an endorsement for solo flight in that aircraft from an authorized instructor.

(e) Additional training required for operating complex airplanes. (1) Except as provided in paragraph (e)(2) of this section, no person may act as pilot in command of a complex airplane, unless the person has—

(i) Received and logged ground and flight training from an authorized instructor in a complex airplane, or in a full flight simulator or flight training device that is representative of a complex airplane, and has been found proficient in the operation and systems of the airplane; and

(ii) Received a one-time endorsement in the pilot's logbook from an authorized instructor who certifies the person is proficient to operate a complex airplane.

(2) The training and endorsement required by paragraph (e)(1) of this section is not required if—

(i) The person has logged flight time as pilot in command of a complex airplane, or in a full flight simulator or flight training device that is representative of a complex airplane prior to August 4, 1997; or

(ii) The person has received ground and flight training under an approved training program and has satisfactorily completed a competency check under § 135.293 of this chapter in a complex airplane, or in a full flight simulator or flight training device that is representative of a complex airplane which must be documented in the pilot's logbook or training record.

(f) Additional training required for operating high-performance airplanes. (1) Except as provided in paragraph (f)(2) of this section, no person may act as pilot in command of a high-performance airplane (an airplane with an engine of more than 200 horsepower), unless the person has—

(i) Received and logged ground and flight training from an authorized instructor in a high-performance airplane, or in a full flight simulator or flight training device that is representative of a high-performance airplane, and has been found proficient in the operation and systems of the airplane; and

(ii) Received a one-time endorsement in the pilot's logbook from an authorized instructor who certifies the person is proficient to operate a high-performance airplane.

(2) The training and endorsement required by paragraph (f)(1) of this section is not required if—

(i) The person has logged flight time as pilot in command of a high-performance airplane, or in a full flight simulator or flight training device that is representative of a high-performance airplane prior to August 4, 1997; or

(ii) The person has received ground and flight training under an approved training program and has satisfactorily completed a competency check under § 135.293 of this chapter in a high performance airplane, or in a full flight simulator or flight training device that is representative of a high performance airplane which must be documented in the pilot's logbook or training record.

(g) Additional training required for operating pressurized aircraft capable of operating at high altitudes. (1) Except as provided in paragraph (g)(3) of this section, no person may act as pilot in command of a pressurized aircraft (an aircraft that has a service ceiling or maximum operating altitude, whichever is lower, above 25,000 feet MSL), unless that person has received and logged ground training from an authorized instructor and obtained an endorsement in the person's logbook or training record from an authorized instructor who certifies the person has satisfactorily accomplished the ground training. The ground training must include at least the following subjects:

(i) High-altitude aerodynamics and meteorology;

(ii) Respiration;

(iii) Effects, symptoms, and causes of hypoxia and any other high-altitude sickness;

(iv) Duration of consciousness without supplemental oxygen;

(v) Effects of prolonged usage of supplemental oxygen;

(vi) Causes and effects of gas expansion and gas bubble formation;

(vii) Preventive measures for eliminating gas expansion, gas bubble formation, and high-altitude sickness;

(viii) Physical phenomena and incidents of decompression; and

(ix) Any other physiological aspects of high-altitude flight.

(2) Except as provided in paragraph (g)(3) of this section, no person may act as pilot in command of a pressurized aircraft unless that person has received and logged training from an authorized instructor in a pressurized aircraft, or in a full flight simulator or flight training device that is representative of a pressurized aircraft, and obtained an endorsement in the person's logbook or training record from an authorized instructor who found the person proficient in the operation of a pressurized aircraft. The flight training must include at least the following subjects:

(i) Normal cruise flight operations while operating above 25,000 feet MSL;

(ii) Proper emergency procedures for simulated rapid decompression without actually depressurizing the aircraft; and

(iii) Emergency descent procedures.

(3) The training and endorsement required by paragraphs (g)(1) and (g)(2) of this section are not required if that person can document satisfactory accomplishment of any of the following in a pressurized aircraft, or in a full flight simulator or flight training device that is representative of a pressurized aircraft:

(i) Serving as pilot in command before April 15, 1991;

(ii) Completing a pilot proficiency check for a pilot certificate or rating before April 15, 1991;

(iii) Completing an official pilot-in-command check conducted by the military services of the United States; or

(iv) Completing a pilot-in-command proficiency check under part 121, 125, or 135 of this chapter conducted by the Administrator or by an approved pilot check airman.

(h) Additional aircraft type-specific training. No person may serve as pilot in command of an aircraft that the Administrator has determined requires aircraft type-specific training unless that person has—

(1) Received and logged type-specific training in the aircraft, or in a full flight simulator or flight training device that is representative of that type of aircraft; and

(2) Received a logbook endorsement from an authorized instructor who has found the person proficient in the operation of the aircraft and its systems.

(i) Additional training required for operating tailwheel airplanes. (1) Except as provided in paragraph (i)(2) of this section, no person may act as pilot in command of a tailwheel airplane unless that person has received and logged flight training from an authorized instructor in a tailwheel airplane and received an endorsement in the person's logbook from an authorized instructor who found the person proficient in the operation of a tailwheel airplane. The flight training must include at least the following maneuvers and procedures:

(i) Normal and crosswind takeoffs and landings;

(ii) Wheel landings (unless the manufacturer has recommended against such landings); and

(iii) Go-around procedures.

(2) The training and endorsement required by paragraph (i)(1) of this section is not required if the person logged pilot-in-command time in a tailwheel airplane before April 15, 1991.

(j) Additional training required for operating a glider. (1) No person may act as pilot in command of a glider—

(i) Using ground-tow procedures, unless that person has satisfactorily accomplished ground and flight training on ground-tow procedures and operations, and has received an endorsement from an authorized instructor who certifies in that pilot's logbook that the pilot has been found proficient in ground-tow procedures and operations;

(ii) Using aerotow procedures, unless that person has satisfactorily accomplished ground and flight training on aerotow procedures and operations, and has received an endorsement from an authorized instructor who certifies in that pilot's logbook that the pilot has been found proficient in aerotow procedures and operations; or

(iii) Using self-launch procedures, unless that person has satisfactorily accomplished ground and flight training on self-launch procedures and operations, and has received an endorsement from an authorized instructor who certifies in that pilot's logbook that the pilot has been found proficient in self-launch procedures and operations.

(2) The holder of a glider rating issued prior to August 4, 1997, is considered to be in compliance with the training and logbook endorsement requirements of this paragraph for the specific operating privilege for which the holder is already qualified.

(k) Additional training required for night vision goggle operations. (1) Except as provided under paragraph (k)(3) of this section, a person may act as pilot in command of an aircraft using night vision goggles only if that person receives and logs ground training from an authorized instructor and obtains a logbook or training record endorsement from an authorized instructor who certifies the person completed the ground training. The ground training must include the following subjects:

(i) Applicable portions of this chapter that relate to night vision goggle limitations and flight operations;

(ii) Aeromedical factors related to the use of night vision goggles, including how to protect night vision, how the eyes adapt to night, self-imposed stresses that affect night vision, effects of lighting on night vision, cues used to estimate distance and depth perception at night, and visual illusions;

(iii) Normal, abnormal, and emergency operations of night vision goggle equipment;

(iv) Night vision goggle performance and scene interpretation; and

(v) Night vision goggle operation flight planning, including night terrain interpretation and factors affecting terrain interpretation.

(2) Except as provided under paragraph (k)(3) of this section, a person may act as pilot in command of an aircraft using night vision goggles only if that person receives and logs flight training from an authorized instructor and obtains a logbook or training record endorsement from an authorized instructor who found the person proficient in the use of night vision goggles. The flight training must include the following tasks:

(i) Preflight and use of internal and external aircraft lighting systems for night vision goggle operations;

(ii) Preflight preparation of night vision goggles for night vision goggle operations;

(iii) Proper piloting techniques when using night vision goggles during the takeoff, climb, enroute, descent, and landing phases of flight; and

(iv) Normal, abnormal, and emergency flight operations using night vision goggles.

(3) The requirements under paragraphs (k)(1) and (2) of this section do not apply if a person can document satisfactory completion of any of the following pilot proficiency checks using night vision goggles in an aircraft:

(i) A pilot proficiency check on night vision goggle operations conducted by the U.S. Armed Forces.

(ii) A pilot proficiency check on night vision goggle operations under part 135 of this chapter conducted by an Examiner or Check Airman.

(iii) A pilot proficiency check on night vision goggle operations conducted by a night vision goggle manufacturer or authorized instructor, when the pilot—

(A) Is employed by a Federal, State, county, or municipal law enforcement agency; and

(B) Has logged at least 20 hours as pilot in command in night vision goggle operations.

(l) Exceptions. (1) This section does not require a category and class rating for aircraft not type-certificated as airplanes, rotorcraft, gliders, lighter-than-air aircraft, powered-lifts, powered parachutes, or weight-shift-control aircraft.

(2) The rating limitations of this section do not apply to—

(i) An applicant when taking a practical test given by an examiner;

(ii) The holder of a student pilot certificate;

(iii) The holder of a pilot certificate when operating an aircraft under the authority of—

(A) A provisional type certificate; or

(B) An experimental certificate, unless the operation involves carrying a passenger;

(iv) The holder of a pilot certificate with a lighter-than-air category rating when operating a balloon;

(v) The holder of a recreational pilot certificate operating under the provisions of § 61.101(h); or

(vi) The holder of a sport pilot certificate when operating a light-sport aircraft.

§ 61.33

Tests: General procedure.

Tests prescribed by or under this part are given at times and places, and by persons designated by the Administrator.

§ 61.35

Knowledge test: Prerequisites and passing grades.

(a) An applicant for a knowledge test must have:

(1) Received an endorsement, if required by this part, from an authorized instructor certifying that the applicant accomplished the appropriate ground-training or a home-study course required by this part for the certificate or rating sought and is prepared for the knowledge test;

(2) For the knowledge test for an airline transport pilot certificate with an airplane category multiengine class rating, a graduation certificate for the airline transport pilot certification training program specified in § 61.156; and

(3) Proper identification at the time of application that contains the applicant's—

(i) Photograph;

(ii) Signature;

(iii) Date of birth, which shows:

(A) For issuance of certificates other than the ATP certificate with an airplane category multiengine class rating, the applicant meets or will meet the age requirements of this part for the certificate sought before the expiration date of the airman knowledge test report; and

(B) For issuance of an ATP certificate with an airplane category multiengine class rating obtained under the aeronautical experience requirements of § 61.159 or § 61.160, the applicant is at least 18 years of age at the time of the knowledge test;

(iv) If the permanent mailing address is a post office box number, then the applicant must provide a current residential address.

(b) The Administrator shall specify the minimum passing grade for the knowledge test.

§ 61.37

Knowledge tests: Cheating or other unauthorized conduct.

(a) An applicant for a knowledge test may not:

(1) Copy or intentionally remove any knowledge test;

(2) Give to another applicant or receive from another applicant any part or copy of a knowledge test;

(3) Give assistance on, or receive assistance on, a knowledge test during the period that test is being given;

(4) Take any part of a knowledge test on behalf of another person;

(5) Be represented by, or represent, another person for a knowledge test;

(6) Use any material or aid during the period that the test is being given, unless specifically authorized to do so by the Administrator; and

(7) Intentionally cause, assist, or participate in any act prohibited by this paragraph.

(b) An applicant who the Administrator finds has committed an act prohibited by paragraph (a) of this section is prohibited, for 1 year after the date of committing that act, from:

(1) Applying for any certificate, rating, or authorization issued under this chapter; and

(2) Applying for and taking any test under this chapter.

(c) Any certificate or rating held by an applicant may be suspended or revoked if the Administrator finds that person has committed an act prohibited by paragraph (a) of this section.

§ 61.39

Prerequisites for practical tests.

(a) Except as provided in paragraphs (b), (c), (e), and (f) of this section, to be eligible for a practical test for a certificate or rating issued under this part, an applicant must:

(1) Pass the required knowledge test:

(i) Within the 24-calendar-month period preceding the month the applicant completes the practical test, if a knowledge test is required; or

(ii) Within the 60-calendar month period preceding the month the applicant completes the practical test for those applicants who complete the airline transport pilot certification training program in § 61.156 and pass the knowledge test for an airline transport pilot certificate with a multiengine class rating after July 31, 2014;

(2) Present the knowledge test report at the time of application for the practical test, if a knowledge test is required;

(3) Have satisfactorily accomplished the required training and obtained the aeronautical experience prescribed by this part for the certificate or rating sought, and if applying for the practical test with flight time accomplished under § 61.159(c), present a copy of the records required by § 135.63(a)(4)(vi) and (x) of this chapter;

(4) Hold at least a third-class medical certificate, if a medical certificate is required;

(5) Meet the prescribed age requirement of this part for the issuance of the certificate or rating sought;

(6) Have an endorsement, if required by this part, in the applicant's logbook or training record that has been signed by an authorized instructor who certifies that the applicant—

(i) Has received and logged training time within 2 calendar months preceding the month of application in preparation for the practical test;

(ii) Is prepared for the required practical test; and

(iii) Has demonstrated satisfactory knowledge of the subject areas in which the applicant was deficient on the airman knowledge test; and

(7) Have a completed and signed application form.

(b) Except as provided in paragraph (e) of this section, an applicant for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate obtained concurrently with a multiengine airplane type rating may take the practical test with an expired knowledge test only if the applicant passed the knowledge test after July 31, 2014, and is employed:

(1) As a flightcrew member by a part 119 certificate holder conducting operations under parts 125 or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved pilot-in-command training or checking program; or

(2) As a flightcrew member by a part 119 certificate holder conducting operations under part 121 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved initial training program; or

(3) By the U.S. Armed Forces as a flightcrew member in U.S. military air transport operations at the time of the practical test and has satisfactorily completed the pilot in command aircraft qualification training program that is appropriate to the pilot certificate and rating sought.

(c) Except as provided in paragraph (e) of this section, an applicant for an airline transport pilot certificate with a rating other than those ratings set forth in paragraph (b) of this section may take the practical test for that certificate or rating with an expired knowledge test report, provided that the applicant is employed:

(1) As a flightcrew member by a part 119 certificate holder conducting operations under parts 125 or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved pilot-in-command training or checking program; or

(2) By the U.S. Armed Forces as a flightcrew member in U.S. military air transport operations at the time of the practical test and has satisfactorily completed the pilot in command aircraft qualification training program that is appropriate to the pilot certificate and rating sought.

(d) In addition to the requirements in paragraph (a) of this section, to be eligible for a practical test for an airline transport pilot certificate with an airplane category multiengine class rating or airline transport pilot certificate obtained concurrently with a multiengine airplane type rating, an applicant must:

(1) If the applicant passed the knowledge test after July 31, 2014, present the graduation certificate for the airline transport pilot certification training program in § 61.156, at the time of application for the practical test;

(2) If applying for the practical test under the aeronautical experience requirements of § 61.160(a), the applicant must present the documents required by that section to substantiate eligibility; and

(3) If applying for the practical test under the aeronautical experience requirements of § 61.160(b), (c), or (d), the applicant must present an official transcript and certifying document from an institution of higher education that holds a letter of authorization from the Administrator under § 61.169.

(e) An applicant for an airman certificate or rating issued under this part 61 may take a practical test with an expired knowledge test if the applicant meets the requirements specified in § 61.40.

(f) A person is not required to comply with the provisions of paragraph (a)(6) of this section if that person:

(1) Holds a foreign pilot license issued by a contracting State to the Convention on International Civil Aviation that authorizes at least the privileges of the pilot certificate sought;

(2) Is only applying for a type rating; or

(3) Is applying for an airline transport pilot certificate or an additional rating to an airline transport pilot certificate in an aircraft that does not require an aircraft type rating practical test.

(g) If all increments of the practical test for a certificate or rating are not completed on the same date, then all the remaining increments of the test must be completed within 2 calendar months after the month the applicant began the test.

(h) If all increments of the practical test for a certificate or rating are not completed within 2 calendar months after the month the applicant began the test, the applicant must retake the entire practical test.

§ 61.40

Relief for U.S. Military and civilian personnel who are assigned outside the United States in support of U.S. Armed Forces operations.

(a) Relief. A person who satisfies the requirements of paragraph (b) of this section may use the following documents to demonstrate eligibility to renew a flight instructor certificate, establish recent flight instructor experience, take a practical test, or renew an inspection authorization, as appropriate:

(1) For flight instructor certificates issued before December 1, 2024, an expired flight instructor certificate to show eligibility for renewal of a flight instructor certificate under § 61.197;

(2) Except as provided in paragraph (a)(3) of this section, for flight instructor certificates issued after December 1, 2024, a record demonstrating the last recent experience event accomplished under § 61.197 to show eligibility to reestablish recent experience under § 61.197;

(3) For persons who were issued a flight instructor certificate after December 1, 2024, and who served in a U.S. military or civilian capacity outside the United States in support of a U.S. Armed Forces operation for some period of time during the 24 calendar months following the issuance of the person's flight instructor certificate, a flight instructor certificate demonstrating the date of issuance to show eligibility to establish recent experience under § 61.197;

(4) An expired written test report to show eligibility under this part to take a practical test;

(5) An expired written test report to show eligibility to take a practical test required under part 63 of this chapter; and

(6) An expired written test report to show eligibility to take a practical test required under part 65 of this chapter or an expired inspection authorization to show eligibility for renewal under § 65.93.

(b) Eligibility. A person is eligible for the relief specified in paragraph (a) of this section if that person meets the following requirements:

(1) The person must have served in a U.S. military or civilian capacity outside the United States in support of a U.S. Armed Forces operation during some period of time beginning on or after September 11, 2001;

(2) One of the following occurred while the person served in an operation as set forth in paragraph (b)(1) of this section or within 6 calendar months after returning to the United States—

(i) The person's flight instructor certificate issued before December 1, 2024, airman written test report, or inspection authorization expired; or

(ii) For flight instructor certificates issued after December 1, 2024, the person has not met the flight instructor recent experience requirements within the preceding 24 calendar months in accordance with § 61.197; and

(3) The person complies with § 61.197 or § 65.93 of this chapter, as appropriate, or completes the appropriate practical test within 6 calendar months after returning to the United States.

(c) Required documents. To exercise the relief specified in paragraph (a) of this section, a person must complete and sign an application appropriate to the relief sought and send the application to the appropriate Flight Standards office. The person must include with the application one of the following documents, which must show the date of assignment outside the United States and the date of return to the United States:

(1) An official U.S. Government notification of personnel action, or equivalent document, showing the person was a civilian on official duty for the U.S. Government outside the United States and was assigned to a U.S. Armed Forces operation some time on or after September 11, 2001;

(2) Military orders validating the person was assigned to duty outside the United States and was assigned to a U.S. Armed Forces operation some time on or after September 11, 2001; or

(3) A letter from the person's military commander or civilian supervisor providing the dates during which the person served outside the United States and was assigned to a U.S. Armed Forces operation some time on or after September 11, 2001.

§ 61.41

Flight training received from flight instructors not certificated by the FAA.

(a) A person may credit flight training toward the requirements of a pilot certificate or rating issued under this part, if that person received the training from:

(1) A flight instructor of an Armed Force in a program for training military pilots of either—

(i) The United States; or

(ii) A foreign contracting State to the Convention on International Civil Aviation.

(2) A flight instructor who is authorized to give such training by the licensing authority of a foreign contracting State to the Convention on International Civil Aviation, and the flight training is given outside the United States.

(b) A flight instructor described in paragraph (a) of this section is only authorized to give endorsements to show training given.

§ 61.43

Practical tests: General procedures.

(a) Completion of the practical test for a certificate or rating consists of—

(1) Performing the tasks specified in the areas of operation contained in the applicable Airman Certification Standards or Practical Test Standards (incorporated by reference, see § 61.14) as listed in appendix A of this part for the airman certificate or rating sought;

(2) Demonstrating mastery of the aircraft by performing each task required by paragraph (a)(1) of this section successfully;

(3) Demonstrating proficiency and competency of the tasks required by paragraph (a)(1) of this section within the approved standards; and

(4) Demonstrating sound judgment.

(b) The pilot flight crew complement required during the practical test is based on one of the following requirements that applies to the aircraft being used on the practical test:

(1) If the aircraft's FAA-approved flight manual requires the pilot flight crew complement be a single pilot, then the applicant must demonstrate single pilot proficiency on the practical test.

(2) If the aircraft's type certification data sheet requires the pilot flight crew complement be a single pilot, then the applicant must demonstrate single pilot proficiency on the practical test.

(3) If the FAA Flight Standardization Board report, FAA-approved aircraft flight manual, or aircraft type certification data sheet allows the pilot flight crew complement to be either a single pilot, or a pilot and a copilot, then the applicant may demonstrate single pilot proficiency or have a copilot on the practical test. If the applicant performs the practical test with a copilot, the limitation of “Second in Command Required” will be placed on the applicant's pilot certificate. The limitation may be removed if the applicant passes the practical test by demonstrating single-pilot proficiency in the aircraft in which single-pilot privileges are sought.

(c) If an applicant fails any area of operation, that applicant fails the practical test.

(d) An applicant is not eligible for a certificate or rating sought until all the areas of operation are passed.

(e) The examiner or the applicant may discontinue a practical test at any time:

(1) When the applicant fails one or more of the areas of operation; or

(2) Due to inclement weather conditions, aircraft airworthiness, or any other safety-of-flight concern.

(f) If a practical test is discontinued, the applicant is entitled credit for those areas of operation that were passed, but only if the applicant:

(1) Passes the remainder of the practical test within the 60-day period after the date the practical test was discontinued;

(2) Presents to the examiner for the retest the original notice of disapproval form or the letter of discontinuance form, as appropriate;

(3) Satisfactorily accomplishes any additional training needed and obtains the appropriate instructor endorsements, if additional training is required; and

(4) Presents to the examiner for the retest a properly completed and signed application.

§ 61.45

Practical tests: Required aircraft and equipment.

(a) General. Except as provided in paragraph (a)(2) of this section or when permitted to accomplish the entire flight increment of the practical test in a flight simulator or a flight training device, an applicant for a certificate or rating issued under this part must furnish:

(1) An aircraft of U.S. registry for each required test that—

(i) Is of the category, class, and type, if applicable, for which the applicant is applying for a certificate or rating; and

(ii) Has a standard airworthiness certificate or special airworthiness certificate in the limited, primary, or light-sport category.

(2) At the discretion of the examiner who administers the practical test, the applicant may furnish—

(i) An aircraft that has an airworthiness certificate other than a standard airworthiness certificate or special airworthiness certificate in the limited, primary, or light-sport category, but that otherwise meets the requirements of paragraph (a)(1) of this section;

(ii) An aircraft of the same category, class, and type, if applicable, of foreign registry that is properly certificated by the country of registry; or

(iii) A military aircraft of the same category, class, and type, if aircraft class and type are appropriate, for which the applicant is applying for a certificate or rating, and provided—

(A) The aircraft is under the direct operational control of the U.S. Armed Forces;

(B) The aircraft is airworthy under the maintenance standards of the U.S. Armed Forces; and

(C) The applicant has a letter from his or her commanding officer authorizing the use of the aircraft for the practical test.

(b) Required equipment (other than controls). (1) Except as provided in paragraph (b)(2) of this section, an aircraft used for a practical test must have—

(i) The equipment for each area of operation required for the practical test;

(ii) No prescribed operating limitations that prohibit its use in any of the areas of operation required for the practical test;

(iii) Except as provided in paragraphs (e) and (f) of this section, at least two pilot stations with adequate visibility for each person to operate the aircraft safely; and

(iv) Cockpit and outside visibility adequate to evaluate the performance of the applicant when an additional jump seat is provided for the examiner.

(2) An applicant for a certificate or rating may use an aircraft with operating characteristics that preclude the applicant from performing all of the tasks required for the practical test. However, the applicant's certificate or rating, as appropriate, will be issued with an appropriate limitation.

(c) Required controls. Except for lighter-than-air aircraft, and a glider without an engine, an aircraft used for a practical test must have engine power controls and flight controls that are easily reached and operable in a conventional manner by both pilots, unless the Examiner determines that the practical test can be conducted safely in the aircraft without the controls easily reached by the Examiner.

(d) Simulated instrument flight equipment. An applicant for a practical test that involves maneuvering an aircraft solely by reference to instruments must furnish:

(1) Equipment on board the aircraft that permits the applicant to pass the areas of operation that apply to the rating sought; and

(2) A device that prevents the applicant from having visual reference outside the aircraft, but does not prevent the examiner from having visual reference outside the aircraft, and is otherwise acceptable to the Administrator.

(e) Aircraft with single controls. A practical test may be conducted in an aircraft having a single set of controls, provided the:

(1) Examiner agrees to conduct the test;

(2) Test does not involve a demonstration of instrument skills; and

(3) Proficiency of the applicant can be observed by an examiner who is in a position to observe the applicant.

(f) Light-sport aircraft with a single seat. A practical test for a sport pilot certificate may be conducted in a light-sport aircraft having a single seat provided that the—

(1) Examiner agrees to conduct the test;

(2) Examiner is in a position to observe the operation of the aircraft and evaluate the proficiency of the applicant; and

(3) Pilot certificate of an applicant successfully passing the test is issued a pilot certificate with a limitation “No passenger carriage and flight in a single-seat light-sport aircraft only.”

§ 61.47

Status of an examiner who is authorized by the Administrator to conduct practical tests.

(a) An examiner represents the Administrator for the purpose of conducting practical tests for certificates and ratings issued under this part and to observe an applicant's ability to perform the areas of operation on the practical test.

(b) The examiner is not the pilot in command of the aircraft during the practical test unless the examiner agrees to act in that capacity for the flight or for a portion of the flight by prior arrangement with:

(1) The applicant; or

(2) A person who would otherwise act as pilot in command of the flight or for a portion of the flight.

(c) Notwithstanding the type of aircraft used during the practical test, the applicant and the examiner (and any other occupants authorized to be on board by the examiner) are not subject to the requirements or limitations for the carriage of passengers that are specified in this chapter.

§ 61.49

Retesting after failure.

(a) An applicant for a knowledge or practical test who fails that test may reapply for the test only after the applicant has received:

(1) The necessary training from an authorized instructor who has determined that the applicant is proficient to pass the test; and

(2) An endorsement from an authorized instructor who gave the applicant the additional training.

(b) An applicant for a flight instructor certificate with an airplane category rating or, for a flight instructor certificate with a glider category rating, who has failed the practical test due to deficiencies in instructional proficiency on stall awareness, spin entry, spins, or spin recovery must:

(1) Comply with the requirements of paragraph (a) of this section before being retested;

(2) Bring an aircraft to the retest that is of the appropriate aircraft category for the rating sought and is certificated for spins; and

(3) Demonstrate satisfactory instructional proficiency on stall awareness, spin entry, spins, and spin recovery to an examiner during the retest.

§ 61.51

Pilot logbooks.

(a) Training time and aeronautical experience. Each person must document and record the following time in a manner acceptable to the Administrator:

(1) Training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review of this part.

(2) The aeronautical experience required for meeting the recent flight experience requirements of this part.

(b) Logbook entries. For the purposes of meeting the requirements of paragraph (a) of this section, each person must enter the following information for each flight or lesson logged:

(1) General—

(i) Date.

(ii) Total flight time or lesson time.

(iii) Location where the aircraft departed and arrived, or for lessons in a full flight simulator or flight training device, the location where the lesson occurred.

(iv) Type and identification of aircraft, full flight simulator, flight training device, or aviation training device, as appropriate.

(v) The name of a safety pilot, if required by § 91.109 of this chapter.

(2) Type of pilot experience or training—

(i) Solo.

(ii) Pilot in command.

(iii) Second in command.

(iv) Flight and ground training received from an authorized instructor.

(v) Training received in a full flight simulator, flight training device, or aviation training device from an authorized instructor.

(3) Conditions of flight—

(i) Day or night.

(ii) Actual instrument.

(iii) Simulated instrument conditions in flight, a full flight simulator, flight training device, or aviation training device.

(iv) Use of night vision goggles in an aircraft in flight, in a full flight simulator, or in a flight training device.

(c) Logging of pilot time. The pilot time described in this section may be used to:

(1) Apply for a certificate or rating issued under this part or a privilege authorized under this part; or

(2) Satisfy the recent flight experience requirements of this part.

(d) Logging of solo flight time. Except for a student pilot performing the duties of pilot in command of an airship requiring more than one pilot flight crewmember, a pilot may log as solo flight time only that flight time when the pilot is the sole occupant of the aircraft.

(e) Logging pilot-in-command flight time. (1) A sport, recreational, private, commercial, or airline transport pilot may log pilot in command flight time for flights-

(i) Except when logging flight time under § 61.159(c), when the pilot is the sole manipulator of the controls of an aircraft for which the pilot is rated, or has sport pilot privileges for that category and class of aircraft, if the aircraft class rating is appropriate;

(ii) When the pilot is the sole occupant in the aircraft;

(iii) When the pilot, except for a holder of a sport or recreational pilot certificate, acts as pilot in command of an aircraft for which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted; or

(iv) When the pilot performs the duties of pilot in command while under the supervision of a qualified pilot in command provided—

(A) The pilot performing the duties of pilot in command holds a commercial or airline transport pilot certificate and aircraft rating that is appropriate to the category and class of aircraft being flown, if a class rating is appropriate;

(B) The pilot performing the duties of pilot in command is undergoing an approved pilot in command training program that includes ground and flight training on the following areas of operation—

( 1 ) Preflight preparation;

( 2 ) Preflight procedures;

( 3 ) Takeoff and departure;

( 4 ) In-flight maneuvers;

( 5 ) Instrument procedures;

( 6 ) Landings and approaches to landings;

( 7 ) Normal and abnormal procedures;

( 8 ) Emergency procedures; and

( 9 ) Postflight procedures;

(C) The supervising pilot in command holds—

( 1 ) A commercial pilot certificate and flight instructor certificate, and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; or

( 2 ) An airline transport pilot certificate and aircraft rating that is appropriate to the category, class, and type of aircraft being flown, if a class or type rating is required; and

(D) The supervising pilot in command logs the pilot in command training in the pilot's logbook, certifies the pilot in command training in the pilot's logbook and attests to that certification with his or her signature, and flight instructor certificate number.

(2) If rated to act as pilot in command of the aircraft, an airline transport pilot may log all flight time while acting as pilot in command of an operation requiring an airline transport pilot certificate.

(3) A certificated flight instructor may log pilot in command flight time for all flight time while serving as the authorized instructor in an operation if the instructor is rated to act as pilot in command of that aircraft.

(4) A student pilot may log pilot-in-command time only when the student pilot—

(i) Is the sole occupant of the aircraft or is performing the duties of pilot of command of an airship requiring more than one pilot flight crewmember;

(ii) Has a solo flight endorsement as required under § 61.87 of this part; and

(iii) Is undergoing training for a pilot certificate or rating.

(5) A commercial pilot or airline transport pilot may log all flight time while acting as pilot in command of an operation in accordance with § 135.99(c) of this chapter if the flight is conducted in accordance with an approved second-in-command professional development program that meets the requirements of § 135.99(c) of this chapter.

(f) Logging second-in-command flight time. A person may log second-in-command time only for that flight time during which that person:

(1) Is qualified in accordance with the second-in-command requirements of § 61.55, and occupies a crewmember station in an aircraft that requires more than one pilot by the aircraft's type certificate;

(2) Holds the appropriate category, class, and instrument rating (if a class or instrument rating is required for the flight) for the aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted;

(3) Serves as second-in-command in operations conducted in accordance with § 135.99(c) of this chapter when a second pilot is not required under the type certification of the aircraft or the regulations under which the flight is being conducted, provided the requirements in § 61.159(c) are satisfied; or

(4) Is designated by a government entity as second-in-command when operating in accordance with paragraph (j)(4) of this section, provided the aircraft used is a large aircraft or turbo-jet powered airplane or holds or originally held a type certificate that requires a second pilot provided that:

(i) Second-in-command time logged under this paragraph (f)(4) may not be used to meet the aeronautical experience requirements for the private or commercial pilot certificates or an instrument rating; and

(ii) An applicant for an airline transport pilot certificate who logs second in command time under this paragraph (f)(4) in an aircraft that is not type certificated for two pilots issued an airline transport pilot certificate with the limitation “Holder does not meet the pilot in command aeronautical experience requirements of ICAO,” as prescribed under Article 39 of the Convention on International Civil Aviation if the applicant does not meet the ICAO requirements contained in Annex 1 “Personnel Licensing” to the Convention on International Civil Aviation. An applicant is entitled to an airline transport pilot certificate without the ICAO limitation specified under this paragraph (f)(4)(ii) when the applicant presents satisfactory evidence of having met the ICAO requirements and otherwise meets the aeronautical experience requirements of § 61.159 or § 61.161, as applicable.

(g) Logging instrument time. (1) A person may log instrument time only for that flight time when the person operates the aircraft solely by reference to instruments under actual or simulated instrument flight conditions.

(2) An authorized instructor may log instrument time when conducting instrument flight instruction in actual instrument flight conditions.

(3) For the purposes of logging instrument time to meet the recent instrument experience requirements of § 61.57(c) of this part, the following information must be recorded in the person's logbook—

(i) The location and type of each instrument approach accomplished; and

(ii) The name of the safety pilot, if required.

(4) A person may use time in a full flight simulator, flight training device, or aviation training device for acquiring instrument aeronautical experience for a pilot certificate or rating provided an authorized instructor is present to observe that time and signs the person's logbook or training record to verify the time and the content of the training session.

(5) A person may use time in a full flight simulator, flight training device, or aviation training device for satisfying instrument recency experience requirements provided a logbook or training record is maintained to specify the training device, time, and the content.

(h) Logging training time. (1) A person may log training time when that person receives training from an authorized instructor in an aircraft, full flight simulator, flight training device, or aviation training device.

(2) The training time must be logged in a logbook and must:

(i) Be endorsed in a legible manner by the authorized instructor; and

(ii) Include a description of the training given, the length of the training lesson, and the authorized instructor's signature, certificate number, and certificate expiration date or recent experience end date, consistent with the requirements of § 61.197.

(i) Presentation of required documents. (1) Persons must present their pilot certificate, medical certificate, logbook, or any other record required by this part for inspection upon a reasonable request by—

(i) The Administrator;

(ii) An authorized representative from the National Transportation Safety Board; or

(iii) Any Federal, State, or local law enforcement officer.

(2) A student pilot must carry the following items in the aircraft on all solo cross-country flights as evidence of the required authorized instructor clearances and endorsements—

(i) Pilot logbook;

(ii) Student pilot certificate; and

(iii) Any other record required by this section.

(3) A sport pilot must carry his or her logbook or other evidence of required authorized instructor endorsements on all flights.

(4) A recreational pilot must carry his or her logbook with the required authorized instructor endorsements on all solo flights—

(i) That exceed 50 nautical miles from the airport at which training was received;

(ii) Within airspace that requires communication with air traffic control;

(iii) Conducted between sunset and sunrise; or

(iv) In an aircraft for which the pilot does not hold an appropriate category or class rating.

(5) A flight instructor with a sport pilot rating must carry his or her logbook or other evidence of required authorized instructor endorsements on all flights when providing flight training.

(j) Aircraft requirements for logging flight time. For a person to log flight time, the time must be acquired in an aircraft that is identified as an aircraft under § 61.5(b), and is—

(1) An aircraft of U.S. registry with either a standard or special airworthiness certificate;

(2) An aircraft of foreign registry with an airworthiness certificate that is approved by the aviation authority of a foreign country that is a Member State to the Convention on International Civil Aviation Organization;

(3) A military aircraft under the direct operational control of the U.S. Armed Forces; or

(4) An aircraft used to conduct a public aircraft operation under 49 U.S.C. 40102(a)(41) and 40125.

(k) Logging night vision goggle time. (1) A person may log night vision goggle time only for the time the person uses night vision goggles as the primary visual reference of the surface and operates:

(i) An aircraft during a night vision goggle operation; or

(ii) A full flight simulator or flight training device with the lighting system adjusted to represent the period beginning 1 hour after sunset and ending 1 hour before sunrise.

(2) An authorized instructor may log night vision goggle time when that person conducts training using night vision goggles as the primary visual reference of the surface and operates:

(i) An aircraft during a night goggle operation; or

(ii) A full flight simulator or flight training device with the lighting system adjusted to represent the period beginning 1 hour after sunset and ending 1 hour before sunrise.

(3) To log night vision goggle time to meet the recent night vision goggle experience requirements under § 61.57(f), a person must log the information required under § 61.51(b).

§ 61.52

Use of aeronautical experience obtained in ultralight vehicles.

(a) Before January 31, 2012, a person may use aeronautical experience obtained in an ultralight vehicle to meet the requirements for the following certificates and ratings issued under this part:

(1) A sport pilot certificate.

(2) A flight instructor certificate with a sport pilot rating;

(3) A private pilot certificate with a weight-shift-control or powered parachute category rating.

(b) Before January 31, 2012, a person may use aeronautical experience obtained in an ultralight vehicle to meet the provisions of § 61.69.

(c) A person using aeronautical experience obtained in an ultralight vehicle to meet the requirements for a certificate or rating specified in paragraph (a) of this section or the requirements of paragraph (b) of this section must—

(1) Have been a registered ultralight pilot with an FAA-recognized ultralight organization when that aeronautical experience was obtained;

(2) Document and log that aeronautical experience in accordance with the provisions for logging aeronautical experience specified by an FAA-recognized ultralight organization and in accordance with the provisions for logging pilot time in aircraft as specified in § 61.51;

(3) Obtain the aeronautical experience in a category and class of vehicle corresponding to the rating or privilege sought; and

(4) Provide the FAA with a certified copy of his or her ultralight pilot records from an FAA-recognized ultralight organization, that —

(i) Document that he or she is a registered ultralight pilot with that FAA-recognized ultralight organization; and

(ii) Indicate that he or she is recognized to operate the category and class of aircraft for which sport pilot privileges are sought.

§ 61.53

Prohibition on operations during medical deficiency.

(a) Operations that require a medical certificate. Except as provided for in paragraph (b) of this section, no person who holds a medical certificate issued under part 67 of this chapter may act as pilot in command, or in any other capacity as a required pilot flight crewmember, while that person:

(1) Knows or has reason to know of any medical condition that would make the person unable to meet the requirements for the medical certificate necessary for the pilot operation; or

(2) Is taking medication or receiving other treatment for a medical condition that results in the person being unable to meet the requirements for the medical certificate necessary for the pilot operation.

(b) Operations that do not require a medical certificate. For operations provided for in § 61.23(b) of this part, a person shall not act as pilot in command, or in any other capacity as a required pilot flight crewmember, while that person knows or has reason to know of any medical condition that would make the person unable to operate the aircraft in a safe manner.

(c) Operations requiring a medical certificate or a U.S. driver's license. For operations provided for in § 61.23(c), a person must meet the provisions of—

(1) Paragraph (a) of this section if that person holds a medical certificate issued under part 67 of this chapter and does not hold a U.S. driver's license.

(2) Paragraph (b) of this section if that person holds a U.S. driver's license.

§ 61.55

Second-in-command qualifications.

(a) A person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command pilot flight crewmember only if that person holds:

(1) At least a private pilot certificate with the appropriate category and class rating; and

(2) An instrument rating or privilege that applies to the aircraft being flown if the flight is under IFR; and

(3) At least a pilot type rating for the aircraft being flown unless the flight will be conducted as domestic flight operations within the United States airspace.

(b) Except as provided in paragraph (e) of this section, no person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command unless that person has within the previous 12 calendar months:

(1) Become familiar with the following information for the specific type aircraft for which second-in-command privileges are requested—

(i) Operational procedures applicable to the powerplant, equipment, and systems.

(ii) Performance specifications and limitations.

(iii) Normal, abnormal, and emergency operating procedures.

(iv) Flight manual.

(v) Placards and markings.

(2) Except as provided in paragraph (g) of this section, performed and logged pilot time in the type of aircraft or in a flight simulator that represents the type of aircraft for which second-in-command privileges are requested, which includes—

(i) Three takeoffs and three landings to a full stop as the sole manipulator of the flight controls;

(ii) Engine-out procedures and maneuvering with an engine out while executing the duties of pilot in command; and

(iii) Crew resource management training.

(c) If a person complies with the requirements in paragraph (b) of this section in the calendar month before or the calendar month after the month in which compliance with this section is required, then that person is considered to have accomplished the training and practice in the month it is due.

(d) A person may receive a second-in-command pilot type rating for an aircraft after satisfactorily completing the second-in-command familiarization training requirements under paragraph (b) of this section in that type of aircraft provided the training was completed within the 12 calendar months before the month of application for the SIC pilot type rating. The person must comply with the following application and pilot certification procedures:

(1) The person who provided the training must sign the applicant's logbook or training record after each lesson in accordance with § 61.51(h)(2) of this part. In lieu of the trainer, it is permissible for a qualified management official within the organization to sign the applicant's training records or logbook and make the required endorsement. The qualified management official must hold the position of Chief Pilot, Director of Training, Director of Operations, or another comparable management position within the organization that provided the training and must be in a position to verify the applicant's training records and that the training was given.

(2) The trainer or qualified management official must make an endorsement in the applicant's logbook that states “[Applicant's Name and Pilot Certificate Number] has demonstrated the skill and knowledge required for the safe operation of the [Type of Aircraft], relevant to the duties and responsibilities of a second in command.”

(3) If the applicant's flight experience and/or training records are in an electronic form, the applicant must present a paper copy of those records containing the signature of the trainer or qualified management official to a Flight Standards office or Examiner.

(4) The applicant must complete and sign an Airman Certificate and/or Rating Application, FAA Form 8710-1, and present the application to a Flight Standards office or to an Examiner.

(5) The person who provided the ground and flight training to the applicant must sign the “Instructor's Recommendation” section of the Airman Certificate and/or Rating Application, FAA Form 8710-1. In lieu of the trainer, it is permissible for a qualified management official within the organization to sign the applicant's FAA Form 8710-1.

(6) The applicant must appear in person at a Flight Standards office or to an Examiner with his or her logbook/training records and with the completed and signed FAA Form 8710-1.

(7) There is no practical test required for the issuance of the “SIC Privileges Only” pilot type rating.

(e) A person may receive a second-in-command pilot type rating for the type of aircraft after satisfactorily completing an approved second-in-command training program, proficiency check, or competency check under subpart K of part 91, part 125, or part 135, as appropriate, in that type of aircraft provided the training was completed within the 12 calendar months before the month of application for the SIC pilot type rating. The person must comply with the following application and pilot certification procedures:

(1) The person who provided the training must sign the applicant's logbook or training record after each lesson in accordance with § 61.51(h)(2) of this part. In lieu of the trainer, it is permissible for a qualified management official within the organization to sign the applicant's training records or logbook and make the required endorsement. The qualified management official must hold the position of Chief Pilot, Director of Training, Director of Operations, or another comparable management position within the organization that provided the training and must be in a position to verify the applicant's training records and that the training was given.

(2) The trainer or qualified management official must make an endorsement in the applicant's logbook that states “[Applicant's Name and Pilot Certificate Number] has demonstrated the skill and knowledge required for the safe operation of the [Type of Aircraft], relevant to the duties and responsibilities of a second in command.”

(3) If the applicant's flight experience and/or training records are in an electronic form, the applicant must provide a paper copy of those records containing the signature of the trainer or qualified management official to a Flight Standards office, an Examiner, or an Aircrew Program Designee.

(4) The applicant must complete and sign an Airman Certificate and/or Rating Application, FAA Form 8710-1, and present the application to a Flight Standards office or to an Examiner or to an authorized Aircrew Program Designee.

(5) The person who provided the ground and flight training to the applicant must sign the “Instructor's Recommendation” section of the Airman Certificate and/or Rating Application, FAA Form 8710-1. In lieu of the trainer, it is permissible for a qualified management official within the organization to sign the applicant's FAA Form 8710-1.

(6) The applicant must appear in person at a Flight Standards office or to an Examiner or to an authorized Aircrew Program Designee with his or her logbook/training records and with the completed and signed FAA Form 8710-1.

(7) There is no practical test required for the issuance of the “SIC Privileges Only” pilot type rating.

(f) The familiarization training requirements of paragraph (b) of this section do not apply to a person who is:

(1) Designated and qualified as pilot in command under subpart K of part 91, part 121, 125, or 135 of this chapter in that specific type of aircraft;

(2) Designated as the second in command under subpart K of part 91, part 121, 125, or 135 of this chapter in that specific type of aircraft;

(3) Designated as the second in command in that specific type of aircraft for the purpose of receiving flight training required by this section, and no passengers or cargo are carried on the aircraft; or

(4) Designated as a safety pilot for purposes required by § 91.109 of this chapter.

(g) The holder of a commercial or airline transport pilot certificate with the appropriate category and class rating is not required to meet the requirements of paragraph (b)(2) of this section, provided the pilot:

(1) Is conducting a ferry flight, aircraft flight test, or evaluation flight of an aircraft's equipment; and

(2) Is not carrying any person or property on board the aircraft, other than necessary for conduct of the flight.

(h) For the purpose of meeting the requirements of paragraph (b) of this section, a person may serve as second in command in that specific type aircraft, provided:

(1) The flight is conducted under day VFR or day IFR; and

(2) No person or property is carried on board the aircraft, other than necessary for conduct of the flight.

(i) The training under paragraphs (b) and (d) of this section and the training, proficiency check, and competency check under paragraph (e) of this section may be accomplished in a flight simulator that is used in accordance with an approved training course conducted by a training center certificated under part 142 of this chapter or under subpart K of part 91, part 121 or part 135 of this chapter.

(j) When an applicant for an initial second-in-command qualification for a particular type of aircraft receives all the training in a flight simulator, that applicant must satisfactorily complete one takeoff and one landing in an aircraft of the same type for which the qualification is sought. This requirement does not apply to an applicant who completes a proficiency check under part 121 or competency check under subpart K, part 91, part 125, or part 135 for the particular type of aircraft.

§ 61.56

Flight review.

(a) Except as provided in paragraphs (b) and (f) of this section, a flight review consists of a minimum of 1 hour of flight training and 1 hour of ground training. The review must include:

(1) A review of the current general operating and flight rules of part 91 of this chapter; and

(2) A review of those maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate.

(b) Glider pilots may substitute a minimum of three instructional flights in a glider, each of which includes a flight to traffic pattern altitude, in lieu of the 1 hour of flight training required in paragraph (a) of this section.

(c) Except as provided in paragraphs (d), (e), and (g) of this section, no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has—

(1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and

(2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.

(d) A person who has, within the period specified in paragraph (c) of this section, passed any of the following need not accomplish the flight review required by this section:

(1) A pilot proficiency check or practical test conducted by an examiner, an approved pilot check airman, or a U.S. Armed Force, for a pilot certificate, rating, or operating privilege.

(2) A practical test conducted by an examiner for one of the following:

(i) The issuance of a flight instructor certificate,

(ii) An additional rating on a flight instructor certificate,

(iii) To meet the recent experience requirements for a flight instructor certificate in accordance with § 61.197(b)(1); or

(iv) The reinstatement of flight instructor privileges in accordance with § 61.199(b)(2).

(e) A person who has, within the period specified in paragraph (c) of this section, satisfactorily accomplished one or more phases of an FAA-sponsored pilot proficiency program need not accomplish the flight review required by this section.

(f) A person who holds a flight instructor certificate need not accomplish the one hour of ground training specified in paragraph (a) of this section if that person has, within the period specified in paragraph (c) of this section, met one of the following requirements—

(1) Satisfactorily completed the recent experience requirements for a flight instructor certificate under § 61.197; or

(2) Reinstated the person's flight instructor privileges by satisfactorily completing an approved flight instructor refresher course in accordance with § 61.199(a)(1).

(g) A student pilot need not accomplish the flight review required by this section provided the student pilot is undergoing training for a certificate and has a current solo flight endorsement as required under § 61.87 of this part.

(h) The requirements of this section may be accomplished in combination with the requirements of § 61.57 and other applicable recent experience requirements at the discretion of the authorized instructor conducting the flight review.

(i) A flight simulator or flight training device may be used to meet the flight review requirements of this section subject to the following conditions:

(1) The flight simulator or flight training device must be used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(2) Unless the flight review is undertaken in a flight simulator that is approved for landings, the applicant must meet the takeoff and landing requirements of § 61.57(a) or § 61.57(b) of this part.

(3) The flight simulator or flight training device used must represent an aircraft or set of aircraft for which the pilot is rated.

§ 61.57

Recent flight experience: Pilot in command.

(a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying persons or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and—

(i) The person acted as the sole manipulator of the flight controls; and

(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.

(2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight.

(3) The takeoffs and landings required by paragraph (a)(1) of this section may be accomplished in a full flight simulator or flight training device that is—

(i) Approved by the Administrator for landings; and

(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(b) Night takeoff and landing experience. (1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying persons during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—

(i) That person acted as sole manipulator of the flight controls; and

(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).

(2) The takeoffs and landings required by paragraph (b)(1) of this section may be accomplished in a full flight simulator that is—

(i) Approved by the Administrator for takeoffs and landings, if the visual system is adjusted to represent the period described in paragraph (b)(1) of this section; and

(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(c) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:

(1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—

(i) Six instrument approaches.

(ii) Holding procedures and tasks.

(iii) Intercepting and tracking courses through the use of navigational electronic systems.

(2) Use of a full flight simulator, flight training device, or aviation training device for maintaining instrument experience. A pilot may accomplish the requirements in paragraph (c)(1) of this section in a full flight simulator, flight training device, or aviation training device provided the device represents the category of aircraft for the instrument rating privileges to be maintained and the pilot performs the tasks and iterations in simulated instrument conditions. A person may complete the instrument experience in any combination of an aircraft, full flight simulator, flight training device, or aviation training device.

(3) Maintaining instrument recent experience in a glider.

(i) Within the 6 calendar months preceding the month of the flight, that person must have performed and logged at least the following instrument currency tasks, iterations, and flight time, and the instrument currency must have been performed in actual weather conditions or under simulated weather conditions—

(A) One hour of instrument flight time in a glider or in a single engine airplane using a view-limiting device while performing interception and tracking courses through the use of navigation electronic systems.

(B) Two hours of instrument flight time in a glider or a single engine airplane with the use of a view-limiting device while performing straight glides, turns to specific headings, steep turns, flight at various airspeeds, navigation, and slow flight and stalls.

(ii) Before a pilot is allowed to carry a passenger in a glider under IFR or in weather conditions less than the minimums prescribed for VFR, that pilot must—

(A) Have logged and performed 2 hours of instrument flight time in a glider within the 6 calendar months preceding the month of the flight.

(B) Use a view-limiting-device while practicing performance maneuvers, performance airspeeds, navigation, slow flight, and stalls.

(d) Instrument proficiency check. (1) Except as provided in paragraph (e) of this section, a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check. The instrument proficiency check must include the areas of operation contained in the applicable Airman Certification Standards (incorporated by reference, see § 61.14) as listed in appendix A of this part as appropriate to the rating held.

(2) The instrument proficiency check must be—

(i) In an aircraft that is appropriate to the aircraft category;

(ii) For other than a glider, in a full flight simulator or flight training device that is representative of the aircraft category; or

(iii) For a glider, in a single-engine airplane or a glider.

(3) The instrument proficiency check must be given by—

(i) An examiner;

(ii) A person authorized by the U.S. Armed Forces to conduct instrument flight tests, provided the person being tested is a member of the U.S. Armed Forces;

(iii) A company check pilot who is authorized to conduct instrument flight tests under part 121, 125, or 135 of this chapter or subpart K of part 91 of this chapter, and provided that both the check pilot and the pilot being tested are employees of that operator or fractional ownership program manager, as applicable;

(iv) An authorized instructor; or

(v) A person approved by the Administrator to conduct instrument practical tests.

(e) Exceptions. (1) Paragraphs (a) and (b) of this section do not apply to a pilot in command who is employed by a part 119 certificate holder authorized to conduct operations under part 125 when the pilot is engaged in a flight operation for that certificate holder if the pilot in command is in compliance with §§ 125.281 and 125.285 of this chapter.

(2) This section does not apply to a pilot in command who is employed by a part 119 certificate holder authorized to conduct operations under part 121 when the pilot is engaged in a flight operation under part 91 or 121 for that certificate holder if the pilot in command complies with §§ 121.436 and 121.439 of this chapter.

(3) This section does not apply to a pilot in command who is employed by a part 119 certificate holder authorized to conduct operations under part 135 when the pilot is engaged in a flight operation under parts 91 or 135 for that certificate holder if the pilot in command is in compliance with §§ 135.243 and 135.247 of this chapter.

(4) Paragraph (b) of this section does not apply to a pilot in command of a turbine-powered airplane that is type certificated for more than one pilot crewmember, provided that pilot has complied with the requirements of paragraph (e)(4)(i) or (ii) of this section:

(i) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:

(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;

(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;

(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and

(D) That pilot has accomplished and logged at least 3 takeoffs and 3 landings to a full stop, as the sole manipulator of the flight controls, in a turbine-powered airplane that requires more than one pilot crewmember. The pilot must have performed the takeoffs and landings during the period beginning 1 hour after sunset and ending 1 hour before sunrise within the preceding 6 months prior to the month of the flight.

(ii) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:

(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;

(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;

(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and

(D) Within the preceding 12 months prior to the month of the flight, the pilot must have completed a training program that is approved under part 142 of this chapter. The approved training program must have required and the pilot must have performed, at least 6 takeoffs and 6 landings to a full stop as the sole manipulator of the controls in a full flight simulator that is representative of a turbine-powered airplane that requires more than one pilot crewmember. The full flight simulator's visual system must have been adjusted to represent the period beginning 1 hour after sunset and ending 1 hour before sunrise.

(5) Paragraphs (a) and (b) of this section do not apply to a person receiving flight training from an authorized instructor, provided:

(i) The flight training is limited to the purpose of meeting the requirements of paragraphs (a) and (b) of this section;

(ii) Notwithstanding the provisions of paragraphs (a) and (b) of this section, the person receiving flight training meets all other requirements to act as pilot in command of the aircraft; and

(iii) The authorized instructor and the person receiving flight training are the sole occupants of the aircraft.

(6) Paragraphs (a) and (b) of this section do not apply to the examiner or the applicant during a practical test required by this part.

(f) Night vision goggle operating experience. (1) A person may act as pilot in command in a night vision goggle operation with passengers on board only if, within 2 calendar months preceding the month of the flight, that person performs and logs the following tasks as the sole manipulator of the controls on a flight during a night vision goggle operation—

(i) Three takeoffs and three landings, with each takeoff and landing including a climbout, cruise, descent, and approach phase of flight (only required if the pilot wants to use night vision goggles during the takeoff and landing phases of the flight).

(ii) Three hovering tasks (only required if the pilot wants to use night vision goggles when operating helicopters or powered-lifts during the hovering phase of flight).

(iii) Three area departure and area arrival tasks.

(iv) Three tasks of transitioning from aided night flight ( aided night flight means that the pilot uses night vision goggles to maintain visual surface reference) to unaided night flight ( unaided night flight means that the pilot does not use night vision goggles) and back to aided night flight.

(v) Three night vision goggle operations, or when operating helicopters or powered-lifts, six night vision goggle operations.

(2) A person may act as pilot in command using night vision goggles only if, within the 4 calendar months preceding the month of the flight, that person performs and logs the tasks listed in paragraph (f)(1)(i) through (v) of this section as the sole manipulator of the controls during a night vision goggle operation.

(g) Night vision goggle proficiency check. A person must either meet the night vision goggle experience requirements of paragraphs (f)(1) or (f)(2) of this section or pass a night vision goggle proficiency check to act as pilot in command using night vision goggles. The proficiency check must be performed in the category of aircraft that is appropriate to the night vision goggle operation for which the person is seeking the night vision goggle privilege or in a full flight simulator or flight training device that is representative of that category of aircraft. The check must consist of the tasks listed in § 61.31(k), and the check must be performed by:

(1) An Examiner who is qualified to perform night vision goggle operations in that same aircraft category and class;

(2) A person who is authorized by the U.S. Armed Forces to perform night vision goggle proficiency checks, provided the person being administered the check is also a member of the U.S. Armed Forces;

(3) A company check pilot who is authorized to perform night vision goggle proficiency checks under parts 121, 125, or 135 of this chapter, provided that both the check pilot and the pilot being tested are employees of that operator;

(4) An authorized flight instructor who is qualified to perform night vision goggle operations in that same aircraft category and class;

(5) A person who is qualified as pilot in command for night vision goggle operations in accordance with paragraph (f) of this section; or

(6) A person approved by the FAA to perform night vision goggle proficiency checks.

§ 61.58

Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered.

(a) Except as otherwise provided in this section, to serve as pilot in command of an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet-powered, a person must—

(1) Within the preceding 12 calendar months, complete a pilot-in-command proficiency check in an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet-powered; and

(2) Within the preceding 24 calendar months, complete a pilot-in-command proficiency check in the particular type of aircraft in which that person will serve as pilot in command, that is type certificated for more than one required pilot flight crewmember or is turbojet-powered.

(b) This section does not apply to persons conducting operations under subpart K of part 91, part 121, 125, 133, 135, or 137 of this chapter, or persons maintaining continuing qualification under an Advanced Qualification program approved under subpart Y of part 121 of this chapter.

(c) The pilot-in-command proficiency check given in accordance with the provisions of subpart K of part 91, part 121, 125, or 135 of this chapter may be used to satisfy the requirements of this section.

(d) The pilot-in-command proficiency check required by paragraph (a) of this section may be accomplished by satisfactory completion of one of the following:

(1) A pilot-in-command proficiency check conducted by a person authorized by the Administrator, consisting of the areas of operation contained in the applicable Airman Certification Standards or Practical Test Standards (incorporated by reference, see § 61.14); as listed in appendix A of this part appropriate to the rating held, in an aircraft that is type certificated for more than one pilot flight crewmember or is turbojet powered;

(2) The practical test required for a type rating, in an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet-powered;

(3) The initial or periodic practical test required for the issuance of a pilot examiner or check airman designation, in an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet-powered;

(4) A pilot proficiency check administered by a U.S. Armed Force that qualifies the military pilot for pilot-in-command designation with instrument privileges, and was performed in a military aircraft that the military requires to be operated by more than one pilot flight crewmember or is turbojet-powered;

(5) For a pilot authorized by the Administrator to operate an experimental turbojet-powered aircraft that possesses, by original design or through modification, more than a single seat, the required proficiency check for all of the experimental turbojet-powered aircraft for which the pilot holds an authorization may be accomplished by completing any one of the following:

(i) A single proficiency check, conducted by an examiner authorized by the Administrator, in any one of the experimental turbojet-powered aircraft for which the airman holds an authorization to operate if conducted within the prior 12 months;

(ii) A single proficiency check, conducted by an examiner authorized by the Administrator, in any experimental turbojet-powered aircraft ( e.g. , if a pilot acquires a new authorization to operate an additional experimental turbojet-powered aircraft, the check for that new authorization will meet the intent), if conducted within the prior 12 months;

(iii) Current qualification under an Advanced Qualification Program (AQP) under subpart Y of part 121 of this chapter;

(iv) Any proficiency check conducted under subpart K of part 91, part 121, or part 135 of this chapter within the prior 12 months if conducted in a turbojet-powered aircraft; or

(v) Any other § 61.58 proficiency check conducted within the prior 12 months if conducted in a turbojet-powered aircraft.

(e) The pilot of a multi-seat experimental turbojet-powered aircraft who has not received a proficiency check within the prior 12 months in accordance with this section may continue to operate such aircraft in accordance with the pilot's authorizations. However, the pilot is prohibited from carriage of any persons in any experimental turbojet-powered aircraft with the exception of those individuals authorized by the Administrator to conduct training, conduct flight checks, or perform pilot certification functions in such aircraft, and only during flights specifically related to training, flight checks, or certification in such aircraft.

(f) This section will not apply to a pilot authorized by the Administrator to serve as pilot in command in experimental turbojet-powered aircraft that possesses, by original design, a single seat, when operating such single-seat aircraft.

(g) A check or test described in paragraphs (d)(1) through (5) of this section may be accomplished in a flight simulator under part 142 of this chapter, subject to the following:

(1) Except as provided for in paragraphs (g)(2) and (3) of this section, if an otherwise qualified and approved flight simulator used for a pilot-in-command proficiency check is not qualified and approved for a specific required maneuver—

(i) The training center must annotate, in the applicant's training record, the maneuver or maneuvers omitted; and

(ii) Prior to acting as pilot in command, the pilot must demonstrate proficiency in each omitted maneuver in an aircraft or flight simulator qualified and approved for each omitted maneuver.

(2) If the flight simulator used pursuant to paragraph (g) of this section is not qualified and approved for circling approaches—

(i) The applicant's record must include the statement, “Proficiency in circling approaches not demonstrated”; and

(ii) The applicant may not perform circling approaches as pilot in command when weather conditions are less than the basic VFR conditions described in § 91.155 of this chapter, until proficiency in circling approaches has been successfully demonstrated in a flight simulator qualified and approved for circling approaches or in an aircraft to a person authorized by the Administrator to conduct the check required by this section.

(3) If the flight simulator used pursuant to paragraph (g) of this section is not qualified and approved for landings, the applicant must—

(i) Hold a type rating in the airplane represented by the simulator; and

(ii) Have completed within the preceding 90 days at least three takeoffs and three landings (one to a full stop) as the sole manipulator of the flight controls in the type airplane for which the pilot-in-command proficiency check is sought.

(h) For the purpose of meeting the pilot-in-command proficiency check requirements of paragraph (a) of this section, a person may act as pilot in command of a flight under day VFR conditions or day IFR conditions if no person or property is carried, other than as necessary to demonstrate compliance with this part.

(i) If a pilot takes the pilot-in-command proficiency check required by this section in the calendar month before or the calendar month after the month in which it is due, the pilot is considered to have taken it in the month in which it was due for the purpose of computing when the next pilot-in-command proficiency check is due.

§ 61.59

Falsification, reproduction, or alteration of applications, certificates, logbooks, reports, or records.

(a) No person may make or cause to be made:

(1) Any fraudulent or intentionally false statement on any application for a certificate, rating, authorization, or duplicate thereof, issued under this part;

(2) Any fraudulent or intentionally false entry in any logbook, record, or report that is required to be kept, made, or used to show compliance with any requirement for the issuance or exercise of the privileges of any certificate, rating, or authorization under this part;

(3) Any reproduction for fraudulent purpose of any certificate, rating, or authorization, under this part; or

(4) Any alteration of any certificate, rating, or authorization under this part.

(b) The commission of an act prohibited under paragraph (a) of this section is a basis for suspending or revoking any airman certificate, rating, or authorization held by that person.

§ 61.60

Change of address.

The holder of a pilot, flight instructor, or ground instructor certificate who has made a change in permanent mailing address may not, after 30 days from that date, exercise the privileges of the certificate unless the holder has notified in writing the FAA, Airman Certification Branch, P.O. Box 25082, Oklahoma City, OK 73125, of the new permanent mailing address, or if the permanent mailing address includes a post office box number, then the holder's current residential address.

§ 61.61

Applicability.

This subpart prescribes the requirements for the issuance of additional aircraft ratings after a pilot certificate is issued, issuance of a type rating concurrently with a pilot certificate, and the requirements for and limitations of pilot authorizations issued by the Administrator.

§ 61.63

Additional aircraft ratings (other than for ratings at the airline transport pilot certification level).

(a) General. For an additional aircraft rating on a pilot certificate, other than for an airline transport pilot certificate, a person must meet the requirements of this section appropriate to the additional aircraft rating sought.

(b) Additional aircraft category rating. A person who applies to add a category rating to a pilot certificate:

(1) Must complete the training and have the applicable aeronautical experience.

(2) Must have a logbook or training record endorsement from an authorized instructor attesting that the person was found competent in the appropriate aeronautical knowledge areas and proficient in the appropriate areas of operation.

(3) Must pass the practical test.

(4) Need not take an additional knowledge test, provided the applicant holds an airplane, rotorcraft, powered-lift, weight-shift-control aircraft, powered parachute, or airship rating at that pilot certificate level.

(c) Additional aircraft class rating. A person who applies for an additional class rating on a pilot certificate:

(1) Must have a logbook or training record endorsement from an authorized instructor attesting that the person was found competent in the appropriate aeronautical knowledge areas and proficient in the appropriate areas of operation.

(2) Must pass the practical test.

(3) Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought; unless, the person only holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating, then that person must receive the specified training time requirements and possess the appropriate aeronautical experience.

(4) Need not take an additional knowledge test, provided the applicant holds an airplane, rotorcraft, powered-lift, weight-shift-control aircraft, powered parachute, or airship rating at that pilot certificate level.

(d) Additional aircraft type rating. Except as provided under paragraph (d)(6) of this section, a person who applies for an aircraft type rating or an aircraft type rating to be completed concurrently with an aircraft category or class rating—

(1) Must hold or concurrently obtain an appropriate instrument rating, except as provided in paragraph (e) of this section.

(2) Must have a logbook or training record endorsement from an authorized instructor attesting that the person is competent in the appropriate aeronautical knowledge areas and proficient in the appropriate areas of operation at the airline transport pilot certification level.

(3) Must pass the practical test at the airline transport pilot certification level.

(4) Must perform the practical test in actual or simulated instrument conditions, except as provided in paragraph (e) of this section.

(5) Need not take an additional knowledge test if the applicant holds an airplane, rotorcraft, powered-lift, or airship rating on the pilot certificate.

(6) In the case of a pilot employee of a part 121 or part 135 certificate holder or of a fractional ownership program manager under subpart K of part 91 of this chapter, the pilot must—

(i) Meet the appropriate requirements under paragraphs (d)(1), (d)(3), and (d)(4) of this section; and

(ii) Receive a flight training record endorsement from the certificate holder attesting that the person completed the certificate holder's approved ground and flight training program.

(e) Aircraft not capable of instrument maneuvers and procedures. (1) An applicant for a type rating or a type rating in addition to an aircraft category and/or class rating who provides an aircraft that is not capable of the instrument maneuvers and procedures required on the practical test:

(i) May apply for the type rating, but the rating will be limited to “VFR only.”

(ii) May have the “VFR only” limitation removed for that aircraft type after the applicant:

(A) Passes a practical test in that type of aircraft in actual or simulated instrument conditions;

(B) Passes a practical test in that type of aircraft on the appropriate instrument maneuvers and procedures in § 61.157; or

(C) Becomes qualified under § 61.73(d) for that type of aircraft.

(2) When an instrument rating is issued to a person who holds one or more type ratings, the amended pilot certificate must bear the “VFR only” limitation for each aircraft type rating that the person did not demonstrate instrument competency.

(f) Multiengine airplane with a single-pilot station. An applicant for a type rating, at other than the ATP certification level, in a multiengine airplane with a single-pilot station must perform the practical test in the multi-seat version of that airplane, or the practical test may be performed in the single-seat version of that airplane if the Examiner is in a position to observe the applicant during the practical test and there is no multi-seat version of that multiengine airplane.

(g) Single engine airplane with a single-pilot station. An applicant for a type rating, at other than the ATP certification level, in a single engine airplane with a single-pilot station must perform the practical test in the multi-seat version of that single engine airplane, or the practical test may be performed in the single-seat version of that airplane if the Examiner is in a position to observe the applicant during the practical test and there is no multi-seat version of that single engine airplane.

(h) Aircraft category and class rating for the operation of aircraft with an experimental certificate. A person holding a recreational, private, or commercial pilot certificate may apply for a category and class rating limited to a specific make and model of experimental aircraft, provided—

(1) The person logged 5 hours flight time while acting as pilot in command in the same category, class, make, and model of aircraft.

(2) The person received a logbook endorsement from an authorized instructor who determined the pilot's proficiency to act as pilot in command of the same category, class, make, and model of aircraft.

(3) The flight time specified under paragraph (h)(1) of this section was logged between September 1, 2004 and August 31, 2005.

(i) Waiver authority. An Examiner who conducts a practical test may waive any task for which the FAA has provided waiver authority.

§ 61.64

Use of a flight simulator and flight training device.

(a) Use of a flight simulator or flight training device. If an applicant for a certificate or rating uses a flight simulator or flight training device for training or any portion of the practical test, the flight simulator and flight training device—

(1) Must represent the category, class, and type (if a type rating is applicable) for the rating sought; and

(2) Must be qualified and approved by the Administrator and used in accordance with an approved course of training under part 141 or part 142 of this chapter; or under part 121 or part 135 of this chapter, provided the applicant is a pilot employee of that air carrier operator.

(b) Except as provided in paragraph (f) of this section, if an airplane is not used during the practical test for a type rating for a turbojet airplane (except for preflight inspection), an applicant must accomplish the entire practical test in a Level C or higher flight simulator and the applicant must—

(1) Hold a type rating in a turbojet airplane of the same class of airplane for which the type rating is sought, and that type rating may not contain a supervised operating experience limitation;

(2) Have 1,000 hours of flight time in two different turbojet airplanes of the same class of airplane for which the type rating is sought;

(3) Have been appointed by the U.S. Armed Forces as pilot in command in a turbojet airplane of the same class of airplane for which the type rating is sought;

(4) Have 500 hours of flight time in the same type of airplane for which the type rating is sought; or

(5) Have logged at least 2,000 hours of flight time, of which 500 hours were in turbine-powered airplanes of the same class of airplane for which the type rating is sought.

(c) Except as provided in paragraph (f) of this section, if an airplane is not used during the practical test for a type rating for a turbo-propeller airplane (except for preflight inspection), an applicant must accomplish the entire practical test in a Level C or higher flight simulator and the applicant must—

(1) Hold a type rating in a turbo-propeller airplane of the same class of airplane for which the type rating is sought, and that type rating may not contain a supervised operating experience limitation;

(2) Have 1,000 hours of flight time in two different turbo-propeller airplanes of the same class of airplane for which the type rating is sought;

(3) Have been appointed by the U.S. Armed Forces as pilot in command in a turbo-propeller airplane of the same class of airplane for which the type rating is sought;

(4) Have 500 hours of flight time in the same type of airplane for which the type rating is sought; or

(5) Have logged at least 2,000 hours of flight time, of which 500 hours were in turbine-powered airplanes of the same class of airplane for which the type rating is sought.

(d) Except as provided in paragraph (f) of this section, if a helicopter is not used during the practical test for a type rating in a helicopter (except for preflight inspection), an applicant must accomplish the entire practical test in a Level C or higher flight simulator and the applicant must meet one of the following requirements—

(1) Hold a type rating in a helicopter and that type rating may not contain the supervised operating experience limitation;

(2) Have been appointed by the U.S. Armed Forces as pilot in command of a helicopter;

(3) Have 500 hours of flight time in the type of helicopter; or

(4) Have 1,000 hours of flight time in two different types of helicopters.

(e) Except as provided in paragraph (f) of this section, if a powered-lift is not used during the practical test for a type rating in a powered-lift (except for preflight inspection), an applicant must accomplish the entire practical test in a Level C or higher flight simulator and the applicant must meet one of the following requirements—

(1) Hold a type rating in a powered-lift without a supervised operating experience limitation;

(2) Have been appointed by the U.S. Armed Forces as pilot in command of a powered-lift;

(3) Have 500 hours of flight time in the type of powered-lift for which the rating is sought; or

(4) Have 1,000 hours of flight time in two different types of powered-lifts.

(f) If the applicant does not meet one of the experience requirements of paragraphs (b)(1) through (5), (c)(1) through (5), (d)(1) through (4) or (e)(1) through (4) of this section, as appropriate to the type rating sought, then—

(1) The applicant must complete the following tasks on the practical test in an aircraft appropriate to category, class, and type for the rating sought: Preflight inspection, normal takeoff, normal instrument landing system approach, missed approach, and normal landing; or

(2) The applicant's pilot certificate will be issued with a limitation that states: “The [name of the additional type rating] is subject to pilot in command limitations,” and the applicant is restricted from serving as pilot in command in an aircraft of that type.

(g) The limitation described under paragraph (f)(2) of this section may be removed from the pilot certificate if the applicant complies with the following—

(1) Performs 25 hours of flight time in an aircraft of the category, class, and type for which the limitation applies under the direct observation of the pilot in command who holds a category, class, and type rating, without limitations, for the aircraft;

(2) Logs each flight and the pilot in command who observed the flight attests in writing to each flight;

(3) Obtains the flight time while performing the duties of pilot in command; and

(4) Presents evidence of the supervised operating experience to any Examiner or Flight Standards office to have the limitation removed.

§ 61.65

Instrument rating requirements.

(a) General. A person who applies for an instrument rating must:

(1) Hold at least a current private pilot certificate, or be concurrently applying for a private pilot certificate, with an airplane, helicopter, or powered-lift rating appropriate to the instrument rating sought;

(2) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet any of these requirements due to a medical condition, the Administrator may place such operating limitations on the applicant's pilot certificate as are necessary for the safe operation of the aircraft;

(3) Receive and log ground training from an authorized instructor or accomplish a home-study course of training on the aeronautical knowledge areas of paragraph (b) of this section that apply to the instrument rating sought;

(4) Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required knowledge test;

(5) Receive and log training on the areas of operation of paragraph (c) of this section from an authorized instructor in an aircraft, full flight simulator, or flight training device that represents an airplane, helicopter, or powered-lift appropriate to the instrument rating sought;

(6) Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required practical test;

(7) Pass the required knowledge test on the aeronautical knowledge areas of paragraph (b) of this section; however, an applicant is not required to take another knowledge test when that person already holds an instrument rating; and

(8) Pass the required practical test on the areas of operation in paragraph (c) of this section in—

(i) An airplane, helicopter, or powered-lift appropriate to the rating sought; or

(ii) A full flight simulator or a flight training device appropriate to the rating sought and for the specific maneuver or instrument approach procedure performed. If an approved flight training device is used for the practical test, the instrument approach procedures conducted in that flight training device are limited to one precision and one nonprecision approach, provided the flight training device is approved for the procedure performed.

(b) Aeronautical knowledge. A person who applies for an instrument rating must have received and logged ground training from an authorized instructor or accomplished a home-study course on the following aeronautical knowledge areas that apply to the instrument rating sought:

(1) Federal Aviation Regulations of this chapter that apply to flight operations under IFR;

(2) Appropriate information that applies to flight operations under IFR in the “Aeronautical Information Manual;”

(3) Air traffic control system and procedures for instrument flight operations;

(4) IFR navigation and approaches by use of navigation systems;

(5) Use of IFR en route and instrument approach procedure charts;

(6) Procurement and use of aviation weather reports and forecasts and the elements of forecasting weather trends based on that information and personal observation of weather conditions;

(7) Safe and efficient operation of aircraft under instrument flight rules and conditions;

(8) Recognition of critical weather situations and windshear avoidance;

(9) Aeronautical decision making and judgment; and

(10) Crew resource management, including crew communication and coordination.

(c) Flight proficiency. A person who applies for an instrument rating must receive and log training from an authorized instructor in an aircraft, or in a full flight simulator or flight training device, in accordance with paragraph (g) of this section, that includes the following areas of operation:

(1) Preflight preparation;

(2) Preflight procedures;

(3) Air traffic control clearances and procedures;

(4) Flight by reference to instruments;

(5) Navigation systems;

(6) Instrument approach procedures;

(7) Emergency operations; and

(8) Postflight procedures.

(d) Aeronautical experience for the instrument-airplane rating. A person who applies for an instrument-airplane rating must have logged:

(1) Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in an airplane; and

(2) Forty hours of actual or simulated instrument time in the areas of operation listed in paragraph (c) of this section, of which 15 hours must have been received from an authorized instructor who holds an instrument-airplane rating, and the instrument time includes:

(i) Three hours of instrument flight training from an authorized instructor in an airplane that is appropriate to the instrument-airplane rating within 2 calendar months before the date of the practical test; and

(ii) Instrument flight training on cross country flight procedures, including one cross country flight in an airplane with an authorized instructor, that is performed under instrument flight rules, when a flight plan has been filed with an air traffic control facility, and that involves—

(A) A flight of 250 nautical miles along airways or by directed routing from an air traffic control facility;

(B) An instrument approach at each airport; and

(C) Three different kinds of approaches with the use of navigation systems.

(e) Aeronautical experience for the instrument-helicopter rating. A person who applies for an instrument-helicopter rating must have logged:

(1) Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in a helicopter; and

(2) Forty hours of actual or simulated instrument time in the areas of operation listed under paragraph (c) of this section, of which 15 hours must have been with an authorized instructor who holds an instrument-helicopter rating, and the instrument time includes:

(i) Three hours of instrument flight training from an authorized instructor in a helicopter that is appropriate to the instrument-helicopter rating within 2 calendar months before the date of the practical test; and

(ii) Instrument flight training on cross country flight procedures, including one cross country flight in a helicopter with an authorized instructor that is performed under instrument flight rules and a flight plan has been filed with an air traffic control facility, and involves—

(A) A flight of 100 nautical miles along airways or by directed routing from an air traffic control facility;

(B) An instrument approach at each airport; and

(C) Three different kinds of approaches with the use of navigation systems.

(f) Aeronautical experience for the instrument-powered-lift rating. A person who applies for an instrument-powered-lift rating must have logged:

(1) Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in a powered-lift; and

(2) Forty hours of actual or simulated instrument time in the areas of operation listed under paragraph (c) of this section, of which 15 hours must have been received from an authorized instructor who holds an instrument-powered-lift rating, and the instrument time includes:

(i) Three hours of instrument flight training from an authorized instructor in a powered-lift that is appropriate to the instrument-powered-lift rating within 2 calendar months before the date of the practical test; and

(ii) Instrument flight training on cross country flight procedures, including one cross country flight in a powered-lift with an authorized instructor that is performed under instrument flight rules, when a flight plan has been filed with an air traffic control facility, that involves—

(A) A flight of 250 nautical miles along airways or by directed routing from an air traffic control facility;

(B) An instrument approach at each airport; and

(C) Three different kinds of approaches with the use of navigation systems.

(g) An applicant for a combined private pilot certificate with an instrument rating may satisfy the cross-country flight time requirements of this section by crediting:

(1) For an instrument-airplane rating or an instrument-powered-lift rating, up to 45 hours of cross-country flight time performing the duties of pilot in command with an authorized instructor; or

(2) For an instrument-helicopter rating, up to 47 hours of cross-country flight time performing the duties of pilot in command with an authorized instructor.

(h) Use of full flight simulators or flight training devices. If the instrument time was provided by an authorized instructor in a full flight simulator or flight training device—

(1) A maximum of 30 hours may be performed in that full flight simulator or flight training device if the instrument time was completed in accordance with part 142 of this chapter; or

(2) A maximum of 20 hours may be performed in that full flight simulator or flight training device if the instrument time was not completed in accordance with part 142 of this chapter.

(i) Use of an aviation training device. A maximum of 10 hours of instrument time received in a basic aviation training device or a maximum of 20 hours of instrument time received in an advanced aviation training device may be credited for the instrument time requirements of this section if—

(1) The device is approved and authorized by the FAA;

(2) An authorized instructor provides the instrument time in the device; and

(3) The FAA approved the instrument training and instrument tasks performed in the device.

(j) Except as provided in paragraph (h)(1) of this section, a person may not credit more than 20 total hours of instrument time in a full flight simulator, flight training device, aviation training device, or a combination towards the instrument time requirements of this section.

§ 61.66

Enhanced Flight Vision System Pilot Requirements.

(a) Ground training. (1) Except as provided under paragraphs (f) and (h) of this section, no person may manipulate the controls of an aircraft or act as pilot in command of an aircraft during an EFVS operation conducted under § 91.176(a) or (b) of this chapter, or serve as a required pilot flightcrew member during an EFVS operation conducted under § 91.176(a) of this chapter, unless that person—

(i) Receives and logs ground training under a training program approved by the Administrator; and

(ii) Obtains a logbook or training record endorsement from an authorized training provider certifying the person satisfactorily completed the ground training appropriate to the category of aircraft for which the person is seeking the EFVS privilege.

(2) The ground training must include the following subjects:

(i) Those portions of this chapter that relate to EFVS flight operations and limitations, including the Airplane Flight Manual or Rotorcraft Flight Manual limitations;

(ii) EFVS sensor imagery, required aircraft flight information, and flight symbology;

(iii) EFVS display, controls, modes, features, symbology, annunciations, and associated systems and components;

(iv) EFVS sensor performance, sensor limitations, scene interpretation, visual anomalies, and other visual effects;

(v) Preflight planning and operational considerations associated with using EFVS during taxi, takeoff, climb, cruise, descent and landing phases of flight, including the use of EFVS for instrument approaches, operating below DA/DH or MDA, executing missed approaches, landing, rollout, and balked landings;

(vi) Weather associated with low visibility conditions and its effect on EFVS performance;

(vii) Normal, abnormal, emergency, and crew coordination procedures when using EFVS; and

(viii) Interpretation of approach and runway lighting systems and their display characteristics when using an EFVS.

(b) Flight training. (1) Except as provided under paragraph (h) of this section, no person may manipulate the controls of an aircraft or act as pilot in command of an aircraft during an EFVS operation under § 91.176(a) or (b) of this chapter unless that person—

(i) Receives and logs flight training for the EFVS operation under a training program approved by the Administrator; and

(ii) Obtains a logbook or training record endorsement from an authorized training provider certifying the person is proficient in the use of EFVS in the category of aircraft in which the training was provided for the EFVS operation to be conducted.

(2) Flight training must include the following tasks:

(i) Preflight and inflight preparation of EFVS equipment for EFVS operations, including EFVS setup and use of display, controls, modes and associated systems, and adjustments for brightness and contrast under day and night conditions;

(ii) Proper piloting techniques associated with using EFVS during taxi, takeoff, climb, cruise, descent, landing, and rollout, including missed approaches and balked landings;

(iii) Proper piloting techniques for the use of EFVS during instrument approaches, to include operations below DA/DH or MDA as applicable to the EFVS operations to be conducted, under both day and night conditions;

(iv) Determining enhanced flight visibility;

(v) Identifying required visual references appropriate to EFVS operations;

(vi) Transitioning from EFVS sensor imagery to natural vision acquisition of required visual references and the runway environment;

(vii) Using EFVS sensor imagery, required aircraft flight information, and flight symbology to touchdown and rollout, if the person receiving training will conduct EFVS operations under § 91.176(a) of this chapter; and

(viii) Normal, abnormal, emergency, and crew coordination procedures when using an EFVS.

(c) Supplementary EFVS training. A person qualified to conduct an EFVS operation under § 91.176(a) or (b) of this chapter who seeks to conduct an additional EFVS operation for which that person has not received training must—

(1) Receive and log the ground and flight training required by paragraphs (a) and (b) of this section, under a training program approved by the Administrator, appropriate to the additional EFVS operation to be conducted; and

(2) Obtain a logbook or training record endorsement from the authorized training provider certifying the person is proficient in the use of EFVS in the category of aircraft in which the training was provided for the EFVS operation to be conducted.

(d) Recent flight experience: EFVS. Except as provided in paragraphs (f) and (h) of this section, no person may manipulate the controls of an aircraft during an EFVS operation or act as pilot in command of an aircraft during an EFVS operation unless, within 6 calendar months preceding the month of the flight, that person performs and logs six instrument approaches as the sole manipulator of the controls using an EFVS under any weather conditions in the category of aircraft for which the person seeks the EFVS privilege. The instrument approaches may be performed in day or night conditions; and

(1) One approach must terminate in a full stop landing; and

(2) For persons authorized to exercise the privileges of § 91.176(a), the full stop landing must be conducted using the EFVS.

(e) EFVS refresher training. (1) Except as provided in paragraph (h) of this section, a person who has failed to meet the recent flight experience requirements of paragraph (d) of this section for more than six calendar months may reestablish EFVS currency only by satisfactorily completing an approved EFVS refresher course in the category of aircraft for which the person seeks the EFVS privilege. The EFVS refresher course must consist of the subjects and tasks listed in paragraphs (a)(2) and (b)(2) of this section applicable to the EFVS operations to be conducted.

(2) The EFVS refresher course must be conducted by an authorized training provider whose instructor meets the training requirements of this section and, if conducting EFVS operations in an aircraft, the recent flight experience requirements of this section.

(f) Military pilots and former military pilots in the U.S. Armed Forces. (1) The training requirements of paragraphs (a) and (b) of this section applicable to EFVS operations conducted under § 91.176(a) of this chapter do not apply to a military pilot or former military pilot in the U.S. Armed Forces if that person documents satisfactory completion of ground and flight training in EFVS operations to touchdown and rollout by the U.S. Armed Forces.

(2) The training requirements in paragraphs (a) and (b) of this section applicable to EFVS operations conducted under § 91.176(b) of this chapter do not apply to a military pilot or former military pilot in the U.S. Armed Forces if that person documents satisfactory completion of ground and flight training in EFVS operations to 100 feet above the touchdown zone elevation by the U.S. Armed Forces.

(3) A military pilot or former military pilot in the U.S. Armed Forces may satisfy the recent flight experience requirements of paragraph (d) of this section if he or she documents satisfactory completion of an EFVS proficiency check in the U.S. Armed Forces within 6 calendar months preceding the month of the flight, the check was conducted by a person authorized by the U.S. Armed Forces to administer the check, and the person receiving the check was a member of the U.S. Armed Forces at the time the check was administered.

(g) Use of full flight simulators. A level C or higher full flight simulator (FFS) equipped with an EFVS may be used to meet the flight training, recent flight experience, and refresher training requirements of this section. The FFS must be evaluated and qualified for EFVS operations by the Administrator, and must be:

(1) Qualified and maintained in accordance with part 60 of this chapter, or a previously qualified device, as permitted in accordance with § 60.17 of this chapter;

(2) Approved by the Administrator for the tasks and maneuvers to be conducted; and

(3) Equipped with a daylight visual display if being used to meet the flight training requirements of this section.

(h) Exceptions. (1) A person may manipulate the controls of an aircraft during an EFVS operation without meeting the requirements of this section in the following circumstances:

(i) When receiving flight training to meet the requirements of this section under an approved training program, provided the instructor meets the requirements in this section to perform the EFVS operation in the category of aircraft for which the training is being conducted.

(ii) During an EFVS operation performed in the course of satisfying the recent flight experience requirements of paragraph (d) of this section, provided another individual is serving as pilot in command of the aircraft during the EFVS operation and that individual meets the requirements in this section to perform the EFVS operation in the category of aircraft in which the flight is being conducted.

(iii) During an EFVS operation performed in the course of completing EFVS refresher training in accordance with paragraph (e) of this section, provided the instructor providing the refresher training meets the requirements in this section to perform the EFVS operation in the category of aircraft for which the training is being conducted.

(2) The requirements of paragraphs (a) and (b) of this section do not apply if a person is conducting a flight or series of flights in an aircraft issued an experimental airworthiness certificate under § 21.191 of this chapter for the purpose of research and development or showing compliance with regulations, provided the person has knowledge of the subjects specified in paragraph (a)(2) of this section and has experience with the tasks specified in paragraph (b)(2) of this section applicable to the EFVS operations to be conducted.

(3) The requirements specified in paragraphs (d) and (e) of this section do not apply to a pilot who:

(i) Is employed by a part 119 certificate holder authorized to conduct operations under part 121, 125, or 135 when the pilot is conducting an EFVS operation for that certificate holder under part 91, 121, 125, or 135, as applicable, provided the pilot conducts the operation in accordance with the certificate holder's operations specifications for EFVS operations;

(ii) Is employed by a person who holds a letter of deviation authority issued under § 125.3 of this chapter when the pilot is conducting an EFVS operation for that person under part 125, provided the pilot is conducting the operation in accordance with that person's letter of authorization for EFVS operations; or

(iii) Is employed by a fractional ownership program manager to conduct operations under part 91 subpart K when the pilot is conducting an EFVS operation for that program manager under part 91, provided the pilot is conducting the operation in accordance with the program manager's management specifications for EFVS operations.

(4) The requirements of paragraphs (a) and (b) of this section do not apply if a person is conducting EFVS operations under § 91.176(b) of this chapter and that person documents that prior to March 13, 2018, that person satisfactorily completed ground and flight training on EFVS operations to 100 feet above the touchdown zone elevation.

§ 61.67

Category II pilot authorization requirements.

(a) General. A person who applies for a Category II pilot authorization must hold:

(1) At least a private or commercial pilot certificate with an instrument rating or an airline transport pilot certificate;

(2) A type rating for the aircraft for which the authorization is sought if that aircraft requires a type rating; and

(3) A category and class rating for the aircraft for which the authorization is sought.

(b) Experience requirements. An applicant for a Category II pilot authorization must have at least—

(1) 50 hours of night flight time as pilot in command.

(2) 75 hours of instrument time under actual or simulated instrument conditions that may include not more than—

(i) A combination of 25 hours of simulated instrument flight time in a flight simulator or flight training device; or

(ii) 40 hours of simulated instrument flight time if accomplished in an approved course conducted by an appropriately rated training center certificated under part 142 of this chapter.

(3) 250 hours of cross-country flight time as pilot in command.

(c) Practical test requirements. (1) A practical test must be passed by a person who applies for—

(i) Issuance or renewal of a Category II pilot authorization; and

(ii) The addition of another type aircraft to the applicant's Category II pilot authorization.

(2) To be eligible for the practical test for an authorization under this section, an applicant must—

(i) Meet the requirements of paragraphs (a) and (b) of this section; and

(ii) If the applicant has not passed a practical test for this authorization during the 12 calendar months preceding the month of the test, then that person must—

(A) Meet the requirements of § 61.57(c); and

(B) Have performed at least six ILS approaches during the 6 calendar months preceding the month of the test, of which at least three of the approaches must have been conducted without the use of an approach coupler.

(3) The approaches specified in paragraph (c)(2)(ii)(B) of this section—

(i) Must be conducted under actual or simulated instrument flight conditions;

(ii) Must be conducted to the decision height for the ILS approach in the type aircraft in which the practical test is to be conducted;

(iii) Need not be conducted to the decision height authorized for Category II operations;

(iv) Must be conducted to the decision height authorized for Category II operations only if conducted in a flight simulator or flight training device; and

(v) Must be accomplished in an aircraft of the same category and class, and type, as applicable, as the aircraft in which the practical test is to be conducted or in a flight simulator that—

(A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft in which the authorization is sought; and

(B) Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(4) The flight time acquired in meeting the requirements of paragraph (c)(2)(ii)(B) of this section may be used to meet the requirements of paragraph (c)(2)(ii)(A) of this section.

(d) Practical test procedures. The practical test consists of an oral increment and a flight increment.

(1) Oral increment. In the oral increment of the practical test an applicant must demonstrate knowledge of the following:

(i) Required landing distance;

(ii) Recognition of the decision height;

(iii) Missed approach procedures and techniques using computed or fixed attitude guidance displays;

(iv) Use and limitations of RVR;

(v) Use of visual clues, their availability or limitations, and altitude at which they are normally discernible at reduced RVR readings;

(vi) Procedures and techniques related to transition from nonvisual to visual flight during a final approach under reduced RVR;

(vii) Effects of vertical and horizontal windshear;

(viii) Characteristics and limitations of the ILS and runway lighting system;

(ix) Characteristics and limitations of the flight director system, auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other required Category II equipment;

(x) Assigned duties of the second in command during Category II approaches, unless the aircraft for which authorization is sought does not require a second in command; and

(xi) Instrument and equipment failure warning systems.

(2) Flight increment. The following requirements apply to the flight increment of the practical test:

(i) The flight increment must be conducted in an aircraft of the same category, class, and type, as applicable, as the aircraft in which the authorization is sought or in a flight simulator that—

(A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft in which the authorization is sought; and

(B) Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(ii) The flight increment must consist of at least two ILS approaches to 100 feet AGL including at least one landing and one missed approach.

(iii) All approaches performed during the flight increment must be made with the use of an approved flight control guidance system, except if an approved auto approach coupler is installed, at least one approach must be hand flown using flight director commands.

(iv) If a multiengine airplane with the performance capability to execute a missed approach with one engine inoperative is used for the practical test, the flight increment must include the performance of one missed approach with an engine, which shall be the most critical engine, if applicable, set at idle or zero thrust before reaching the middle marker.

(v) If a multiengine flight simulator or multiengine flight training device is used for the practical test, the applicant must execute a missed approach with the most critical engine, if applicable, failed.

(vi) For an authorization for an aircraft that requires a type rating, the practical test must be performed in coordination with a second in command who holds a type rating in the aircraft in which the authorization is sought.

(vii) Oral questioning may be conducted at any time during a practical test.

§ 61.68

Category III pilot authorization requirements.

(a) General. A person who applies for a Category III pilot authorization must hold:

(1) At least a private pilot certificate or commercial pilot certificate with an instrument rating or an airline transport pilot certificate;

(2) A type rating for the aircraft for which the authorization is sought if that aircraft requires a type rating; and

(3) A category and class rating for the aircraft for which the authorization is sought.

(b) Experience requirements. An applicant for a Category III pilot authorization must have at least—

(1) 50 hours of night flight time as pilot in command.

(2) 75 hours of instrument flight time during actual or simulated instrument conditions that may include not more than—

(i) A combination of 25 hours of simulated instrument flight time in a flight simulator or flight training device; or

(ii) 40 hours of simulated instrument flight time if accomplished in an approved course conducted by an appropriately rated training center certificated under part 142 of this chapter.

(3) 250 hours of cross-country flight time as pilot in command.

(c) Practical test requirements. (1) A practical test must be passed by a person who applies for—

(i) Issuance or renewal of a Category III pilot authorization; and

(ii) The addition of another type of aircraft to the applicant's Category III pilot authorization.

(2) To be eligible for the practical test for an authorization under this section, an applicant must—

(i) Meet the requirements of paragraphs (a) and (b) of this section; and

(ii) If the applicant has not passed a practical test for this authorization during the 12 calendar months preceding the month of the test, then that person must—

(A) Meet the requirements of § 61.57(c); and

(B) Have performed at least six ILS approaches during the 6 calendar months preceding the month of the test, of which at least three of the approaches must have been conducted without the use of an approach coupler.

(3) The approaches specified in paragraph (c)(2)(ii)(B) of this section—

(i) Must be conducted under actual or simulated instrument flight conditions;

(ii) Must be conducted to the alert height or decision height for the ILS approach in the type aircraft in which the practical test is to be conducted;

(iii) Need not be conducted to the decision height authorized for Category III operations;

(iv) Must be conducted to the alert height or decision height, as applicable, authorized for Category III operations only if conducted in a flight simulator or flight training device; and

(v) Must be accomplished in an aircraft of the same category and class, and type, as applicable, as the aircraft in which the practical test is to be conducted or in a flight simulator that—

(A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft for which the authorization is sought; and

(B) Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(4) The flight time acquired in meeting the requirements of paragraph (c)(2)(ii)(B) of this section may be used to meet the requirements of paragraph (c)(2)(ii)(A) of this section.

(d) Practical test procedures. The practical test consists of an oral increment and a flight increment.

(1) Oral increment. In the oral increment of the practical test an applicant must demonstrate knowledge of the following:

(i) Required landing distance;

(ii) Determination and recognition of the alert height or decision height, as applicable, including use of a radar altimeter;

(iii) Recognition of and proper reaction to significant failures encountered prior to and after reaching the alert height or decision height, as applicable;

(iv) Missed approach procedures and techniques using computed or fixed attitude guidance displays and expected height loss as they relate to manual go-around or automatic go-around, and initiation altitude, as applicable;

(v) Use and limitations of RVR, including determination of controlling RVR and required transmissometers;

(vi) Use, availability, or limitations of visual cues and the altitude at which they are normally discernible at reduced RVR readings including—

(A) Unexpected deterioration of conditions to less than minimum RVR during approach, flare, and rollout;

(B) Demonstration of expected visual references with weather at minimum conditions;

(C) The expected sequence of visual cues during an approach in which visibility is at or above landing minima; and

(D) Procedures and techniques for making a transition from instrument reference flight to visual flight during a final approach under reduced RVR.

(vii) Effects of vertical and horizontal windshear;

(viii) Characteristics and limitations of the ILS and runway lighting system;

(ix) Characteristics and limitations of the flight director system auto approach coupler (including split axis type if equipped), auto throttle system (if equipped), and other Category III equipment;

(x) Assigned duties of the second in command during Category III operations, unless the aircraft for which authorization is sought does not require a second in command;

(xi) Recognition of the limits of acceptable aircraft position and flight path tracking during approach, flare, and, if applicable, rollout; and

(xii) Recognition of, and reaction to, airborne or ground system faults or abnormalities, particularly after passing alert height or decision height, as applicable.

(2) Flight increment. The following requirements apply to the flight increment of the practical test—

(i) The flight increment may be conducted in an aircraft of the same category and class, and type, as applicable, as the aircraft for which the authorization is sought, or in a flight simulator that—

(A) Represents an aircraft of the same category and class, and type, as applicable, as the aircraft in which the authorization is sought; and

(B) Is used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

(ii) The flight increment must consist of at least two ILS approaches to 100 feet AGL, including one landing and one missed approach initiated from a very low altitude that may result in a touchdown during the go-around maneuver;

(iii) All approaches performed during the flight increment must be made with the approved automatic landing system or an equivalent landing system approved by the Administrator;

(iv) If a multiengine aircraft with the performance capability to execute a missed approach with one engine inoperative is used for the practical test, the flight increment must include the performance of one missed approach with the most critical engine, if applicable, set at idle or zero thrust before reaching the middle or outer marker;

(v) If a multiengine flight simulator or multiengine flight training device is used, a missed approach must be executed with an engine, which shall be the most critical engine, if applicable, failed;

(vi) For an authorization for an aircraft that requires a type rating, the practical test must be performed in coordination with a second in command who holds a type rating in the aircraft in which the authorization is sought;

(vii) Oral questioning may be conducted at any time during the practical test;

(viii) Subject to the limitations of this paragraph, for Category IIIb operations predicated on the use of a fail-passive rollout control system, at least one manual rollout using visual reference or a combination of visual and instrument references must be executed. The maneuver required by this paragraph shall be initiated by a fail-passive disconnect of the rollout control system—

(A) After main gear touchdown;

(B) Prior to nose gear touchdown;

(C) In conditions representative of the most adverse lateral touchdown displacement allowing a safe landing on the runway; and

(D) In weather conditions anticipated in Category IIIb operations.

§ 61.69

Glider and unpowered ultralight vehicle towing: Experience and training requirements.

(a) No person may act as pilot in command for towing a glider or unpowered ultralight vehicle unless that person—

(1) Holds a private, commercial or airline transport pilot certificate with a category rating for powered aircraft;

(2) Has logged at least 100 hours of pilot-in-command time in the aircraft category, class and type, if required, that the pilot is using to tow a glider or unpowered ultralight vehicle;

(3) Has a logbook endorsement from an authorized instructor who certifies that the person has received ground and flight training in gliders or unpowered ultralight vehicles and is proficient in—

(i) The techniques and procedures essential to the safe towing of gliders or unpowered ultralight vehicles, including airspeed limitations;

(ii) Emergency procedures;

(iii) Signals used; and

(iv) Maximum angles of bank.

(4) Except as provided in paragraph (b) of this section, has logged at least three flights as the sole manipulator of the controls of an aircraft while towing a glider or unpowered ultralight vehicle, or has simulated towing flight procedures in an aircraft while accompanied by a pilot who meets the requirements of paragraphs (c) and (d) of this section.

(5) Except as provided in paragraph (b) of this section, has received a logbook endorsement from the pilot, described in paragraph (a)(4) of this section, certifying that the person has accomplished at least 3 flights in an aircraft while towing a glider or unpowered ultralight vehicle, or while simulating towing flight procedures; and

(6) Within 24 calendar months before the flight has—

(i) Made at least three actual or simulated tows of a glider or unpowered ultralight vehicle while accompanied by a qualified pilot who meets the requirements of this section; or

(ii) Made at least three flights as pilot in command of a glider or unpowered ultralight vehicle towed by an aircraft.

(b) Any person who, before May 17, 1967, has made and logged 10 or more flights as pilot in command of an aircraft towing a glider or unpowered ultralight vehicle in accordance with a certificate of waiver need not comply with paragraphs (a)(4) and (a)(5) of this section.

(c) The pilot, described in paragraph (a)(4) of this section, who endorses the logbook of a person seeking towing privileges must have—

(1) Met the requirements of this section prior to endorsing the logbook of the person seeking towing privileges; and

(2) Logged at least 10 flights as pilot in command of an aircraft while towing a glider or unpowered ultralight vehicle.

(d) If the pilot described in paragraph (a)(4) of this section holds only a private pilot certificate, then that pilot must have—

(1) Logged at least 100 hours of pilot-in-command time in airplanes, or 200 hours of pilot-in-command time in a combination of powered and other-than-powered aircraft; and

(2) Performed and logged at least three flights within the 12 calendar months preceding the month that pilot accompanies or endorses the logbook of a person seeking towing privileges—

(i) In an aircraft while towing a glider or unpowered ultralight vehicle accompanied by another pilot who meets the requirements of this section; or

(ii) As pilot in command of a glider or unpowered ultralight vehicle being towed by another aircraft.

§ 61.71

Graduates of an approved training program other than under this part: Special rules.

(a) A person who graduates from an approved training program under part 141 or part 142 of this chapter is considered to have met the applicable aeronautical experience, aeronautical knowledge, and areas of operation requirements of this part if that person presents the graduation certificate and passes the required practical test within the 60-day period after the date of graduation.

(b) A person may apply for an airline transport pilot certificate, type rating, or both under this part, and will be considered to have met the applicable requirements under § 61.157, except for the airline transport pilot certification training program required by § 61.156, for that certificate and rating, if that person has:

(1) Satisfactorily accomplished an approved training curriculum and a proficiency check for that airplane type that includes all the tasks and maneuvers required by §§ 121.424 and 121.441 of this chapter to serve as pilot in command in operations conducted under part 121 of this chapter; and

(2) Applied for an airline transport pilot certificate, type rating, or both within the 60-day period from the date the person satisfactorily accomplished the requirements of paragraph (b)(1) for that airplane type.

(c) A person who holds a foreign pilot license and is applying for an equivalent U.S. pilot certificate on the basis of a Bilateral Aviation Safety Agreement and associated Implementation Procedures for Licensing may be considered to have met the applicable aeronautical experience, aeronautical knowledge, and areas of operation requirements of this part.

§ 61.73

Military pilots or former military pilots: Special rules.

(a) General. Except for a person who has been removed from flying status for lack of proficiency or because of a disciplinary action involving aircraft operations, a U.S. military pilot or former military pilot who meets the requirements of this section may apply, on the basis of his or her military pilot qualifications, for:

(1) A commercial pilot certificate with the appropriate aircraft category and class rating.

(2) An instrument rating with the appropriate aircraft rating.

(3) A type rating.

(b) Military pilots and former military pilots in the U.S. Armed Forces. A person who qualifies as a military pilot or former military pilot in the U.S. Armed Forces may apply for a pilot certificate and ratings under paragraph (a) of this section if that person—

(1) Presents evidentiary documents described under paragraphs (h)(1), (2), and (3) of this section that show the person's status in the U.S. Armed Forces.

(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.

(3) Presents official U.S. military records that show compliance with one of the following requirements—

(i) Before the date of the application, passing an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, and type, if class or type of aircraft is applicable, for the ratings sought; or

(ii) Before the date of application, logging 10 hours of pilot time as a military pilot in a U.S. military aircraft in the kind of aircraft category, class, and type, if a class rating or type rating is applicable, for the aircraft rating sought.

(c) A military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation. A person who is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training, may apply for a commercial pilot certificate and ratings under paragraph (a) of this section, provided that person—

(1) Presents evidentiary documents described under paragraph (h)(4) of this section that show the person is a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation, and is assigned to pilot duties in the U.S. Armed Forces, for purposes other than receiving flight training.

(2) Has passed the military competency aeronautical knowledge test on the appropriate parts of this chapter for commercial pilot privileges and limitations, air traffic and general operating rules, and accident reporting rules.

(3) Presents official U.S. military records that show compliance with one of the following requirements:

(i) Before the date of the application, passed an official U.S. military pilot and instrument proficiency check in a military aircraft of the kind of aircraft category, class, or type, if class or type of aircraft is applicable, for the ratings; or

(ii) Before the date of the application, logged 10 hours of pilot time as a military pilot in a U.S. military aircraft of the kind of category, class, and type of aircraft, if a class rating or type rating is applicable, for the aircraft rating.

(d) Instrument rating. A person who is qualified as a U.S. military pilot or former military pilot may apply for an instrument rating to be added to a pilot certificate if that person—

(1) Has passed an instrument proficiency check in the U.S. Armed Forces in the aircraft category for the instrument rating sought; and

(2) Has an official U.S. Armed Forces record that shows the person is instrument pilot qualified by the U.S. Armed Forces to conduct instrument flying on Federal airways in that aircraft category and class for the instrument rating sought.

(e) Aircraft type rating. An aircraft type rating may only be issued for a type of aircraft that has a comparable civilian type designation by the Administrator.

(f) Aircraft type rating placed on an airline transport pilot certificate. A person who is a military pilot or former military pilot of the U.S. Armed Forces and requests an aircraft type rating to be placed on an existing U.S. airline transport pilot certificate may be issued the rating at the airline transport pilot certification level, provided that person:

(1) Holds a category and class rating for that type of aircraft at the airline transport pilot certification level; and

(2) Has passed an official U.S. military pilot check and instrument proficiency check in that type of aircraft.

(g) Flight instructor certificate and ratings. A person who can show official U.S. military documentation of being a U.S. military instructor pilot or U.S. military pilot examiner, or a former instructor pilot or pilot examiner may apply for and be issued a flight instructor certificate with the appropriate ratings if that person:

(1) Holds a commercial or airline transport pilot certificate with the appropriate aircraft category and class rating, if a class rating is appropriate, for the flight instructor rating sought;

(2) Holds an instrument rating, or has instrument privileges, on the pilot certificate that is appropriate to the flight instructor rating sought; and

(3) Presents the following documents:

(i) A knowledge test report that shows the person passed a knowledge test on the aeronautical knowledge areas listed under § 61.185(a) appropriate to the flight instructor rating sought and the knowledge test was passed within the preceding 24 calendar months prior to the month of application. If the U.S. military instructor pilot or pilot examiner already holds a flight instructor certificate, holding of a flight instructor certificate suffices for the knowledge test report.

(ii) An official U.S. Armed Forces record or order that shows the person is or was qualified as a U.S. Armed Forces military instructor pilot or pilot examiner for the flight instructor rating sought.

(iii) An official U.S. Armed Forces record or order that shows the person completed a U.S. Armed Forces' instructor pilot or pilot examiner training course and received an aircraft rating qualification as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.

(iv) An official U.S. Armed Forces record or order that shows the person passed a U.S. Armed Forces instructor pilot or pilot examiner proficiency check in an aircraft as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.

(h) Documents for qualifying for a pilot certificate and rating. The following documents are required for a person to apply for a pilot certificate and rating:

(1) An official U.S. Armed Forces record that shows the person is or was a military pilot.

(2) An official U.S. Armed Forces record that shows the person graduated from a U.S. Armed Forces undergraduate pilot training school and received a rating qualification as a military pilot.

(3) An official U.S. Armed Forces record that shows the pilot passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot.

(4) If a person is a military pilot in the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation and is applying for a pilot certificate and rating, that person must present the following:

(i) An official U.S. Armed Forces record that shows the person is a military pilot in the U.S. Armed Forces;

(ii) An official U.S. Armed Forces record that shows the person is assigned as a military pilot in the U.S. Armed Forces for purposes other than receiving flight training;

(iii) An official record that shows the person graduated from a military undergraduate pilot training school from the Armed Forces from a foreign contracting State to the Convention on International Civil Aviation or from the U.S. Armed Forces, and received a qualification as a military pilot; and

(iv) An official U.S. Armed Forces record that shows that the person passed a pilot proficiency check and instrument proficiency check in an aircraft as a military pilot in the U.S. Armed Forces.

§ 61.75

Private pilot certificate issued on the basis of a foreign pilot license.

(a) General. A person who holds a foreign pilot license at the private pilot level or higher that was issued by a contracting State to the Convention on International Civil Aviation may apply for and be issued a U.S. private pilot certificate with the appropriate ratings if the foreign pilot license meets the requirements of this section.

(b) Certificate issued. A U.S. private pilot certificate issued under this section must specify the person's foreign license number and country of issuance. A person who holds a foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued a U.S. private pilot certificate based on the foreign pilot license without any further showing of proficiency, provided the applicant:

(1) Meets the requirements of this section;

(2) Holds a foreign pilot license, at the private pilot license level or higher, that does not contain a limitation stating that the applicant has not met all of the standards of ICAO for that license;

(3) Does not hold a U.S. pilot certificate other than a U.S. student pilot certificate;

(4) Holds a medical certificate issued under part 67 of this chapter or a medical license issued by the country that issued the person's foreign pilot license; and

(5) Is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.

(c) Aircraft ratings issued. Aircraft ratings listed on a person's foreign pilot license, in addition to any issued after testing under the provisions of this part, may be placed on that person's U.S. pilot certificate for private pilot privileges only.

(d) Instrument ratings issued. A person who holds an instrument rating on the foreign pilot license issued by a contracting State to the Convention on International Civil Aviation may be issued an instrument rating on a U.S. pilot certificate provided:

(1) The person's foreign pilot license authorizes instrument privileges;

(2) Within 24 months preceding the month in which the person applies for the instrument rating, the person passes the appropriate knowledge test; and

(3) The person is able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.

(e) Operating privileges and limitations. A person who receives a U.S. private pilot certificate that has been issued under the provisions of this section:

(1) May act as pilot in command of a civil aircraft of the United States in accordance with the pilot privileges authorized by this part and the limitations placed on that U.S. pilot certificate;

(2) Is limited to the privileges placed on the certificate by the Administrator;

(3) Is subject to the limitations and restrictions on the person's U.S. certificate and foreign pilot license when exercising the privileges of that U.S. pilot certificate in an aircraft of U.S. registry operating within or outside the United States; and

(f) Limitation on licenses used as the basis for a U.S. certificate. A person may use only one foreign pilot license as a basis for the issuance of a U.S. pilot certificate. The foreign pilot license and medical certification used as a basis for issuing a U.S. pilot certificate under this section must be written in English or accompanied by an English transcription that has been signed by an official or representative of the foreign aviation authority that issued the foreign pilot license.

(g) Limitation placed on a U.S. pilot certificate. A U.S. pilot certificate issued under this section can only be exercised when the pilot has the foreign pilot license, upon which the issuance of the U.S. pilot certificate was based, in the holder's possession or readily accessible in the aircraft.

§ 61.77

Special purpose pilot authorization: Operation of a civil aircraft of the United States and leased by a non-U.S. citizen.

(a) General. The holder of a foreign pilot license issued by a contracting State to the Convention on International Civil Aviation who meets the requirements of this section may be issued a special purpose pilot authorization by the Administrator for the purpose of performing pilot duties—

(1) On a civil aircraft of U.S. registry that is leased to a person who is not a citizen of the United States, and

(2) For carrying persons or property for compensation or hire for operations in—

(i) Scheduled international air services in turbojet-powered airplanes of U.S. registry;

(ii) Scheduled international air services in airplanes of U.S. registry having a configuration of more than nine passenger seats, excluding crewmember seats;

(iii) Nonscheduled international air transportation in airplanes of U.S. registry having a configuration of more than 30 passenger seats, excluding crewmember seats; or

(iv) Scheduled international air services, or nonscheduled international air transportation, in airplanes of U.S. registry having a payload capacity of more than 7,500 pounds.

(b) Eligibility. To be eligible for the issuance or renewal of a special purpose pilot authorization, an applicant must present the following to a Flight Standards office:

(1) A foreign pilot license issued by the aeronautical authority of a contracting State to the Convention on International Civil Aviation that contains the appropriate aircraft category, class, type rating, if appropriate, and instrument rating for the aircraft to be flown;

(2) A certification by the lessee of the aircraft—

(i) Stating that the applicant is employed by the lessee;

(ii) Specifying the aircraft type on which the applicant will perform pilot duties; and

(iii) Stating that the applicant has received ground and flight instruction that qualifies the applicant to perform the duties to be assigned on the aircraft.

(3) Documentation showing when the applicant will reach the age of 65 years (an official copy of the applicant's birth certificate or other official documentation);

(4) Documentation the applicant meets the medical standards for the issuance of the foreign pilot license from the aeronautical authority of that contracting State to the Convention on International Civil Aviation; and

(5) A statement that the applicant does not already hold a special purpose pilot authorization; however, if the applicant already holds a special purpose pilot authorization, then that special purpose pilot authorization must be surrendered to either the Flight Standards office that issued it, or the Flight Standards office processing the application for the authorization, prior to being issued another special purpose pilot authorization.

(c) Privileges. A person issued a special purpose pilot authorization under this section—

(1) May exercise the privileges prescribed on the special purpose pilot authorization; and

(2) Must comply with the limitations specified in this section and any additional limitations specified on the special purpose pilot authorization.

(d) General limitations. A special purpose pilot authorization may be used only—

(1) For flights between foreign countries or for flights in foreign air commerce within the time period allotted on the authorization.

(2) If the foreign pilot license required by paragraph (b)(1) of this section, the medical documentation required by paragraph (b)(4) of this section, and the special purpose pilot authorization issued under this section are in the holder's physical possession or immediately accessible in the aircraft.

(3) While the holder is employed by the person to whom the aircraft described in the certification required by paragraph (b)(2) of this section is leased.

(4) While the holder is performing pilot duties on the U.S.-registered aircraft described in the certification required by paragraph (b)(2) of this section.

(5) If the holder has only one special purpose pilot authorization as provided in paragraph (b)(5) of this section.

(e) Age limitation. No person who holds a special purpose pilot authorization issued under this part may serve as a pilot on a civil airplane of U.S. registry in the following operations if the person has reached his or her 60th birthday or, in the case of operations with more than one pilot, his or her 65th birthday:

(1) Scheduled international air services carrying passengers in turbojet-powered airplanes;

(2) Scheduled international air services carrying passengers in airplanes having a passenger-seat configuration of more than nine passenger seats, excluding each crewmember seat;

(3) Nonscheduled international air transportation for compensation or hire in airplanes having a passenger-seat configuration of more than 30 passenger seats, excluding each crewmember seat; or

(4) Scheduled international air services, or nonscheduled international air transportation for compensation or hire, in airplanes having a payload capacity of more than 7,500 pounds.

(f) Definitions. (1) International air service, as used in paragraph (e) of this section, means scheduled air service performed in airplanes for the public transport of passengers, mail, or cargo, in which the service passes through the air space over the territory of more than one country.

(2) International air transportation, as used in paragraph (e) of this section, means air transportation performed in airplanes for the public transport of passengers, mail, or cargo, in which service passes through the air space over the territory of more than one country.

(g) Expiration date. Each special purpose pilot authorization issued under this section expires—

(1) 60 calendar months from the month it was issued, unless sooner suspended or revoked;

(2) When the lease agreement for the aircraft expires or the lessee terminates the employment of the person who holds the special purpose pilot authorization;

(3) Whenever the person's foreign pilot license has been suspended, revoked, or is no longer valid; or

(4) When the person no longer meets the medical standards for the issuance of the foreign pilot license.

(h) Renewal. A person exercising the privileges of a special purpose pilot authorization may apply for a 60-calendar-month extension of that authorization, provided the person—

(1) Continues to meet the requirements of this section; and

(2) Surrenders the expired special purpose pilot authorization upon receipt of the new authorization.

(i) Surrender. The holder of a special purpose pilot authorization must surrender the authorization to the Administrator within 7 days after the date the authorization terminates.

§ 61.81

Applicability.

This subpart prescribes the requirements for the issuance of student pilot certificates, the conditions under which those certificates are necessary, and the general operating rules and limitations for the holders of those certificates.

§ 61.83

Eligibility requirements for student pilots.

To be eligible for a student pilot certificate, an applicant must:

(a) Be at least 16 years of age for other than the operation of a glider or balloon.

(b) Be at least 14 years of age for the operation of a glider or balloon.

(c) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.

§ 61.85

Application.

An applicant for a student pilot certificate:

(a) Must make that application in a form acceptable to the Administrator; and

(b) Must submit the application to a Flight Standards office, a designated pilot examiner, an airman certification representative associated with a pilot school, a flight instructor, or other person authorized by the Administrator.

§ 61.87

Solo requirements for student pilots.

(a) General. A student pilot may not operate an aircraft in solo flight unless that student has met the requirements of this section. The term “solo flight” as used in this subpart means that flight time during which a student pilot is the sole occupant of the aircraft or that flight time during which the student performs the duties of a pilot in command of a gas balloon or an airship requiring more than one pilot flight crewmember.

(b) Aeronautical knowledge. A student pilot must demonstrate satisfactory aeronautical knowledge on a knowledge test that meets the requirements of this paragraph:

(1) The test must address the student pilot's knowledge of—

(i) Applicable sections of parts 61 and 91 of this chapter;

(ii) Airspace rules and procedures for the airport where the solo flight will be performed; and

(iii) Flight characteristics and operational limitations for the make and model of aircraft to be flown.

(2) The student's authorized instructor must—

(i) Administer the test; and

(ii) At the conclusion of the test, review all incorrect answers with the student before authorizing that student to conduct a solo flight.

(c) Pre-solo flight training. Prior to conducting a solo flight, a student pilot must have:

(1) Received and logged flight training for the maneuvers and procedures of this section that are appropriate to the make and model of aircraft to be flown; and

(2) Demonstrated satisfactory proficiency and safety, as judged by an authorized instructor, on the maneuvers and procedures required by this section in the make and model of aircraft or similar make and model of aircraft to be flown.

(d) Maneuvers and procedures for pre-solo flight training in a single-engine airplane. A student pilot who is receiving training for a single-engine airplane rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents, with and without turns, using high and low drag configurations;

(9) Flight at various airspeeds from cruise to slow flight;

(10) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall;

(11) Emergency procedures and equipment malfunctions;

(12) Ground reference maneuvers;

(13) Approaches to a landing area with simulated engine malfunctions;

(14) Slips to a landing; and

(15) Go-arounds.

(e) Maneuvers and procedures for pre-solo flight training in a multiengine airplane. A student pilot who is receiving training for a multiengine airplane rating must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents, with and without turns, using high and low drag configurations;

(9) Flight at various airspeeds from cruise to slow flight;

(10) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall;

(11) Emergency procedures and equipment malfunctions;

(12) Ground reference maneuvers;

(13) Approaches to a landing area with simulated engine malfunctions; and

(14) Go-arounds.

(f) Maneuvers and procedures for pre-solo flight training in a helicopter. A student pilot who is receiving training for a helicopter rating must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents with and without turns;

(9) Flight at various airspeeds;

(10) Emergency procedures and equipment malfunctions;

(11) Ground reference maneuvers;

(12) Approaches to the landing area;

(13) Hovering and hovering turns;

(14) Go-arounds;

(15) Simulated emergency procedures, including autorotational descents with a power recovery and power recovery to a hover;

(16) Rapid decelerations; and

(17) Simulated one-engine-inoperative approaches and landings for multiengine helicopters.

(g) Maneuvers and procedures for pre-solo flight training in a gyroplane. A student pilot who is receiving training for a gyroplane rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents with and without turns;

(9) Flight at various airspeeds;

(10) Emergency procedures and equipment malfunctions;

(11) Ground reference maneuvers;

(12) Approaches to the landing area;

(13) High rates of descent with power on and with simulated power off, and recovery from those flight configurations;

(14) Go-arounds; and

(15) Simulated emergency procedures, including simulated power-off landings and simulated power failure during departures.

(h) Maneuvers and procedures for pre-solo flight training in a powered-lift. A student pilot who is receiving training for a powered-lift rating must receive and log flight training in the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents with and without turns;

(9) Flight at various airspeeds from cruise to slow flight;

(10) Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall;

(11) Emergency procedures and equipment malfunctions;

(12) Ground reference maneuvers;

(13) Approaches to a landing with simulated engine malfunctions;

(14) Go-arounds;

(15) Approaches to the landing area;

(16) Hovering and hovering turns; and

(17) For multiengine powered-lifts, simulated one-engine-inoperative approaches and landings.

(i) Maneuvers and procedures for pre-solo flight training in a glider. A student pilot who is receiving training for a glider rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning, preparation, aircraft systems, and, if appropriate, powerplant operations;

(2) Taxiing or surface operations, including runups, if applicable;

(3) Launches, including normal and crosswind;

(4) Straight and level flight, and turns in both directions, if applicable;

(5) Airport traffic patterns, including entry procedures;

(6) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(7) Descents with and without turns using high and low drag configurations;

(8) Flight at various airspeeds;

(9) Emergency procedures and equipment malfunctions;

(10) Ground reference maneuvers, if applicable;

(11) Inspection of towline rigging and review of signals and release procedures, if applicable;

(12) Aerotow, ground tow, or self-launch procedures;

(13) Procedures for disassembly and assembly of the glider;

(14) Stall entry, stall, and stall recovery;

(15) Straight glides, turns, and spirals;

(16) Landings, including normal and crosswind;

(17) Slips to a landing;

(18) Procedures and techniques for thermalling; and

(19) Emergency operations, including towline break procedures.

(j) Maneuvers and procedures for pre-solo flight training in an airship. A student pilot who is receiving training for an airship rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents with and without turns;

(9) Flight at various airspeeds from cruise to slow flight;

(10) Emergency procedures and equipment malfunctions;

(11) Ground reference maneuvers;

(12) Rigging, ballasting, and controlling pressure in the ballonets, and superheating; and

(13) Landings with positive and with negative static trim.

(k) Maneuvers and procedures for pre-solo flight training in a balloon. A student pilot who is receiving training in a balloon must receive and log flight training for the following maneuvers and procedures:

(1) Layout and assembly procedures;

(2) Proper flight preparation procedures, including preflight planning and preparation, and aircraft systems;

(3) Ascents and descents;

(4) Landing and recovery procedures;

(5) Emergency procedures and equipment malfunctions;

(6) Operation of hot air or gas source, ballast, valves, vents, and rip panels, as appropriate;

(7) Use of deflation valves or rip panels for simulating an emergency;

(8) The effects of wind on climb and approach angles; and

(9) Obstruction detection and avoidance techniques.

(l) Maneuvers and procedures for pre-solo flight training in a powered parachute. A student pilot who is receiving training for a powered parachute rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, preflight assembly and rigging, aircraft systems, and powerplant operations.

(2) Taxiing or surface operations, including run-ups.

(3) Takeoffs and landings, including normal and crosswind.

(4) Straight and level flight, and turns in both directions.

(5) Climbs, and climbing turns in both directions.

(6) Airport traffic patterns, including entry and departure procedures.

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance.

(8) Descents, and descending turns in both directions.

(9) Emergency procedures and equipment malfunctions.

(10) Ground reference maneuvers.

(11) Straight glides, and gliding turns in both directions.

(12) Go-arounds.

(13) Approaches to landing areas with a simulated engine malfunction.

(14) Procedures for canopy packing and aircraft disassembly.

(m) Maneuvers and procedures for pre-solo flight training in a weight-shift-control aircraft. A student pilot who is receiving training for a weight-shift-control aircraft rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, preflight assembly and rigging, aircraft systems, and powerplant operations.

(2) Taxiing or surface operations, including run-ups.

(3) Takeoffs and landings, including normal and crosswind.

(4) Straight and level flight, and turns in both directions.

(5) Climbs, and climbing turns in both directions.

(6) Airport traffic patterns, including entry and departure procedures.

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance.

(8) Descents, and descending turns in both directions.

(9) Flight at various airspeeds from maximum cruise to slow flight.

(10) Emergency procedures and equipment malfunctions.

(11) Ground reference maneuvers.

(12) Stall entry, stall, and stall recovery.

(13) Straight glides, and gliding turns in both directions.

(14) Go-arounds.

(15) Approaches to landing areas with a simulated engine malfunction.

(16) Procedures for disassembly.

(n) Limitations on student pilots operating an aircraft in solo flight. A student pilot may not operate an aircraft in solo flight unless that student pilot has received an endorsement in the student's logbook for the specific make and model aircraft to be flown by an authorized instructor who gave the training within the 90 days preceding the date of the flight.

(o) Limitations on student pilots operating an aircraft in solo flight at night. A student pilot may not operate an aircraft in solo flight at night unless that student pilot has received:

(1) Flight training at night on night flying procedures that includes takeoffs, approaches, landings, and go-arounds at night at the airport where the solo flight will be conducted;

(2) Navigation training at night in the vicinity of the airport where the solo flight will be conducted; and

(3) An endorsement in the student's logbook for the specific make and model aircraft to be flown for night solo flight by an authorized instructor who gave the training within the 90-day period preceding the date of the flight.

(p) Limitations on flight instructors authorizing solo flight. No instructor may authorize a student pilot to perform a solo flight unless that instructor has—

(1) Given that student pilot training in the make and model of aircraft or a similar make and model of aircraft in which the solo flight is to be flown;

(2) Determined the student pilot is proficient in the maneuvers and procedures prescribed in this section;

(3) Determined the student pilot is proficient in the make and model of aircraft to be flown; and

(4) Endorsed the student pilot's logbook for the specific make and model aircraft to be flown, and that endorsement remains current for solo flight privileges, provided an authorized instructor updates the student's logbook every 90 days thereafter.

§ 61.89

General limitations.

(a) A student pilot may not act as pilot in command of an aircraft:

(1) That is carrying a passenger;

(2) That is carrying property for compensation or hire;

(3) For compensation or hire;

(4) In furtherance of a business;

(5) On an international flight, except that a student pilot may make solo training flights from Haines, Gustavus, or Juneau, Alaska, to White Horse, Yukon, Canada, and return over the province of British Columbia;

(6) With a flight or surface visibility of less than 3 statute miles during daylight hours or 5 statute miles at night;

(7) When the flight cannot be made with visual reference to the surface; or

(8) In a manner contrary to any limitations placed in the pilot's logbook by an authorized instructor.

(b) A student pilot may not act as a required pilot flight crewmember on any aircraft for which more than one pilot is required by the type certificate of the aircraft or regulations under which the flight is conducted, except when receiving flight training from an authorized instructor on board an airship, and no person other than a required flight crewmember is carried on the aircraft.

(c) A student pilot seeking a sport pilot certificate must comply with the provisions of paragraphs (a) and (b) of this section and may not act as pilot in command—

(1) Of an aircraft other than a light-sport aircraft;

(2) At night;

(3) At an altitude of more than 10,000 feet MSL or 2,000 feet AGL, whichever is higher;

(4) In Class B, C, and D airspace, at an airport located in Class B, C, or D airspace, and to, from, through, or on an airport having an operational control tower without having received the ground and flight training specified in § 61.94 and an endorsement from an authorized instructor;

(5) Of a light-sport aircraft without having received the applicable ground training, flight training, and instructor endorsements specified in § 61.327 (a) and (b).

(d) The holder of a student pilot certificate may act as pilot in command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the student pilot holds a valid U.S. driver's license, meets the requirements of § 61.23(c)(3), and the operation is conducted consistent with the requirements of paragraphs (a) and (b) of this section and the conditions of § 61.113(i). Where the requirements of paragraphs (a) and (b) of this section conflict with § 61.113(i), a student pilot must comply with paragraphs (a) and (b) of this section.

§ 61.91

§ 61.93

Solo cross-country flight requirements.

(a) General. (1) Except as provided in paragraph (b) of this section, a student pilot must meet the requirements of this section before—

(i) Conducting a solo cross-country flight, or any flight greater than 25 nautical miles from the airport from where the flight originated.

(ii) Making a solo flight and landing at any location other than the airport of origination.

(2) Except as provided in paragraph (b) of this section, a student pilot who seeks solo cross-country flight privileges must:

(i) Have received flight training from an instructor authorized to provide flight training on the maneuvers and procedures of this section that are appropriate to the make and model of aircraft for which solo cross-country privileges are sought;

(ii) Have demonstrated cross-country proficiency on the appropriate maneuvers and procedures of this section to an authorized instructor;

(iii) Have satisfactorily accomplished the pre-solo flight maneuvers and procedures required by § 61.87 of this part in the make and model of aircraft or similar make and model of aircraft for which solo cross-country privileges are sought; and

(iv) Comply with any limitations included in the authorized instructor's endorsement that are required by paragraph (c) of this section.

(3) A student pilot who seeks solo cross-country flight privileges must have received ground and flight training from an authorized instructor on the cross-country maneuvers and procedures listed in this section that are appropriate to the aircraft to be flown.

(b) Authorization to perform certain solo flights and cross-country flights. A student pilot must obtain an endorsement from an authorized instructor to make solo flights from the airport where the student pilot normally receives training to another location. A student pilot who receives this endorsement must comply with the requirements of this paragraph.

(1) Solo flights may be made to another airport that is within 25 nautical miles from the airport where the student pilot normally receives training, provided—

(i) An authorized instructor has given the student pilot flight training at the other airport, and that training includes flight in both directions over the route, entering and exiting the traffic pattern, and takeoffs and landings at the other airport;

(ii) The authorized instructor who gave the training endorses the student pilot's logbook authorizing the flight;

(iii) The student pilot has a solo flight endorsement in accordance with § 61.87 of this part;

(iv) The authorized instructor has determined that the student pilot is proficient to make the flight; and

(v) The purpose of the flight is to practice takeoffs and landings at that other airport.

(2) Repeated specific solo cross-country flights may be made to another airport that is within 50 nautical miles of the airport from which the flight originated, provided—

(i) The authorized instructor has given the student flight training in both directions over the route, including entering and exiting the traffic patterns, takeoffs, and landings at the airports to be used;

(ii) The authorized instructor who gave the training has endorsed the student's logbook certifying that the student is proficient to make such flights;

(iii) The student has a solo flight endorsement in accordance with § 61.87 of this part; and

(iv) The student has a solo cross country flight endorsement in accordance with paragraph (c) of this section; however, for repeated solo cross country flights to another airport within 50 nautical miles from which the flight originated, separate endorsements are not required to be made for each flight.

(c) Endorsements for solo cross-country flights. Except as specified in paragraph (b)(2) of this section, a student pilot must have the endorsements prescribed in this paragraph for each cross-country flight:

(1) A student pilot must have a solo cross-country endorsement from the authorized instructor who conducted the training that is placed in that person's logbook for the specific category of aircraft to be flown.

(2) A student pilot must have a solo cross-country endorsement from an authorized instructor that is placed in that person's logbook for the specific make and model of aircraft to be flown.

(3) For each cross-country flight, the authorized instructor who reviews the cross-country planning must make an endorsement in the person's logbook after reviewing that person's cross-country planning, as specified in paragraph (d) of this section. The endorsement must—

(i) Specify the make and model of aircraft to be flown;

(ii) State that the student's preflight planning and preparation is correct and that the student is prepared to make the flight safely under the known conditions; and

(iii) State that any limitations required by the student's authorized instructor are met.

(d) Limitations on authorized instructors to permit solo cross-country flights. An authorized instructor may not permit a student pilot to conduct a solo cross-country flight unless that instructor has:

(1) Determined that the student's cross-country planning is correct for the flight;

(2) Reviewed the current and forecast weather conditions and has determined that the flight can be completed under VFR;

(3) Determined that the student is proficient to conduct the flight safely;

(4) Determined that the student has the appropriate solo cross-country endorsement for the make and model of aircraft to be flown; and

(5) Determined that the student's solo flight endorsement is current for the make and model aircraft to be flown.

(e) Maneuvers and procedures for cross-country flight training in a single-engine airplane. A student pilot who is receiving training for cross-country flight in a single-engine airplane must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communication, except that a student pilot seeking a sport pilot certificate must only receive and log flight training on the use of radios installed in the aircraft to be flown;

(10) Takeoff, approach, and landing procedures, including short-field, soft-field, and crosswind takeoffs, approaches, and landings;

(11) Climbs at best angle and best rate; and

(12) Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives. For student pilots seeking a sport pilot certificate, the provisions of this paragraph only apply when receiving training for cross-country flight in an airplane that has a V H greater than 87 knots CAS.

(f) Maneuvers and procedures for cross-country flight training in a multiengine airplane. A student pilot who is receiving training for cross-country flight in a multiengine airplane must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communications;

(10) Takeoff, approach, and landing procedures, including short-field, soft-field, and crosswind takeoffs, approaches, and landings;

(11) Climbs at best angle and best rate; and

(12) Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives.

(g) Maneuvers and procedures for cross-country flight training in a helicopter. A student pilot who is receiving training for cross-country flight in a helicopter must receive and log flight training for the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communications; and

(10) Takeoff, approach, and landing procedures.

(h) Maneuvers and procedures for cross-country flight training in a gyroplane. A student pilot who is receiving training for cross-country flight in a gyroplane must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communication, except that a student pilot seeking a sport pilot certificate must only receive and log flight training on the use of radios installed in the aircraft to be flown; and

(10) Takeoff, approach, and landing procedures, including short-field and soft-field takeoffs, approaches, and landings.

(i) Maneuvers and procedures for cross-country flight training in a powered-lift. A student pilot who is receiving training for cross-country flight training in a powered-lift must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communications;

(10) Takeoff, approach, and landing procedures that include high-altitude, steep, and shallow takeoffs, approaches, and landings; and

(11) Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives.

(j) Maneuvers and procedures for cross-country flight training in a glider. A student pilot who is receiving training for cross-country flight in a glider must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Landings accomplished without the use of the altimeter from at least 2,000 feet above the surface; and

(10) Recognition of weather and upper air conditions favorable for cross-country soaring, ascending and descending flight, and altitude control.

(k) Maneuvers and procedures for cross-country flight training in an airship. A student pilot who is receiving training for cross-country flight in an airship must receive and log flight training for the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass;

(2) Use of aircraft performance charts pertaining to cross-country flight;

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognition of critical weather situations and estimating visibility while in flight;

(4) Emergency procedures;

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach;

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance;

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown;

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications;

(9) Use of radios for VFR navigation and two-way communication, except that a student pilot seeking a sport pilot certificate must only receive and log flight training on the use of radios installed in the aircraft to be flown;

(10) Control of air pressure with regard to ascending and descending flight and altitude control;

(11) Control of the airship solely by reference to flight instruments, except for a student pilot seeking a sport pilot certificate; and

(12) Recognition of weather and upper air conditions conducive for the direction of cross-country flight.

(l) Maneuvers and procedures for cross-country flight training in a powered parachute. A student pilot who is receiving training for cross-country flight in a powered parachute must receive and log flight training in the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass, as appropriate.

(2) Use of aircraft performance charts pertaining to cross-country flight.

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognizing critical weather situations and estimating visibility while in flight.

(4) Emergency procedures.

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach.

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance.

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown.

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications.

(9) If equipped for flight with navigation radios, the use of radios for VFR navigation.

(10) Recognition of weather and upper air conditions favorable for the cross-country flight.

(11) Takeoff, approach and landing procedures.

(m) Maneuvers and procedures for cross-country flight training in a weight-shift-control aircraft. A student pilot who is receiving training for cross-country flight in a weight-shift-control aircraft must receive and log flight training for the following maneuvers and procedures:

(1) Use of aeronautical charts for VFR navigation using pilotage and dead reckoning with the aid of a magnetic compass, as appropriate.

(2) Use of aircraft performance charts pertaining to cross-country flight.

(3) Procurement and analysis of aeronautical weather reports and forecasts, including recognizing critical weather situations and estimating visibility while in flight.

(4) Emergency procedures.

(5) Traffic pattern procedures that include area departure, area arrival, entry into the traffic pattern, and approach.

(6) Procedures and operating practices for collision avoidance, wake turbulence precautions, and windshear avoidance.

(7) Recognition, avoidance, and operational restrictions of hazardous terrain features in the geographical area where the cross-country flight will be flown.

(8) Procedures for operating the instruments and equipment installed in the aircraft to be flown, including recognition and use of the proper operational procedures and indications.

(9) If equipped for flight using navigation radios, the use of radios for VFR navigation.

(10) Recognition of weather and upper air conditions favorable for the cross-country flight.

(11) Takeoff, approach and landing procedures, including crosswind approaches and landings.

§ 61.94

Student pilot seeking a sport pilot certificate or a recreational pilot certificate: Operations at airports within, and in airspace located within, Class B, C, and D airspace, or at airports with an operational control tower in other airspace.

(a) A student pilot seeking a sport pilot certificate or a recreational pilot certificate who wants to obtain privileges to operate in Class B, C, and D airspace, at an airport located in Class B, C, or D airspace, and to, from, through, or at an airport having an operational control tower, must receive and log ground and flight training from an authorized instructor in the following aeronautical knowledge areas and areas of operation:

(1) The use of radios, communications, navigation systems and facilities, and radar services.

(2) Operations at airports with an operating control tower, to include three takeoffs and landings to a full stop, with each landing involving a flight in the traffic pattern, at an airport with an operating control tower.

(3) Applicable flight rules of part 91 of this chapter for operations in Class B, C, and D airspace and air traffic control clearances.

(4) Ground and flight training for the specific Class B, C, or D airspace for which the solo flight is authorized, if applicable, within the 90-day period preceding the date of the flight in that airspace. The flight training must be received in the specific airspace area for which solo flight is authorized.

(5) Ground and flight training for the specific airport located in Class B, C, or D airspace for which the solo flight is authorized, if applicable, within the 90-day period preceding the date of the flight at that airport. The flight and ground training must be received at the specific airport for which solo flight is authorized.

(b) The authorized instructor who provides the training specified in paragraph (a) of this section must provide a logbook endorsement that certifies the student has received that training and is proficient to conduct solo flight in that specific airspace or at that specific airport and in those aeronautical knowledge areas and areas of operation specified in this section.

§ 61.95

Operations in Class B airspace and at airports located within Class B airspace.

(a) A student pilot may not operate an aircraft on a solo flight in Class B airspace unless:

(1) The student pilot has received both ground and flight training from an authorized instructor on that Class B airspace area, and the flight training was received in the specific Class B airspace area for which solo flight is authorized;

(2) The logbook of that student pilot has been endorsed by the authorized instructor who gave the student pilot flight training, and the endorsement is dated within the 90-day period preceding the date of the flight in that Class B airspace area; and

(3) The logbook endorsement specifies that the student pilot has received the required ground and flight training, and has been found proficient to conduct solo flight in that specific Class B airspace area.

(b) A student pilot may not operate an aircraft on a solo flight to, from, or at an airport located within Class B airspace pursuant to § 91.131(b) of this chapter unless:

(1) The student pilot has received both ground and flight training from an instructor authorized to provide training to operate at that airport, and the flight and ground training has been received at the specific airport for which the solo flight is authorized;

(2) The logbook of that student pilot has been endorsed by an authorized instructor who gave the student pilot flight training, and the endorsement is dated within the 90-day period preceding the date of the flight at that airport; and

(3) The logbook endorsement specifies that the student pilot has received the required ground and flight training, and has been found proficient to conduct solo flight operations at that specific airport.

(c) This section does not apply to a student pilot seeking a sport pilot certificate or a recreational pilot certificate.

§ 61.96

Applicability and eligibility requirements: General.

(a) This subpart prescribes the requirement for the issuance of recreational pilot certificates and ratings, the conditions under which those certificates and ratings are necessary, and the general operating rules for persons who hold those certificates and ratings.

(b) To be eligible for a recreational pilot certificate, a person who applies for that certificate must:

(1) Be at least 17 years of age;

(2) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft;

(3) Receive a logbook endorsement from an authorized instructor who—

(i) Conducted the training or reviewed the applicant's home study on the aeronautical knowledge areas listed in § 61.97(b) of this part that apply to the aircraft category and class rating sought; and

(ii) Certified that the applicant is prepared for the required knowledge test.

(4) Pass the required knowledge test on the aeronautical knowledge areas listed in § 61.97(b) of this part;

(5) Receive flight training and a logbook endorsement from an authorized instructor who—

(i) Conducted the training on the areas of operation listed in § 61.98(b) of this part that apply to the aircraft category and class rating sought; and

(ii) Certified that the applicant is prepared for the required practical test.

(6) Meet the aeronautical experience requirements of § 61.99 of this part that apply to the aircraft category and class rating sought before applying for the practical test;

(7) Pass the practical test on the areas of operation listed in § 61.98(b) that apply to the aircraft category and class rating;

(8) Comply with the sections of this part that apply to the aircraft category and class rating; and

(9) Hold either a student pilot certificate or sport pilot certificate.

§ 61.97

Aeronautical knowledge.

(a) General. A person who applies for a recreational pilot certificate must receive and log ground training from an authorized instructor or complete a home-study course on the aeronautical knowledge areas of paragraph (b) of this section that apply to the aircraft category and class rating sought.

(b) Aeronautical knowledge areas. (1) Applicable Federal Aviation Regulations of this chapter that relate to recreational pilot privileges, limitations, and flight operations;

(2) Accident reporting requirements of the National Transportation Safety Board;

(3) Use of the applicable portions of the “Aeronautical Information Manual” and FAA advisory circulars;

(4) Use of aeronautical charts for VFR navigation using pilotage with the aid of a magnetic compass;

(5) Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts;

(6) Safe and efficient operation of aircraft, including collision avoidance, and recognition and avoidance of wake turbulence;

(7) Effects of density altitude on takeoff and climb performance;

(8) Weight and balance computations;

(9) Principles of aerodynamics, powerplants, and aircraft systems;

(10) Stall awareness, spin entry, spins, and spin recovery techniques, if applying for an airplane single-engine rating;

(11) Aeronautical decision making and judgment; and

(12) Preflight action that includes—

(i) How to obtain information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements; and

(ii) How to plan for alternatives if the planned flight cannot be completed or delays are encountered.

§ 61.98

Flight proficiency.

(a) General. A person who applies for a recreational pilot certificate must receive and log ground and flight training from an authorized instructor on the areas of operation of this section that apply to the aircraft category and class rating sought.

(b) Areas of operation. (1) For a single-engine airplane rating: (i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Emergency operations; and

(x) Postflight procedures.

(2) For a helicopter rating: (i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and heliport operations;

(iv) Hovering maneuvers;

(v) Takeoffs, landings, and go-arounds;

(vi) Performance maneuvers;

(vii) Ground reference maneuvers;

(viii) Navigation;

(ix) Emergency operations; and

(x) Postflight procedures.

(3) For a gyroplane rating: (i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Flight at slow airspeeds;

(ix) Emergency operations; and

(x) Postflight procedures.

§ 61.99

Aeronautical experience.

(a) A person who applies for a recreational pilot certificate must receive and log at least 30 hours of flight time that includes at least—

(1) 15 hours of flight training from an authorized instructor on the areas of operation listed in § 61.98 that consists of at least:

(i) Except as provided in § 61.100, 2 hours of flight training en route to an airport that is located more than 25 nautical miles from the airport where the applicant normally trains, which includes at least three takeoffs and three landings at the airport located more than 25 nautical miles from the airport where the applicant normally trains; and

(ii) Three hours of flight training with an authorized instructor in the aircraft for the rating sought in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(2) Three hours of solo flying in the aircraft for the rating sought, on the areas of operation listed in § 61.98 that apply to the aircraft category and class rating sought.

(b) The holder of a sport pilot certificate may credit flight training received from a flight instructor with a sport pilot rating toward the aeronautical experience requirements of this section if the following conditions are met:

(1) The flight training was accomplished in the same category and class of aircraft for which the rating is sought;

(2) The flight instructor with a sport pilot rating was authorized to provide the flight training; and

(3) The flight training included training on areas of operation that are required for both a sport pilot certificate and a recreational pilot certificate.

§ 61.100

Pilots based on small islands.

(a) An applicant located on an island from which the flight training required in § 61.99(a)(1) of this part cannot be accomplished without flying over water for more than 10 nautical miles from the nearest shoreline need not comply with the requirements of that section. However, if other airports that permit civil operations are available to which a flight may be made without flying over water for more than 10 nautical miles from the nearest shoreline, the applicant must show completion of a dual flight between two airports, which must include three landings at the other airport.

(b) An applicant who complies with paragraph (a) of this section and meets all requirements for the issuance of a recreational pilot certificate, except the requirements of § 61.99(a)(1) of this part, will be issued a pilot certificate with an endorsement containing the following limitation, “Passenger carrying prohibited on flights more than 10 nautical miles from (the appropriate island).” The limitation may be subsequently amended to include another island if the applicant complies with the requirements of paragraph (a) of this section for another island.

(c) Upon meeting the requirements of § 61.99(a)(1) of this part, the applicant may have the limitation(s) in paragraph (b) of this section removed.

§ 61.101

Recreational pilot privileges and limitations.

(a) A person who holds a recreational pilot certificate may:

(1) Carry no more than one passenger; and

(2) Not pay less than the pro rata share of the operating expenses of a flight with a passenger, provided the expenses involve only fuel, oil, airport expenses, or aircraft rental fees.

(b) A person who holds a recreational pilot certificate may act as pilot in command of an aircraft on a flight within 50 nautical miles from the departure airport, provided that person has—

(1) Received ground and flight training for takeoff, departure, arrival, and landing procedures at the departure airport;

(2) Received ground and flight training for the area, terrain, and aids to navigation that are in the vicinity of the departure airport;

(3) Been found proficient to operate the aircraft at the departure airport and the area within 50 nautical miles from that airport; and

(4) Received from an authorized instructor a logbook endorsement, which is carried in the person's possession in the aircraft, that permits flight within 50 nautical miles from the departure airport.

(c) A person who holds a recreational pilot certificate may act as pilot in command of an aircraft on a flight that exceeds 50 nautical miles from the departure airport, provided that person has—

(1) Received ground and flight training from an authorized instructor on the cross-country training requirements of subpart E of this part that apply to the aircraft rating held;

(2) Been found proficient in cross-country flying; and

(3) Received from an authorized instructor a logbook endorsement, which is carried on the person's possession in the aircraft, that certifies the person has received and been found proficient in the cross-country training requirements of subpart E of this part that apply to the aircraft rating held.

(d) A person who holds a recreational pilot certificate may act as pilot in command of an aircraft in Class B, C, and D airspace, at an airport located in Class B, C, or D airspace, and to, from, through, or at an airport having an operational control tower, provided that person has—

(1) Received and logged ground and flight training from an authorized instructor on the following aeronautical knowledge areas and areas of operation, as appropriate to the aircraft rating held:

(i) The use of radios, communications, navigation system and facilities, and radar services.

(ii) Operations at airports with an operating control tower to include three takeoffs and landings to a full stop, with each landing involving a flight in the traffic pattern at an airport with an operating control tower.

(iii) Applicable flight rules of part 91 of this chapter for operations in Class B, C, and D airspace and air traffic control clearances;

(2) Been found proficient in those aeronautical knowledge areas and areas of operation specified in paragraph (d)(1) of this section; and

(3) Received from an authorized instructor a logbook endorsement, which is carried on the person's possession or readily accessible in the aircraft, that certifies the person has received and been found proficient in those aeronautical knowledge areas and areas of operation specified in paragraph (d)(1) of this section.

(e) Except as provided in paragraphs (d) and (i) of this section, a recreational pilot may not act as pilot in command of an aircraft—

(1) That is certificated—

(i) For more than four occupants;

(ii) With more than one powerplant;

(iii) With a powerplant of more than 180 horsepower, except aircraft certificated in the rotorcraft category; or

(iv) With retractable landing gear;

(2) That is classified as a multiengine airplane, powered-lift, glider, airship, balloon, powered parachute, or weight-shift-control aircraft;

(3) That is carrying a passenger or property for compensation or hire;

(4) For compensation or hire;

(5) In furtherance of a business;

(6) Between sunset and sunrise;

(7) In Class A, B, C, and D airspace, at an airport located in Class B, C, or D airspace, or to, from, through, or at an airport having an operational control tower;

(8) At an altitude of more than 10,000 feet MSL or 2,000 feet AGL, whichever is higher;

(9) When the flight or surface visibility is less than 3 statute miles;

(10) Without visual reference to the surface;

(11) On a flight outside the United States, unless authorized by the country in which the flight is conducted;

(12) To demonstrate that aircraft in flight as an aircraft salesperson to a prospective buyer;

(13) That is used in a passenger-carrying airlift and sponsored by a charitable organization; and

(14) That is towing any object.

(f) A recreational pilot may not act as a pilot flight crewmember on any aircraft for which more than one pilot is required by the type certificate of the aircraft or the regulations under which the flight is conducted, except when:

(1) Receiving flight training from a person authorized to provide flight training on board an airship; and

(2) No person other than a required flight crewmember is carried on the aircraft.

(g) A person who holds a recreational pilot certificate, has logged fewer than 400 flight hours, and has not logged pilot-in-command time in an aircraft within the 180 days preceding the flight shall not act as pilot in command of an aircraft until the pilot receives flight training and a logbook endorsement from an authorized instructor, and the instructor certifies that the person is proficient to act as pilot in command of the aircraft. This requirement can be met in combination with the requirements of §§ 61.56 and 61.57 of this part, at the discretion of the authorized instructor.

(h) A recreational pilot certificate issued under this subpart carries the notation, “Holder does not meet ICAO requirements.”

(i) For the purpose of obtaining additional certificates or ratings while under the supervision of an authorized instructor, a recreational pilot may fly as the sole occupant of an aircraft:

(1) For which the pilot does not hold an appropriate category or class rating;

(2) Within airspace that requires communication with air traffic control; or

(3) Between sunset and sunrise, provided the flight or surface visibility is at least 5 statute miles.

(j) In order to fly solo as provided in paragraph (i) of this section, the recreational pilot must meet the appropriate aeronautical knowledge and flight training requirements of § 61.87 for that aircraft. When operating an aircraft under the conditions specified in paragraph (i) of this section, the recreational pilot shall carry the logbook that has been endorsed for each flight by an authorized instructor who:

(1) Has given the recreational pilot training in the make and model of aircraft in which the solo flight is to be made;

(2) Has found that the recreational pilot has met the applicable requirements of § 61.87; and

(3) Has found that the recreational pilot is competent to make solo flights in accordance with the logbook endorsement.

(k) A recreational pilot may act as pilot in command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver's license, meets the requirements of § 61.23(c)(3), and the operation is conducted consistent with this section and the conditions of § 61.113(i). Where the requirements of this section conflict with § 61.113(i), a recreational pilot must comply with this section.

§ 61.102

Applicability.

This subpart prescribes the requirements for the issuance of private pilot certificates and ratings, the conditions under which those certificates and ratings are necessary, and the general operating rules for persons who hold those certificates and ratings.

§ 61.103

Eligibility requirements: General.

To be eligible for a private pilot certificate, a person must:

(a) Be at least 17 years of age for a rating in other than a glider or balloon.

(b) Be at least 16 years of age for a rating in a glider or balloon.

(c) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.

(d) Receive a logbook endorsement from an authorized instructor who:

(1) Conducted the training or reviewed the person's home study on the aeronautical knowledge areas listed in § 61.105(b) of this part that apply to the aircraft rating sought; and

(2) Certified that the person is prepared for the required knowledge test.

(e) Pass the required knowledge test on the aeronautical knowledge areas listed in § 61.105(b) of this part.

(f) Receive flight training and a logbook endorsement from an authorized instructor who:

(1) Conducted the training in the areas of operation listed in § 61.107(b) of this part that apply to the aircraft rating sought; and

(2) Certified that the person is prepared for the required practical test.

(g) Meet the aeronautical experience requirements of this part that apply to the aircraft rating sought before applying for the practical test.

(h) Pass a practical test on the areas of operation listed in § 61.107(b) of this part that apply to the aircraft rating sought.

(i) Comply with the appropriate sections of this part that apply to the aircraft category and class rating sought.

(j) Hold a U.S. student pilot certificate, sport pilot certificate, or recreational pilot certificate.

§ 61.105

Aeronautical knowledge.

(a) General. A person who is applying for a private pilot certificate must receive and log ground training from an authorized instructor or complete a home-study course on the aeronautical knowledge areas of paragraph (b) of this section that apply to the aircraft category and class rating sought.

(b) Aeronautical knowledge areas. (1) Applicable Federal Aviation Regulations of this chapter that relate to private pilot privileges, limitations, and flight operations;

(2) Accident reporting requirements of the National Transportation Safety Board;

(3) Use of the applicable portions of the “Aeronautical Information Manual” and FAA advisory circulars;

(4) Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, and navigation systems;

(5) Radio communication procedures;

(6) Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts;

(7) Safe and efficient operation of aircraft, including collision avoidance, and recognition and avoidance of wake turbulence;

(8) Effects of density altitude on takeoff and climb performance;

(9) Weight and balance computations;

(10) Principles of aerodynamics, powerplants, and aircraft systems;

(11) Stall awareness, spin entry, spins, and spin recovery techniques for the airplane and glider category ratings;

(12) Aeronautical decision making and judgment; and

(13) Preflight action that includes—

(i) How to obtain information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements; and

(ii) How to plan for alternatives if the planned flight cannot be completed or delays are encountered.

§ 61.107

Flight proficiency.

(a) General. A person who applies for a private pilot certificate must receive and log ground and flight training from an authorized instructor on the areas of operation of this section that apply to the aircraft category and class rating sought.

(b) Areas of operation. (1) For an airplane category rating with a single-engine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Basic instrument maneuvers;

(x) Emergency operations;

(xi) Night operations, except as provided in § 61.110 of this part; and

(xii) Postflight procedures.

(2) For an airplane category rating with a multiengine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Basic instrument maneuvers;

(x) Emergency operations;

(xi) Multiengine operations;

(xii) Night operations, except as provided in § 61.110 of this part; and

(xiii) Postflight procedures.

(3) For a rotorcraft category rating with a helicopter class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and heliport operations;

(iv) Hovering maneuvers;

(v) Takeoffs, landings, and go-arounds;

(vi) Performance maneuvers;

(vii) Navigation;

(viii) Emergency operations;

(ix) Night operations, except as provided in § 61.110 of this part; and

(x) Postflight procedures.

(4) For a rotorcraft category rating with a gyroplane class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Flight at slow airspeeds;

(ix) Emergency operations;

(x) Night operations, except as provided in § 61.110 of this part; and

(xi) Postflight procedures.

(5) For a powered-lift category rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and heliport operations;

(iv) Hovering maneuvers;

(v) Takeoffs, landings, and go-arounds;

(vi) Performance maneuvers;

(vii) Ground reference maneuvers;

(viii) Navigation;

(ix) Slow flight and stalls;

(x) Basic instrument maneuvers;

(xi) Emergency operations;

(xii) Night operations, except as provided in § 61.110 of this part; and

(xiii) Postflight procedures.

(6) For a glider category rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and gliderport operations;

(iv) Launches and landings;

(v) Performance speeds;

(vi) Soaring techniques;

(vii) Performance maneuvers;

(viii) Navigation;

(ix) Slow flight and stalls;

(x) Emergency operations; and

(xi) Postflight procedures.

(7) For a lighter-than-air category rating with an airship class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Emergency operations; and

(ix) Postflight procedures.

(8) For a lighter-than-air category rating with a balloon class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Launches and landings;

(v) Performance maneuvers;

(vi) Navigation;

(vii) Emergency operations; and

(viii) Postflight procedures.

(9) For a powered parachute category rating—

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations, as applicable;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Night operations, except as provided in § 61.110;

(ix) Emergency operations; and

(x) Post-flight procedures.

(10) For a weight-shift-control aircraft category rating—

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations, as applicable;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Night operations, except as provided in § 61.110;

(x) Emergency operations; and

(xi) Post-flight procedures.

§ 61.109

Aeronautical experience.

(a) For an airplane single-engine rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with an airplane category and single-engine class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(1) of this part, and the training must include at least—

(1) 3 hours of cross-country flight training in a single-engine airplane;

(2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a single-engine airplane that includes—

(i) One cross-country flight of over 100 nautical miles total distance; and

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(3) 3 hours of flight training in a single-engine airplane on the control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight;

(4) 3 hours of flight training with an authorized instructor in a single-engine airplane in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

(5) 10 hours of solo flight time in a single-engine airplane, consisting of at least—

(i) 5 hours of solo cross-country time;

(ii) One solo cross country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations; and

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(b) For an airplane multiengine rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with an airplane category and multiengine class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(2) of this part, and the training must include at least—

(1) 3 hours of cross-country flight training in a multiengine airplane;

(2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a multiengine airplane that includes—

(i) One cross-country flight of over 100 nautical miles total distance; and

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(3) 3 hours of flight training in a multiengine airplane on the control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight;

(4) 3 hours of flight training with an authorized instructor in a multiengine airplane in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

(5) 10 hours of solo flight time in an airplane consisting of at least—

(i) 5 hours of solo cross-country time;

(ii) One solo cross country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations; and

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(c) For a helicopter rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with rotorcraft category and helicopter class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(3) of this part, and the training must include at least—

(1) 3 hours of cross-country flight training in a helicopter;

(2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a helicopter that includes—

(i) One cross-country flight of over 50 nautical miles total distance; and

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(3) 3 hours of flight training with an authorized instructor in a helicopter in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

(4) 10 hours of solo flight time in a helicopter, consisting of at least—

(i) 3 hours cross-country time;

(ii) One solo cross country flight of 100 nautical miles total distance, with landings at three points, and one segment of the flight being a straight-line distance of more than 25 nautical miles between the takeoff and landing locations; and

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(d) For a gyroplane rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with rotorcraft category and gyroplane class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(4) of this part, and the training must include at least—

(1) 3 hours of cross-country flight training in a gyroplane;

(2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a gyroplane that includes—

(i) One cross-country flight of over 50 nautical miles total distance; and

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(3) 3 hours of flight training with an authorized instructor in a gyroplane in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

(4) 10 hours of solo flight time in a gyroplane, consisting of at least—

(i) 3 hours of cross-country time;

(ii) One solo cross country flight of 100 nautical miles total distance, with landings at three points, and one segment of the flight being a straight-line distance of more than 25 nautical miles between the takeoff and landing locations; and

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(e) For a powered-lift rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with a powered-lift category rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(5) of this part, and the training must include at least—

(1) 3 hours of cross-country flight training in a powered-lift;

(2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a powered-lift that includes—

(i) One cross-country flight of over 100 nautical miles total distance; and

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(3) 3 hours of flight training in a powered-lift on the control and maneuvering of a powered-lift solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight;

(4) 3 hours of flight training with an authorized instructor in a powered-lift in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

(5) 10 hours of solo flight time in an airplane or powered-lift consisting of at least—

(i) 5 hours cross-country time;

(ii) One solo cross country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations; and

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(f) For a glider category rating. (1) If the applicant for a private pilot certificate with a glider category rating has not logged at least 40 hours of flight time as a pilot in a heavier-than-air aircraft, the applicant must log at least 10 hours of flight time in a glider in the areas of operation listed in § 61.107(b)(6) of this part, and that flight time must include at least—

(i) 20 flights in a glider in the areas of operations listed in § 61.107(b)(6) of this part, including at least 3 training flights with an authorized instructor in a glider in preparation for the practical test that must have been performed within the preceding 2 calendar months from the month of the test; and

(ii) 2 hours of solo flight time in a glider in the areas of operation listed in § 61.107(b)(6) of this part, with not less than 10 launches and landings being performed.

(2) If the applicant has logged at least 40 hours of flight time in a heavier-than-air aircraft, the applicant must log at least 3 hours of flight time in a glider in the areas of operation listed in § 61.107(b)(6) of this part, and that flight time must include at least—

(i) 10 solo flights in a glider in the areas of operation listed in § 61.107(b)(6) of this part; and

(ii) 3 training flights with an authorized instructor in a glider in preparation for the practical test that must have been performed within the preceding 2 calendar months from the month of the test.

(g) For an airship rating. A person who applies for a private pilot certificate with a lighter-than-air category and airship class rating must log at least:

(1) 25 hours of flight training in airships on the areas of operation listed in § 61.107(b)(7) of this part, which consists of at least:

(i) 3 hours of cross-country flight training in an airship;

(ii) Except as provided in § 61.110 of this part, 3 hours of night flight training in an airship that includes:

(A) A cross-country flight of over 25 nautical miles total distance; and

(B) Five takeoffs and five landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

(2) 3 hours of flight training in an airship on the control and maneuvering of an airship solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight;

(3) Three hours of flight training with an authorized instructor in an airship in preparation for the practical test within the preceding 2 calendar months from the month of the test; and

(4) 5 hours performing the duties of pilot in command in an airship with an authorized instructor.

(h) For a balloon rating. A person who applies for a private pilot certificate with a lighter-than-air category and balloon class rating must log at least 10 hours of flight training that includes at least six training flights with an authorized instructor in the areas of operation listed in § 61.107(b)(8) of this part, that includes—

(1) Gas balloon. If the training is being performed in a gas balloon, at least two flights of 2 hours each that consists of—

(i) At least one training flight with an authorized instructor in a gas balloon in preparation for the practical test within the preceding 2 calendar months from the month of the test;

(ii) At least one flight performing the duties of pilot in command in a gas balloon with an authorized instructor; and

(iii) At least one flight involving a controlled ascent to 3,000 feet above the launch site.

(2) Balloon with an airborne heater. If the training is being performed in a balloon with an airborne heater, at least—

(i) At least two training flights of 1 hour each with an authorized instructor in a balloon with an airborne heater in preparation for the practical test within the preceding 2 calendar months from the month of the test;

(ii) One solo flight in a balloon with an airborne heater; and

(iii) At least one flight involving a controlled ascent to 2,000 feet above the launch site.

(i) For a powered parachute rating. A person who applies for a private pilot certificate with a powered parachute category rating must log at least 25 hours of flight time in a powered parachute that includes at least 10 hours of flight training with an authorized instructor, including 30 takeoffs and landings, and 10 hours of solo flight training in the areas of operation listed in § 61.107 (b)(9) and the training must include at least—

(1) One hour of cross-country flight training in a powered parachute that includes a 1-hour cross-country flight with a landing at an airport at least 25 nautical miles from the airport of departure;

(2) Except as provided in § 61.110, 3 hours of night flight training in a powered parachute that includes 10 takeoffs and landings (with each landing involving a flight in the traffic pattern) at an airport;

(3) Three hours of flight training with an authorized instructor in a powered parachute in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test;

(4) Three hours of solo flight time in a powered parachute, consisting of at least—

(i) One solo cross-country flight with a landing at an airport at least 25 nautical miles from the departure airport; and

(ii) Twenty solo takeoffs and landings to a full stop (with each landing involving a flight in a traffic pattern) at an airport; and

(5) Three takeoffs and landings (with each landing involving a flight in the traffic pattern) in an aircraft at an airport with an operating control tower.

(j) For a weight-shift-control aircraft rating. A person who applies for a private pilot certificate with a weight-shift-control rating must log at least 40 hours of flight time that includes at least 20 hours of flight training with an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(10) and the training must include at least—

(1) Three hours of cross-country flight training in a weight-shift-control aircraft;

(2) Except as provided in § 61.110, 3 hours of night flight training in a weight-shift-control aircraft that includes—

(i) One cross-country flight of over 75 nautical miles total distance that includes a point of landing that is a straight-line distance of more than 50 nautical miles from the original point of departure; and

(ii) Ten takeoffs and landings (with each landing involving a flight in the traffic pattern) at an airport;

(3) Three hours of flight training with an authorized instructor in a weight-shift-control aircraft in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test;

(4) Ten hours of solo flight time in a weight-shift-control aircraft, consisting of at least—

(i) Five hours of solo cross-country time; and

(ii) One solo cross-country flight over 100 nautical miles total distance, with landings at a minimum of three points, and one segment of the flight being a straight line distance of at least 50 nautical miles between takeoff and landing locations; and

(5) Three takeoffs and landings (with each landing involving a flight in the traffic pattern) in an aircraft at an airport with an operating control tower.

(k) Permitted credit for use of a full flight simulator or flight training device. (1) Except as provided in paragraphs (k)(2) of this section, a maximum of 2.5 hours of training in a full flight simulator or flight training device representing the category, class, and type, if applicable, of aircraft appropriate to the rating sought, may be credited toward the flight training time required by this section, if received from an authorized instructor.

(2) A maximum of 5 hours of training in a flight simulator or flight training device representing the category, class, and type, if applicable, of aircraft appropriate to the rating sought, may be credited toward the flight training time required by this section if the training is accomplished in a course conducted by a training center certificated under part 142 of this chapter.

(3) Except when fewer hours are approved by the Administrator, an applicant for a private pilot certificate with an airplane, rotorcraft, or powered-lift rating, who has satisfactorily completed an approved private pilot course conducted by a training center certificated under part 142 of this chapter, need only have a total of 35 hours of aeronautical experience to meet the requirements of this section.

(l) Permitted credit for flight training received from a flight instructor with a sport pilot rating. The holder of a sport pilot certificate may credit flight training received from a flight instructor with a sport pilot rating toward the aeronautical experience requirements of this section if the following conditions are met:

(1) The flight training was accomplished in the same category and class of aircraft for which the rating is sought;

(2) The flight instructor with a sport pilot rating was authorized to provide the flight training; and

(3) The flight training included either—

(i) Training on areas of operation that are required for both a sport pilot certificate and a private pilot certificate; or

(ii) For airplanes with a V H greater than 87 knots CAS, training on the control and maneuvering of an airplane solely by reference to the flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives, provided the training was received from a flight instructor with a sport pilot rating who holds an endorsement required by § 61.412(c).

§ 61.110

Night flying exceptions.

(a) Subject to the limitations of paragraph (b) of this section, a person is not required to comply with the night flight training requirements of this subpart if the person receives flight training in and resides in the State of Alaska.

(b) A person who receives flight training in and resides in the State of Alaska but does not meet the night flight training requirements of this section:

(1) May be issued a pilot certificate with a limitation “Night flying prohibited”; and

(2) Must comply with the appropriate night flight training requirements of this subpart within the 12-calendar-month period after the issuance of the pilot certificate. At the end of that period, the certificate will become invalid for use until the person complies with the appropriate night training requirements of this subpart. The person may have the “Night flying prohibited” limitation removed if the person—

(i) Accomplishes the appropriate night flight training requirements of this subpart; and

(ii) Presents to an examiner a logbook or training record endorsement from an authorized instructor that verifies accomplishment of the appropriate night flight training requirements of this subpart.

(c) A person who does not meet the night flying requirements in § 61.109(d)(2), (i)(2), or (j)(2) may be issued a private pilot certificate with the limitation “Night flying prohibited.” This limitation may be removed by an examiner if the holder complies with the requirements of § 61.109(d)(2), (i)(2), or (j)(2), as appropriate.

§ 61.111

Cross-country flights: Pilots based on small islands.

(a) Except as provided in paragraph (b) of this section, an applicant located on an island from which the cross-country flight training required in § 61.109 of this part cannot be accomplished without flying over water for more than 10 nautical miles from the nearest shoreline need not comply with the requirements of that section.

(b) If other airports that permit civil operations are available to which a flight may be made without flying over water for more than 10 nautical miles from the nearest shoreline, the applicant must show completion of two round-trip solo flights between those two airports that are farthest apart, including a landing at each airport on both flights.

(c) An applicant who complies with paragraph (a) or paragraph (b) of this section, and meets all requirements for the issuance of a private pilot certificate, except the cross-country training requirements of § 61.109 of this part, will be issued a pilot certificate with an endorsement containing the following limitation, “Passenger carrying prohibited on flights more than 10 nautical miles from (the appropriate island).” The limitation may be subsequently amended to include another island if the applicant complies with the requirements of paragraph (b) of this section for another island.

(d) Upon meeting the cross-country training requirements of § 61.109 of this part, the applicant may have the limitation in paragraph (c) of this section removed.

§ 61.113

Private pilot privileges and limitations: Pilot in command.

(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft.

(b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

(c) A private pilot may not pay less than the pro rata share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenditures, or rental fees.

(d) A private pilot may act as pilot in command of a charitable, nonprofit, or community event flight described in § 91.146, if the sponsor and pilot comply with the requirements of § 91.146.

(e) A private pilot may be reimbursed for aircraft operating expenses that are directly related to search and location operations, provided the expenses involve only fuel, oil, airport expenditures, or rental fees, and the operation is sanctioned and under the direction and control of:

(1) A local, State, or Federal agency; or

(2) An organization that conducts search and location operations.

(f) A private pilot who is an aircraft salesman and who has at least 200 hours of logged flight time may demonstrate an aircraft in flight to a prospective buyer.

(g) A private pilot who meets the requirements of § 61.69 may act as a pilot in command of an aircraft towing a glider or unpowered ultralight vehicle.

(h) A private pilot may act as pilot in command for the purpose of conducting a production flight test in a light-sport aircraft intended for certification in the light-sport category under § 21.190 of this chapter, provided that—

(1) The aircraft is a powered parachute or a weight-shift-control aircraft;

(2) The person has at least 100 hours of pilot-in-command time in the category and class of aircraft flown; and

(3) The person is familiar with the processes and procedures applicable to the conduct of production flight testing, to include operations conducted under a special flight permit and any associated operating limitations.

(i) A private pilot may act as pilot in command or serve as a required flightcrew member of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver's license, meets the requirements of § 61.23(c)(3), and complies with this section and all of the following conditions and limitations:

(1) The aircraft is authorized to carry not more than 7 occupants, has a maximum takeoff weight of not more than 12,500 pounds, is operated with no more than 6 passengers on board, and is not a transport category rotorcraft certified to airworthiness standards under part 29 of this chapter; and

(2) The flight, including each portion of the flight, is not carried out—

(i) At an altitude that is more than 18,000 feet above mean sea level;

(ii) Outside the United States unless authorized by the country in which the flight is conducted; or

(iii) At an indicated airspeed exceeding 250 knots; and

(3) The pilot has available in his or her logbook—

(i) The completed medical examination checklist required under § 68.7 of this chapter; and

(ii) The certificate of course completion required under § 61.23(c)(3).

§ 61.115

Balloon rating: Limitations.

(a) If a person who applies for a private pilot certificate with a balloon rating takes a practical test in a balloon with an airborne heater:

(1) The pilot certificate will contain a limitation restricting the exercise of the privileges of that certificate to a balloon with an airborne heater; and

(2) The limitation may be removed when the person obtains the required aeronautical experience in a gas balloon and receives a logbook endorsement from an authorized instructor who attests to the person's accomplishment of the required aeronautical experience and ability to satisfactorily operate a gas balloon.

(b) If a person who applies for a private pilot certificate with a balloon rating takes a practical test in a gas balloon:

(1) The pilot certificate will contain a limitation restricting the exercise of the privilege of that certificate to a gas balloon; and

(2) The limitation may be removed when the person obtains the required aeronautical experience in a balloon with an airborne heater and receives a logbook endorsement from an authorized instructor who attests to the person's accomplishment of the required aeronautical experience and ability to satisfactorily operate a balloon with an airborne heater.

§ 61.117

Private pilot privileges and limitations: Second in command of aircraft requiring more than one pilot.

Except as provided in § 61.113 of this part, no private pilot may, for compensation or hire, act as second in command of an aircraft that is type certificated for more than one pilot, nor may that pilot act as second in command of such an aircraft that is carrying passengers or property for compensation or hire.

§§ 61.118-61.120

§ 61.121

Applicability.

This subpart prescribes the requirements for the issuance of commercial pilot certificates and ratings, the conditions under which those certificates and ratings are necessary, and the general operating rules for persons who hold those certificates and ratings.

§ 61.123

Eligibility requirements: General.

To be eligible for a commercial pilot certificate, a person must:

(a) Be at least 18 years of age;

(b) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft.

(c) Receive a logbook endorsement from an authorized instructor who:

(1) Conducted the required ground training or reviewed the person's home study on the aeronautical knowledge areas listed in § 61.125 of this part that apply to the aircraft category and class rating sought; and

(2) Certified that the person is prepared for the required knowledge test that applies to the aircraft category and class rating sought.

(d) Pass the required knowledge test on the aeronautical knowledge areas listed in § 61.125 of this part;

(e) Receive the required training and a logbook endorsement from an authorized instructor who:

(1) Conducted the training on the areas of operation listed in § 61.127(b) of this part that apply to the aircraft category and class rating sought; and

(2) Certified that the person is prepared for the required practical test.

(f) Meet the aeronautical experience requirements of this subpart that apply to the aircraft category and class rating sought before applying for the practical test;

(g) Pass the required practical test on the areas of operation listed in § 61.127(b) of this part that apply to the aircraft category and class rating sought;

(h) Hold at least a private pilot certificate issued under this part or meet the requirements of § 61.73; and

(i) Comply with the sections of this part that apply to the aircraft category and class rating sought.

§ 61.125

Aeronautical knowledge.

(a) General. A person who applies for a commercial pilot certificate must receive and log ground training from an authorized instructor, or complete a home-study course, on the aeronautical knowledge areas of paragraph (b) of this section that apply to the aircraft category and class rating sought.

(b) Aeronautical knowledge areas. (1) Applicable Federal Aviation Regulations of this chapter that relate to commercial pilot privileges, limitations, and flight operations;

(2) Accident reporting requirements of the National Transportation Safety Board;

(3) Basic aerodynamics and the principles of flight;

(4) Meteorology to include recognition of critical weather situations, windshear recognition and avoidance, and the use of aeronautical weather reports and forecasts;

(5) Safe and efficient operation of aircraft;

(6) Weight and balance computations;

(7) Use of performance charts;

(8) Significance and effects of exceeding aircraft performance limitations;

(9) Use of aeronautical charts and a magnetic compass for pilotage and dead reckoning;

(10) Use of air navigation facilities;

(11) Aeronautical decision making and judgment;

(12) Principles and functions of aircraft systems;

(13) Maneuvers, procedures, and emergency operations appropriate to the aircraft;

(14) Night and high-altitude operations;

(15) Procedures for operating within the National Airspace System; and

(16) Procedures for flight and ground training for lighter-than-air ratings.

§ 61.127

Flight proficiency.

(a) General. A person who applies for a commercial pilot certificate must receive and log ground and flight training from an authorized instructor on the areas of operation of this section that apply to the aircraft category and class rating sought.

(b) Areas of operation. (1) For an airplane category rating with a single-engine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Emergency operations;

(x) High-altitude operations; and

(xi) Postflight procedures.

(2) For an airplane category rating with a multiengine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and seaplane base operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Navigation;

(vii) Slow flight and stalls;

(viii) Emergency operations;

(ix) Multiengine operations;

(x) High-altitude operations; and

(xi) Postflight procedures.

(3) For a rotorcraft category rating with a helicopter class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and heliport operations;

(iv) Hovering maneuvers;

(v) Takeoffs, landings, and go-arounds;

(vi) Performance maneuvers;

(vii) Navigation;

(viii) Emergency operations;

(ix) Special operations; and

(x) Postflight procedures.

(4) For a rotorcraft category rating with a gyroplane class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport operations;

(iv) Takeoffs, landings, and go-arounds;

(v) Performance maneuvers;

(vi) Ground reference maneuvers;

(vii) Navigation;

(viii) Flight at slow airspeeds;

(ix) Emergency operations; and

(x) Postflight procedures.

(5) For a powered-lift category rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and heliport operations;

(iv) Hovering maneuvers;

(v) Takeoffs, landings, and go-arounds;

(vi) Performance maneuvers;

(vii) Navigation;

(viii) Slow flight and stalls;

(ix) Emergency operations;

(x) High-altitude operations;

(xi) Special operations; and

(xii) Postflight procedures.

(6) For a glider category rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Airport and gliderport operations;

(iv) Launches and landings;

(v) Performance speeds;

(vi) Soaring techniques;

(vii) Performance maneuvers;

(viii) Navigation;

(ix) Slow flight and stalls;

(x) Emergency operations; and

(xi) Postflight procedures.

(7) For a lighter-than-air category rating with an airship class rating:

(i) Fundamentals of instructing;

(ii) Technical subjects;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport operations;

(vii) Takeoffs, landings, and go-arounds;

(viii) Performance maneuvers;

(ix) Navigation;

(x) Emergency operations; and

(xi) Postflight procedures.

(8) For a lighter-than-air category rating with a balloon class rating:

(i) Fundamentals of instructing;

(ii) Technical subjects;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport operations;

(vii) Launches and landings;

(viii) Performance maneuvers;

(ix) Navigation;

(x) Emergency operations; and

(xi) Postflight procedures.

§ 61.129

Aeronautical experience.

(a) For an airplane single-engine rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with an airplane category and single-engine class rating must log at least 250 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in airplanes.

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 50 hours in airplanes; and

(ii) 50 hours in cross-country flight of which at least 10 hours must be in airplanes.

(3) 20 hours of training on the areas of operation listed in § 61.127(b)(1) of this part that includes at least—

(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane;

(ii) 10 hours of training in a complex airplane, a turbine-powered airplane, or a technically advanced airplane (TAA) that meets the requirements of paragraph (j) of this section, or any combination thereof. The airplane must be appropriate to land or sea for the rating sought;

(iii) One 2-hour cross country flight in a single engine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure;

(iv) One 2-hour cross country flight in a single engine airplane in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and

(v) Three hours in a single-engine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) Ten hours of solo flight time in a single engine airplane or 10 hours of flight time performing the duties of pilot in command in a single engine airplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (a)(2) of this section), on the areas of operation listed under § 61.127(b)(1) that include—

(i) One cross-country flight of not less than 300 nautical miles total distance, with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(b) For an airplane multiengine rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with an airplane category and multiengine class rating must log at least 250 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in airplanes.

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 50 hours in airplanes; and

(ii) 50 hours in cross-country flight of which at least 10 hours must be in airplanes.

(3) 20 hours of training on the areas of operation listed in § 61.127(b)(2) of this part that includes at least—

(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a multiengine airplane;

(ii) 10 hours of training in a multiengine complex or turbine-powered airplane; or for an applicant seeking a multiengine seaplane rating, 10 hours of training in a multiengine seaplane that has flaps and a controllable pitch propeller, including seaplanes equipped with an engine control system consisting of a digital computer and associated accessories for controlling the engine and propeller, such as a full authority digital engine control;

(iii) One 2-hour cross country flight in a multiengine airplane in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure;

(iv) One 2-hour cross country flight in a multiengine airplane in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and

(v) Three hours in a multiengine airplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) 10 hours of solo flight time in a multiengine airplane or 10 hours of flight time performing the duties of pilot in command in a multiengine airplane with an authorized instructor (either of which may be credited towards the flight time requirement in paragraph (b)(2) of this section), on the areas of operation listed in § 61.127(b)(2) of this part that includes at least—

(i) One cross-country flight of not less than 300 nautical miles total distance with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii, the longest segment need only have a straight-line distance of at least 150 nautical miles; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight with a traffic pattern) at an airport with an operating control tower.

(c) For a helicopter rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with a rotorcraft category and helicopter class rating must log at least 150 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in helicopters.

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 35 hours in helicopters; and

(ii) 10 hours in cross-country flight in helicopters.

(3) 20 hours of training on the areas of operation listed in § 61.127(b)(3) of this part that includes at least—

(i) Five hours on the control and maneuvering of a helicopter solely by reference to instruments using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. This aeronautical experience may be performed in an aircraft, full flight simulator, flight training device, or an aviation training device;

(ii) One 2-hour cross country flight in a helicopter in daytime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure;

(iii) One 2-hour cross country flight in a helicopter in nighttime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure; and

(iv) Three hours in a helicopter with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) Ten hours of solo flight time in a helicopter or 10 hours of flight time performing the duties of pilot in command in a helicopter with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (c)(2) of this section), on the areas of operation listed under § 61.127(b)(3) that includes—

(i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 50 nautical miles from the original point of departure; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).

(d) For a gyroplane rating. A person who applies for a commercial pilot certificate with a rotorcraft category and gyroplane class rating must log at least 150 hours of flight time as a pilot (of which 5 hours may have been accomplished in a full flight simulator or flight training device that is representative of a gyroplane) that consists of at least:

(1) 100 hours in powered aircraft, of which 25 hours must be in gyroplanes.

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 10 hours in gyroplanes; and

(ii) 3 hours in cross-country flight in gyroplanes.

(3) 20 hours of training on the areas of operation listed in § 61.127(b)(4) of this part that includes at least—

(i) 2.5 hours on the control and maneuvering of a gyroplane solely by reference to instruments using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. This aeronautical experience may be performed in an aircraft, full flight simulator, flight training device, or an aviation training device;

(ii) One 2-hour cross country flight in a gyroplane in daytime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure;

(iii) Two hours of flight training during nighttime conditions in a gyroplane at an airport, that includes 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern); and

(iv) Three hours in a gyroplane with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) Ten hours of solo flight time in a gyroplane or 10 hours of flight time performing the duties of pilot in command in a gyroplane with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (d)(2) of this section), on the areas of operation listed in § 61.127(b)(4) that includes—

(i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 50 nautical miles from the original point of departure; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).

(e) For a powered-lift rating. Except as provided in paragraph (i) of this section, a person who applies for a commercial pilot certificate with a powered-lift category rating must log at least 250 hours of flight time as a pilot that consists of at least:

(1) 100 hours in powered aircraft, of which 50 hours must be in a powered-lift.

(2) 100 hours of pilot-in-command flight time, which includes at least—

(i) 50 hours in a powered-lift; and

(ii) 50 hours in cross-country flight of which 10 hours must be in a powered-lift.

(3) 20 hours of training on the areas of operation listed in § 61.127(b)(5) of this part that includes at least—

(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a powered-lift;

(ii) One 2-hour cross country flight in a powered-lift in daytime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure;

(iii) One 2-hour cross country flight in a powered-lift in nighttime conditions that consists of a total straight-line distance of more than 100 nautical miles from the original point of departure; and

(iv) 3 hours in a powered-lift with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test.

(4) Ten hours of solo flight time in a powered-lift or 10 hours of flight time performing the duties of pilot in command in a powered-lift with an authorized instructor on board (either of which may be credited towards the flight time requirement under paragraph (e)(2) of this section, on the areas of operation listed in § 61.127(b)(5) that includes—

(i) One cross-country flight of not less than 300 nautical miles total distance with landings at a minimum of three points, one of which is a straight-line distance of at least 250 nautical miles from the original departure point. However, if this requirement is being met in Hawaii the longest segment need only have a straight-line distance of at least 150 nautical miles; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

(f) For a glider rating. A person who applies for a commercial pilot certificate with a glider category rating must log at least—

(1) 25 hours of flight time as a pilot in a glider and that flight time must include at least 100 flights in a glider as pilot in command, including at least—

(i) Three hours of flight training in a glider with an authorized instructor or 10 training flights in a glider with an authorized instructor on the areas of operation listed in § 61.127(b)(6) of this part, including at least 3 training flights in a glider with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test; and

(ii) 2 hours of solo flight that include not less than 10 solo flights in a glider on the areas of operation listed in § 61.127(b)(6) of this part; or

(2) 200 hours of flight time as a pilot in heavier-than-air aircraft and at least 20 flights in a glider as pilot in command, including at least—

(i) Three hours of flight training in a glider or 10 training flights in a glider with an authorized instructor on the areas of operation listed in § 61.127(b)(6) of this part including at least 3 training flights in a glider with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test; and

(ii) 5 solo flights in a glider on the areas of operation listed in § 61.127(b)(6) of this part.

(g) For an airship rating. A person who applies for a commercial pilot certificate with a lighter-than-air category and airship class rating must log at least 200 hours of flight time as a pilot, which includes at least the following hours:

(1) 50 hours in airships.

(2) Thirty hours of pilot in command flight time in airships or performing the duties of pilot in command in an airship with an authorized instructor aboard, which consists of—

(i) 10 hours of cross-country flight time in airships; and

(ii) 10 hours of night flight time in airships.

(3) Forty hours of instrument time to include—

(i) Instrument training using a view-limiting device for attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems; and

(ii) Twenty hours of instrument flight time, of which 10 hours must be in flight in airships.

(4) 20 hours of flight training in airships on the areas of operation listed in § 61.127(b)(7) of this part, which includes at least—

(i) Three hours in an airship with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test;

(ii) One hour cross country flight in an airship in daytime conditions that consists of a total straight-line distance of more than 25 nautical miles from the point of departure; and

(iii) One hour cross country flight in an airship in nighttime conditions that consists of a total straight-line distance of more than 25 nautical miles from the point of departure.

(5) 10 hours of flight training performing the duties of pilot in command with an authorized instructor on the areas of operation listed in § 61.127(b)(7) of this part, which includes at least—

(i) One cross-country flight with landings at a minimum of three points, with one segment consisting of a straight-line distance of at least 25 nautical miles from the original point of departure; and

(ii) 5 hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).

(h) For a balloon rating. A person who applies for a commercial pilot certificate with a lighter-than-air category and a balloon class rating must log at least 35 hours of flight time as a pilot, which includes at least the following requirements:

(1) 20 hours in balloons;

(2) 10 flights in balloons;

(3) Two flights in balloons as the pilot in command; and

(4) 10 hours of flight training that includes at least 10 training flights with an authorized instructor in balloons on the areas of operation listed in § 61.127(b)(8) of this part, which consists of at least—

(i) For a gas balloon—

(A) Two training flights of 2 hours each in a gas balloon with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test;

(B) 2 flights performing the duties of pilot in command in a gas balloon with an authorized instructor on the appropriate areas of operation; and

(C) One flight involving a controlled ascent to 5,000 feet above the launch site.

(ii) For a balloon with an airborne heater—

(A) Two training flights of 1 hour each in a balloon with an airborne heater with an authorized instructor in preparation for the practical test within the preceding 2 calendar months from the month of the test;

(B) Two solo flights in a balloon with an airborne heater on the appropriate areas of operation; and

(C) One flight involving a controlled ascent to 3,000 feet above the launch site.

(i) Permitted credit for use of a flight simulator or flight training device. (1) Except as provided in paragraph (i)(2) of this section, an applicant who has not accomplished the training required by this section in a course conducted by a training center certificated under part 142 of this chapter may:

(i) Credit a maximum of 50 hours toward the total aeronautical experience requirements for an airplane or powered-lift rating, provided the aeronautical experience was obtained from an authorized instructor in a full flight simulator or flight training device that represents that class of airplane or powered-lift category and type, if applicable, appropriate to the rating sought; and

(ii) Credit a maximum of 25 hours toward the total aeronautical experience requirements of this section for a helicopter rating, provided the aeronautical experience was obtained from an authorized instructor in a full flight simulator or flight training device that represents a helicopter and type, if applicable, appropriate to the rating sought.

(2) An applicant who has accomplished the training required by this section in a course conducted by a training center certificated under part 142 of this chapter may:

(i) Credit a maximum of 100 hours toward the total aeronautical experience requirements of this section for an airplane and powered-lift rating, provided the aeronautical experience was obtained from an authorized instructor in a full flight simulator or flight training device that represents that class of airplane or powered-lift category and type, if applicable, appropriate to the rating sought; and

(ii) Credit a maximum of 50 hours toward the total aeronautical experience requirements of this section for a helicopter rating, provided the aeronautical experience was obtained from an authorized instructor in a full flight simulator or flight training device that represents a helicopter and type, if applicable, appropriate to the rating sought.

(3) Except when fewer hours are approved by the FAA, an applicant for the commercial pilot certificate with the airplane or powered-lift rating who has completed 190 hours of aeronautical experience is considered to have met the total aeronautical experience requirements of this section, provided the applicant satisfactorily completed an approved commercial pilot course under part 142 of this chapter and the approved course was appropriate to the commercial pilot certificate and aircraft rating sought.

(j) Technically advanced airplane. Unless otherwise authorized by the Administrator, a technically advanced airplane must be equipped with an electronically advanced avionics system that includes the following installed components:

(1) An electronic Primary Flight Display (PFD) that includes, at a minimum, an airspeed indicator, turn coordinator, attitude indicator, heading indicator, altimeter, and vertical speed indicator;

(2) An electronic Multifunction Display (MFD) that includes, at a minimum, a moving map using Global Positioning System (GPS) navigation with the aircraft position displayed;

(3) A two axis autopilot integrated with the navigation and heading guidance system; and

(4) The display elements described in paragraphs (j)(1) and (2) of this section must be continuously visible.

§ 61.131

Exceptions to the night flying requirements.

(a) Subject to the limitations of paragraph (b) of this section, a person is not required to comply with the night flight training requirements of this subpart if the person receives flight training in and resides in the State of Alaska.

(b) A person who receives flight training in and resides in the State of Alaska but does not meet the night flight training requirements of this section:

(1) May be issued a pilot certificate with the limitation “night flying prohibited.”

(2) Must comply with the appropriate night flight training requirements of this subpart within the 12-calendar-month period after the issuance of the pilot certificate. At the end of that period, the certificate will become invalid for use until the person complies with the appropriate night flight training requirements of this subpart. The person may have the “night flying prohibited” limitation removed if the person—

(i) Accomplishes the appropriate night flight training requirements of this subpart; and

(ii) Presents to an examiner a logbook or training record endorsement from an authorized instructor that verifies accomplishment of the appropriate night flight training requirements of this subpart.

§ 61.133

Commercial pilot privileges and limitations.

(a) Privileges —(1) General. A person who holds a commercial pilot certificate may act as pilot in command of an aircraft—

(i) Carrying persons or property for compensation or hire, provided the person is qualified in accordance with this part and with the applicable parts of this chapter that apply to the operation; and

(ii) For compensation or hire, provided the person is qualified in accordance with this part and with the applicable parts of this chapter that apply to the operation.

(2) Commercial pilots with lighter-than-air category ratings. A person with a commercial pilot certificate with a lighter-than-air category rating may—

(i) For an airship —(A) Give flight and ground training in an airship for the issuance of a certificate or rating;

(B) Give an endorsement for a pilot certificate with an airship rating;

(C) Endorse a pilot's logbook for solo operating privileges in an airship;

(D) Act as pilot in command of an airship under IFR or in weather conditions less than the minimum prescribed for VFR flight; and

(E) Give flight and ground training and endorsements that are required for a flight review, an operating privilege or recency-of-experience requirements of this part.

(ii) For a balloon —(A) Give flight and ground training in a balloon for the issuance of a certificate or rating;

(B) Give an endorsement for a pilot certificate with a balloon rating;

(C) Endorse a pilot's logbook for solo operating privileges in a balloon; and

(D) Give ground and flight training and endorsements that are required for a flight review, an operating privilege, or recency-of-experience requirements of this part.

(b) Limitations. (1) A person who applies for a commercial pilot certificate with an airplane category or powered-lift category rating and does not hold an instrument rating in the same category and class will be issued a commercial pilot certificate that contains the limitation, “The carriage of passengers for hire in (airplanes) (powered-lifts) on cross-country flights in excess of 50 nautical miles or at night is prohibited.” The limitation may be removed when the person satisfactorily accomplishes the requirements listed in § 61.65 of this part for an instrument rating in the same category and class of aircraft listed on the person's commercial pilot certificate.

(2) If a person who applies for a commercial pilot certificate with a balloon rating takes a practical test in a balloon with an airborne heater—

(i) The pilot certificate will contain a limitation restricting the exercise of the privileges of that certificate to a balloon with an airborne heater.

(ii) The limitation specified in paragraph (b)(2)(i) of this section may be removed when the person obtains the required aeronautical experience in a gas balloon and receives a logbook endorsement from an authorized instructor who attests to the person's accomplishment of the required aeronautical experience and ability to satisfactorily operate a gas balloon.

(3) If a person who applies for a commercial pilot certificate with a balloon rating takes a practical test in a gas balloon—

(i) The pilot certificate will contain a limitation restricting the exercise of the privileges of that certificate to a gas balloon.

(ii) The limitation specified in paragraph (b)(3)(i) of this section may be removed when the person obtains the required aeronautical experience in a balloon with an airborne heater and receives a logbook endorsement from an authorized instructor who attests to the person's accomplishment of the required aeronautical experience and ability to satisfactorily operate a balloon with an airborne heater.

§§ 61.135-61.141

§ 61.151

Applicability.

This subpart prescribes the requirements for the issuance of airline transport pilot certificates and ratings, the conditions under which those certificates and ratings are necessary, and the general operating rules for persons who hold those certificates and ratings.

§ 61.153

Eligibility requirements: General.

To be eligible for an airline transport pilot certificate, a person must:

(a) Meet the following age requirements:

(1) For an airline transport pilot certificate obtained under the aeronautical experience requirements of §§ 61.159, 61.161, or 61.163, be at least 23 years of age; or

(2) For an airline transport pilot certificate obtained under the aeronautical experience requirements of § 61.160, be at least 21 years of age.

(b) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's pilot certificate as are necessary for the safe operation of the aircraft;

(c) Be of good moral character;

(d) Meet at least one of the following requirements:

(1) Holds a commercial pilot certificate with an instrument rating issued under this part;

(2) Meet the military experience requirements under § 61.73 of this part to qualify for a commercial pilot certificate, and an instrument rating if the person is a rated military pilot or former rated military pilot of an Armed Force of the United States; or

(3) Holds either a foreign airline transport pilot license with instrument privileges, or a foreign commercial pilot license with an instrument rating, that—

(i) Was issued by a contracting State to the Convention on International Civil Aviation; and

(ii) Contains no geographical limitations.

(e) For an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate obtained concurrently with a multiengine airplane type rating, receive a graduation certificate from an authorized training provider certifying completion of the airline transport pilot certification training program specified in § 61.156 before applying for the knowledge test required by paragraph (g) of this section;

(f) Meet the aeronautical experience requirements of this subpart that apply to the aircraft category and class rating sought before applying for the practical test;

(g) Pass a knowledge test on the aeronautical knowledge areas of § 61.155(c) of this part that apply to the aircraft category and class rating sought;

(h) Pass the practical test on the areas of operation listed in § 61.157(e) of this part that apply to the aircraft category and class rating sought; and

(i) Comply with the sections of this subpart that apply to the aircraft category and class rating sought.

§ 61.155

Aeronautical knowledge.

(a) General. The knowledge test for an airline transport pilot certificate is based on the aeronautical knowledge areas listed in paragraph (c) of this section that are appropriate to the aircraft category and class rating sought.

(b) Aircraft type rating. A person who is applying for an additional aircraft type rating to be added to an airline transport pilot certificate is not required to pass a knowledge test if that person's airline transport pilot certificate lists the aircraft category and class rating that is appropriate to the type rating sought.

(c) Aeronautical knowledge areas. (1) Applicable Federal Aviation Regulations of this chapter that relate to airline transport pilot privileges, limitations, and flight operations;

(2) Meteorology, including knowledge of and effects of fronts, frontal characteristics, cloud formations, icing, and upper-air data;

(3) General system of weather and NOTAM collection, dissemination, interpretation, and use;

(4) Interpretation and use of weather charts, maps, forecasts, sequence reports, abbreviations, and symbols;

(5) National Weather Service functions as they pertain to operations in the National Airspace System;

(6) Windshear and microburst awareness, identification, and avoidance;

(7) Principles of air navigation under instrument meteorological conditions in the National Airspace System;

(8) Air traffic control procedures and pilot responsibilities as they relate to en route operations, terminal area and radar operations, and instrument departure and approach procedures;

(9) Aircraft loading, weight and balance, use of charts, graphs, tables, formulas, and computations, and their effect on aircraft performance;

(10) Aerodynamics relating to an aircraft's flight characteristics and performance in normal and abnormal flight regimes;

(11) Human factors;

(12) Aeronautical decision making and judgment;

(13) Crew resource management to include crew communication and coordination; and

(14) For an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate obtained concurrently with a multiengine airplane type rating, the content of the airline transport pilot certification training program in § 61.156.

§ 61.156

Training requirements: Airplane category—multiengine class or multiengine airplane type rating concurrently with an airline transport pilot certificate.

A person who applies for the knowledge test for an airline transport pilot certificate with an airplane category multiengine class rating must present a graduation certificate from an authorized training provider under part 121, 135, 141, or 142 of this chapter certifying the applicant has completed the following training in a course approved by the Administrator.

(a) Academic training. The applicant for the knowledge test must receive at least 30 hours of classroom instruction that includes the following:

(1) At least 8 hours of instruction on aerodynamics including high altitude operations;

(2) At least 2 hours of instruction on meteorology, including adverse weather phenomena and weather detection systems; and

(3) At least 14 hours of instruction on air carrier operations, including the following areas:

(i) Physiology;

(ii) Communications;

(iii) Checklist philosophy;

(iv) Operational control;

(v) Minimum equipment list/configuration deviation list;

(vi) Ground operations;

(vii) Turbine engines;

(viii) Transport category aircraft performance;

(ix) Automation, navigation, and flight path warning systems.

(4) At least 6 hours of instruction on leadership, professional development, crew resource management, and safety culture.

(b) FSTD training. The applicant for the knowledge test must receive at least 10 hours of training in a flight simulation training device qualified under part 60 of this chapter that represents a multiengine turbine airplane. The training must include the following:

(1) At least 6 hours of training in a Level C or higher full flight simulator qualified under part 60 of this chapter that represents a multiengine turbine airplane with a maximum takeoff weight of 40,000 pounds or greater. The training must include the following areas:

(i) Low energy states/stalls;

(ii) Upset recovery techniques; and

(iii) Adverse weather conditions, including icing, thunderstorms, and crosswinds with gusts.

(2) The remaining FSTD training may be completed in a Level 4 or higher flight simulation training device. The training must include the following areas:

(i) Navigation including flight management systems; and

(ii) Automation including autoflight.

(c) Deviation authority. The Administrator may issue deviation authority from the weight requirement in paragraph (b)(1) of this section upon a determination that the objectives of the training can be met in an alternative device.

§ 61.157

Flight proficiency.

(a) General. (1) The practical test for an airline transport pilot certificate is given for—

(i) An airplane category and single engine class rating.

(ii) An airplane category and multiengine class rating.

(iii) A rotorcraft category and helicopter class rating.

(iv) A powered-lift category rating.

(v) An aircraft type rating.

(2) A person who is applying for an airline transport pilot practical test must meet—

(i) The eligibility requirements of § 61.153; and

(ii) The aeronautical knowledge and aeronautical experience requirements of this subpart that apply to the aircraft category and class rating sought.

(b) Aircraft type rating. Except as provided in paragraph (c) of this section, a person who applies for an aircraft type rating to be added to an airline transport pilot certificate or applies for a type rating to be concurrently completed with an airline transport pilot certificate:

(1) Must receive and log ground and flight training from an authorized instructor on the areas of operation under this section that apply to the aircraft type rating;

(2) Must receive a logbook endorsement from an authorized instructor that certifies the applicant completed the training on the areas of operation listed under paragraph (e) of this section that apply to the aircraft type rating; and

(3) Must perform the practical test in actual or simulated instrument conditions, except as provided under paragraph (g) of this section.

(c) Exceptions. A person who applies for an aircraft type rating to be added to an airline transport pilot certificate or an aircraft type rating concurrently with an airline transport pilot certificate, and who is an employee of a certificate holder operating under part 121 or part 135 of this chapter, does not need to comply with the requirements of paragraph (b) of this section if the applicant presents a training record that shows completion of that certificate holder's approved training program for the aircraft type rating.

(d) Upgrading type ratings. Any type rating(s) and limitations on a pilot certificate of an applicant who completes an airline transport pilot practical test will be included at the airline transport pilot certification level, provided the applicant passes the practical test in the same category and class of aircraft for which the applicant holds the type rating(s).

(e) Areas of Operation. A practical test will include normal and abnormal procedures, as applicable, within the areas of operation for practical tests for an airplane category and powered-lift category rating. (1) For an airplane category—single engine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Takeoffs and Landings;

(iv) In-flight maneuvers;

(v) Stall Prevention;

(vi) Instrument procedures;

(vii) Emergency operations; and

(viii) Postflight procedures.

(2) For an airplane category—multiengine class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Takeoffs and Landings;

(iv) In-flight maneuvers;

(v) Stall Prevention.

(vi) Instrument procedures;

(vii) Emergency operations; and

(viii) Postflight procedures.

(3) For a powered-lift category rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Takeoffs and Departure phase;

(iv) In-flight maneuvers;

(v) Instrument procedures;

(vi) Landings and approaches to landings;

(vii) Emergency operations; and

(viii) Postflight procedures.

(4) For a rotorcraft category—helicopter class rating:

(i) Preflight preparation;

(ii) Preflight procedures;

(iii) Takeoff and departure phase;

(iv) In-flight maneuvers;

(v) Instrument procedures;

(vi) Landings and approaches to landings;

(vii) Normal and abnormal procedures;

(viii) Emergency procedures; and

(ix) Postflight procedures.

(f) Proficiency and competency checks conducted under part 121, part 135, or subpart K of part 91. (1) Successful completion of any of the following checks satisfies the flight proficiency requirements of this section for the issuance of an airline transport pilot certificate and/or the appropriate aircraft rating:

(i) A proficiency check under § 121.441 of this chapter.

(ii) Both a competency check under § 135.293(a)(2) and § 135.293(b) of this chapter and pilot-in-command instrument proficiency check under § 135.297 of this chapter.

(iii) Both a competency check under § 91.1065 of this chapter and a pilot-in-command instrument proficiency check under § 91.1069 of this chapter.

(2) The checks specified in paragraph (f)(1) of this section must be conducted by one of the following:

(i) An FAA Aviation Safety Inspector.

(ii) An Aircrew Program Designee who is authorized to perform proficiency and/or competency checks for the air carrier whose approved training program has been satisfactorily completed by the pilot applicant.

(iii) A Training Center Evaluator with appropriate certification authority who is also authorized to perform the portions of the competency and/or proficiency checks required by paragraph (f)(1) of this section for the air carrier whose approved training program has been satisfactorily completed by the pilot applicant.

(g) Aircraft not capable of instrument maneuvers and procedures. An applicant may add a type rating to an airline transport pilot certificate with an aircraft that is not capable of the instrument maneuvers and procedures required on the practical test under the following circumstances—

(1) The rating is limited to “VFR only.”

(2) The type rating is added to an airline transport pilot certificate that has instrument privileges in that category and class of aircraft.

(3) The “VFR only” limitation may be removed for that aircraft type after the applicant:

(i) Passes a practical test in that type of aircraft on the appropriate instrument maneuvers and procedures in § 61.157; or

(ii) Becomes qualified in § 61.73(d) for that type of aircraft.

(h) Multiengine airplane with a single-pilot station. An applicant for a type rating, at the ATP certification level, in a multiengine airplane with a single-pilot station must perform the practical test in the multi-seat version of that airplane. The practical test may be performed in the single-seat version of that airplane if the Examiner is in a position to observe the applicant during the practical test in the case where there is no multi-seat version of that multiengine airplane.

(i) Single engine airplane with a single-pilot station. An applicant for a type rating, at the ATP certification level, in a single engine airplane with a single-pilot station must perform the practical test in the multi-seat version of that single engine airplane. The practical test may be performed in the single-seat version of that airplane if the Examiner is in a position to observe the applicant during the practical test in the case where there is no multi-seat version of that single engine airplane.

(j) Waiver authority. An Examiner who conducts a practical test may waive any task for which the FAA has provided waiver authority.

§ 61.158

§ 61.159

Aeronautical experience: Airplane category rating.

(a) Except as provided in paragraphs (b), (c), and (d) of this section, a person who is applying for an airline transport pilot certificate with an airplane category and class rating must have at least 1,500 hours of total time as a pilot that includes at least:

(1) 500 hours of cross-country flight time.

(2) 100 hours of night flight time.

(3) 50 hours of flight time in the class of airplane for the rating sought. A maximum of 25 hours of training in a full flight simulator representing the class of airplane for the rating sought may be credited toward the flight time requirement of this paragraph if the training was accomplished as part of an approved training course in parts 121, 135, 141, or 142 of this chapter. A flight training device or aviation training device may not be used to satisfy this requirement.

(4) 75 hours of instrument flight time, in actual or simulated instrument conditions, subject to the following:

(i) Except as provided in paragraph (a)(4)(ii) of this section, an applicant may not receive credit for more than a total of 25 hours of simulated instrument time in a full flight simulator or flight training device.

(ii) A maximum of 50 hours of training in a full flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the training was accomplished in a course conducted by a training center certificated under part 142 of this chapter.

(iii) Training in a full flight simulator or flight training device must be accomplished in a full flight simulator or flight training device, representing an airplane.

(5) 250 hours of flight time in an airplane as a pilot in command, or as second in command performing the duties of pilot in command while under the supervision of a pilot in command, or any combination thereof, subject to the following:

(i) The flight time requirement must include at least—

(A) 100 hours of cross-country flight time; and

(B) 25 hours of night flight time.

(ii) Except for a person who has been removed from flying status for lack of proficiency or because of a disciplinary action involving aircraft operations, a U.S. military pilot or former U.S. military pilot who meets the requirements of § 61.73(b)(1), or a military pilot in the Armed Forces of a foreign contracting State to the Convention on International Civil Aviation who meets the requirements of § 61.73(c)(1), may credit flight time in a powered-lift aircraft operated in horizontal flight toward the flight time requirement.

(6) Not more than 100 hours of the total aeronautical experience requirements of paragraph (a) of this section or § 61.160 may be obtained in a full flight simulator or flight training device provided the device represents an airplane and the aeronautical experience was accomplished as part of an approved training course in parts 121, 135, 141, or 142 of this chapter.

(b) A person who has performed at least 20 night takeoffs and landings to a full stop may substitute each additional night takeoff and landing to a full stop for 1 hour of night flight time to satisfy the requirements of paragraph (a)(2) of this section; however, not more than 25 hours of night flight time may be credited in this manner.

(c) A commercial pilot may log second-in-command pilot time toward the aeronautical experience requirements of paragraph (a) of this section and the aeronautical experience requirements in § 61.160, provided the pilot is employed by a part 119 certificate holder authorized to conduct operations under part 135 of this chapter and the second-in-command pilot time is obtained in operations conducted for the certificate holder under part 91 or 135 of this chapter when a second pilot is not required under the type certification of the aircraft or the regulations under which the flight is being conducted, and the following requirements are met—

(1) The experience must be accomplished as part of a second-in-command professional development program approved by the Administrator under § 135.99 of this chapter;

(2) The flight operation must be conducted in accordance with the certificate holder's operations specification for the second-in-command professional development program;

(3) The pilot in command of the operation must certify in the pilot's logbook that the second-in-command pilot time was accomplished under this section; and

(4) The pilot time may not be logged as pilot-in-command time even when the pilot is the sole manipulator of the controls and may not be used to meet the aeronautical experience requirements in paragraph (a)(5) of this section.

(d) A commercial pilot may log the following flight engineer flight time toward the 1,500 hours of total time as a pilot required by paragraph (a) of this section and the total time as a pilot required by § 61.160:

(1) Flight-engineer time, provided the time—

(i) Is acquired in an airplane required to have a flight engineer by the airplane's flight manual or type certificate;

(ii) Is acquired while engaged in operations under part 121 of this chapter for which a flight engineer is required;

(iii) Is acquired while the person is participating in a pilot training program approved under part 121 of this chapter; and

(iv) Does not exceed more than 1 hour for each 3 hours of flight engineer flight time for a total credited time of no more than 500 hours.

(2) Flight-engineer time, provided the flight time—

(i) Is acquired as a U.S. Armed Forces' flight engineer crewmember in an airplane that requires a flight engineer crewmember by the flight manual;

(ii) Is acquired while the person is participating in a flight engineer crewmember training program for the U.S. Armed Forces; and

(iii) Does not exceed 1 hour for each 3 hours of flight engineer flight time for a total credited time of no more than 500 hours.

(e) An applicant who credits time under paragraphs (b) through (d) of this section and § 61.51(f)(4) is issued an airline transport pilot certificate with the limitation “Holder does not meet the pilot in command aeronautical experience requirements of ICAO,” as prescribed under Article 39 of the Convention on International Civil Aviation.

(f) An applicant is entitled to an airline transport pilot certificate without the ICAO limitation specified under paragraph (e) of this section when the applicant presents satisfactory evidence of having met the ICAO requirements under paragraph (e) of this section and otherwise meets the aeronautical experience requirements of this section.

§ 61.160

Aeronautical experience—airplane category restricted privileges.

(a) Except for a person who has been removed from flying status for lack of proficiency or because of a disciplinary action involving aircraft operations, a U.S. military pilot or former U.S. military pilot may apply for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate concurrently with a multiengine airplane type rating with a minimum of 750 hours of total time as a pilot if the pilot presents:

(1) An official Form DD-214 (Certificate of Release or Discharge from Active Duty) indicating that the person was honorably discharged from the U.S. Armed Forces or an official U.S. Armed Forces record that shows the pilot is currently serving in the U.S. Armed Forces; and

(2) An official U.S. Armed Forces record that shows the person graduated from a U.S. Armed Forces undergraduate pilot training school and received a rating qualification as a military pilot.

(b) A person may apply for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate concurrently with a multiengine airplane type rating with a minimum of 1,000 hours of total time as a pilot if the person:

(1) Holds a Bachelor's degree with an aviation major from an institution of higher education, as defined in § 61.1, that has been issued a letter of authorization by the Administrator under § 61.169;

(2) Completes 60 semester credit hours of aviation and aviation-related coursework that has been recognized by the Administrator as coursework designed to improve and enhance the knowledge and skills of a person seeking a career as a professional pilot;

(3) Holds a commercial pilot certificate with an airplane category and instrument rating if:

(i) The required ground training was completed as part of an approved part 141 curriculum at the institution of higher education; and

(ii) The required flight training was completed as part of an approved part 141 curriculum at the institution of higher education or at a part 141 pilot school that has a training agreement under § 141.26 of this chapter with the institution of higher education; and

(4) Presents official transcripts or other documentation acceptable to the Administrator from the institution of higher education certifying that the graduate has satisfied the requirements in paragraphs (b)(1) through (3) of this section.

(c) A person may apply for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate concurrently with a multiengine airplane type rating with a minimum of 1,250 hours of total time as a pilot if the person:

(1) Holds an Associate's degree with an aviation major from an institution of higher education, as defined in § 61.1, that has been issued a letter of authorization by the Administrator under § 61.169;

(2) Completes at least 30 semester credit hours of aviation and aviation-related coursework that has been recognized by the Administrator as coursework designed to improve and enhance the knowledge and skills of a person seeking a career as a professional pilot;

(3) Holds a commercial pilot certificate with an airplane category and instrument rating if:

(i) The required ground training was completed as part of an approved part 141 curriculum at the institution of higher education; and

(ii) The required flight training was completed as part of an approved part 141 curriculum at the institution of higher education or at a part 141 pilot school that has a written training agreement under § 141.26 of this chapter with the institution of higher education; and

(4) Presents official transcripts or other documentation acceptable to the Administrator from the institution of higher education certifying that the graduate has satisfied the requirements in paragraphs (c)(1) through (3) of this section.

(d) A graduate of an institution of higher education who completes fewer than 60 semester credit hours but at least 30 credit hours and otherwise satisfies the requirements of paragraph (b) of this section may apply for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate concurrently with a multiengine airplane type rating with a minimum of 1,250 hours of total time as a pilot.

(e) A person who applies for an airline transport pilot certificate under the total flight times listed in paragraphs (a), (b), (c), and (d) of this section must otherwise meet the aeronautical experience requirements of § 61.159, except that the person may apply for an airline transport pilot certificate with 200 hours of cross-country flight time.

(f) A person may apply for an airline transport pilot certificate with an airplane category multiengine class rating or an airline transport pilot certificate concurrently with a multiengine airplane type rating if the person has 1,500 hours total time as a pilot, 200 hours of cross-country flight time, and otherwise meets the aeronautical experience requirements of § 61.159.

(g) An airline transport pilot certificate obtained under this section is subject to the pilot in command limitations set forth in § 61.167(b) and must contain the following limitation, “Restricted in accordance with 14 CFR 61.167.” The pilot is entitled to an airline transport pilot certificate without the limitation specified in this paragraph when the applicant presents satisfactory evidence of having met the aeronautical experience requirements of § 61.159 and the age requirement of § 61.153(a)(1).

(h) An applicant who meets the aeronautical experience requirements of paragraphs (a), (b), (c), and (d) of this section is issued an airline transport pilot certificate with the limitation, “Holder does not meet the pilot in command aeronautical experience requirements of ICAO,” as prescribed under Article 39 of the Convention on International Civil Aviation if the applicant does not meet the ICAO requirements contained in Annex 1 “Personnel Licensing” to the Convention on International Civil Aviation. An applicant is entitled to an airline transport pilot certificate without the ICAO limitation specified under this paragraph when the applicant presents satisfactory evidence of having met the ICAO requirements and otherwise meets the aeronautical experience requirements of § 61.159.

§ 61.161

Aeronautical experience: Rotorcraft category and helicopter class rating.

(a) A person who is applying for an airline transport pilot certificate with a rotorcraft category and helicopter class rating, must have at least 1,200 hours of total time as a pilot that includes at least:

(1) 500 hours of cross-country flight time;

(2) 100 hours of night flight time, of which 15 hours are in helicopters;

(3) 200 hours of flight time in helicopters, which includes at least 75 hours as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof; and

(4) 75 hours of instrument flight time in actual or simulated instrument meteorological conditions, of which at least 50 hours are obtained in flight with at least 25 hours in helicopters as a pilot in command, or as second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof.

(b) Training in a full flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section, subject to the following:

(1) Training in a full flight simulator or a flight training device must be accomplished in a full flight simulator or flight training device that represents a rotorcraft.

(2) Except as provided in paragraph (b)(3) of this section, an applicant may receive credit for not more than a total of 25 hours of simulated instrument time in a full flight simulator and flight training device.

(3) A maximum of 50 hours of training in a full flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the aeronautical experience is accomplished in an approved course conducted by a training center certificated under part 142 of this chapter.

(c) Flight time logged under § 61.159(c) may be counted toward the 1,200 hours of total time as a pilot required by paragraph (a) of this section and the flight time requirements of paragraphs (a)(1), (2), and (4) of this section, except for the specific helicopter flight time requirements.

(d) An applicant who credits time under paragraph (c) of this section and § 61.51(f)(4) is issued an airline transport pilot certificate with the limitation “Holder does not meet the pilot in command aeronautical experience requirements of ICAO,” as prescribed under Article 39 of the Convention on International Civil Aviation.

(e) An applicant is entitled to an airline transport pilot certificate without the ICAO limitation specified under paragraph (d) of this section when the applicant presents satisfactory evidence of having met the ICAO requirements under paragraph (d) of this section and otherwise meets the aeronautical experience requirements of this section.

§ 61.163

Aeronautical experience: Powered-lift category rating.

(a) A person who is applying for an airline transport pilot certificate with a powered-lift category rating must have at least 1,500 hours of total time as a pilot that includes at least:

(1) 500 hours of cross-country flight time;

(2) 100 hours of night flight time;

(3) 250 hours in a powered-lift as a pilot in command, or as a second in command performing the duties of a pilot in command under the supervision of a pilot in command, or any combination thereof, which includes at least—

(i) 100 hours of cross-country flight time; and

(ii) 25 hours of night flight time.

(4) 75 hours of instrument flight time in actual or simulated instrument conditions, subject to the following:

(i) Except as provided in paragraph (a)(4)(ii) of this section, an applicant may not receive credit for more than a total of 25 hours of simulated instrument time in a flight simulator or flight training device.

(ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements of paragraph (a)(4) of this section if the training was accomplished in a course conducted by a training center certificated under part 142 of this chapter.

(iii) Training in a flight simulator or flight training device must be accomplished in a flight simulator or flight training device that represents a powered-lift.

(b) Not more than 100 hours of the total aeronautical experience requirements of paragraph (a) of this section may be obtained in a flight simulator or flight training device that represents a powered-lift, provided the aeronautical experience was obtained in an approved course conducted by a training center certificated under part 142 of this chapter.

§ 61.165

Additional aircraft category and class ratings.

(a) Rotorcraft category and helicopter class rating. A person applying for an airline transport certificate with a rotorcraft category and helicopter class rating who holds an airline transport pilot certificate with another aircraft category rating must:

(1) Meet the eligibility requirements of § 61.153 of this part;

(2) Pass a knowledge test on the aeronautical knowledge areas of § 61.155(c) of this part;

(3) Comply with the requirements in § 61.157(b) of this part, if appropriate;

(4) Meet the applicable aeronautical experience requirements of § 61.161 of this part; and

(5) Pass the practical test on the areas of operation of § 61.157(e)(4) of this part.

(b) Airplane category rating with a single-engine class rating. A person applying for an airline transport certificate with an airplane category and single-engine class rating who holds an airline transport pilot certificate with another aircraft category rating must:

(1) Meet the eligibility requirements of § 61.153 of this part;

(2) Pass a knowledge test on the aeronautical knowledge areas of § 61.155(c) of this part;

(3) Comply with the requirements in § 61.157(b) of this part, if appropriate;

(4) Meet the applicable aeronautical experience requirements of § 61.159 of this part; and

(5) Pass the practical test on the areas of operation of § 61.157(e)(1) of this part.

(c) Airplane category rating with a multiengine class rating. A person applying for an airline transport certificate with an airplane category and multiengine class rating who holds an airline transport certificate with another aircraft category rating must:

(1) Meet the eligibility requirements of § 61.153 of this part;

(2) Successfully complete the airline transport pilot certification training program specified in § 61.156;

(3) Pass a knowledge test for an airplane category multiengine class rating or type rating on the aeronautical knowledge areas of § 61.155(c);

(4) Comply with the requirements in § 61.157(b) of this part, if appropriate;

(5) Meet the aeronautical experience requirements of § 61.159 or § 61.160; and

(6) Pass the practical test on the areas of operation of § 61.157(e)(2) of this part.

(d) Powered-lift category. A person applying for an airline transport pilot certificate with a powered-lift category rating who holds an airline transport certificate with another aircraft category rating must:

(1) Meet the eligibility requirements of § 61.153 of this part;

(2) Pass a required knowledge test on the aeronautical knowledge areas of § 61.155(c) of this part;

(3) Comply with the requirements in § 61.157(b) of this part, if appropriate;

(4) Meet the applicable aeronautical experience requirements of § 61.163 of this part; and

(5) Pass the required practical test on the areas of operation of § 61.157(e)(3) of this part.

(e) Additional class rating within the same aircraft category. Except as provided in paragraph (f) of this section, a person applying for an airline transport pilot certificate with an additional class rating who holds an airline transport certificate in the same aircraft category must—

(1) Meet the eligibility requirements of § 61.153, except paragraph (g) of that section;

(2) Comply with the requirements in § 61.157(b) of this part, if applicable;

(3) Meet the applicable aeronautical experience requirements of subpart G of this part; and

(4) Pass a practical test on the areas of operation of § 61.157(e) appropriate to the aircraft rating sought.

(f) Adding a multiengine class rating to an airline transport pilot certificate with a single engine class rating. A person applying to add a multiengine class rating, or a multiengine class rating concurrently with a multiengine airplane type rating, to an airline transport pilot certificate with an airplane category single engine class rating must—

(1) Meet the eligibility requirements of § 61.153;

(2) Pass a required knowledge test on the aeronautical knowledge areas of § 61.155(c), as applicable to multiengine airplanes;

(3) Comply with the requirements in § 61.157(b), if applicable;

(4) Meet the applicable aeronautical experience requirements of § 61.159; and

(5) Pass a practical test on the areas of operation of § 61.157(e)(2).

(g) Category class ratings for the operation of aircraft with experimental certificates. Notwithstanding the provisions of paragraphs (a) through (f) of this section, a person holding an airline transport certificate may apply for a category and class rating limited to a specific make and model of experimental aircraft, provided—

(1) The person has logged at least 5 hours flight time while acting as pilot in command in the same category, class, make, and model of aircraft that has been issued an experimental certificate;

(2) The person has received a logbook endorsement from an authorized instructor who has determined that he or she is proficient to act as pilot in command of the same category, class, make, and model of aircraft for which application is made; and

(3) The flight time specified in paragraph (g)(1) of this section must be logged between September 1, 2004 and August 31, 2005.

§ 61.167

Airline transport pilot privileges and limitations.

(a) Privileges. (1) A person who holds an airline transport pilot certificate is entitled to the same privileges as a person who holds a commercial pilot certificate with an instrument rating.

(2) A person who holds an airline transport pilot certificate and has met the aeronautical experience requirements of § 61.159 or § 61.161, and the age requirements of § 61.153(a)(1) of this part may instruct—

(i) Other pilots in air transportation service in aircraft of the category, class, and type, as applicable, for which the airline transport pilot is rated and endorse the logbook or other training record of the person to whom training has been given;

(ii) In flight simulators, and flight training devices representing the aircraft referenced in paragraph (a)(2)(i) of this section, when instructing under the provisions of this section and endorse the logbook or other training record of the person to whom training has been given;

(iii) Only as provided in this section, except that an airline transport pilot who also holds a flight instructor certificate can exercise the instructor privileges under subpart H of this part for which he or she is rated; and

(iv) In an aircraft, only if the aircraft has functioning dual controls, when instructing under the provisions of this section.

(3) Excluding briefings and debriefings, an airline transport pilot may not instruct in aircraft, flight simulators, and flight training devices under this section—

(i) For more than 8 hours in any 24-consecutive-hour period; or

(ii) For more than 36 hours in any 7-consecutive-day period.

(4) An airline transport pilot may not instruct in Category II or Category III operations unless he or she has been trained and successfully tested under Category II or Category III operations, as applicable.

(b) Limitations. A person who holds an airline transport pilot certificate and has not satisfied the age requirement of § 61.153(a)(1) and the aeronautical experience requirements of § 61.159 may not:

(1) Act as pilot in command in operations conducted under part 121, § 91.1053(a)(2)(i), or § 135.243(a)(1) of this chapter, or

(2) Serve as second in command in flag or supplemental operations in part 121 of this chapter requiring three or more pilots.

§ 61.169

Letters of authorization for institutions of higher education.

(a) An institution of higher education that is accredited, as defined in § 61.1, may apply for a letter of authorization for the purpose of certifying its graduates for an airline transport pilot certificate under the academic and aeronautical experience requirements in § 61.160. The application must be in a form and manner acceptable to the Administrator.

(b) An institution of higher education must comply with the provisions of the letter of authorization and may not certify a graduate unless it determines that the graduate has satisfied the requirements of § 61.160, as appropriate.

(c) The Administrator may rescind or amend a letter of authorization if the Administrator determines that the institution of higher education is not complying or is unable to comply with the provisions of the letter of authorization.

§§ 61.170-69.171

§ 61.181

Applicability.

This subpart prescribes the requirements for the issuance of flight instructor certificates and ratings (except for flight instructor certificates with a sport pilot rating), the conditions under which those certificates and ratings are necessary, and the limitations on those certificates and ratings.

§ 61.183

Eligibility requirements.

To be eligible for a flight instructor certificate or rating a person must:

(a) Be at least 18 years of age;

(b) Be able to read, speak, write, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's flight instructor certificate as are necessary;

(c) Hold either a commercial pilot certificate or airline transport pilot certificate with:

(1) An aircraft category and class rating that is appropriate to the flight instructor rating sought; and

(2) An instrument rating, or privileges on that person's pilot certificate that are appropriate to the flight instructor rating sought, if applying for—

(i) A flight instructor certificate with an airplane category and single-engine class rating;

(ii) A flight instructor certificate with an airplane category and multiengine class rating;

(iii) A flight instructor certificate with a powered-lift rating; or

(iv) A flight instructor certificate with an instrument rating.

(d) Receive a logbook endorsement from an authorized instructor on the fundamentals of instructing listed in § 61.185 of this part appropriate to the required knowledge test;

(e) Pass a knowledge test on the areas listed in § 61.185(a)(1) of this part, unless the applicant:

(1) Holds a flight instructor certificate or ground instructor certificate issued under this part;

(2) Holds a teacher's certificate issued by a State, county, city, or municipality that authorizes the person to teach at an educational level of the 7th grade or higher; or

(3) Is employed as a teacher at an accredited college or university.

(f) Pass a knowledge test on the aeronautical knowledge areas listed in § 61.185(a)(2) and (a)(3) of this part that are appropriate to the flight instructor rating sought;

(g) Receive a logbook endorsement from an authorized instructor on the areas of operation listed in § 61.187(b) of this part, appropriate to the flight instructor rating sought;

(h) Pass the required practical test that is appropriate to the flight instructor rating sought in an:

(1) Aircraft that is representative of the category and class of aircraft for the aircraft rating sought; or

(2) Flight simulator or approved flight training device that is representative of the category and class of aircraft for the rating sought, and used in accordance with a course at a training center certificated under part 142 of this chapter.

(i) Accomplish the following for a flight instructor certificate with an airplane or a glider rating:

(1) Receive a logbook endorsement from an authorized instructor indicating that the applicant is competent and possesses instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures after providing the applicant with flight training in those training areas in an airplane or glider, as appropriate, that is certificated for spins; and

(2) Demonstrate instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures. However, upon presentation of the endorsement specified in paragraph (i)(1) of this section an examiner may accept that endorsement as satisfactory evidence of instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures for the practical test, provided that the practical test is not a retest as a result of the applicant failing the previous test for deficiencies in the knowledge or skill of stall awareness, spin entry, spins, or spin recovery instructional procedures. If the retest is a result of deficiencies in the ability of an applicant to demonstrate knowledge or skill of stall awareness, spin entry, spins, or spin recovery instructional procedures, the examiner must test the person on stall awareness, spin entry, spins, and spin recovery instructional procedures in an airplane or glider, as appropriate, that is certificated for spins;

(j) Log at least 15 hours as pilot in command in the category and class of aircraft that is appropriate to the flight instructor rating sought; and

(k) Comply with the appropriate sections of this part that apply to the flight instructor rating sought.

§ 61.185

Aeronautical knowledge.

(a) A person who is applying for a flight instructor certificate must receive and log ground training from an authorized instructor on:

(1) Except as provided in paragraph (b) of this section, the fundamentals of instructing, including:

(i) The learning process;

(ii) Elements of effective teaching;

(iii) Student evaluation and testing;

(iv) Course development;

(v) Lesson planning; and

(vi) Classroom training techniques.

(2) The aeronautical knowledge areas for a recreational, private, and commercial pilot certificate applicable to the aircraft category for which flight instructor privileges are sought; and

(3) The aeronautical knowledge areas for the instrument rating applicable to the category for which instrument flight instructor privileges are sought.

(b) The following applicants do not need to comply with paragraph (a)(1) of this section:

(1) The holder of a flight instructor certificate or ground instructor certificate issued under this part;

(2) The holder of a current teacher's certificate issued by a State, county, city, or municipality that authorizes the person to teach at an educational level of the 7th grade or higher; or

(3) A person employed as a teacher at an accredited college or university.

§ 61.187

Flight proficiency.

(a) General. A person who is applying for a flight instructor certificate must receive and log flight and ground training from an authorized instructor on the areas of operation listed in this section that apply to the flight instructor rating sought. The applicant's logbook must contain an endorsement from an authorized instructor certifying that the person is proficient to pass a practical test on those areas of operation.

(b) Areas of operation. (1) For an airplane category rating with a single-engine class rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport and seaplane base operations;

(vii) Takeoffs, landings, and go-arounds;

(viii) Fundamentals of flight;

(ix) Performance maneuvers;

(x) Ground reference maneuvers;

(xi) Slow flight, stalls, and spins;

(xii) Basic instrument maneuvers;

(xiii) Emergency operations; and

(xiv) Postflight procedures.

(2) For an airplane category rating with a multiengine class rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport and seaplane base operations;

(vii) Takeoffs, landings, and go-arounds;

(viii) Fundamentals of flight;

(ix) Performance maneuvers;

(x) Ground reference maneuvers;

(xi) Slow flight and stalls;

(xii) Basic instrument maneuvers;

(xiii) Emergency operations;

(xiv) Multiengine operations; and

(xv) Postflight procedures.

(3) For a rotorcraft category rating with a helicopter class rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport and heliport operations;

(vii) Hovering maneuvers;

(viii) Takeoffs, landings, and go-arounds;

(ix) Fundamentals of flight;

(x) Performance maneuvers;

(xi) Emergency operations;

(xii) Special operations; and

(xiii) Postflight procedures.

(4) For a rotorcraft category rating with a gyroplane class rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport operations;

(vii) Takeoffs, landings, and go-arounds;

(viii) Fundamentals of flight;

(ix) Performance maneuvers;

(x) Flight at slow airspeeds;

(xi) Ground reference maneuvers;

(xii) Emergency operations; and

(xiii) Postflight procedures.

(5) For a powered-lift category rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport and heliport operations;

(vii) Hovering maneuvers;

(viii) Takeoffs, landings, and go-arounds;

(ix) Fundamentals of flight;

(x) Performance maneuvers;

(xi) Ground reference maneuvers;

(xii) Slow flight and stalls;

(xiii) Basic instrument maneuvers;

(xiv) Emergency operations;

(xv) Special operations; and

(xvi) Postflight procedures.

(6) For a glider category rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Preflight procedures;

(vi) Airport and gliderport operations;

(vii) Launches and landings;

(viii) Fundamentals of flight;

(ix) Performance speeds;

(x) Soaring techniques;

(xi) Performance maneuvers;

(xii) Slow flight, stalls, and spins;

(xiii) Emergency operations; and

(xiv) Postflight procedures.

(7) For an instrument rating with the appropriate aircraft category and class rating:

(i) Fundamentals of instructing;

(ii) Technical subject areas;

(iii) Preflight preparation;

(iv) Preflight lesson on a maneuver to be performed in flight;

(v) Air traffic control clearances and procedures;

(vi) Flight by reference to instruments;

(vii) Navigation aids;

(viii) Instrument approach procedures;

(ix) Emergency operations; and

(x) Postflight procedures.

(c) The flight training required by this section may be accomplished:

(1) In an aircraft that is representative of the category and class of aircraft for the rating sought; or

(2) In a flight simulator or flight training device representative of the category and class of aircraft for the rating sought, and used in accordance with an approved course at a training center certificated under part 142 of this chapter.

§ 61.189

Flight instructor records.

(a) A flight instructor must sign the logbook of each person to whom that instructor has given flight training or ground training.

(b) A flight instructor must maintain a record in a logbook or a separate document that contains the following:

(1) The name of each person whose logbook that instructor has endorsed for solo flight privileges, and the date of the endorsement; and

(2) The name of each person that instructor has endorsed for a knowledge test or practical test, and the record shall also indicate the kind of test, the date, and the results.

(c) Each flight instructor must retain the records required by this section for at least 3 years.

§ 61.191

Additional flight instructor ratings.

(a) A person who applies for an additional flight instructor rating on a flight instructor certificate must meet the eligibility requirements listed in § 61.183 of this part that apply to the flight instructor rating sought.

(b) A person who applies for an additional rating on a flight instructor certificate is not required to pass the knowledge test on the areas listed in § 61.185(a)(1) of this part.

§ 61.193

Flight instructor privileges.

(a) A person who holds a flight instructor certificate is authorized within the limitations of that person's flight instructor certificate and ratings to conduct ground training, flight training, certain checking events, and to issue endorsements related to:

(1) A student pilot certificate;

(2) A pilot certificate;

(3) A flight instructor certificate;

(4) A ground instructor certificate;

(5) An aircraft rating;

(6) An instrument rating;

(7) A flight review, operating privilege, or recency of experience requirement of this part, or training to maintain or improve the skills of a certificated pilot;

(8) A practical test; and

(9) A knowledge test.

(b) A person who holds a flight instructor certificate is authorized, in a form and manner acceptable to the Administrator, to:

(1) Accept an application for a student pilot certificate or, for an applicant who holds a pilot certificate (other than a student pilot certificate) issued under part 61 of this chapter and meets the flight review requirements specified in § 61.56, a remote pilot certificate with a small UAS rating;

(2) Verify the identity of the applicant; and

(3) Verify that an applicant for a student pilot certificate meets the eligibility requirements in § 61.83 or an applicant for a remote pilot certificate with a small UAS rating meets the eligibility requirements in § 107.61 of this chapter.

(c) The privileges authorized in this section do not permit a person who holds a flight instructor certificate to conduct operations that would otherwise require an air carrier or operating certificate or specific authorization from the Administrator.

§ 61.195

Flight instructor limitations and qualifications.

A person who holds a flight instructor certificate is subject to the following limitations:

(a) Hours of training. In any 24-consecutive-hour period, a flight instructor may not conduct more than 8 hours of flight training.

(b) Aircraft ratings. Except as provided in paragraph (c) of this section, a flight instructor may not conduct flight training in any aircraft unless the flight instructor:

(1) Holds a flight instructor certificate with the applicable category and class rating;

(2) Holds a pilot certificate with the applicable category and class rating; and

(3) Meets the requirements of paragraph (e) of this section, if applicable.

(c) Instrument rating. A flight instructor may conduct instrument training for the issuance of an instrument rating, a type rating not limited to VFR, or the instrument training required for commercial pilot and airline transport pilot certificates if the following requirements are met:

(1) Except as provided in paragraph (c)(2) of this section, the flight instructor must hold an instrument rating appropriate to the aircraft used for the instrument training on his or her flight instructor certificate, and—

(i) Meet the requirements of paragraph (b) of this section; or

(ii) Hold a commercial pilot certificate or airline transport pilot certificate with the appropriate category and class ratings for the aircraft in which the instrument training is conducted provided the pilot receiving instrument training holds a pilot certificate with category and class ratings appropriate to the aircraft in which the instrument training is being conducted.

(2) If the flight instructor is conducting the instrument training in a multiengine airplane, the flight instructor must hold an instrument rating appropriate to the aircraft used for the instrument training on his or her flight instructor certificate and meet the requirements of paragraph (b) of this section.

(d) Limitations on endorsements. A flight instructor may not endorse a:

(1) Student pilot's logbook for solo flight privileges, unless that flight instructor has—

(i) Given that student the flight training required for solo flight privileges required by this part; and

(ii) Determined that the student is prepared to conduct the flight safely under known circumstances, subject to any limitations listed in the student's logbook that the instructor considers necessary for the safety of the flight.

(2) Student pilot's logbook for a solo cross-country flight, unless that flight instructor has determined the student's flight preparation, planning, equipment, and proposed procedures are adequate for the proposed flight under the existing conditions and within any limitations listed in the logbook that the instructor considers necessary for the safety of the flight;

(3) Student pilot's logbook for solo flight in a Class B airspace area or at an airport within Class B airspace unless that flight instructor has—

(i) Given that student ground and flight training in that Class B airspace or at that airport; and

(ii) Determined that the student is proficient to operate the aircraft safely.

(4) Logbook of a recreational pilot, unless that flight instructor has—

(i) Given that pilot the ground and flight training required by this part; and

(ii) Determined that the recreational pilot is proficient to operate the aircraft safely.

(5) Logbook of a pilot for a flight review, unless that instructor has conducted a review of that pilot in accordance with the requirements of § 61.56(a) of this part; or

(6) Logbook of a pilot for an instrument proficiency check, unless that instructor has tested that pilot in accordance with the requirements of § 61.57(d) of this part.

(e) Training in an aircraft that requires a type rating. A flight instructor may not give flight instruction, including instrument training, in an aircraft that requires the pilot in command to hold a type rating unless the flight instructor holds a type rating for that aircraft on his or her pilot certificate.

(f) Training received in a multiengine airplane, a helicopter, or a powered-lift. A flight instructor may not give training required for the issuance of a certificate or rating in a multiengine airplane, a helicopter, or a powered-lift unless that flight instructor has at least 5 flight hours of pilot-in-command time in the specific make and model of multiengine airplane, helicopter, or powered-lift, as appropriate.

(g) Position in aircraft and required pilot stations for providing flight training. (1) A flight instructor must perform all training from in an aircraft that complies with the requirements of § 91.109 of this chapter.

(2) A flight instructor who provides flight training for a pilot certificate or rating issued under this part must provide that flight training in an aircraft that meets the following requirements—

(i) The aircraft must have at least two pilot stations and be of the same category, class, and type, if appropriate, that applies to the pilot certificate or rating sought.

(ii) For single-place aircraft, the pre-solo flight training must have been provided in an aircraft that has two pilot stations and is of the same category, class, and type, if appropriate.

(h) Qualifications to provide ground or flight training to initial flight instructor applicants —(1) Ground training. The ground training provided to an initial applicant for a flight instructor certificate must be given by an authorized instructor who—

(i) Holds a ground or flight instructor certificate with the appropriate rating, has held that certificate for at least 24 calendar months, and has given at least 40 hours of ground training; or

(ii) Holds a ground or flight instructor certificate with the appropriate rating, and has given at least 100 hours of ground training in an FAA-approved course.

(2) Flight training. A flight instructor who provides flight training to an initial applicant for a flight instructor certificate must meet the eligibility requirements prescribed in § 61.183; hold the appropriate flight instructor certificate and rating; meet the requirements of the part under which the flight training is provided; and meet one of the following requirements—

(i) Have held a flight instructor certificate for at least 24 calendar months; and

(A) For training in preparation for an airplane, rotorcraft, or powered-lift rating, have given at least 200 hours of flight training as a flight instructor; or

(B) For training in preparation for a glider rating, have given at least 80 hours of flight training as a flight instructor;

(ii) Have trained and endorsed, during the preceding 24 calendar months, at least five applicants for a practical test for a pilot certificate or rating, and at least 80 percent of all applicants endorsed in that period passed that test on their first attempt; or

(iii) After completing the flight training requirements in paragraph (h)(2)(i)(A) or (B) of this section, as appropriate, have graduated from an FAA-approved flight instructor enhanced qualification training program that satisfies the requirements specified in paragraph (h)(3) of this section.

(3) Flight instructor enhanced qualification training program. A flight instructor enhanced qualification training program must be approved and conducted under part 141 or 142 of this chapter, and meet the following requirements-

(i) The ground training must include at least 25 hours of instruction that includes the following subjects:

(A) Flight instructor responsibilities, functions, lesson planning, and risk management, including how to instruct an initial flight instructor applicant on these subjects.

(B) Teaching methods, procedures, and techniques applicable to instructing an initial flight instructor applicant.

(C) Methods of proper evaluation of an initial flight instructor applicant to detect improper and insufficient transfer of instructional knowledge, training, and performance of the initial flight instructor applicant.

(D) Corrective action in the case of unsatisfactory training progress.

(ii) The flight training must include at least 10 hours of training that includes the following areas:

(A) Scenario-based training to develop the flight instructor's ability to instruct an initial flight instructor applicant how to satisfactorily perform the procedures and maneuvers while giving effective flight training.

(B) Instructional knowledge and proficiency to teach an initial flight instructor applicant in abnormal and emergency procedures, which must include stall awareness, spin entry, spins, and spin recovery procedures, if applicable to the category and class of aircraft used in the flight instructor enhanced qualification training program.

(C) Risk management and potential results of improper, untimely, or non-execution of safety measures critical to flight training.

(D) Methods of proper evaluation of an initial flight instructor applicant to detect improper and insufficient transfer of instructional knowledge, training, and performance of the initial flight instructor applicant.

(E) Corrective action in the case of unsatisfactory training progress.

(F) Methods to detect personal characteristics of an initial flight instructor applicant that could adversely affect safety.

(iii) Each flight instructor enrolled in the flight instructor enhanced qualification training program must satisfactorily complete an end-of-course written test specific to the ground training subjects in paragraph (h)(3)(i) of this section and an end-of-course instructional proficiency flight test specific to the flight training areas in paragraph (h)(3)(ii) of this section.

(iv) A full flight simulator or flight training device may be used to meet the flight training requirements of paragraph (h)(3)(ii) of this section. The FFS or FTD must be—

(A) Qualified and maintained in accordance with part 60 of this chapter, or a previously qualified device as permitted in accordance with § 60.17 of this chapter;

(B) Approved by the Administrator pursuant to § 61.4(a); and

(C) Used in accordance with the part under which the FAA-approved course is conducted.

(v) A maximum of 5 hours of training received in an advanced aviation training device may be used to meet the flight training requirements of paragraph (h)(3)(ii) of this section for part 141 flight instructor enhanced qualification training programs. The advanced aviation training device must be-

(A) Approved by the Administrator pursuant to § 61.4(c); and

(B) Used in accordance with part 141 of this chapter.

(vi) No certificate holder may use a person, nor may any person serve, as an instructor of the flight instructor enhanced qualification training program unless the instructor holds a flight instructor certificate or ground instructor certificate and meets one of the following qualifications:

(A) Serves as a chief instructor or assistant chief instructor in a part 141 pilot school;

(B) Serves as a training center program manager or assistant training center program manager of a part 142 training center; or

(C) Meets the qualifications of an assistant chief instructor, pursuant to § 141.36(d).

(vii) A part 141 pilot school or part 142 training center must issue a graduation certificate to each flight instructor who successfully completes the flight instructor enhanced qualification training program.

(i) Prohibition against self-endorsements. A flight instructor shall not make any self-endorsement for a certificate, rating, flight review, authorization, operating privilege, practical test, or knowledge test that is required by this part.

(j) Additional qualifications required to give training in Category II or Category III operations. A flight instructor may not give training in Category II or Category III operations unless the flight instructor has been trained and tested in Category II or Category III operations, pursuant to § 61.67 or § 61.68 of this part, as applicable.

(k) Training for night vision goggle operations. A flight instructor may not conduct training for night vision goggle operations unless the flight instructor:

(1) Has a pilot and flight instructor certificate with the applicable category and class rating for the training;

(2) If appropriate, has a type rating on his or her pilot certificate for the aircraft;

(3) Is pilot in command qualified for night vision goggle operations, in accordance with § 61.31(k);

(4) Has logged 100 night vision goggle operations as the sole manipulator of the controls;

(5) Has logged 20 night vision goggle operations as the sole manipulator of the controls in the category and class, and type of aircraft, if aircraft class and type is appropriate, that the training will be given in;

(6) Is qualified to act as pilot in command in night vision goggle operations under § 61.57(f) or (g); and

(7) Has a logbook endorsement from an FAA Aviation Safety Inspector or a person who is authorized by the FAA to provide that logbook endorsement that states the flight instructor is authorized to perform the night vision goggle pilot in command qualification and recent flight experience requirements under § 61.31(k) and § 61.57(f) and (g).

(l) Training on control and maneuvering an aircraft solely by reference to the instruments. A flight instructor may conduct flight training on control and maneuvering an airplane solely by reference to the flight instruments, provided the flight instructor—

(1) Holds a flight instructor certificate with the applicable category and class rating; or

(2) Holds an instrument rating appropriate to the aircraft used for the training on his or her flight instructor certificate, and holds a commercial pilot certificate or airline transport pilot certificate with the appropriate category and class ratings for the aircraft in which the training is conducted provided the pilot receiving the training holds a pilot certificate with category and class ratings appropriate to the aircraft in which the training is being conducted.

§ 61.197

Recent experience requirements for flight instructor certification.

(a) A person may exercise the privileges of the person's flight instructor certificate only if, within the preceding 24 calendar months, that person has satisfied one of the recent experience requirements specified in paragraph (b) of this section. The 24 calendar month period during which the flight instructor must establish recent experience shall start from one of the following—

(1) The month the FAA issued the flight instructor certificate;

(2) The month the recent experience requirements of paragraph (b) of this section are accomplished; or

(3) The last month of the flight instructor's current recent experience period provided the recent experience requirements of paragraph (b) of this section are accomplished within the 3 calendar months preceding the last month of the certificate holder's current recent experience period.

(b) A person who holds a flight instructor certificate may establish recent experience by satisfying one of the following requirements—

(1) Passing a practical test for—

(i) One of the ratings listed on the flight instructor certificate; or

(ii) An additional flight instructor rating; or

(2) Satisfactorily completing one of the following recent experience requirements, and submitting documentation of such in a form and manner acceptable to the Administrator—

(i) During the preceding 24 calendar months, the flight instructor has endorsed at least 5 applicants for a practical test for a certificate or rating and at least 80 percent of all applicants endorsed passed that test on the first attempt.

(ii) Within the preceding 24 calendar months, the flight instructor has served as a company check pilot, chief flight instructor, company check airman, or flight instructor in a part 121 or 135 operation, or in a position involving the regular evaluation of pilots.

(iii) Within the preceding 3 calendar months, the person has successfully completed an approved flight instructor refresher course consisting of ground training or flight training, or a combination of both.

(iv) Within the preceding 24 calendar months from the month of application, the flight instructor passed an official U.S. Armed Forces military instructor pilot or pilot examiner proficiency check in an aircraft for which the military instructor already holds a rating or in an aircraft for an additional rating.

(v) Within the preceding 24 calendar months from the month of application, the flight instructor has served as a flight instructor in an FAA-sponsored pilot proficiency program, provided the flight instructor meets the following requirements—

(A) Holds a flight instructor certificate and meets the appropriate flight instructor recent experience requirements of this part;

(B) Has satisfactorily completed at least one phase of an FAA-sponsored pilot proficiency program in the preceding 12 calendar months; and

(C) Has conducted at least 15 flight activities recognized under the FAA-sponsored pilot proficiency program, during which the flight instructor evaluated at least 5 different pilots and has made the necessary endorsements in the logbooks of each pilot for each activity.

(c) Except as provided in paragraph (f) of this section, a person who fails to establish recent experience in accordance with paragraph (b) of this section during the 24 calendar month period specified in paragraph (a) of this section may not exercise flight instructor privileges until those privileges are reinstated in accordance with § 61.199.

(d) The practical test required by paragraph (b)(1) of this section may be accomplished in a full flight simulator or flight training device if the test is accomplished pursuant to an approved course conducted by a training center certificated under part 142 of this chapter.

(e) A person who holds an unexpired flight instructor certificate issued before December 1, 2024, may renew that certificate by establishing recent experience in accordance with paragraph (b) of this section prior to the month of expiration on that person's flight instructor certificate. Except as provided in § 61.40, if that person fails to establish recent experience prior to the expiration of that person's flight instructor certificate, that person may not exercise flight instructor privileges until those privileges are reinstated in accordance with § 61.199.

(f) A person who qualifies for the relief prescribed in § 61.40 may establish recent experience in accordance with paragraph (b) of this section, provided the requirements of § 61.40 are met.

§ 61.199

Reinstatement of flight instructor privileges.

(a) Flight instructor privileges. The holder of a flight instructor certificate who has not complied with the flight instructor recent experience requirements of § 61.197 may reinstate their flight instructor privileges by filing a completed and signed application with the FAA and satisfactorily completing one of the following reinstatement requirements:

(1) If 3 calendar months or less have passed since the last month of the flight instructor's recent experience period, the flight instructor may successfully complete an approved flight instructor refresher course consisting of ground training or flight training, or a combination of both, or satisfy one of the requirements specified in paragraph (a)(2) of this section.

(2) If more than 3 calendar months have passed since the last month of the flight instructor's recent experience period, the flight instructor must satisfactorily complete one of the following:

(i) A flight instructor certification practical test, as prescribed by § 61.183(h), for one of the ratings held on the flight instructor certificate; or

(ii) A flight instructor certification practical test for an additional rating.

(3) For military instructor pilots and pilot examiners, provide a record showing that, within the preceding 6 calendar months from the date of application for reinstatement, the person—

(i) Passed a U.S. Armed Forces instructor pilot or pilot examiner proficiency check; or

(ii) Completed a U.S. Armed Forces instructor pilot or pilot examiner training course and received an additional aircraft qualification as a military instructor pilot or pilot examiner that is appropriate to the flight instructor rating sought.

(b) Flight instructor ratings. (1) A flight instructor rating or a limited flight instructor rating on a pilot certificate is no longer valid and may not be exchanged for a similar rating or a flight instructor certificate.

(2) The holder of a flight instructor rating or a limited flight instructor rating on a pilot certificate may be issued a flight instructor certificate with the current ratings, but only if the person passes the required knowledge and practical test prescribed in this subpart for the issuance of the current flight instructor certificate and rating.

§ 61.201

§ 61.211

Applicability.

This subpart prescribes the requirements for the issuance of ground instructor certificates and ratings, the conditions under which those certificates and ratings are necessary, and the limitations upon those certificates and ratings.

§ 61.213

Eligibility requirements.

(a) To be eligible for a ground instructor certificate or rating a person must:

(1) Be at least 18 years of age;

(2) Be able to read, write, speak, and understand the English language. If the applicant is unable to meet one of these requirements due to medical reasons, then the Administrator may place such operating limitations on that applicant's ground instructor certificate as are necessary;

(3) Except as provided in paragraph (b) of this section, pass a knowledge test on the fundamentals of instructing to include—

(i) The learning process;

(ii) Elements of effective teaching;

(iii) Student evaluation and testing;

(iv) Course development;

(v) Lesson planning; and

(vi) Classroom training techniques.

(4) Pass a knowledge test on the aeronautical knowledge areas in—

(i) For a basic ground instructor rating §§ 61.97, 61.105, and 61.309;

(ii) For an advanced ground instructor rating §§ 61.97, 61.105, 61.125, 61.155, and 61.309; and

(iii) For an instrument ground instructor rating, § 61.65.

(b) The knowledge test specified in paragraph (a)(3) of this section is not required if the applicant:

(1) Holds a ground instructor certificate or flight instructor certificate issued under this part;

(2) Holds a teacher's certificate issued by a State, county, city, or municipality that authorizes the person to teach at an educational level of the 7th grade or higher; or

(3) Is employed as a teacher at an accredited college or university.

§ 61.215

Ground instructor privileges.

(a) A person who holds a basic ground instructor rating is authorized to provide—

(1) Ground training in the aeronautical knowledge areas required for the issuance of a sport pilot certificate, recreational pilot certificate, private pilot certificate, or associated ratings under this part;

(2) Ground training required for a sport pilot, recreational pilot, and private pilot flight review; and

(3) A recommendation for a knowledge test required for the issuance of a sport pilot certificate, recreational pilot certificate, or private pilot certificate under this part.

(b) A person who holds an advanced ground instructor rating is authorized to provide:

(1) Ground training on the aeronautical knowledge areas required for the issuance of any certificate or rating under this part except for the aeronautical knowledge areas required for an instrument rating.

(2) The ground training required for any flight review except for the training required for an instrument rating.

(3) A recommendation for a knowledge test required for the issuance of any certificate or rating under this part except for an instrument rating.

(c) A person who holds an instrument ground instructor rating is authorized to provide:

(1) Ground training in the aeronautical knowledge areas required for the issuance of an instrument rating under this part;

(2) Ground training required for an instrument proficiency check; and

(3) A recommendation for a knowledge test required for the issuance of an instrument rating under this part.

(d) A person who holds a ground instructor certificate is authorized, within the limitations of the ratings on the ground instructor certificate, to endorse the logbook or other training record of a person to whom the holder has provided the training or recommendation specified in paragraphs (a) through (c) of this section.

(e) Ground training provided to an initial applicant for a flight instructor certificate may only be provided by an authorized instructor in accordance with § 61.195(h)(1).

§ 61.217

Recent experience requirements.

The holder of a ground instructor certificate may not perform the duties of a ground instructor unless the person can show that one of the following occurred during the preceding 12 calendar months:

(a) Employment or activity as a ground instructor giving pilot, flight instructor, or ground instructor training;

(b) Employment or activity as a flight instructor giving pilot, flight instructor, or ground instructor ground or flight training;

(c) Completion of an approved flight instructor refresher course and receipt of a graduation certificate for that course; or

(d) An endorsement from an authorized instructor certifying that the person has demonstrated knowledge in the subject areas prescribed under § 61.213(a)(3) and (a)(4), as appropriate.

§ 61.301

What is the purpose of this subpart and to whom does it apply?

(a) This subpart prescribes the following requirements that apply to a sport pilot certificate:

(1) Eligibility.

(2) Aeronautical knowledge.

(3) Flight proficiency.

(4) Aeronautical experience.

(5) Endorsements.

(6) Privileges and limits.

(b) Other provisions of this part apply to the logging of flight time and testing.

(c) This subpart applies to applicants for, and holders of, sport pilot certificates. It also applies to holders of recreational pilot certificates and higher, as provided in § 61.303.

§ 61.303

If I want to operate a light-sport aircraft, what operating limits and endorsement requirements in this subpart must I comply with?

(a) Use the following table to determine what operating limits and endorsement requirements in this subpart, if any, apply to you when you operate a light-sport aircraft. The medical certificate specified in this table must be in compliance with § 61.2 in regards to currency and validity. If you hold a recreational pilot certificate, but not a medical certificate, you must comply with cross country requirements in § 61.101 (c), even if your flight does not exceed 50 nautical miles from your departure airport. You must also comply with requirements in other subparts of this part that apply to your certificate and the operation you conduct.

(b) A person using a U.S. driver's license to meet the requirements of this paragraph must—

(1) Comply with each restriction and limitation imposed by that person's U.S. driver's license and any judicial or administrative order applying to the operation of a motor vehicle;

(2) Have been found eligible for the issuance of at least a third-class airman medical certificate at the time of his or her most recent application (if the person has applied for a medical certificate);

(3) Not have had his or her most recently issued medical certificate (if the person has held a medical certificate) suspended or revoked or most recent Authorization for a Special Issuance of a Medical Certificate withdrawn; and

(4) Not know or have reason to know of any medical condition that would make that person unable to operate a light-sport aircraft in a safe manner.

§ 61.305

What are the age and language requirements for a sport pilot certificate?

(a) To be eligible for a sport pilot certificate you must:

(1) Be at least 17 years old (or 16 years old if you are applying to operate a glider or balloon).

(2) Be able to read, speak, write, and understand English. If you cannot read, speak, write, and understand English because of medical reasons, the FAA may place limits on your certificate as are necessary for the safe operation of light-sport aircraft.

§ 61.307

What tests do I have to take to obtain a sport pilot certificate?

To obtain a sport pilot certificate, you must pass the following tests:

(a) Knowledge test. You must pass a knowledge test on the applicable aeronautical knowledge areas listed in § 61.309. Before you may take the knowledge test for a sport pilot certificate, you must receive a logbook endorsement from the authorized instructor who trained you or reviewed and evaluated your home-study course on the aeronautical knowledge areas listed in § 61.309 certifying you are prepared for the test.

(b) Practical test. You must pass a practical test on the applicable areas of operation listed in §§ 61.309 and 61.311. Before you may take the practical test for a sport pilot certificate, you must receive a logbook endorsement from the authorized instructor who provided you with flight training on the areas of operation specified in §§ 61.309 and 61.311 in preparation for the practical test. This endorsement certifies that you meet the applicable aeronautical knowledge and experience requirements and are prepared for the practical test.

§ 61.309

What aeronautical knowledge must I have to apply for a sport pilot certificate?

To apply for a sport pilot certificate you must receive and log ground training from an authorized instructor or complete a home-study course on the following aeronautical knowledge areas:

(a) Applicable regulations of this chapter that relate to sport pilot privileges, limits, and flight operations.

(b) Accident reporting requirements of the National Transportation Safety Board.

(c) Use of the applicable portions of the aeronautical information manual and FAA advisory circulars.

(d) Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, and navigation systems, as appropriate.

(e) Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts.

(f) Safe and efficient operation of aircraft, including collision avoidance, and recognition and avoidance of wake turbulence.

(g) Effects of density altitude on takeoff and climb performance.

(h) Weight and balance computations.

(i) Principles of aerodynamics, powerplants, and aircraft systems.

(j) Stall awareness, spin entry, spins, and spin recovery techniques, as applicable.

(k) Aeronautical decision making and risk management.

(l) Preflight actions that include—

(1) How to get information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements; and

(2) How to plan for alternatives if the planned flight cannot be completed or if you encounter delays.

§ 61.311

What flight proficiency requirements must I meet to apply for a sport pilot certificate?

To apply for a sport pilot certificate you must receive and log ground and flight training from an authorized instructor on the following areas of operation, as appropriate, for airplane single-engine land or sea, glider, gyroplane, airship, balloon, powered parachute land or sea, and weight-shift-control aircraft land or sea privileges:

(a) Preflight preparation.

(b) Preflight procedures.

(c) Airport, seaplane base, and gliderport operations, as applicable.

(d) Takeoffs (or launches), landings, and go-arounds.

(e) Performance maneuvers, and for gliders, performance speeds.

(f) Ground reference maneuvers (not applicable to gliders and balloons).

(g) Soaring techniques (applicable only to gliders).

(h) Navigation.

(i) Slow flight (not applicable to lighter-than-air aircraft and powered parachutes).

(j) Stalls (not applicable to lighter-than-air aircraft, gyroplanes, and powered parachutes).

(k) Emergency operations.

(l) Post-flight procedures.

§ 61.313

What aeronautical experience must I have to apply for a sport pilot certificate?

Use the following table to determine the aeronautical experience you must have to apply for a sport pilot certificate:

§ 61.315

What are the privileges and limits of my sport pilot certificate?

(a) If you hold a sport pilot certificate you may act as pilot in command of a light-sport aircraft, except as specified in paragraph (c) of this section.

(b) You may share the operating expenses of a flight with a passenger, provided the expenses involve only fuel, oil, airport expenses, or aircraft rental fees. You must pay at least half the operating expenses of the flight.

(c) You may not act as pilot in command of a light-sport aircraft:

(1) That is carrying a passenger or property for compensation or hire.

(2) For compensation or hire.

(3) In furtherance of a business.

(4) While carrying more than one passenger.

(5) At night.

(6) In Class A airspace.

(7) In Class B, C, and D airspace, at an airport located in Class B, C, or D airspace, and to, from, through, or at an airport having an operational control tower unless you have met the requirements specified in § 61.325.

(8) Outside the United States, unless you have prior authorization from the country in which you seek to operate. Your sport pilot certificate carries the limit “Holder does not meet ICAO requirements.”

(9) To demonstrate the aircraft in flight to a prospective buyer if you are an aircraft salesperson.

(10) In a passenger-carrying airlift sponsored by a charitable organization.

(11) At an altitude of more than 10,000 feet MSL or 2,000 feet AGL, whichever is higher.

(12) When the flight or surface visibility is less than 3 statute miles.

(13) Without visual reference to the surface.

(14) If the aircraft:

(i) Has a V H greater than 87 knots CAS, unless you have met the requirements of § 61.327(b).

(ii) Has a V H less than or equal to 87 knots CAS, unless you have met the requirements of § 61.327(a) or have logged flight time as pilot in command of an airplane with a V H less than or equal to 87 knots CAS before April 2, 2010.

(15) Contrary to any operating limitation placed on the airworthiness certificate of the aircraft being flown.

(16) Contrary to any limit on your pilot certificate or airman medical certificate, or any other limit or endorsement from an authorized instructor.

(17) Contrary to any restriction or limitation on your U.S. driver's license or any restriction or limitation imposed by judicial or administrative order when using your driver's license to satisfy a requirement of this part.

(18) While towing any object.

(19) As a pilot flight crewmember on any aircraft for which more than one pilot is required by the type certificate of the aircraft or the regulations under which the flight is conducted.

§ 61.317

Is my sport pilot certificate issued with aircraft category and class ratings?

Your sport pilot certificate does not list aircraft category and class ratings. When you successfully pass the practical test for a sport pilot certificate, regardless of the light-sport aircraft privileges you seek, the FAA will issue you a sport pilot certificate without any category and class ratings. The FAA will provide you with a logbook endorsement for the category and class of aircraft in which you are authorized to act as pilot in command.

§ 61.319

§ 61.321

How do I obtain privileges to operate an additional category or class of light-sport aircraft?

If you hold a sport pilot certificate and seek to operate an additional category or class of light-sport aircraft, you must—

(a) Receive a logbook endorsement from the authorized instructor who trained you on the applicable aeronautical knowledge areas specified in § 61.309 and areas of operation specified in § 61.311. The endorsement certifies you have met the aeronautical knowledge and flight proficiency requirements for the additional light-sport aircraft privilege you seek;

(b) Successfully complete a proficiency check from an authorized instructor, other than the instructor who trained you, consisting of the tasks in the appropriate areas of operation contained in the applicable Practical Test Standards (incorporated by reference, see § 61.14) as listed in appendix A of this part for the additional light-sport aircraft privilege you seek;

(c) Complete an application for those privileges on a form and in a manner acceptable to the FAA and present this application to the authorized instructor who conducted the proficiency check specified in paragraph (b) of this section; and

(d) Receive a logbook endorsement from the instructor who conducted the proficiency check specified in paragraph (b) of this section certifying you are proficient in the applicable areas of operation and aeronautical knowledge areas, and that you are authorized for the additional category and class light-sport aircraft privilege.

§ 61.323

§ 61.325

How do I obtain privileges to operate a light-sport aircraft at an airport within, or in airspace within, Class B, C, and D airspace, or in other airspace with an airport having an operational control tower?

If you hold a sport pilot certificate and seek privileges to operate a light-sport aircraft in Class B, C, or D airspace, at an airport located in Class B, C, or D airspace, or to, from, through, or at an airport having an operational control tower, you must receive and log ground and flight training. The authorized instructor who provides this training must provide a logbook endorsement that certifies you are proficient in the following aeronautical knowledge areas and areas of operation:

(a) The use of radios, communications, navigation system/facilities, and radar services.

(b) Operations at airports with an operating control tower to include three takeoffs and landings to a full stop, with each landing involving a flight in the traffic pattern, at an airport with an operating control tower.

(c) Applicable flight rules of part 91 of this chapter for operations in Class B, C, and D airspace and air traffic control clearances.

§ 61.327

** Are there specific endorsement requirements to operate a light-sport aircraft based on V **

(a) Except as specified in paragraph (c) of this section, if you hold a sport pilot certificate and you seek to operate a light-sport aircraft that is an airplane with a V H less than or equal to 87 knots CAS you must—

(1) Receive and log ground and flight training from an authorized instructor in an airplane that has a V H less than or equal to 87 knots CAS; and

(2) Receive a logbook endorsement from the authorized instructor who provided the training specified in paragraph (a)(1) of this section certifying that you are proficient in the operation of light-sport aircraft that is an airplane with a V H less than or equal to 87 knots CAS.

(b) If you hold a sport pilot certificate and you seek to operate a light-sport aircraft that has a V H greater than 87 knots CAS you must—

(1) Receive and log ground and flight training from an authorized instructor in an aircraft that has a V H greater than 87 knots CAS; and

(2) Receive a logbook endorsement from the authorized instructor who provided the training specified in paragraph (b)(1) of this section certifying that you are proficient in the operation of light-sport aircraft with a V H greater than 87 knots CAS.

(c) The training and endorsements required by paragraph (a) of this section are not required if you have logged flight time as pilot in command of an airplane with a V H less than or equal to 87 knots CAS prior to April 2, 2010.

§ 61.401

What is the purpose of this subpart?

(a) This part prescribes the following requirements that apply to a flight instructor certificate with a sport pilot rating:

(1) Eligibility.

(2) Aeronautical knowledge.

(3) Flight proficiency.

(4) Endorsements.

(5) Privileges and limits.

(b) Other provisions of this part apply to the logging of flight time and testing.

§ 61.403

What are the age, language, and pilot certificate requirements for a flight instructor certificate with a sport pilot rating?

To be eligible for a flight instructor certificate with a sport pilot rating you must:

(a) Be at least 18 years old.

(b) Be able to read, speak, write, and understand English. If you cannot read, speak, write, and understand English because of medical reasons, the FAA may place limits on your certificate as are necessary for the safe operation of light-sport aircraft.

(c) Hold at least a sport pilot certificate with category and class ratings or privileges, as applicable, that are appropriate to the flight instructor privileges sought.

§ 61.405

What tests do I have to take to obtain a flight instructor certificate with a sport pilot rating?

To obtain a flight instructor certificate with a sport pilot rating you must pass the following tests:

(a) Knowledge test. Before you take a knowledge test, you must receive a logbook endorsement certifying you are prepared for the test from an authorized instructor who trained you or evaluated your home-study course on the aeronautical knowledge areas listed in § 61.407. You must pass knowledge tests on—

(1) The fundamentals of instructing listed in § 61.407(a), unless you meet the requirements of § 61.407(c); and

(2) The aeronautical knowledge areas for a sport pilot certificate applicable to the aircraft category and class for which flight instructor privileges are sought.

(b) Practical test. (1) Before you take the practical test, you must—

(i) Receive a logbook endorsement from the authorized instructor who provided you with flight training on the areas of operation specified in § 61.409 that apply to the category and class of aircraft privileges you seek. This endorsement certifies you meet the applicable aeronautical knowledge and experience requirements and are prepared for the practical test;

(ii) If you are seeking privileges to provide instruction in an airplane or glider, receive a logbook endorsement from an authorized instructor indicating that you are competent and possess instructional proficiency in stall awareness, spin entry, spins, and spin recovery procedures after you have received flight training in those training areas in an airplane or glider, as appropriate, that is certificated for spins;

(2) You must pass a practical test—

(i) On the areas of operation listed in § 61.409 that are appropriate to the category and class of aircraft privileges you seek;

(ii) In an aircraft representative of the category and class of aircraft for the privileges you seek;

(iii) In which you demonstrate that you are able to teach stall awareness, spin entry, spins, and spin recovery procedures if you are seeking privileges to provide instruction in an airplane or glider. If you have not failed a practical test based on deficiencies in your ability to demonstrate knowledge or skill in these areas and you provide the endorsement required by paragraph (b)(1)(ii) of this section, an examiner may accept the endorsement instead of the demonstration required by this paragraph. If you are taking a test because you previously failed a test based on not meeting the requirements of this paragraph, you must pass a practical test on stall awareness, spin entry, spins, and spin recovery instructional competency and proficiency in the applicable category and class of aircraft that is certificated for spins.

§ 61.407

What aeronautical knowledge must I have to apply for a flight instructor certificate with a sport pilot rating?

(a) Except as specified in paragraph (c) of this section you must receive and log ground training from an authorized instructor on the fundamentals of instruction that includes:

(1) The learning process.

(2) Elements of effective teaching.

(3) Student evaluation and testing.

(4) Course development.

(5) Lesson planning.

(6) Classroom training techniques.

(b) You must receive and log ground training from an authorized instructor on the aeronautical knowledge areas applicable to a sport pilot certificate for the aircraft category and class in which you seek flight instructor privileges.

(c) You do not have to meet the requirements of paragraph (a) of this section if you—

(1) Hold a flight instructor certificate or ground instructor certificate issued under this part;

(2) Hold a teacher's certificate issued by a State, county, city, or municipality; or

(3) Are employed as a teacher at an accredited college or university.

§ 61.409

What flight proficiency requirements must I meet to apply for a flight instructor certificate with a sport pilot rating?

You must receive and log ground and flight training from an authorized instructor on the following areas of operation for the aircraft category and class in which you seek flight instructor privileges:

(a) Technical subject areas.

(b) Preflight preparation.

(c) Preflight lesson on a maneuver to be performed in flight.

(d) Preflight procedures.

(e) Airport, seaplane base, and gliderport operations, as applicable.

(f) Takeoffs (or launches), landings, and go-arounds.

(g) Fundamentals of flight.

(h) Performance maneuvers and for gliders, performance speeds.

(i) Ground reference maneuvers (except for gliders and lighter-than-air).

(j) Soaring techniques.

(k) Slow flight (not applicable to lighter-than-air and powered parachutes).

(l) Stalls (not applicable to lighter-than-air, powered parachutes, and gyroplanes).

(m) Spins (applicable to airplanes and gliders).

(n) Emergency operations.

(o) Tumble entry and avoidance techniques (applicable to weight-shift-control aircraft).

(p) Post-flight procedures.

§ 61.411

What aeronautical experience must I have to apply for a flight instructor certificate with a sport pilot rating?

Use the following table to determine the experience you must have for each aircraft category and class:

§ 61.412

** Do I need additional training to provide instruction on control and maneuvering an airplane solely by reference to the instruments in a light-sport aircraft based on V **

To provide flight training under § 61.93(e)(12) on control and maneuvering an airplane solely by reference to the flight instruments for the purpose of issuing a solo cross-country endorsement under § 61.93(c)(1) to a student pilot seeking a sport pilot certificate, a flight instructor with a sport pilot rating must:

(a) Hold an endorsement required by § 61.327(b);

(b) Receive and log a minimum of 1 hour of ground training and 3 hours of flight training from an authorized instructor in an airplane with a V H greater than 87 knots CAS or in a full flight simulator, flight training device, or aviation training device that replicates an airplane with a V H greater than 87 knots CAS; and

(c) Receive a one-time endorsement in his or her logbook from an instructor authorized under subpart H of this part who certifies that the person is proficient in providing training on control and maneuvering solely by reference to the flight instruments in an airplane with a V H greater than 87 knots CAS. This flight training must include straight and level flight, turns, descents, climbs, use of radio navigation aids, and ATC directives.

§ 61.413

What are the privileges of my flight instructor certificate with a sport pilot rating?

(a) If you hold a flight instructor certificate with a sport pilot rating, you are authorized, within the limits of your certificate and rating, to conduct ground training, flight training, certain checking events, and to issue endorsements related to:

(1) A student pilot seeking a sport pilot certificate;

(2) A sport pilot certificate;

(3) A flight instructor certificate with a sport pilot rating;

(4) A powered parachute or weight-shift-control aircraft rating;

(5) Sport pilot privileges;

(6) A flight review or operating privilege for a sport pilot, or training to maintain or improve the skills of a sport pilot;

(7) A practical test for a sport pilot certificate, a private pilot certificate with a powered parachute or weight-shift-control aircraft rating or a flight instructor certificate with a sport pilot rating;

(8) A knowledge test for a sport pilot certificate, a private pilot certificate with a powered parachute or weight-shift-control aircraft rating or a flight instructor certificate with a sport pilot rating; and

(9) A proficiency check for an additional category or class privilege for a sport pilot certificate or a flight instructor certificate with a sport pilot rating.

(b) A person who holds a flight instructor certificate with a sport pilot rating is authorized, in a form and manner acceptable to the Administrator, to:

(1) Accept an application for a student pilot certificate or, for an applicant who holds a pilot certificate (other than a student pilot certificate) issued under part 61 of this chapter and meets the flight review requirements specified in § 61.56, a remote pilot certificate with a small UAS rating;

(2) Verify the identity of the applicant; and

(3) Verify that an applicant for a student pilot certificate meets the eligibility requirements in § 61.83.

(c) The privileges authorized in this section do not permit a person who holds a flight instructor certificate with a sport pilot rating to conduct operations that would otherwise require an air carrier or operating certificate or specific authorization from the Administrator.

§ 61.415

What are the limits of a flight instructor certificate with a sport pilot rating?

If you hold a flight instructor certificate with a sport pilot rating, you may only provide flight training in a light-sport aircraft and are subject to the following limits:

(a) You may not provide ground or flight training in any aircraft for which you do not hold:

(1) A sport pilot certificate with applicable category and class privileges or a pilot certificate with the applicable category and class rating; and

(2) Applicable category and class privileges for your flight instructor certificate with a sport pilot rating.

(b) You may not provide ground or flight training for a private pilot certificate with a powered parachute or weight-shift-control aircraft rating unless you hold:

(1) At least a private pilot certificate with the applicable category and class rating; and

(2) Applicable category and class privileges for your flight instructor certificate with a sport pilot rating.

(c) You may not conduct more than 8 hours of flight training in any 24-consecutive-hour period.

(d) You may not endorse a:

(1) Student pilot's logbook for solo flight privileges, unless you have—

(i) Given that student the flight training required for solo flight privileges required by this part; and

(ii) Determined that the student is prepared to conduct the flight safely under known circumstances, subject to any limitations listed in the student's logbook that you consider necessary for the safety of the flight.

(2) Student pilot's logbook for a solo cross-country flight, unless you have determined the student's flight preparation, planning, equipment, and proposed procedures are adequate for the proposed flight under the existing conditions and within any limitations listed in the logbook that you consider necessary for the safety of the flight.

(3) Student pilot's logbook for solo flight in Class B, C, and D airspace areas, at an airport within Class B, C, or D airspace and to from, through or on an airport having an operational control tower, unless you have—

(i) Given that student ground and flight training in that airspace or at that airport; and

(ii) Determined that the student is proficient to operate the aircraft safely.

(4) Logbook of a pilot for a flight review, unless you have conducted a review of that pilot in accordance with the requirements of § 61.56.

(e) You may not provide training to operate a light-sport aircraft in Class B, C, and D airspace, at an airport located in Class B, C, or D airspace, and to, from, through, or at an airport having an operational control tower, unless you have the endorsement specified in § 61.325, or are otherwise authorized to conduct operations in this airspace and at these airports.

(f) You may not provide training in a light-sport aircraft that is an airplane with a V H less than or equal to 87 knots CAS unless you have the endorsement specified in § 61.327 (a), or are otherwise authorized to operate that light-sport aircraft.

(g) You may not provide training in a light-sport aircraft with a V H greater than 87 knots CAS unless you have the endorsement specified in § 61.327 (b), or are otherwise authorized to operate that light-sport aircraft.

(h) You may not provide training on the control and maneuvering of an aircraft solely by reference to the instruments in a light sport airplane with a V h greater than 87 knots CAS unless you meet the requirements in § 61.412.

(i) You must perform all training in an aircraft that complies with the requirements of § 91.109 of this chapter.

(j) If you provide flight training for a certificate, rating or privilege, you must provide that flight training in an aircraft that meets the following:

(1) The aircraft must have at least two pilot stations and be of the same category and class appropriate to the certificate, rating or privilege sought.

(2) For single place aircraft, pre-solo flight training must be provided in an aircraft that has two pilot stations and is of the same category and class appropriate to the certificate, rating, or privilege sought.

§ 61.417

Will my flight instructor certificate with a sport pilot rating list aircraft category and class ratings?

Your flight instructor certificate does not list aircraft category and class ratings. When you successfully pass the practical test for a flight instructor certificate with a sport pilot rating, regardless of the light-sport aircraft privileges you seek, the FAA will issue you a flight instructor certificate with a sport pilot rating without any category and class ratings. The FAA will provide you with a logbook endorsement for the category and class of light-sport aircraft you are authorized to provide training in.

§ 61.419

How do I obtain privileges to provide training in an additional category or class of light-sport aircraft?

If you hold a flight instructor certificate with a sport pilot rating and seek to provide training in an additional category or class of light-sport aircraft you must—

(a) Receive a logbook endorsement from the authorized instructor who trained you on the applicable areas of operation specified in § 61.409 certifying you have met the aeronautical knowledge and flight proficiency requirements for the additional category and class flight instructor privilege you seek;

(b) Successfully complete a proficiency check from an authorized instructor, other than the instructor who trained you, consisting of the tasks in the appropriate areas of operation contained in the applicable Practical Test Standards (incorporated by reference, see § 61.14) as listed in appendix A of this part for the additional category and class flight instructor privilege you seek;

(c) Complete an application for those privileges on a form and in a manner acceptable to the FAA and present this application to the authorized instructor who conducted the proficiency check specified in paragraph (b) of this section; and

(d) Receive a logbook endorsement from the instructor who conducted the proficiency check specified in paragraph (b) of this section certifying you are proficient in the areas of operation and authorized for the additional category and class flight instructor privilege.

§ 61.421

May I give myself an endorsement?

No. If you hold a flight instructor certificate with a sport pilot rating, you may not give yourself an endorsement for any certificate, privilege, rating, flight review, authorization, practical test, knowledge test, or proficiency check required by this part.

§ 61.423

What are the recordkeeping requirements for a flight instructor with a sport pilot rating?

(a) As a flight instructor with a sport pilot rating you must:

(1) Sign the logbook of each person to whom you have given flight training or ground training.

(2) Keep a record of the name, date, and type of endorsement for:

(i) Each person whose logbook you have endorsed for solo flight privileges.

(ii) Each person for whom you have provided an endorsement for a knowledge test, practical test, or proficiency check, and the record must indicate the kind of test or check, and the results.

(iii) Each person whose logbook you have endorsed as proficient to operate—

(A) An additional category or class of light-sport aircraft;

(B) In Class B, C, and D airspace; at an airport located in Class B, C, or D airspace; and to, from, through, or at an airport having an operational control tower;

(C) A light-sport aircraft that is an airplane with a V H less than or equal to 87 knots CAS; and

(D) A light-sport aircraft with a V H greater than 87 knots CAS.

(iv) Each person whose logbook you have endorsed as proficient to provide flight training in an additional category or class of light-sport aircraft.

(b) Within 10 days after providing an endorsement for a person to operate or provide training in an additional category and class of light-sport aircraft you must—

(1) Complete, sign, and submit to the FAA the application presented to you to obtain those privileges; and

(2) Retain a copy of the form.

(c) You must keep the records listed in this section for 3 years. You may keep these records in a logbook or a separate document.

§ 61.425

How do I establish recent experience for my flight instructor certificate with a sport pilot rating?

(a) If you hold a flight instructor certificate with a sport pilot rating issued after December 1, 2024, you must establish recent experience in accordance with § 61.197.

(b) If you hold an unexpired flight instructor certificate with a sport pilot rating issued before December 1, 2024, you must renew your certificate by establishing recent experience in accordance with § 61.197 prior to the month of expiration on your flight instructor certificate. If you fail to establish recent experience prior to the expiration of your flight instructor certificate, you may not exercise flight instructor privileges until you reinstate those privileges in accordance with § 61.427.

§ 61.427

How do I reinstate my flight instructor privileges if I fail to establish recent experience for my flight instructor certificate with a sport pilot rating?

If you fail to establish recent experience for your flight instructor certificate with a sport pilot rating, you must reinstate your flight instructor privileges by satisfactorily completing one of the following reinstatement requirements:

(a) If 3 calendar months or less have passed since the last month of your recent experience period, you must successfully complete an approved flight instructor refresher course consisting of ground training or flight training, or a combination of both, or satisfy the requirements specified in paragraph (b) of this section.

(b) If more than 3 calendar months have passed since the last month of the flight instructor's recent experience period, you must pass a practical test as prescribed in § 61.405(b) or § 61.183(h) for one of the ratings listed on your flight instructor certificate with a sport pilot rating. The FAA will reinstate any privilege authorized by that flight instructor certificate with a sport pilot rating.

§ 61.429

May I exercise the privileges of a flight instructor certificate with a sport pilot rating if I hold a flight instructor certificate with another rating?

If you hold a flight instructor certificate, a commercial pilot certificate with an airship rating, or a commercial pilot certificate with a balloon rating issued under this part, and you seek to exercise the privileges of a flight instructor certificate with a sport pilot rating, you may do so without any further showing of proficiency, subject to the following limits:

(a) You are limited to the aircraft category and class ratings listed on your flight instructor certificate, commercial pilot certificate with an airship rating, or commercial pilot certificate with a balloon rating, as appropriate, when exercising your flight instructor privileges and the privileges specified in § 61.413.

(b) You must comply with the limits specified in § 61.415 and the recordkeeping requirements of § 61.423.

(c) If you want to exercise the privileges of your flight instructor certificate in a category or class of light-sport aircraft for which you are not currently rated, you must meet all applicable requirements to provide training in an additional category or class of light-sport aircraft specified in § 61.419.

Part 61 — CCAR-61 驾驶员合格审定

CCAR-61 原文

CCAR-61

来源: 官方全文

https://www.gov.cn/ 首頁 > 國務院公報 > 2014年第27號 中國民用航空局令 第 224 號 《民用航空器駕駛員和地面教員合格審定規則》（CCAR-61-R4）已經2014年6月16日中國民用航空局局務會議通過，現予公佈，自2014年9月1日起施行。 局 長 李家祥 2014年7月10日 民用航空器駕駛員和地面教員 合 格 審 定 規 則 1996年8月1日發佈， 2002年10月21日第1次修訂 2004年12月16日第2次修訂 2006年10月30日第3次修訂 2014年7月10日第4次修訂 目 錄 A章 總則 第61.1條 目的和依據 第61.3條 適用範圍 第61.5條 機構與職責 第61.7條 定義 第61.9條 執照、合格證和等級的要求 第61.11條 飛行模擬機和飛行訓練器的鑒定和批准 第61.13條 按本規則頒發的執照和等級 第61.15條 涉及酒精或者藥物的違禁行為 第61.17條 接受酒精、藥物檢驗或者提供檢驗結果 第61.19條 臨時執照 第61.21條 執照的有效期 第61.23條 執照的更新和重新辦理 第61.25條 體檢合格證的要求 第61.27條 航空器等級限制和附加訓練要求 第61.29條 語言能力要求和無線電通信資格 B章 一般規定 第61.31條 執照和等級的申請與審批 第61.33條 考試的一般程序 第61.35條 理論考試和語言能力考試的准考條件和通過成績 第61.37條 理論考試和語言能力考試中禁止的行為 第61.39條 實踐考試的准考條件 第61.41條 從軍方和境外飛行教員處接受的飛行訓練 第61.43條 實踐考試的一般要求 第61.45條 實踐考試必需的航空器和設備 第61.47條 實踐考試中考試員的地位 第61.49條 考試不合格後的再次考試 第61.51條 飛行經歷記錄本 第61.53條 身體缺陷期間的限制 第61.55條 副駕駛資格要求 第61.56條 接受檢查 第61.57條 定期檢查 第61.59條 熟練檢查 第61.61條 機長近期飛行經歷要求 第61.63條 禁止提供虛假材料 第61.65條 變更姓名或者地址 第61.67條 自願放棄或者更換執照 第61.69條 補發執照 C章 增加等級和特殊規定 第61.81條 增加航空器等級 第61.83條 儀錶等級要求 第61.87條 牽引滑翔機的航空器機長經歷和訓練要求 第61.89條 按其他規章批准的訓練大綱完成訓練的人員 第61.91條 對具有國家航空器駕駛員經歷的人員的特殊規定 第61.93條 外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發駕駛員執照 第61.95條 依據外國或香港、澳門特別行政區駕駛員執照頒發認可函 D章 學生駕駛員執照 第61.101條 適用範圍 第61.103條 資格要求 第61.105條 學生駕駛員單飛要求 第61.107條 一般限制 第61.109條 轉場單飛要求 E章 運動駕駛員執照 第61.111條 適用範圍 第61.113條 資格要求 第61.115條 航空知識要求 第61.117條 飛行技能要求 第61.119條 運動駕駛員的飛行經歷要求 第61.120條 運動駕駛員執照持有人的權利和限制 F章 私用駕駛員執照 第61.121條 適用範圍 第61.123條 資格要求 第61.125條 航空知識要求 第61.127條 飛行技能要求 第61.129條 飛機類別駕駛員的飛行經歷要求 第61.131條 直升機類別駕駛員的飛行經歷要求 第61.133條 飛艇類別駕駛員的飛行經歷要求 第61.135條 傾轉旋翼機類別駕駛員的飛行經歷要求 第61.137條 私用駕駛員執照持有人的權利和限制 G章 商用駕駛員執照 第61.151條 適用範圍 第61.153條 資格要求 第61.155條 航空知識要求 第61.157條 飛行技能要求 第61.159條 飛機類別駕駛員的飛行經歷要求 第61.161條 直升機類別駕駛員的飛行經歷要求 第61.165條 飛艇類別駕駛員的飛行經歷要求 第61.166條 傾轉旋翼機類別駕駛員的飛行經歷要求 第61.171條 夜間飛行限制 第61.173條 商用駕駛員執照持有人的權利和限制 H章 飛機類別多人制機組駕駛員執照 第61.174條 適用範圍 第61.175條 資格要求 第61.176條 航空知識要求 第61.177條 飛行技能要求 第61.178條 飛行經歷要求 第61.179條 多人制機組駕駛員執照持有人的權利和限制 I章 航線運輸駕駛員執照 第61.181條 適用範圍 第61.183條 資格要求 第61.185條 航空知識要求 第61.187條 飛行技能要求 第61.189條 飛機駕駛員的飛行經歷要求 第61.191條 直升機駕駛員的飛行經歷要求 第61.193條 傾轉旋翼機駕駛員的飛行經歷要求 第61.195條 增加類別和級別的要求 第61.197條 航線運輸駕駛員執照持有人的權利和限制 J章 飛行教員等級 第61.201條 適用範圍 第61.203條 資格要求 第61.204條 其他要求 第61.205條 知識要求 第61.207條 飛行教學能力 第61.209條 飛行教員的教學記錄 第61.211條 增加教員等級的要求 第61.213條 飛行教員的權利 第61.215條 飛行教員的限制 第61.217條 教員等級的更新 第61.219條 教員等級過期後的重新辦理 K章 地面教員執照 第61.231條 適用範圍 第61.233條 資格要求 第61.235條 地面教員的權利 第61.237條 近期經歷要求 第61.238條 地面教員執照的更新 第61.239條 地面教員執照過期後的重新辦理 L章 法律責任 第61.241條 涉及酒精或藥物的違禁行為的處罰 第61.243條 拒絕接受酒精、藥物檢驗或提供檢驗結果的處罰 第61.245條 理論考試中的作弊或其他禁止的行為的處罰 第61.247條 提供虛假材料的處罰 第61.249條 對其他違章行為的處罰 第61.251條 受到刑事處罰後執照的處理 M章 附則 第61.281條 施行日期和廢止的規章 第61.283條 執照有效期、原飛行教員執照的換發 附件A 語言能力評定標準 關於《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第一次修訂的説明 《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第二次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第三次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第四次修訂的説明 A章 總 則 第61.1條 目的和依據 為了規範民用航空器駕駛員和地面教員的合格審定工作，根據《中華人民共和國民用航空法》制定本規則。 第61.3條 適用範圍 （a）本規則適用於中國民用航空局（以下簡稱民航局）和民用航空地區管理局（以下簡稱地區管理局）及地區管理局派出機構（上述所有機構以下統稱局方）對民用航空器駕駛員和地面教員執照的頒發與管理。 （b）民用航空器駕駛員和地面教員執照與等級的申請和權利行使應當遵守本規則的規定。 第61.5條 機構與職責 （a）民航局飛行標準職能部門統一管理民用航空器駕駛員和地面教員合格審定工作，負責全國民用航空器駕駛員和地面教員的執照和等級的頒發與管理工作。 （b）地區管理局及其派出機構的飛行標準職能部門根據民航局飛行標準職能部門的規定，具體負責本地區民用航空器駕駛員和地面教員執照和等級的頒發與管理工作。 第61.7條 定義 本規則使用的術語定義如下： （a）機長，是指在飛行時間內負責航空器的運行和安全的駕駛員。 （b）副駕駛，是指在飛行時間內除機長以外的、在駕駛崗位執勤的持有執照的駕駛員，但不包括在航空器上僅接受飛行訓練的駕駛員。 （c）訓練時間，是指受訓人在飛行中、地面上、飛行模擬機或飛行訓練器上從授權教員處接受訓練的時間。 （d）飛行時間，是指航空器為準備起飛而借助自身動力開始移動時起，到飛行結束停止移動時止的總時間。對於直升機是指，從直升機的旋翼開始轉動時起到直升機飛行結束停止移動及旋翼停止轉動為止的總時間。對於滑翔機是指，不論拖曳與否，從滑翔機為了起飛而開始移動時起到飛行結束停止移動時為止佔用的飛行總時間。 （e）儀錶飛行時間，是指駕駛員僅參照儀錶而不借助外部參照點駕駛航空器的時間。 （f）飛行經歷時間，是指為符合航空人員執照、等級、定期檢查或近期飛行經歷要求中的訓練和飛行時間要求，在航空器、飛行模擬機或飛行訓練器上所獲得的在座飛行時間，這些時間應當是作為飛行機組必需成員的時間，或在航空器、飛行模擬機或飛行訓練器上從授權教員處接受訓練或作為授權教員在駕駛員座位上提供教學的時間。 （g）單飛時間，是指學生駕駛員作為航空器唯一乘員的飛行時間。 （h）轉場時間，是指在滿足下列條件的飛行中所取得的飛行時間： （1）在航空器中實施； （2）含有一個非出發地點的著陸點； （3）使用了地標領航、推測領航、電子導航設備、無線電設備或其他導航系統航行至著陸地點。 （i）航空器，是指由空氣的反作用而不是由空氣對地面發生的反作用在大氣中取得支承的任何機器。 （j）飛機，是指動力驅動的重於空氣的一種航空器，其飛行升力主要由給定飛行條件下保持不變的翼面上的空氣動力反作用取得。在本規則中，飛機類別不包括本條（q）定義的初級飛機。 （k）直升機，是指一種重於空氣的航空器，其飛行升力主要由在垂直軸上一個或幾個動力驅動的旋翼上的空氣反作用取得。 （l）自轉旋翼機，是指一種旋翼機，其旋翼僅在起動時有動力驅動，在該旋翼機運動時旋翼不是靠發動機驅動的，而是靠空氣的作用力推動旋轉。這種旋翼機的推進方式通常是使用獨立於旋翼系統的常規螺旋槳。 （m）滑翔機，是指一種重於空氣的航空器，其飛行升力主要由在給定飛行條件下保持不變的翼面上的空氣動力反作用取得，通常無自身動力驅動，或者雖然有動力，但在自由飛行階段不使用自身動力。 （n）自由氣球，是指無發動機驅動的輕於空氣航空器，靠氣體浮力或由機載加熱器産生的熱空氣浮力維持飛行。 （o）飛艇，是指一種最大充氣體積超過4600立方米、動力驅動能夠操縱的輕於空氣航空器。 （p）小型飛艇，是指一種最大充氣體積不超過4600立方米、動力驅動能夠操縱的輕於空氣航空器。 （q）初級飛機，是指除下述飛機以外經審定合格的小型固定翼航空器： （1）按照CCAR-23部審定為正常類、實用類、特技類或通勤類飛機； （2）按照CCAR-25部審定為運輸類飛機。 （r）傾轉旋翼機，是指重於空氣的航空器，能夠垂直起飛、垂直著陸和低速飛行，主要依靠以發動機為動力的升空裝置或發動機推力在這些飛行狀態期間升空，並且依靠非旋轉翼型在水平飛行時升空。 （s）授權教員，是指下列人員： （1）持有按本規則頒發的現行有效地面教員執照，並依據其地面教員執照上規定的權利和限制執行地面教學的人員； （2）持有按本規則頒發的具有教員等級的駕駛員執照，並依據其教員等級上規定的權利和限制執行地面教學或者飛行教學的人員。 （t）考試員，是指由局方授權實施本規則要求的航空人員執照或者等級的定期檢查、熟練檢查、教員更新檢查、實踐考試或者理論考試的人員。考試員應當是局方的監察員或者是按照中國民用航空規章《民用航空飛行標準委任代表和委任單位代表規定》（CCAR-183FS）委任的駕駛考試員或者經局方批准的檢查人員。 （u）理論考試，是指航空理論方面的考試，該考試是頒發航空人員執照或者等級所要求的，可以通過筆試或者計算機考試來實施。 （v）實踐考試，是指為取得航空人員執照或者等級進行的操作方面的考試，該考試通過申請人在飛行中、飛行模擬機中或者飛行訓練器中回答問題並演示操作動作的方式進行。 （w）飛行機組成員，是指在飛行值勤期內對航空器運行負有必不可少的職責並持有執照的機組成員。 （x）飛行模擬機，是指用於駕駛員飛行訓練的航空器飛行模擬機。它是按特定機型、型號以及系列的航空器座艙一比一對應複製的，它包括表現航空器在地面和空中運行所必需的設備和支持這些設備運行的計算機程序、提供座艙外景像的視景系統以及能夠提供動感的運動系統（提示效果至少等價于三自由度運動系統産生的動感效果），並且最低滿足A級模擬機的鑒定性能標準。 （y）飛行訓練器，是指用於駕駛員飛行訓練的航空器飛行訓練器。是在有機殼的封閉式座艙內或無機殼的開放式座艙內對飛行儀錶、設備、系統控制板、開關和控制器一比一對應複製的，包括用於表現航空器在地面和空中運行所必需的設備和支持這些設備運行的計算機編程，但不要求提供産生動感的運動系統和座艙外景像的視景系統。 （z）等級，是指填在執照上或與執照有關並成為執照一部分的授權，説明關於此種執照的特殊條件、權利或限制。 （aa）威脅，是指超出飛行機組影響能力之外發生的事件或差錯，它增加了運行複雜性並且應當加以管理以保障安全余度。 （ab）威脅管理，是指查出威脅並且採取對策予以回應，從而減輕或消除威脅的後果，降低出現差錯的概率或航空器非理想狀態的過程。 （ac）人的行為，是指影響航空運行的安全和效率的人的能力與局限性。 （ad）差錯，是指飛行機組的一項行動或不行動，導致偏離組織或飛行機組的意圖或期待。 （ae）差錯管理，是指查出差錯並且採取對策予以回應，從而減輕或消除差錯的後果，降低再次出現差錯的概率或航空器非理想狀態的過程。 （af）商業航空運輸運行，是指航空器為取酬或收費而從事旅客、貨物或郵件運輸的運行。 （ag）複雜飛機，是指具有可收放起落架、襟翼和可變距螺旋槳的飛機。 （ah）國家航空器，是指用於執行軍事、海關、警察飛行任務的航空器。 第61.9條 執照、合格證和等級的要求 （a）駕駛員執照： （1）在中國進行國籍登記（以下簡稱為“登記”）的航空器上擔任飛行機組必需成員的駕駛員，應當持有按本規則頒發或認可的有效駕駛員執照，並且在行使相應權利時隨身攜帶該執照。當中國登記的航空器在外國境內運行時，可以使用該航空器運行所在國頒發或認可的有效駕駛員執照。 （2）在中國境內運行的外國登記的航空器上擔任飛行機組必需成員的駕駛員，應當持有按本規則頒發或認可的有效駕駛員執照，或持有由航空器登記國頒發或認可的有效駕駛員執照，並且在行使相應權利時隨身攜帶該執照。 （b）體檢合格證： （1）持有按本規則頒發或認可的執照擔任航空器飛行機組必需成員的駕駛員，應當持有按中國民用航空規章《民用航空人員體檢合格證管理規則》（CCAR-67FS）頒發或認可的有效體檢合格證，並且在行使駕駛員執照上的權利時隨身攜帶該合格證； （2）在外國境內使用該國頒發的駕駛員執照運行中國登記的航空器時，可以持有頒發該執照要求的現行有效的體格檢查證明。 （c）帶有飛行教員等級的駕駛員執照： （1）持有按本規則頒發的帶有飛行教員等級的駕駛員執照的人員應當隨身攜帶該執照或局方可接受的其他文件，方能行使飛行教員權利。 （2）除本條（c）（3）規定的情況外，未具有合適飛行教員等級的駕駛員執照持有人駕駛員不得從事下列活動： （i）向準備獲取單飛和轉場單飛資格的人員提供必需的訓練； （ii）簽字推薦申請人獲取駕駛員執照或飛行教員等級所必需的實踐考試； （iii）簽署駕駛員飛行經歷記錄本，證明該駕駛員已接受過的任何訓練； （iv）在學生駕駛員執照或飛行經歷記錄本上簽字，授予其單飛權利。 （3）在下列情況下，不需要持有按本規則頒發的帶有飛行教員等級的駕駛員執照： （i）在本條（c）（2）（iii）中，由根據本規則第61.41條授權的飛行教員提供的訓練； （ii）在本條（c）（2）（i）、（c）（2）（ii）和（c）（2）（iii）中，由地面教員執照持有人按照該執照上的權利提供的訓練。 （d）地面教員執照： （1）持有按本規則頒發的地面教員執照的人員應當隨身攜帶該執照，方能行使該執照所賦予的權利。 （2）除本條（d）（3）規定的情況外，未持有按本規則頒發並具有合適等級地面教員執照的人員不得從事下列活動： （i）向準備獲取單飛和轉場單飛資格的人員提供必需的地面訓練； （ii）簽字推薦申請人參加按本規則頒發駕駛員、飛行教員等級或地面教員執照所必需的理論考試； （iii）簽署駕駛員飛行經歷記錄本，證明該駕駛員已接受過的任何地面訓練。 （3）在下列情況下，不需要持有按本規則頒發的地面教員執照： （i）由按本規則頒發的帶有飛行教員等級的駕駛員執照持有人按照該執照上的權利提供的訓練； （ii）運動駕駛員執照訓練； （iii）由局方批准的人員按照中國民用航空規章《大型飛機公共航空運輸承運人運行合格審定規則》（CCAR-121）、《小型航空器商業運輸運營人運行合格審定規則》（CCAR-135）或者《飛行訓練中心合格審定規則》（CCAR-142）的訓練大綱實施的訓練； （iv）在本條（d）（2）（iii）中，由根據本規則第61.41條授權的帶有飛行教員等級的駕駛員提供的訓練。 （e）儀錶等級： 在儀錶飛行規則（IFR）條件下或在低於目視飛行規則（VFR）規定的最低標準的氣象條件下擔任航空器的機長，應當符合下列要求之一： （1）持有私用或商用駕駛員執照，並具有適合於所飛航空器的類別、級別、型別（如適用）和儀錶等級； （2）持有多人制機組駕駛員執照或航線運輸駕駛員執照，並具有適合於所飛航空器的類別、級別和型別等級（如適用）； （3）對於滑翔機機長，持有附帶滑翔機類別等級和飛機儀錶等級的駕駛員執照。 （f）年齡限制： 駕駛員應當遵守相應運行規章對駕駛員年齡的限制。 （g）證件檢查： 持有本規則所要求的航空人員執照、體檢合格證或者其他有關證件的人員，在局方檢查時，應當出示相關證件原件。 第61.11條 飛行模擬機和飛行訓練器的鑒定和批准 （a）為滿足本規則的訓練、考試或者檢查要求而使用的飛行模擬機和飛行訓練器應當經局方鑒定合格，並經局方批准用於： （1）擬進行的訓練、考試和檢查； （2）每個特定的動作、程序或者機組職能； （3）對於飛行訓練器，模擬特定類別和級別的航空器、特定型別航空器、某一型別特定衍生型航空器或一組航空器。 （b）局方可以批准飛行模擬機和飛行訓練器之外的其他設備，用於某些特殊用途。 第61.13條 按本規則頒發的執照和等級 （a）對完成本規則所要求的相應訓練並符合所申請執照要求的申請人頒發下列相應的執照： （1）學生駕駛員執照； （2）運動駕駛員執照； （3）私用駕駛員執照； （4）商用駕駛員執照； （5）多人制機組駕駛員執照； （6）航線運輸駕駛員執照； （7）地面教員執照。 （b）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其私用駕駛員執照、商用駕駛員執照和航線運輸駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）飛機； （ii）直升機； （iii）飛艇； （iv）傾轉旋翼機。 （2）航空器級別等級： （i）飛機級別等級： （A）單發陸地； （B）多發陸地； （C）單發水上； （D）多發水上。 （3）航空器型別等級： （i）審定為最大起飛全重在5,700千克以上的飛機； （ii）審定為最大起飛全重在3,180千克以上的直升機和傾轉旋翼機； （iii）渦輪噴氣動力的飛機； （iv）局方通過型號合格審定程序確定需要型別等級的其他航空器。 （4）儀錶等級（僅用於私用和商用駕駛員執照）： （i）儀錶－飛機； （ii）儀錶－直升機； （iii）儀錶－飛艇； （iv）儀錶－傾轉旋翼機。 （5）教員等級（僅用於商用和航線運輸駕駛員執照）： （i）基礎教員： （A）單發飛機； （B）多發飛機； （C）直升機； （D）飛艇； （E）傾轉旋翼機。 （ii）儀錶教員： （A）儀錶-飛機； （B）儀錶-直升機； （C）儀錶－飛艇； （D）儀錶－傾轉旋翼機。 （iii）型別教員。 （c）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其多人制機組駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）飛機。 （2）航空器級別等級： （i）多發陸地。 （3）航空器型別等級（僅限副駕駛）。 （d）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其運動駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）初級飛機； （ii）自轉旋翼機； （iii）滑翔機； （iv）自由氣球； （v）小型飛艇。 （2）航空器級別等級： （i）初級飛機級別等級： （A）陸地； （B）水上。 （3）教員等級： （i）運動教員： （A）初級飛機； （B）自轉旋翼機； （C）滑翔機； （D）自由氣球； （E）小型飛艇。 （e）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其地面教員執照上簽注下列相應的等級： （1）地面教員執照種類： （i）初級； （ii）高級； （iii）儀錶。 （2）航空器類別等級： （i）飛機； （ii）直升機； （iii）飛艇； （iv）傾轉旋翼機。 第61.15條 涉及酒精或者藥物的違禁行為 駕駛員執照持有人在飲用任何含酒精飲料之後的8小時之內或處在酒精作用之下，血液中酒精含量等於或者大於0.04%，或受到任何藥物影響損及工作能力時，不得擔任機組成員。 第61.17條 接受酒精、藥物檢驗或者提供檢驗結果 駕駛員執照持有人應當按照局方的要求接受酒精或者藥物檢驗或提供檢驗結果。 第61.19條 臨時執照 （a）局方可以為下列申請人頒發有效期不超過120天的駕駛員臨時執照，臨時執照在有效期內具有和正式執照同等的權利和責任： （1）已經審定合格的執照申請人，在等待頒發執照期間； （2）在執照上更改姓名的申請人，在等待更改執照期間； （3）因執照遺失或損壞而申請補發執照的申請人，在等待補發執照期間。 （b）在出現下列情況之一時，按本條（a）頒發的臨時執照失效： （1）臨時執照上簽注的日期期滿； （2）收到所申請的執照； （3）收到撤銷臨時執照的通知。 第61.21條 執照的有效期 （a）執照持有人在執照有效期滿後不得繼續行使該執照所賦予的權利。 （b）學生駕駛員執照在頒發月份之後第24個日曆月結束時有效期滿。 （c）除學生駕駛員執照外，按本規則頒發的其他駕駛員執照有效期限為6年，且僅當執照持有人滿足本規則和有關中國民用航空運行規章的相應訓練與檢查要求、並符合飛行安全記錄要求時，方可行使其執照所賦予的相應權利。依據外國駕駛員執照頒發的認可證書的持有人，僅當該認可證書所依據的外國駕駛員執照和體檢合格證有效時，方可行使該認可證書所賦予的權利。 （d）地面教員執照的有效期限為6年。 第61.23條 執照的更新和重新辦理 （a）執照持有人應在執照有效期期滿前3個月內向局方申請重新頒發執照。對於駕駛員執照持有人，應出示最近一次有效的熟練檢查或定期檢查記錄；對於地面教員執照持有人，應出示近期經歷的證明。 （b）執照在有效期內因等級或備註發生變化重新頒發時，其有效期自重新頒發之日起計算。 （c）執照過期的申請人須重新通過相應的理論及實踐考試，方可申請重新頒發。 第61.25條 體檢合格證的要求 （a）駕駛員應當滿足下列關於持有體檢合格證的要求： （1）行使航線運輸駕駛員執照和多人制機組駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的I級體檢合格證。 （2）行使飛機、直升機或傾轉旋翼機商用駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的I級體檢合格證。 （3）行使下列權利時，駕駛員應當持有局方頒發的Ⅱ級或者I級體檢合格證： （i）私用駕駛員執照所賦予的權利； （ii）學生駕駛員執照所賦予的權利； （iii）飛艇駕駛員執照所賦予的權利。 （4）行使運動駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的體檢合格證；對於在境外行使自由氣球或滑翔機類別等級的運動駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的Ⅱ級或者I級體檢合格證。 （b）下列情形下，駕駛員可以不持有體檢合格證： （1）行使地面教員執照所賦予的權利； （2）作為飛行教員、考試員或者檢查員在飛行模擬機或者飛行訓練器上進行的為取得執照或等級的訓練、考試或者檢查； （3）在飛行模擬機或者飛行訓練器上接受為取得執照或等級的訓練、考試或檢查。 第61.27條 航空器等級限制和附加訓練要求 （a）擔任下列航空器的機長應當持有適合該航空器的型別等級： （1）審定為最大起飛全重在5,700千克以上的飛機； （2）審定為最大起飛全重在3,180千克以上的直升機和傾轉旋翼機； （3）渦輪噴氣動力的飛機； （4）局方通過型號合格審定程序確定需要型別等級的其他航空器。 （b）批准信代替型別等級： （1）在下列條件下，局方可以使用批准信允許沒有相應型別等級的人員操作本條（a）要求型別等級的航空器進行一次飛行或者一組飛行： （i）該批准信僅限于在調機飛行、訓練飛行、駕駛員執照或者等級的實踐考試中使用，批准的有效期限不超過60天。經申請人證明，在其批准期滿之前，未達到完成該次或該組飛行目的的，局方可以批准增加不多於60天的期限。 （ii）經申請人證明，該次飛行或者該組飛行遵守本條（a）的規定是不可行的。 （iii）局方認為通過批准信上所作的運行限制可以達到同等的安全水平。 （2）按照本條（b）（1）批准的運行應當遵守下列限制： （i）該次飛行或該組飛行不得以取酬為目的，但在訓練或實踐考試中所收取的航空器使用費用除外； （ii）只能載運本次飛行必需的飛行機組成員。 （c）類別、級別和型別等級的要求： （1）在載運人員或實施取酬運行的航空器上擔任機長或為取酬而擔任航空器機長的駕駛員，應當持有適合該航空器的類別、級別和型別等級（如果該航空器要求級別或者型別等級）。 （2）在本條（c）（1）規定運行範圍以外擔任航空器機長的，應當符合下列條件之一： （i）持有適合該航空器的類別、級別和型別等級（如果該航空器要求級別或者型別等級）； （ii）在授權教員的監視下，接受適用於該航空器的以取得駕駛員執照或者等級為目的的訓練； （iii）已經接受了本規則要求的適用於該航空器的類別、級別和型別等級（如果該航空器要求級別或型別等級）的訓練，並且授權教員已在該駕駛員飛行經歷記錄本上簽字，批准其單飛。 （3）持有飛機類別單發陸地或多發陸地級別等級的駕駛員可以行使附帶陸地等級的初級飛機執照所賦予的權利；持有飛機類別單發水上或多發水上級別等級的駕駛員可以行使附帶水上等級的初級飛機執照所賦予的權利；持有飛艇類別等級的駕駛員可以行使附帶小型飛艇等級的運動駕駛員執照所賦予的權利。 （d）駕駛高空運行的增壓飛機所要求的附加訓練： （1）在實用升限或最大使用高度（以低者為準）高於平均海平面（MSL）7,600米（25,000英尺）的增壓飛機上擔任機組成員的駕駛員，應當完成本款規定的地面和飛行訓練，並且由授權教員在其飛行經歷記錄本或訓練記錄上簽字，證明其已經完成了附加訓練。這些訓練包括： （i）地面訓練：包括高空空氣動力學和氣象學；呼吸作用；缺氧的後果、症狀、原因及其他高空疾病；沒有補充氧氣時能保持清醒的時間；長時間使用補充氧氣的後果；氣體膨脹和形成氣泡的原因、後果；消除氣體膨脹、氣泡形成和其他高空疾病的預防措施；釋壓的物理現象和結果；以及高空飛行其他生理學方面的知識。 （ii）飛行訓練：在增壓飛機上或者在能代表增壓飛機的經批准的飛行模擬機或飛行訓練器上進行這種訓練，應當包括在7,600米（25,000英尺）以上正常巡航飛行時的操作；模擬緊急釋壓時合適的應急程序（無需實際使飛機釋壓）；以及緊急下降程序。 （2）駕駛員提供文件證明，其在增壓飛機或者在能代表增壓飛機的經批准的飛行模擬機或飛行訓練器上，完成了下列檢查之一，則不必進行本條（d）（1）要求的訓練： （i）完成了由軍方執行的機長檢查； （ii）按CCAR-121完成了機長或副駕駛熟練檢查。 （e）駕駛後三點飛機所要求的附加訓練： 在後三點飛機上擔任機長的駕駛員，應當已經接受了後三點飛機的飛行訓練。駕駛後三點飛機的附加訓練應當包括正常起飛與著陸、側風起飛與著陸、三點式著陸和復飛程序，廠家不推薦三點式著陸的可以不包括三點式著陸訓練。 （f）駕駛複雜飛機所要求的附加訓練： 在複雜飛機上擔任機長的駕駛員，應當在複雜飛機上或者在代表複雜飛機的飛行模擬機或飛行訓練器上，得到授權教員提供的地面和飛行訓練，該教員認為其已經熟悉該飛機的系統和操作，並在飛行經歷記錄本上作出訓練記錄和證明其合格于駕駛複雜飛機的簽字。 （g）本條的等級限制不適用於下列人員： （1）學生駕駛員執照的持有人； （2）在航空器取得型號合格證之前，按試驗或特許飛行證實施飛行期間，操作該航空器的駕駛員執照持有人； （3）正在接受局方實踐考試的申請人。 （h）對於操縱有特殊要求的航空器應遵守局方的附加要求。 第61.29條 語言能力要求和無線電通信資格 （a）按照本規則取得駕駛員執照的人員通過了局方組織或認可的漢語語言能力4級或4級以上測試的，在執照上簽注相應的等級，方可在使用漢語進行通信的飛行中進行無線電陸空通信。2014年12月31日之前已獲得執照的中國籍駕駛員，等同於獲得漢語語言能力6級。 （b）按照本規則取得駕駛員執照的人員通過了局方組織或認可的英語語言能力3級或3級以上測試的，在執照上簽注相應的等級。 （1）在2008年3月4日以前頒發的執照上已取得英語無線電陸空通信簽注的，等同於英語語言能力3級。 （2）除經局方批准外，按照本規則取得的飛機、直升機、飛艇和傾轉旋翼機駕駛員執照持有人在使用英語通信前，其執照上應當具有英語語言能力4級或4級以上的等級簽注。對於執照上簽注的英語語言能力低於6級的，還應當定期通過英語語言能力等級測試。 （c）執照上簽注了語言能力4級以上的人員，具有相應語言的無線電通信資格。 B章 一般規定 第61.31條 執照和等級的申請與審批 （a）符合本規則規定條件的申請人，應當向民航局指定管轄權的地區管理局提交申請執照或等級的申請，申請人對其申請材料實質內容的真實性負責，並按規定交納相應的費用。 （1）在遞交申請時，申請人還應當提交下述材料： （i）身份證明； （ii）學歷證明（如要求）； （iii）理論考試合格證明（如要求）； （iv）體檢合格證明； （v）原執照（如要求）； （vi）飛行經歷記錄本（如要求）； （vii）實踐考試合格證明（如要求）； （viii）對於按照本規則第61.91條具有國家航空器駕駛員經歷的人員，還應當提交具有航空經歷記錄的技術檔案資料證明或等效文件； （ix）對於按照本規則第61.93條具有境外航空器駕駛員經歷的人員，還應當提交境外駕駛員執照的複印件或掃描件； （x）因違反本規章規定受到處罰的，自處罰之日起已滿3年的證明。 （2）申請的受理、審查、批准： （i）對於申請材料不齊全或者不符合格式要求的，地區管理局應當在收到申請之後的5個工作日內一次性書面通知申請人需要補正的全部內容。逾期不通知即視為在收到申請書之日起即為受理。申請人按照地區管理局的通知提交全部補正材料的，地區管理局應當受理申請。地區管理局不予受理申請，應當書面通知申請人。 （ii）地區管理局受理申請後，應當在20個工作日內對申請人的申請材料完成審查。在地區管理局對申請材料的實質內容按照本規則相應規定進行核實時，申請人應當及時回答地區管理局提出的問題。由於申請人不能及時回答問題所延誤的時間不記入前述20個工作日的期限。 （iii）地區管理局經審查認為申請人符合本規則相應規定的，頒發駕駛員臨時執照、地面教員執照或者學生駕駛員執照；經審查認為不符合所列條件，有權拒絕為其頒發所申請的執照，並且以不予批准通知書通知申請人。地區管理局在作出前述決定之前，應當告知申請人享有申請行政復議或者提起行政訴訟的權利。 （iv）對於已為申請人頒發臨時執照的情況，地區管理局將全部審查資料複印件或掃描件連同臨時執照複印件或掃描件上報民航局飛行標準職能部門進行最終審核。民航局在接到地區管理局報送來的申請人臨時執照複印件或掃描件和全部資料後，在20個工作日內完成最終審查，作出最終決定。如果未發現問題，將為申請人頒發正式執照；如果發現不符合本規則要求，將頒發不予批准通知書，通知地區管理局和申請人，説明不予頒發執照的原因，同時臨時執照作廢。民航局在作出前述決定之前，應當告知申請人享有申請行政復議或者提起行政訴訟的權利。 （b）經局方批准，申請人可以取得相應的執照或等級。批准的航空器類別、級別、型別或者其他等級由局方簽注在申請人的執照上。 （c）由於飛行訓練或者實踐考試中所用航空器的特性，申請人不能完成規定的駕駛員操作動作，因此未能完全符合本規則規定的飛行技能要求，但符合所申請執照或者等級的所有其他要求的，局方可以向其頒發簽注有相應限制的執照或者等級。 （d）所持體檢合格證上有特殊限制的申請人在行使執照所賦予的權利時應受到相應限制。 （e）執照被暫扣的，暫扣期內不得申請本規則規定的任何執照和等級。 （f）執照被吊銷的，自吊銷之日起3年內不得申請本規則規定的任何執照和等級，再次申請時原飛行經歷視為無效。 第61.33條 考試的一般程序 按本規則規定進行的各項考試，應當由局方指定人員主持，並在指定的時間和地點進行。 第61.35條 理論考試和語言能力考試的准考條件和通過成績 （a）理論考試和語言能力考試的申請人應當符合下列條件： （1）出示本人的居民身份證、護照或者其他局方認可的合法證件，以及本人已經獲得的按本規則頒發的或境外頒發的駕駛員執照； （2）理論考試的申請人還應出示由授權教員簽字的證明，表明其已完成本規則對於所申請執照或者等級要求的地面訓練或自學課程。 （b）理論考試和語言能力考試的通過成績由局方確定。 第61.37條 理論考試和語言能力考試中禁止的行為 在理論考試和語言能力考試過程中，申請人不得有下列行為： （a）以任何形式複製或保存考試試題； （b）交給其他申請人或從其他申請人那裏得到考試試題的任一部分或其複印件或掃描件； （c）幫助他人或者接受他人的幫助； （d）代替他人或由他人代替參加部分或者全部考試； （e）使用未經局方批准的材料或者其他輔助物品； （f）破壞考場設施； （g）故意引起、助長或者參與本條禁止的行為。 第61.39條 實踐考試的准考條件 （a）申請人參加按本規則頒發執照或者等級所要求的實踐考試，應當符合下列規定： （1）在接受實踐考試前24個日曆月內已通過了必需的理論考試，並出示局方給予的理論考試成績單； （2）已經完成了必需的訓練並獲得了本規則規定的相應飛行經歷； （3）持有局方頒發的有效體檢合格證； （4）符合頒發所申請執照或等級的年齡限制； （5）具有授權教員在其飛行經歷記錄本上的簽字，證明該授權教員在申請日期之前的60天內，已對申請人進行了準備實踐考試的飛行教學，並且認為該申請人有能力通過考試； （6）持有填寫完整並有本人簽字的申請表。 （b）對於航線運輸駕駛員執照或者在航線運輸駕駛員執照上增加等級的申請人，如果在實踐考試前已被CCAR-121的合格證持有人持續雇傭擔任飛行機組成員，並且完成所申請執照和等級相對應的經批准訓練大綱規定的訓練，則該申請人可以偏離本條（a）（1）的規定，持超過（a）（1）規定期限的理論考試成績單參加相應的實踐考試。 （c）申請人沒有在一天內完成申請執照或等級實踐考試的全部科目，所有剩餘的考試科目應當在申請人開始考試之日起的60個日曆日內完成，沒有在該60個日曆日內完成的，申請人應當重新參加全部實踐考試，包括重新完成已經完成的科目。 第61.41條 從軍方和境外飛行教員處接受的飛行訓練 （a）執照或者等級申請人從下列兩處接受的飛行訓練可以用於滿足按本規則頒發執照或等級所要求的條件： （1）按照中國或者《國際民用航空公約》其他締約國武裝部隊訓練軍隊駕駛員的訓練大綱進行的飛行訓練； （2）《國際民用航空公約》其他締約國的頒發執照當局授權的飛行教員所給予的飛行訓練，並且這種飛行訓練是在中國境外進行的。 （b）提供本條（a）所述飛行訓練的飛行教員對飛行訓練受訓人的簽字僅表明其已向該受訓人提供了訓練。 第61.43條 實踐考試的一般要求 （a）判斷執照或者等級申請人的操作能力應當依據下列標準： （1）按照經批准的實踐考試標準，安全完成相應執照或者等級規定的所有動作和程序； （2）熟練準確地操縱航空器，具有控制航空器的能力； （3）具有良好的判斷力； （4）能靈活應用航空知識； （5）如果航空器型號合格審定為單駕駛員操縱，則應當演示其具有單駕駛員的獨立操作能力。 （b）如果申請人未能按照本條（a）完成任一必需的駕駛員操作，則該申請人實踐考試為不合格。在申請人合格完成任一駕駛員操作之前，該申請人不得取得所申請的執照或等級。 （c）由於惡劣的天氣條件、航空器適航性或其他影響飛行安全的情況發生時，考試員或者申請人可以隨時中斷考試。如果實踐考試中斷，在符合下列規定時，局方可以承認申請人已經完成併合格的操作： （1）申請人在中斷實踐考試後60天內通過剩下的實踐考試； （2）申請人在繼續考試時應當出示中斷考試證明。 （d）申請人在一個或者多個操作上不合格，則該實踐考試應判定為不合格。 第61.45條 實踐考試必需的航空器和設備 （a）總則： 除獲准在飛行模擬機或者飛行訓練器上完成的飛行科目外，申請本規則規定的執照或者等級的申請人，應當為實踐考試提供在中國登記的與所申請執照或者等級相對應的同樣類別、級別和型別（如適用）的航空器。該航空器應當具有標準適航證，但經實施考試的考試員同意，也可以提供中國登記的具有其他適航證的航空器，或外國登記的由登記國審定合格的適用航空器。 （b）除具有操縱裝置外，用於實踐考試的航空器還應當符合下列要求： （1）具有完成實踐考試中每項必需的操作所用的設備； （2）實踐考試必需的任一操作沒有禁止使用該設備的運行限制； （3）除本條（e）規定外，至少在兩個駕駛員座位上有足夠的視野，使得每個駕駛員都能夠安全操作該航空器； （4）當有額外的活動座椅提供給考試員使用時，該座位應當具有足夠的駕駛艙內外視野，以便於考試員評價申請人的表現。 （c）必需的操縱裝置： 除自由氣球和小型飛艇外，按本條規定提供給駕駛員用於實踐考試的航空器應當具有易於為兩個駕駛員觸摸到並以正常方式操作的發動機功率操縱裝置和飛行操縱裝置，考試員在考慮了所有因素後認為沒有這些裝置實踐考試也能安全進行的除外；對於具有諸如前輪轉彎操縱裝置、剎車、燃油選擇器、發動機空氣流量控制器等其他操縱裝置的航空器，雖然這些裝置對於兩名駕駛員不是都能輕易地觸摸到和以正常方式操作的，但是如果該航空器適航證要求配備有一名以上駕駛員，或者考試員認為這種情況並不影響實踐考試安全時，也可以使用這種航空器。 （d）模擬儀錶飛行設備： 申請的實踐考試如果涉及到僅參照儀錶進行操作的飛行動作，申請人應當提供： （1）適用於所申請等級操作的機載設備； （2）局方認可的隔斷申請人對航空器外部進行目視參照的設備，但不能妨礙考試員觀察航空器外部的目視參照物。 （e）單操縱裝置航空器： 符合下列條件時，實踐考試可以在裝有單操縱裝置的航空器上進行： （1）考試員同意進行考試； （2）考試不涉及儀錶技能的演示； （3）考試員所在位置（在地面或者在航空器上）可以觀察到申請人操作的熟練程度。 第61.47條 實踐考試中考試員的地位 （a）考試員代表局方對申請人實施按本規則頒發執照和等級的實踐考試，考試員的職責是觀察申請人是否具備完成實踐考試要求的各項操作的能力。 （b）考試員在實踐考試期間不是該航空器的機長，但是如果需要，經預先安排並經考試員本人同意，方可擔任該次飛行的機長。 （c）無論在實踐考試期間使用何種型號的航空器，申請人和考試員及考試員批准的其他乘員都不受本規則關於載運旅客條件的限制。 第61.49條 考試不合格後的再次考試 （a）未通過理論考試或者實踐考試的申請人符合下列規定可以申請再次考試： （1）接受了授權教員提供的補充訓練，並且該教員認為申請人有能力通過考試； （2）同時得到向申請人提供補充訓練的授權教員的簽字批准。 （b）帶有飛機或者滑翔機類別等級的飛行教員等級申請人，由於在失速識別、螺旋進入、螺旋或者螺旋改出方面教學缺乏熟練性而未通過實踐考試的，則該申請人應當符合下列規定： （1）再次考試之前符合本條（a）的要求； （2）再次考試時使用與所申請等級相適應的類別的航空器，並且該航空器是對螺旋審定合格的； （3）再次考試期間，向考試員滿意地演示了在失速識別、螺旋進入、螺旋和螺旋改出方面教學的熟練性。 第61.51條 飛行經歷記錄本 （a）訓練時間和航空經歷： 駕駛員應當以局方可接受的方式將下列訓練時間和航空經歷如實地記錄在飛行經歷記錄本中： （1）用於滿足本規則中執照、等級或定期檢查要求的訓練時間和航空經歷； （2）滿足本規則近期飛行經歷要求的航空經歷。 （b）駕駛員飛行經歷記錄本上填寫的每次飛行或者課程記錄應當包括下列內容： （1）一般項目： （i）日期； （ii）總飛行經歷時間； （iii）航空器的起飛和著陸地點、飛行模擬機或飛行訓練器訓練課程中所模擬的起飛、著陸地點； （iv）航空器、飛行模擬機、飛行訓練器或其他經批准訓練設備的型號和標識。 （2）駕駛員經歷或者訓練的種類： （i）單飛； （ii）機長； （iii）副駕駛； （iv）接受授權教員的飛行和地面訓練； （v）在飛行模擬機、飛行訓練器或其他經批准的訓練設備上接受授權教員的訓練。 （3）飛行條件： （i）晝間或者夜間； （ii）實際儀錶； （iii）在飛行中、飛行模擬機、飛行訓練器或其他經批准訓練設備中模擬儀錶條件。 （c）在駕駛員飛行經歷記錄本上記錄的下列飛行經歷時間可用於申請按本規則頒發的執照或等級，或者用於滿足本規則的近期飛行經歷要求： （1）單飛時間： 學生駕駛員作為航空器上唯一乘員時的飛行時間才可以記作單飛時間。但是經局方批准，學生駕駛員在需要一名以上飛行機組成員的飛艇上行使機長職權的飛行時間也可以記作單飛時間。 （2）機長飛行經歷時間： （i）在已取得等級的航空器上作為操縱裝置的唯一操縱者的飛行時間，但接受授權教員教學的飛行時間除外；作為航空器唯一乘員時的飛行時間；在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上擔任機長時的飛行時間；作為持有商用駕駛員執照、航線運輸駕駛員執照或多人制機組駕駛員執照的駕駛員在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上作為副駕駛在機長監視下履行機長職責的飛行時間。 （ii）擔任授權教員的全部飛行時間可以記作機長飛行經歷時間。 （iii）學生駕駛員只能將單飛時間記作機長飛行經歷時間；已持有單發飛機私用駕駛員執照在授權教員的監視下，履行多發飛機機長職責的時間。 （3）副駕駛飛行經歷時間： （i）按照本規則或者相應的運行規章審定合格的副駕駛，在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上擔任副駕駛的時間，記作副駕駛飛行經歷時間； （ii）在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，可將其不超過50%的副駕駛飛行時間記入為取得更高級別駕駛員執照所需的總飛行時間。 （4）儀錶飛行經歷時間： （i）駕駛員可將在實際或者模擬儀錶飛行條件下，僅參照儀錶操作航空器的時間，記作儀錶飛行經歷時間； （ii）授權教員可將在實際儀錶氣象條件下執行儀錶飛行教學期間的時間記作儀錶飛行經歷時間； （iii）每次記錄應當包括完成每次儀錶進近的地點和類型； （iv）為滿足申請執照或等級以及儀錶近期經歷的要求，在授權教員的監視下，在飛行模擬機、飛行訓練器或其他經批准訓練設備上模擬儀錶飛行的時間可記作儀錶飛行經歷時間。 （5）飛行訓練時間： 在航空器、飛行模擬機、飛行訓練器或其他經批准訓練設備上接受授權教員的飛行訓練的時間可記作飛行訓練時間，包括科目和時長，該時間應當有實施訓練的授權教員簽字證明。 （d）出示飛行經歷記錄本： （1）在局方授權的檢查人員要求檢驗時，駕駛員應當出示其飛行經歷記錄本。 （2）學生駕駛員在所有轉場單飛中應當攜帶學生駕駛員執照（如適用）和飛行經歷記錄本。 （3）除了機長以外其他所有類別的駕駛員的飛行經歷時間需要簽字證明。 （4）非飛行經歷時間不得填入飛行經歷記錄本。 第61.53條 身體缺陷期間的限制 駕駛員已知身體有缺陷或者已知身體缺陷加重，不符合現行體檢合格證標準時，不得擔任機長或者飛行機組的其他必需成員。 第61.55條 副駕駛資格要求 （a）在要求型別等級的航空器上擔任副駕駛的駕駛員，應當符合下列規定： （1）至少持有商用駕駛員執照或多人制機組駕駛員執照（對於私用飛行，可以僅持有私用駕駛員執照），並具有相應的航空器類別、級別等級和相應型別等級（僅限副駕駛）。 （2）對於在儀錶飛行規則（IFR）條件下實施的飛行，應當具有適用於所飛航空器的儀錶等級。 （3）在所飛型別航空器或者相應的飛行模擬機或飛行訓練器上完成了地面和飛行訓練，並符合下列規定： （i）熟悉該型別航空器的發動機、設備和系統操作程序，性能和限制，正常、非正常和應急操作程序，經批准的飛行手冊，以及標牌與標誌； （ii）能獨立操縱航空器完成起飛、著陸，在航空器上作為飛行操縱裝置的唯一操縱者至少完成3次起飛和3次全停著陸； （iii）在一台發動機停車的情況下履行機長職責並完成發動機停車後的處置程序和機動動作； （iv）完成機組資源管理訓練； （v）經考試員檢查合格。 （b）在不要求型別等級的航空器上擔任副駕駛的駕駛員，應持有相應的航空器類別、級別等級和儀錶等級（如適用）的駕駛員執照。 第61.56條 接受檢查 航空人員應當接受局方定期或者不定期的檢查和考核；經檢查、考核合格的，方可繼續擔任其執照載明的工作。 第61.57條 定期檢查 （a）除學生駕駛員執照外，按本規則頒發的駕駛員執照的持有人，應當在行使權利前24個日曆月內針對其取得的每個航空器類別、級別和型別等級（如適用）通過由考試員實施的定期檢查，並在其執照記錄欄中簽注，否則不得行使執照上相應等級的權利。 （b）定期檢查應當包括至少1小時的理論檢查和至少1小時的飛行檢查，理論檢查可以採用筆試或者口試的方式；飛行檢查由考試員在航空器或者相應的飛行模擬機上實施。定期檢查應當包括以下內容： （1）一般運行和飛行規則，以及該駕駛員安全行使其執照所賦予的權利所應掌握的航空理論知識； （2）能夠證明該駕駛員有能力安全行使其執照權利所必需的動作和程序。 （c）下列檢查或者考試可以代替本條要求的定期檢查： （1）按照本規則實施的執照和等級實踐考試； （2）按照本規則第61.59條 或CCAR-121部規定完成的熟練檢查； （3）滑翔機類別運動駕駛員執照持有人可以用至少三次教學飛行代替定期檢查中要求的1小時飛行檢查，且每次飛行應達到起落航線的高度。 第61.59條 熟練檢查 （a）對於商業運行，擔任機長或者在型號合格審定要求配備一名以上駕駛員的航空器上擔任副駕駛的駕駛員，應當針對所飛航空器的類別、級別和型別等級（如適用），在前12個日曆月內完成熟練檢查。 （b）熟練檢查由考試員在航空器或相應的飛行模擬機上實施。對於通過熟練檢查的駕駛員，由考試員在其執照記錄欄中簽注。檢查內容應符合下列要求： （1）對於機長，相應航空器類別、級別和型別等級（如適用）實踐考試所要求的動作和程序； （2）對於副駕駛，本規則61.55（a）（3）要求的內容。 （c）下列檢查或者考試可以代替本條要求的熟練檢查： （1）按照本規則實施的執照和等級實踐考試； （2）按照CCAR-121部規定完成的熟練檢查。 （d）對於商業運行，在本條（a）規定的期限內未進行熟練檢查或檢查不合格的駕駛員，只有重新通過相應航空器等級的實踐考試，方可擔任機長或在型號合格審定要求配備一名以上駕駛員的航空器上擔任副駕駛。 （e）駕駛員執照持有人在按本條（a）規定到期的那個月之前或之後一個日曆月內完成了熟練檢查，都認為是在到期的那個月完成的。 第61.61條 機長近期飛行經歷要求 （a）一般經歷要求： （1）在載運旅客的航空器或型號合格審定要求配備一名以上飛行機組成員的航空器上擔任機長的駕駛員，在該次飛行前90天內，在同一類別、級別和型別（如適用）的航空器上，作為飛行操縱裝置的唯一操縱者，應當至少完成3次起飛和3次全停著陸。 （2）為了滿足本條（a）（1）的要求，駕駛員可以在沒有載運旅客的航空器上，在晝間目視飛行規則或晝間儀錶飛行規則條件下擔任機長完成飛行。 （3）本條（a）（1）要求的起飛和著陸可以在經局方批准的飛行模擬機上完成。 （b）夜間起飛和著陸經歷要求： （1）在夜間（日落後1小時至日出前1小時）擔任載運旅客的航空器機長的駕駛員，在該次飛行前90天內，在同一類別、級別、型別（如適用）的航空器上，作為飛行操縱裝置的唯一操縱者，應當至少在夜間完成3次起飛和3次全停著陸。 （2）本條（b）（1）要求的起飛和著陸可以在經局方批准的飛行模擬機上完成。 （c）儀錶經歷要求： （1）在儀錶飛行規則或在低於目視飛行規則規定的最低標準氣象條件下擔任機長的駕駛員，在該次飛行前6個日曆月內，在相應類別航空器或相應的飛行模擬機或飛行訓練器上，應當在實際或模擬儀錶條件下完成至少6次儀錶進近，並完成等待程序和使用導航系統截獲並跟蹤航道的飛行。擔任滑翔機機長的，應當至少記錄有3小時儀錶飛行時間。 （2）不符合本條（c）（1）近期儀錶經歷要求的駕駛員，不得在儀錶飛行規則或低於目視飛行規則規定的最低標準氣象條件下擔任機長，只有在相應的航空器上通過由考試員實施的儀錶熟練檢查後，方可擔任機長。儀錶熟練檢查的內容由考試員從儀錶等級實踐考試的內容中選取。儀錶熟練檢查的部分或全部內容可在相應的飛行模擬機或飛行訓練器上實施。 （d）對於滿足CCAR-121中第121.461和121.465條 或者CCAR-135中第135.249條規定的駕駛員，視為滿足本條近期飛行經歷要求。 第61.63條 禁止提供虛假材料 禁止任何人實施下列行為： （a）在申請按本規則頒發或補發執照、等級或者此類其他證件的申請書上作出任何欺騙性或虛假的陳述； （b）在要求保存、填寫或使用的任何飛行經歷記錄本、記錄或成績單中填入任何欺騙性的或者虛假的內容； （c）以任何形式偽造按本規則頒發的執照或者等級證件； （d）以任何形式篡改按本規則頒發的執照或者等級證件。 第61.65條 變更姓名或者地址 （a）在按本規則頒發的執照上更改姓名，應當向局方提交書面申請，申請書應當附有該申請人現行執照、身份證和證實這種改變的其他文件。 （b）已變更永久通信地址的按本規則頒發的執照持有人，應當自變更之日起30天內通知局方。 第61.67條 自願放棄或者更換執照 按本規則頒發的執照持有人可以自願放棄所持執照、申請換發較低權限種類的執照或者取消某些等級的執照，但應當向局方提交具有本人簽字表明自願放棄原執照或等級的聲明。如自願放棄所持執照，再次申請執照時，原飛行經歷視為無效。 第61.69條 補發執照 按本規則頒發的執照遺失或者損壞後，申請人可以向局方申請補發，申請應當寫明遺失或者損壞執照的持有人姓名、永久通信地址、郵政編碼、出生地和出生日期、身份證號碼，以及該執照的級別、編號、頒發日期和附加的等級。 C章 增加等級和特殊規定 第61.81條 增加航空器等級 （a）在駕駛員執照上增加航空器等級，申請人應當符合本條（b）到（d）的相應條件。但是在航線運輸駕駛員執照上增加航空器等級，應當按照本規則I章 的規定執行。 （b）在駕駛員執照上增加類別等級，申請人應當符合下列規定： （1）完成了相應執照類別和級別等級（如適用）要求的訓練，符合本規則規定的相應執照類別和級別等級（如適用）的航空經歷要求； （2）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照類別和級別等級（如適用）的航空知識方面是合格的； （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照類別和級別等級（如適用）的飛行技能方面是合格的； （4）通過了相應執照類別等級和執照種類要求的理論考試； （5）通過了相應執照類別和級別等級（如適用）要求的實踐考試。 （c）在駕駛員執照上增加級別等級，申請人應當滿足下列要求： （1）完成了相應執照級別等級要求的訓練，滿足本規則相應執照級別等級的航空經歷要求； （2）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照級別等級的航空知識方面是合格的； （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照級別等級的飛行技能方面是合格的； （4）通過了相應執照級別等級要求的理論考試，但是持有飛機或初級飛機類別的申請人在同種執照的同類別等級中增加級別等級，不需要參加理論考試。 （5）通過了相應執照級別等級要求的實踐考試。 （d）在駕駛員執照上增加型別等級或者在增加航空器類別等級或級別等級的同時增加型別等級的申請人應當滿足下列要求： （1）持有或者同時取得適合於所申請類別、級別或型別等級的儀錶等級。 （2）由授權教員在申請人飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照的類別、級別和型別等級的航空知識方面是合格的。 （3）由授權教員在申請人飛行經歷記錄本或者訓練記錄上簽字，證明其在航線運輸駕駛員執照對相應航空器類別、級別和型別等級要求的飛行技能方面是合格的。 （4）通過了航線運輸駕駛員執照對相應航空器類別、級別和型別等級要求的實踐考試。 （5）實踐考試應當在實際或者模擬儀錶條件下執行，但是如果該航空器型號審定為不能在儀錶飛行規則下運行，或者申請人沒有完成儀錶等級訓練，因而實踐考試沒有在儀錶條件進行，則該申請人只能獲得帶有“僅限于VFR”限制的型別等級。“僅限于VFR”限制可以在通過實際或者模擬儀錶條件下的實踐考試後撤銷。當頒發儀錶等級給持有一個或者多個型別等級的人員時，在此人沒有演示其儀錶能力的每一個航空器型別等級上都應註明“僅限于VFR”限制。 （6）如果申請人在增加航空器類別等級或者級別等級的同時增加型別等級，則應當按照本條（b）或（c）要求通過相應的理論考試。 （7）參加CCAR-121部或CCAR-135部運行的駕駛員只需要符合本條（d）（1）、（d）（4）和（d）（5）的規定，但是應當由運行合格證持有人簽字證明其已經完成了合格證持有人依據經批准訓練大綱實施的訓練。 （e）對於飛機，本條（b）、（c）和（d）規定的各項操作應當在與所申請的增加等級為同一類別、級別和型別的飛機上進行。但是在下列情況下，可以按照相應要求使用飛行模擬機或飛行訓練器進行： （1）滿足下列條件之一的申請人，可以使用C級或者D級飛行模擬機代替飛機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪噴氣飛機一個型別等級，申請在渦輪噴氣飛機上增加另一個型別等級； （ii）持有渦輪螺旋槳飛機一個型別等級，申請在渦輪螺旋槳飛機上增加另一個型別等級； （iii）至少具有2,000小時飛行經歷時間，其中500小時是在與所申請型別等級相同級別的渦輪動力飛機上獲得的； （iv）至少具有500小時飛行經歷時間是在與所申請等級飛機同一型別的飛機上獲得的； （v）至少具有1,000小時飛行經歷時間是在至少兩個不同型別的飛機上獲得的。 （2）不符合本條（e）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或者飛行訓練器進行訓練和考試。但是，下列動作和程序應當在飛機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （f）對於直升機，本條（b）、（c）和（d）規定的各項操作應當在與所申請的增加等級是同一型別的直升機上進行。但是在下列情況下，可以按照相應要求使用飛行模擬機或飛行訓練器進行： （1）滿足下列條件之一的申請人，在申請渦輪動力直升機的型別等級時，可以使用C級或者D級飛行模擬機代替直升機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪動力直升機一個型別等級，申請在渦輪動力直升機上增加另一個型別等級； （ii）至少具有2,000小時飛行經歷時間，其中500小時是在渦輪動力直升機上獲得的； （iii）至少具有500小時飛行經歷時間是在同一型別的直升機上獲得的； （iv）至少具有1,000小時飛行經歷時間是在至少兩個不同型別的渦輪動力直升機上獲得的。 （2）不符合本條（f）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或者飛行訓練器進行訓練和考試。但是，下列動作和程序應當在直升機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 第61.83條 儀錶等級要求 （a）在駕駛員執照上增加儀錶等級，申請人應當符合下列規定： （1）應當至少持有現行私用駕駛員執照，該執照應當帶有適用於所申請儀錶等級的飛機、直升機、飛艇或傾轉旋翼機等級。 （2）完成並記錄了授權教員提供的本條（b）中適用於所申請儀錶等級的航空知識方面的地面訓練。 （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其可以參加增加儀錶等級所要求的理論考試。 （4）完成並記錄了授權教員提供的適用於所申請儀錶等級的、本條（c）或者（d）飛行技能方面的飛行訓練。 （5）滿足本條（d）的飛行經歷要求。 （6）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其可以參加增加儀錶等級所要求的實踐考試。 （7）應當通過本條（b）所要求相關航空知識的理論考試。申請人持有某一類別航空器的儀錶等級的除外。 （8）應當通過本條（c）或（d）所要求相關飛行技能的實踐考試。 （b）航空知識： 儀錶等級理論考試的申請人，應當已接受授權教員提供的地面訓練，內容至少包括適用於所申請等級的下列航空知識： （1）中國民用航空規章中有關儀錶飛行規則（IFR）運行的規定、空中交通管制系統與程序、有關的航行資料和通告； （2）適用於儀錶飛行規則（IFR）運行的無線電領航，使用無線電導航設備進行儀錶飛行規則（IFR）航行和進近，儀錶飛行規則（IFR）航圖和儀錶進近圖的使用； （3）航空氣象報告和預報的獲得與使用，以及根據這些信息和對天氣情況的觀測，預測天氣趨勢的要點，危險天氣的識別和風切變的避讓； （4）在儀錶氣象條件下，安全有效地操作航空器； （5）機組資源管理，包括機組通信、協調和判斷與決斷的作出； （6）與航空器儀錶飛行有關的威脅與差錯管理的知識。 （c）儀錶等級實踐考試的申請人，應當在相應的航空器或者飛行模擬機或飛行訓練器上接受授權教員提供的下列儀錶飛行技能訓練： （1）僅按儀錶操作航空器並準確完成各項機動飛行； （2）使用無線電導航設備進行儀錶飛行規則（IFR）航行，包括遵守空中交通管制指令和程序； （3）使用無線電導航設備進近至局方公佈的最低標準； （4）在模擬或者實際的儀錶飛行規則（IFR）條件下，在中國民用航路或者空中交通管制（ATC）指定航線上的轉場飛行； （5）模擬的緊急情況，包括設備或儀錶故障、失去通信聯絡以及失去進近條件後的復飛程序以及到非計劃的備降機場備降； （6）具有識別並且管理威脅與差錯的能力。 （d）儀錶等級的申請人應當符合下列飛行經歷要求： （1）至少50小時擔任機長的轉場飛行，其中至少10小時是在所申請儀錶等級的航空器上獲得的。 （2）40小時的實際或者模擬儀錶時間，其中可以包括不超過20小時的在飛行模擬機或者飛行訓練器上由授權教員提供儀錶訓練的時間。該時間包括： （i）在所申請儀錶等級的航空器類別上，授權教員提供的至少15小時儀錶飛行訓練； （ii）在實踐考試日期之前60天內，授權教員提供的至少3小時準備考試的儀錶飛行訓練； （iii）對於飛機儀錶等級，在飛機上至少完成一次總距離不少於470千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （iv）對於直升機儀錶等級，在直升機上至少完成一次總距離不少於200千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （v）對於飛艇儀錶等級，在飛艇上至少完成一次總距離不少於45千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （vi）對於傾轉旋翼機儀錶等級，在傾轉旋翼機上至少完成一次總距離不少於200千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近。 第61.87條 牽引滑翔機的航空器機長經歷和訓練要求 （a）在牽引滑翔機的航空器上擔任機長，應當符合下列規定： （1）至少持有帶動力航空器類別等級的私用駕駛員執照。 （2）已經在用於牽引滑翔機的航空器類別、級別和型別（如適用）上記錄了至少100小時的機長時間。 （3）授權教員在該駕駛員的飛行經歷記錄本上簽字，證明其已在滑翔機上接受了地面和飛行訓練，熟悉安全牽引滑翔機所必需的知識，包括： （i）安全牽引滑翔機的基本技術和程序，包括空速限制； （ii）應急程序； （iii）使用的信號； （iv）最大坡度。 （4）在一名滿足本條（b）要求的駕駛員陪同下，在牽引滑翔機的航空器上作為操縱裝置的唯一操縱者完成至少3次牽引飛行，或模擬滑翔機牽引飛行程序，並獲得陪同駕駛員在其飛行經歷記錄本上的簽字證明。 （5）在前12個日曆月內，至少符合下列條件之一： （i）在符合本條（b）要求的駕駛員陪同下，完成至少3次實際或者模擬滑翔機牽引； （ii）作為被航空器牽引的滑翔機機長，完成至少3次飛行。 （b）本條（a）（4）要求的陪同駕駛員，在擔任陪同駕駛員之前，應當已經滿足本條（a）的要求，並記錄了在牽引滑翔機的航空器上擔任機長的至少10次飛行。但是對於僅持有私用駕駛員執照的駕駛員，還應當滿足記錄了至少100小時在有動力航空器上擔任機長的時間，或者至少200小時在有動力和無動力航空器上擔任機長的時間。 第61.89條 按其他規章批准的訓練大綱完成訓練的人員 （a）在經局方按照CCAR-141或CCAR-142審定合格的訓練機構中按經批准的有關執照、等級訓練大綱完成地面和飛行訓練的人員，向局方出示其完成訓練證明的，視為該申請人符合相應執照或者等級的飛行經歷、航空知識和飛行技能的要求。但是，該執照、等級申請人應當通過本規則規定的理論考試並在訓練結束後60天內通過實踐考試。 （b）按照CCAR-121或CCAR-135中對機長的要求，完成經批准的訓練大綱中所要求訓練的駕駛員，在訓練結束後60天之內通過實踐考試的，視為其滿足本規則第61.187條 中的相應飛行技能要求。 第61.91條 對具有國家航空器駕駛員經歷的人員的特殊規定 （a）具有國家航空器駕駛員經歷的人員可以按本條要求申請頒發私用或商用駕駛員執照和等級。 （b）具有國家航空器駕駛員經歷的人員出示具有航空經歷記錄的技術檔案資料或等效文件，局方可以承認其航空經歷，用於滿足按本規則頒發相應執照和等級的航空經歷要求。 （c）滿足下列要求的具有國家航空器駕駛員經歷的申請人，局方可以為其頒發私用駕駛員執照： （1）除要求的相應考試和簽字證明外，滿足本規則第61.123條資格要求。 （2）出示有關技術檔案資料或等效文件，證明其滿足本規則第61.129至61.135條一個航空器等級的航空經歷要求。 （3）申請執照和等級前24個日曆月內仍在飛行的，應當通過本規則61.123（g）要求的理論考試；申請執照和等級前24個日曆月內已不參加飛行的，還應當通過本規則61.123（j）要求的實踐考試。 （d）滿足下列要求的具有國家航空器駕駛員經歷的申請人，局方可以為其頒發商用駕駛員執照： （1）除要求的考試和簽字證明外，滿足本規則第61.153條資格要求； （2）出示有關技術檔案資料或等效文件，證明其滿足本規則第61.159至61.166條一個航空器等級的航空經歷要求； （3）申請執照和等級前12個日曆月內仍在飛行的，應當通過本規則61.153（g）要求的理論考試； （4）申請執照和等級前12個日曆月內已不參加飛行的，應當通過本規則61.153（g）和（j）要求的理論考試和實踐考試。 （e）對於按本條（c）、（d）頒發的執照，按（c）或（d）審定合格或經考試合格的航空器等級，局方可以簽注在相應的執照上。原國家航空器駕駛員申請航空器等級按下列規定辦理： （1）原單發飛機和殲擊機駕駛員，可以申請飛機類別單發陸地等級； （2）含轟炸機、運輸機在內的原多發飛機駕駛員，可申請飛機類別多發陸地等級； （3）原運輸飛機駕駛員所飛機型符合本規則頒髮型別等級要求的，該駕駛員可以申請相應的型別等級，但需通過該型別等級的實踐考試； （4）原直升機駕駛員可以申請直升機類別等級和型別等級，但需通過該型別等級的實踐考試； （5）未在本條（e）款中列明的其他航空器由局方確定其相應的轉換等級和辦理方法。 （f）具有複雜氣象標準的原國家航空器駕駛員，符合本規則61.83（d）航空經歷要求的，可以申請在其駕駛員執照上增加儀錶等級，但應當通過本規則第61.83條要求的理論考試和實踐考試。 第61.93條 外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發駕駛員執照 （a）外國駕駛員執照或香港、澳門特別行政區執照持有人可以申請按本規則頒發的駕駛員執照和等級。申請人的外國駕駛員執照如果是國際民航公約締約國或香港、澳門特別行政區頒發的，並且沒有不符合國際民航組織標準的簽注，則可以作為滿足所申請執照和等級飛行經歷要求的證明，並認為其具有參加相應理論考試和實踐考試的資格。該申請人不需符合所申請執照資格要求中有關申請人應當持有某種執照的規定，以及有關申請人應當具有授權教員推薦其參加理論考試和實踐考試的簽字的規定。除此以外，申請人應當滿足本規則對其所申請執照的其他要求，包括通過相應的理論考試和實踐考試。但是，對於符合（b）條件的私用駕駛員執照的申請人無需滿足上述要求。 （b）外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發私用駕駛員執照和等級時，只要符合以下條件，局方可以為其頒發私用駕駛員執照和等級： （1）持有現行有效的外國或香港、澳門特別行政區私用、商用或航線運輸駕駛員執照，沒有不符合國際民航組織標準的簽注。 （2）持有中國頒發或者認可的體檢合格證。 （3）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。如果申請人因某種原因不能完全滿足本要求，局方應當在該申請人的執照上簽注必要的運行限制。 （4）通過民用航空規章有關駕駛員權利與限制、空中交通規則和一般運行規則等部分的理論考試。 （c）按本條（b）頒發的執照上應當註明所依據的原執照編號和頒發地。原執照上的航空器等級和儀錶等級，以及按本規則規定在考試後頒發的等級，局方可以簽注在該執照上。該執照的持有人可以行使本規則私用駕駛員執照的權利，但應當遵守執照上簽注的限制。當其原執照被暫扣或吊銷時，不得行使中國私用駕駛員執照的權利。 （d）因國內訓練能力不足等原因，經局方批准，運營人可在境外經批准或認可的飛行訓練機構完成部分人員的執照或等級訓練，此類人員在通過本規則要求的民用航空規章有關駕駛員權利與限制、空中交通規則和一般運行規則等部分的理論考試後，可以持訓練機構所在地民航當局頒發的駕駛員執照和等級，申請換發本規則中相應的駕駛員執照和等級。 （e）外國或香港、澳門特別行政區頒發的含有初級飛機、自轉旋翼機、滑翔機、自由氣球或小型飛艇等級的駕駛員執照持有人，通過理論考試和實踐考試後可申請按本規則頒發的相應等級的運動駕駛員執照。 第61.95條 依據外國或香港、澳門特別行政區駕駛員執照頒發認可函 （a）外國或香港、澳門特別行政區執照持有人可以按本條申請頒發認可函。 （b）申請人在申請按本規則頒發的認可函時，應向局方提供以下材料： （1）《國際民用航空公約》締約國或香港、澳門特別行政區頒發的現行有效駕駛員執照和相應等級； （2）申請運行的種類和時間。 （c）經審查合格後，局方可向申請人頒發執照認可函。 （d）按本條頒發的認可函包含以下內容： （1）申請人的原執照編號和執照頒發機構。 （2）有效期。按本條頒發的認可函有效期不超過下列任何一項： （i）除被暫扣或吊銷外，自簽發之日起24個日曆月； （ii）申請人參加運行的航空器租期期滿之日； （iii）申請人雇用合同期滿之日。 （e）認可函的運行權利和限制： 按本條規定頒發的駕駛員執照認可函的持有人： （1）具有原執照上和本規則相對應的等級的權利，並可以在中國登記的相應的民用航空器上擔任駕駛員； （2）其權利受局方在其認可函上簽注的限制； （3）在中國登記的航空器上，行使其認可函上的權利時，應當遵守其認可函和原駕駛員執照上的限制和約束； （4）原執照被暫扣，吊銷或失效時，認可函同時失效。 （f）按本條頒發的認可函僅在作為該認可函頒發依據的外國或香港、澳門特別行政區駕駛員執照由持有人隨身攜帶時，方為有效。 D章 學生駕駛員執照 第61.101條 適用範圍 本章規定了頒發學生駕駛員執照的條件、該執照的用途以及執照持有人應當遵守的一般運行規則與限制。申請運動駕駛員執照的學生駕駛員，無需辦理學生駕駛員執照，但須遵守本章對學生駕駛員的單飛要求及一般限制。 第61.103條 資格要求 符合下列條件的申請人，局方可以為其頒發學生駕駛員執照： （a）年滿16周歲。 （b）5年內無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）持有局方頒發的現行有效Ⅱ級或者I級體檢合格證。 為取得運動駕駛員執照的學生駕駛員應符合下列條件： （a）年滿16周歲，但僅申請操作滑翔機或自由氣球的為年滿14周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，應申請學生駕駛員執照，並由局方在其執照上簽注必要的運行限制。 （d）持有局方頒發的現行有效體檢合格證。 第61.105條 學生駕駛員單飛要求 （a）學生駕駛員應當滿足本條要求方可操縱航空器單飛。 （b）學生駕駛員應當通過由授權教員實施的理論考試，證明其具有要求的航空知識。理論考試應當包括下列內容： （1）本規則和一般運行規則中的適用部分； （2）單飛所用機場的空中交通規則和程序； （3）所用航空器的飛行特性和運行限制。 （c）在被批准實施單飛前，學生駕駛員應當已經接受並記錄了單飛所用航空器的適用動作與程序的飛行訓練，並經授權教員在該型號或類似航空器上檢查，認為該駕駛員熟練掌握了這些動作與程序，能夠安全實施單飛。單飛前至少應當完成下列動作與程序的飛行訓練： （1）對於飛機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）正常和不同阻力形態下作帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）對單發飛機，側滑修正目測並著陸。 （2）對於直升機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）以各種空速飛行； （x）設備故障和應急程序； （xi）參考地面的機動飛行； （xii）進近至著陸區域； （xiii）懸停和懸停轉彎； （xiv）復飛； （xv）模擬應急程序，包括自轉下降至恢復功率懸停； （xvi）快速減速； （xvii）模擬單發失效進近並著陸（對多發直升機）。 （3）對於飛艇的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）設備故障和應急程序； （xi）參照地面的機動飛行； （xii）裝配、壓艙配平，控制副氣囊的壓力及過熱； （xiii）以正靜平衡和以負靜平衡著陸。 （4）對於傾轉旋翼機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）進近至著陸區域； （xvi）懸停和懸停轉彎； （xvii）模擬單發失效進近並著陸（對多發傾轉旋翼機）。 （5）對於初級飛機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）正常和不同阻力形態下作帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）側滑修正目測並著陸。 （6）對於自轉旋翼機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）以各種空速飛行； （x）設備故障和應急程序； （xi）參考地面的機動飛行； （xii）進近至著陸區域； （xiii）帶動力和模擬關閉動力的快速下降，並從這些飛行狀態中改出； （xiv）復飛； （xv）模擬應急程序，包括模擬關閉動力著陸和模擬起飛期間動力裝置失效。 （7）對於滑翔機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置（如適用）的操作檢查； （ii）開車、試車和滑行（如適用）； （iii）正常和側風起飛； （iv）平直飛行，兩個方向的轉彎（如適用）； （v）機場起落航線，包括加入程序； （vi）防撞、避讓風切變和避讓尾流顛簸； （vii）使用高阻和低阻形態作帶轉彎和不帶轉彎的下降； （viii）以各種空速飛行； （ix）設備故障和應急程序； （x）參照地面的機動飛行（如適用）； （xi）牽引索的檢查、信號和脫鉤程序（如適用）； （xii）飛機牽引、地面牽引、自身動力或自行彈射起飛程序； （xiii）滑翔機拆卸和組裝程序； （xiv）失速進入、失速和失速改出； （xv）直線滑翔、轉彎和盤旋； （xvi）正常和側風著陸； （xvii）側滑修正目測並著陸； （xviii）利用上升氣流的程序和技術； （xix）應急操作，包括牽引索斷裂程序。 （8）對於自由氣球的學生駕駛員： （i）組裝程序； （ii）飛行準備程序，包括飛行前計劃和準備，航空器系統的檢查； （iii）上升和下降； （iv）著陸和恢復程序； （v）設備故障和應急程序； （vi）相應的熱空氣或氣源、配重、活門、放氣門和裂幅的使用； （vii）模擬緊急情況下，放氣門或裂幅的使用； （viii）風對上升和進近角度的影響； （ix）障礙物觀測和避讓技術。 （9）對於小型飛艇的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）設備故障和應急程序； （xi）參照地面的機動飛行； （xii）裝配、壓艙配平，控制副氣囊的壓力及過熱； （xiii）以正靜平衡和以負靜平衡著陸。 （d）學生駕駛員在操作航空器單飛之前，應當符合下列規定： （1）在學生駕駛員執照上，有授權教員針對其所飛型號航空器的簽字批准； （2）在其飛行經歷記錄本上，有授權教員的簽字，證明其在單飛日期之前90天內接受了所飛型號航空器的訓練。 （e）學生駕駛員在夜間操作航空器單飛前應當符合下列規定： （1）已經接受了夜間飛行訓練，包括在擬實施單飛的機場進行的夜間起飛、進近、著陸和復飛訓練； （2）已經接受了在擬實施單飛的機場附近進行的夜間航行訓練； （3）在其飛行經歷記錄本上，有授權教員的簽字，證明其在夜間單飛日期之前90天內接受了所飛型號航空器的訓練。 （f）授權教員在批准學生駕駛員每次單飛時，應當遵守下列規定： （1）在單飛所用型號航空器上，已向該駕駛員提供了訓練； （2）認為該駕駛員已熟練掌握本條規定的動作和程序； （3）認為該駕駛員已熟悉所飛型號航空器； （4）確認學生駕駛員執照已經由提供飛行訓練的授權教員針對所飛型號航空器簽署； （5）在該學生駕駛員的飛行經歷記錄本上簽字批准其在所飛型號航空器上單飛，或者確認授權教員的簽字是在90天的有效期內做出的。 第61.107條 一般限制 （a）學生駕駛員不得從事下列行為： （1）在載運旅客的航空器上擔任機長； （2）以取酬為目的在載運貨物的航空器上擔任機長； （3）為獲取酬金而擔任航空器機長； （4）在空中或地面能見度白天小于5千米、夜間小于8千米的飛行中擔任航空器機長； （5）在不能目視參照地標的飛行中擔任航空器機長； （6）在違背授權教員對於該駕駛員飛行經歷記錄本中簽注的限制的情況下擔任航空器機長。 （b）學生駕駛員不得在航空器型號合格審定或實施該飛行所依據的規章要求配備一名以上駕駛員的任何航空器上擔任飛行機組必需成員，但在飛艇或小型飛艇上接受授權教員的飛行教學，並且該航空器上除飛行機組必需成員外沒有任何其他人員時除外。 第61.109條 轉場單飛要求 （a）學生駕駛員在實施轉場單飛或距起飛機場超過50千米的單飛前，應當遵守本條轉場單飛的規定。 （b）申請轉場單飛的學生駕駛員應當符合下列規定： （1）在轉場單飛所用航空器上，已經接受了授權教員提供的地面和飛行訓練； （2）經授權教員檢查證明其已熟練掌握了本條要求的相應航空器轉場飛行的動作與程序； （3）已經在轉場單飛所用航空器上，合格完成了本規則第61.105條規定的動作與程序； （4）遵守本條（c）要求的授權教員在簽字時註明的任何限制。 （c）學生駕駛員在實施轉場飛行前應當具有下列簽字批准： （1）除運動駕駛員執照申請人外，由提供訓練的授權教員在其學生駕駛員執照上作出轉場單飛的簽字批准，並註明所飛航空器類別。 （2）由授權教員在其飛行經歷記錄本上對所飛型號航空器作出轉場單飛的簽字批准。 （3）在每次轉場單飛前，由授權教員按本條（d）規定評估其轉場計劃並在其飛行經歷記錄本上簽字批准。該簽字批准應當詳細説明所飛航空器的廠家和型號；證明該駕駛員做好了飛行計劃和準備，能夠安全實施轉場單飛。 （d）授權教員在批准學生駕駛員每次轉場單飛時，應當遵守下列規定： （1）確認該駕駛員的轉場計劃是正確的； （2）評估天氣實況和預報，確定本次飛行能夠按照目視飛行規則完成； （3）確認該駕駛員技術熟練，能夠安全實施本次飛行； （4）確認該駕駛員對所飛航空器具有合適的轉場單飛簽字批准； （5）確認該駕駛員的單飛簽字批准對所飛航空器是現行有效的。 （e）學生駕駛員除完成本規則第61.105條要求的單飛前飛行訓練動作與程序外，在轉場單飛前還應當完成下列相應航空器的轉場飛行動作與程序的訓練： （1）對於飛機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）最大上升角和最大上升率上升； （xii）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用； （xiii）轉場飛行區域空中交通管製程序。 （2）對於直升機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）起飛、進近和著陸程序； （xi）轉場飛行區域空中交通管製程序。 （3）對於飛艇的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）上升、下降飛行和控制高度時的氣體壓力控制； （xi）只參考飛行儀錶操縱飛艇； （xii）有利於轉場飛行的天氣和上升氣流的識別； （xiii）轉場飛行區域空中交通管製程序。 （4）對於傾轉旋翼機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序； （xi）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用。 （5）對於初級飛機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）最大上升角和最大上升率上升； （xii）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用； （xiii）轉場飛行區域空中交通管製程序。 （6）對於自轉旋翼機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）轉場飛行區域空中交通管製程序。 （7）對於滑翔機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）從離地至少600米的高度，不使用高度表完成著陸； （x）識別有利於轉場滑翔、上升、下降飛行的天氣和上升氣流狀態，以及控制高度。 （8）對於小型飛艇的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）上升、下降飛行和控制高度時的氣體壓力控制； （xi）只參考飛行儀錶操縱飛艇； （xii）有利於轉場飛行的天氣和上升氣流的識別； （xiii）轉場飛行區域空中交通管製程序。 E章 運動駕駛員執照 第61.111條 適用範圍 本章規定了頒發運動駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.113條 資格要求 符合下列條件的申請人，局方可以為其頒發運動駕駛員執照： （a）年滿17周歲，但僅申請操作滑翔機或自由氣球的為年滿16周歲。 （b）5年內無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有初中或者初中以上文化程度。 （e）持有局方頒發的現行有效體檢合格證。 （f）完成了本規則第61.115條要求的相應航空器等級的航空知識訓練，並由提供訓練或者評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.115條所要求航空知識的理論考試。 （h）完成了本規則第61.117條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本規則第61.119條適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.117條適用於所申請航空器等級的飛行技能的實踐考試。 （k）符合本規則對所申請航空器等級的相應條款要求。 第61.115條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或者自學課程： （a）航空法規： 與運動駕駛員權利、限制和飛行運行有關的中國民用航空規章。 （b）初級飛機、飛艇、自轉旋翼機、滑翔機、自由氣球的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能； （2）有關類別航空器和動力裝置的使用限制，飛行手冊或其他相應文件中的有關操作資料； （3）對於自轉旋翼機，傳動裝置（傳動齒輪係）（如適用）； （4）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對飛行特性的影響、重量和平衡計算； （2）起飛、著陸和其他性能數據的使用與實際運用； （3）相應航空器安全有效的運行，包括飛行活動高密度機場的飛行、防撞、避免尾流顛簸以及無線電通信程序，夜間運行。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： 包括識別臨界天氣狀況，避讓風切變，獲得氣象資料的程序以及航空天氣報告和預報的使用。 （f）領航： 包括航圖和磁羅盤的使用，地標和推測領航，目視飛行規則（VFR）飛行，航行設施的使用及機載領航設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）高度表撥正程序。 （3）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （4）適當的預防程序和應急程序，包括為避讓危險天氣、尾流和其他運行危險所採取的行動。 （5）對於自轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （6）對於初級飛機和滑翔機類別等級，還要求失速識別、螺旋進入與改出技術。 （7）對於滑翔機，不同的牽引起飛方法與相關程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的行動。 第61.117條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練。 （a）對於初級飛機類別等級： （1）飛機的組裝、拆卸和油料配置； （2）飛行前準備，包括重量和平衡計算，起飛前檢查，發動機的使用； （3）機場和起落航線的運行，包括在管制機場操作，無線電通信，防撞措施及避免尾流顛簸； （4）參照外部目視參考的機動飛行； （5）以臨界小速度飛行，判斷並改出從直線飛行和從轉彎中進入的臨界失速及失速； （6）起飛、著陸和復飛，包括正常、側風、短小和鬆軟跑道的起飛與著陸，以及最大性能起飛和著陸； （7）使用地標領航和推測領航的轉場飛行； （8）水上操作（如適用）； （9）應急操作，包括模擬的航空器系統和設備故障； （10）高度50米以下機動飛行的規則和方法； （11）關閉發動機或者模擬關閉發動機後的轉彎、下滑和著陸的操縱方法。 （b）對於自轉旋翼機類別等級： （1）飛行前操作，包括起飛前檢查，自轉旋翼機勤務、重量和平衡計算、動力裝置和航空器各系統的使用； （2）參照外部目視參考的機動飛行； （3）以臨界小速度機動飛行，對小速度大下降率狀態的判斷和改出； （4）機場和起落航線的運行，包括防撞措施、空中交通管製程序和無線電通信程序； （5）使用地標領航、推測領航和無線電導航設備轉場飛行； （6）應急程序，包括最大性能起飛和著陸。 （c）對於滑翔機類別等級： （1）飛行前操作，包括安裝、拆卸以及起飛前檢查； （2）所使用的牽引起飛方式的技術和程序，包括適當的空速限制、應急程序和使用的信號； （3）起落航線運行，防撞措施和程序； （4）參照外部目視參考操縱滑翔機； （5）在整個飛行包線內飛行； （6）識別並從臨界失速、失速、螺旋和急盤旋下降中改出； （7）正常和側風牽引起飛、進近和著陸； （8）使用目視參考和推測領航進行轉場飛行； （9）應急程序。 （d）對於小型飛艇類別等級： （1）地面操作，包括係留、裝配和飛行前準備； （2）正常起飛、著陸與復飛，雙向無線電通信和防撞措施； （3）平直飛行、上升、轉彎和下降； （4）參照外部目視參考的機動飛行； （5）使用地標領航、推測領航和無線電導航設備航行； （6）模擬的應急情況，包括設備、氣體活門故障和發動機失去功率。 （e）對於自由氣球類別等級： （1）飛行前操作，包括自由氣球組裝、索具調整、充氣、係留和檢查； （2）氣球放飛和上升技術與程序，包括適當的限制、應急程序和所用信號； （3）防撞措施； （4）參照外部目視參考操縱自由氣球； （5）快速下降的識別和改出； （6）使用目視參考和推測領航飛行； （7）進近到著陸，包括地面操縱； （8）應急程序。 第61.119條 運動駕駛員的飛行經歷要求 （a）初級飛機類別等級的運動駕駛員執照申請人應當在有動力的航空器上有至少30小時的駕駛員飛行經歷時間，其中包括按照本規則61.117條飛行技能要求在相應級別的初級飛機或飛機上由授權教員提供的至少15小時帶飛訓練（其中可以包括不多於2小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和5小時在相應級別的初級飛機上的單飛時間。 （1）由授權教員提供的帶飛訓練至少包括： （i）2小時轉場飛行訓練。 （ii）3小時的初級飛機夜間飛行訓練，包括10次起飛和著陸。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （iii）2小時為初級飛機實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （2）5小時初級飛機上的單飛時間，至少包括3次起飛、3次全停著陸和1次總距離至少為120千米（65海裏）的轉場單飛。 （b）自轉旋翼機類別等級的運動駕駛員執照申請人應當在有動力的航空器上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.117條的飛行技能要求，在自轉旋翼機上由授權教員提供的至少20小時帶飛訓練（其中可以包括不多於2小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和5小時自轉旋翼機單飛時間。 （1）由授權教員提供的帶飛訓練至少包括： （i）2小時轉場飛行訓練。 （ii）3小時的自轉旋翼機夜間飛行訓練，包括10次起飛和著陸。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （iii）2小時為自轉旋翼機實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （2）5小時自轉旋翼機上的單飛時間，至少包括3次起飛、3次全停著陸和一次總距離至少為50千米的轉場單飛。 （c）滑翔機類別等級運動駕駛員執照申請人： （1）如果在重於空氣航空器上作為駕駛員的飛行經歷時間不足40小時，則申請人應當按照本規則61.117的飛行技能要求在滑翔機上完成至少10小時飛行時間，該時間應當至少包括： （i）20次滑翔機飛行，包括在滑翔機上由授權教員提供的、為實踐考試作準備的至少3次飛行訓練，該訓練應當在考試日期前60天內完成； （ii）2小時滑翔機單飛，其中應當完成至少10次起飛和著陸。 （2）如果在重於空氣航空器上作為駕駛員的飛行經歷時間不少於40小時，則申請人應當按照本規則61.117的飛行技能要求在滑翔機上完成至少3小時飛行時間。該時間應當至少包括： （i）10次滑翔機單飛； （ii）在滑翔機上由授權教員提供的、為實踐考試作準備的3次飛行訓練，該訓練應當在考試日期前60天內完成。 （3）在滑翔機上擔任機長的駕駛員應當完成下列相應附加訓練： （i）使用地面牽引程序。該駕駛員已經完成地面牽引程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行地面牽引程序及其操作。 （ii）使用空中牽引程序。該駕駛員已經完成空中牽引程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行空中牽引程序及其操作。 （iii）使用自行起飛程序。該駕駛員已經完成自行起飛程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行自行起飛程序及其操作。 （d）小型飛艇類別等級的運動駕駛員執照申請人按照本規則61.117條的飛行技能要求在小型飛艇或自由氣球上接受至少20小時的飛行訓練（其中在小型飛艇上的帶飛訓練時間至少為10小時），該飛行訓練內容應至少包括： （1）3小時轉場飛行訓練。 （2）3小時小型飛艇夜間飛行訓練，包括5次起飛和5次全停著陸。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）2小時為小型飛艇實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）5小時在小型飛艇上履行機長職責的時間。 （e）自由氣球類別等級的運動駕駛員執照申請人應當完成至少16小時作為自由氣球駕駛員的飛行經歷時間，至少包括8次氣球放飛和上升，其中一次為上升至高於起飛點600米的飛行，以及一次單飛。 第61.120條 運動駕駛員執照持有人的權利和限制 （a）運動駕駛員執照持有人可以在相應類別和級別等級的航空器上擔任機長。 （b）如滑翔機載運乘客，運動駕駛員執照持有人在取得滑翔機類別等級後，應當再建立不少於10小時的飛行經歷時間。 （c）以取酬為目的在經營性運行的航空器上擔任機長，或為獲取酬金在航空器上擔任機長，運動駕駛員執照持有人應具有不少於35小時的飛行經歷時間，其中20小時作為本類別和級別（如適用）航空器駕駛員的飛行經歷時間。 （d）未滿18周歲的運動駕駛員執照持有人，不得在以取酬為目的的航空器上擔任機長。 （e）運動駕駛員執照持有人不得從事商業航空運輸運行。 （f）運動駕駛員執照持有人禁止在自由氣球上實施夜間飛行。 F章 私用駕駛員執照 第61.121條 適用範圍 本章規定了頒發私用駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.123條 資格要求 符合下列條件的申請人，局方可以為其頒發私用駕駛員執照： （a）年滿17周歲。 （b）5年內無犯罪記錄； （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有初中或者初中以上文化程度。 （e）持有局方頒發的現行有效Ⅱ級或者I級體檢合格證。 （f）完成了本規則第61.125條要求的相應航空器等級的航空知識訓練，並由提供訓練或者評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.125條所要求航空知識的理論考試。 （h）完成了本規則第61.127條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.127條所要求飛行技能的實踐考試。 （k）符合本規則對所申請航空器類別和級別等級的相應條款要求。 第61.125條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或者自學課程： （a）航空法規： 與私用駕駛員執照持有人有關的規章條例；飛行規則；高度表撥正程序；相應的空中交通服務措施和程序。 （b）飛機、飛艇、直升機和傾轉旋翼機類航空器的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能。 （2）有關類別航空器和動力裝置的使用限制；飛行手冊或其他相應文件中的有關操作資料。 （3）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）。 （4）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對飛行特性的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據的使用與實際運用。 （3）適合於按照目視飛行規則私人運行的飛行前準備和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；位置報告程序；高度表撥正程序；交通密集區的運行。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： 初級航空氣象學的應用；氣象資料的使用和獲得氣象資料的程序；測高法；危險氣象條件。 （f）領航： 空中領航和推測領航技術的實踐；航圖的使用。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）高度表撥正程序。 （3）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （4）適當的預防程序和應急程序，包括為避讓危險天氣、尾流和其他運行危險所採取的行動。 （5）對於直升機和傾轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的行動。 第61.127條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練： （a）對於飛機類別等級： （1）威脅和差錯的識別和管理； （2）飛行前操作，包括重量和平衡計算，起飛前檢查，飛機勤務和發動機使用； （3）機場和起落航線的運行，包括在管制機場操作、無線電通信、防撞措施及避免尾流顛簸； （4）參照外部目視參考的機動飛行； （5）臨界小速度飛行，判斷並改出從直線飛行和從轉彎中進入的臨界失速及失速； （6）臨界大速度飛行，急盤旋下降的識別和改出； （7）正常及側風起飛、著陸和復飛； （8）最大性能（短跑道和越障）起飛，短跑道著陸； （9）僅參照儀錶飛行，包括完成180度水平轉彎； （10）使用地標領航、推測領航和無線電導航設備的轉場飛行； （11）夜間飛行，包括起飛、著陸和目視飛行規則（VFR）航行； （12）多發或者水上飛機的操作（如適用）； （13）應急操作，包括模擬的航空器系統和設備故障； （14）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （b）對於直升機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的計算、起飛前檢查、直升機勤務和發動機使用； （3）懸停、空中飛移和參照外部目視參考的機動飛行； （4）機場和起落航線的運行，包括無線電通信、防撞措施和避免尾流顛簸； （5）從渦環的初始階段中改出，在發動機轉速正常範圍內從低旋翼轉速改出的技術； （6）使用地標領航、推測領航和無線電導航設備的轉場飛行； （7）起飛、著陸和復飛，包括正常、有風和傾斜地面的起飛和著陸； （8）以所需最小動力起飛和著陸，最大性能起飛和著陸，受限制區域內的運行，快速減速； （9）夜間飛行，包括起飛、著陸和目視飛行規則（VFR）航行； （10）模擬的應急程序，包括航空器和設備故障，在多發直升機上以一台發動機失去功率進近到懸停或著陸，或者在單發直升機上自轉進近並著陸； （11）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （c）對於飛艇類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的確定、飛艇的檢查和勤務； （3）參照地面的機動飛行； （4）機場和起落航線的運行、避免相撞的預防措施和程序； （5）起飛技術和程序，包括相應的限制、應急程序和使用的信號； （6）參照外部目視參考操縱飛艇； （7）起飛、降落和復飛； （8）最大性能（越障）起飛； （9）僅參照儀錶的飛行，包括完成180度水平轉彎； （10）使用目視參考、推測領航和無線電導航設備進行導航和轉場飛行； （11）應急操作（識別漏氣現象），包括模擬的飛艇設備故障； （12）通信程序和用語。 （d）對於傾轉旋翼機類別等級： （1）識別並且管理威脅和差錯。 （2）飛行前操作，包括重量和平衡的確定、傾轉旋翼機的檢查和勤務。 （3）機場和起落航線的運行、避免相撞的預防措施和程序。 （4）參照外部目視參考操縱傾轉旋翼機。 （5）地面機動和試車；懸停、滑跑與上升；正常、無風和傾斜地面的懸停和滑跑進近與著陸。 （6）以最小的必需動力起飛和著陸；最大性能起飛和著陸技術；限制區域內的運行；快停。 （7）僅參照儀錶飛行，包括完成180度水平轉彎。 （8）在渦環的初始階段改出；在發動機轉速正常範圍內從低旋翼轉速改出的技術。 （9）使用目視參考、推測領航和有條件時使用無線電導航設備作轉場飛行，包括一次至少1小時的飛行。 （10）應急操作，包括模擬的傾轉旋翼機設備故障；動力轉換為自轉和自轉下降（如適用）；傳動裝置和互連式傳動軸故障（如適用）。 （11）按照空中交通服務程序飛往、飛離和飛越管制機場。 （12）通信程序和用語。 第61.129條 飛機類別駕駛員的飛行經歷要求 （a）飛機類別單發級別等級的私用駕駛員執照申請人應當在飛機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（a）的飛行技能要求，在單發飛機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時單發飛機轉場飛行訓練。 （2）3小時的單發飛機夜間飛行訓練，包括10次起飛和著陸，以及一次總飛行距離超過180千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）至少3小時單發飛機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （4）3小時為單發飛機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （5）10小時單發飛機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸。 （b）飛機類別多發級別等級的私用駕駛員執照申請人應當在飛機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（a）的飛行技能要求，在多發飛機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時多發飛機轉場飛行訓練。 （2）3小時多發飛機夜間飛行訓練，包括10次起飛和著陸，以及一次總飛行距離超過180千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）至少3小時多發飛機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （4）3小時為多發飛機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （5）10小時多發飛機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸。 （c）持有直升機、傾轉旋翼機、滑翔機和初級飛機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款或（b）款要求的飛行經歷時間；持有飛機類別等級的執照持有人，其原飛行經歷可以折算20小時，計入本條（a）款或（b）款要求的飛行經歷時間，其中最多可以包括10小時飛行訓練時間。 第61.131條 直升機類別駕駛員的飛行經歷要求 （a）直升機類別等級的私用駕駛員執照申請人應當在直升機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（b）的飛行技能要求，在直升機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時直升機轉場飛行訓練。 （2）3小時直升機夜間飛行訓練，包括10次起飛和著陸，每次著陸應當包含一次起落航線飛行，以及一次總飛行距離超過90千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）3小時為直升機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）10小時直升機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為180千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為60千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸，每次著陸應當包含一次起落航線飛行。 （b）持有飛機、傾轉旋翼機、自轉旋翼機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款要求的飛行經歷時間。 第61.133條 飛艇類別駕駛員的飛行經歷要求 （a）飛艇類別等級的私用駕駛員執照申請人應當在飛艇上有至少40小時的駕駛員飛行經歷時間，其中包括： （1）按照本規則61.127（c）的飛行技能要求，在飛艇上接受至少25小時的飛行訓練，包括： （i）3小時飛艇轉場飛行訓練，其中一次轉場飛行總距離至少為45千米（25海裏）。 （ii）3小時飛艇夜間飛行訓練，包括5次起飛和5次全停著陸，每次著陸應當包含一次起落航線飛行。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （2）3小時飛艇儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （3）3小時為飛艇實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）5小時在飛艇上履行機長職責的時間。 （b）持有小型飛艇等級的執照申請人，其原飛行經歷可以折算15小時，計入本條（a）款要求的飛行經歷時間。 第61.135條 傾轉旋翼機類別駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的私用駕駛員執照申請人應當在傾轉旋翼機上有至少40小時的駕駛員飛行經歷時間，其中包括： （1）按照本規則61.127（d）的飛行技能要求，在傾轉旋翼機上由授權教員提供的至少20小時飛行訓練和10小時單飛訓練，該訓練至少包括： （i）3小時傾轉旋翼機轉場飛行訓練。 （ii）3小時傾轉旋翼機夜間飛行訓練，包括10次起飛和10次全停著陸，每次著陸應當包含一次起落航線飛行，以及一次總飛行距離超過180千米的轉場飛行。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （2）3小時傾轉旋翼機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （3）3小時為傾轉旋翼機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）10小時傾轉旋翼機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米（150海裏）的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸，每次著陸應當包含一次起落航線飛行。 （b）持有飛機或直升機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款要求的飛行經歷時間。 第61.137條 私用駕駛員執照持有人的權利和限制 （a）私用駕駛員執照持有人可以不以取酬為目的在非經營性運行的相應航空器上擔任機長或者副駕駛。 （b）私用駕駛員執照持有人不得以取酬為目的在經營性運行的航空器上擔任機長或副駕駛，也不得為獲取酬金而在航空器上擔任飛行機組必需成員。 G章 商用駕駛員執照 第61.151條 適用範圍 本章規定了頒發商用駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.153條 資格要求 符合下列條件的申請人，局方可以為其頒發商用駕駛員執照： （a）年滿18周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有高中或者高中以上文化程度。 （e）持有局方頒發的有效I級體檢合格證。 （f）完成了本規則第61.155條要求的相應航空器等級的航空知識訓練，並由提供訓練或評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.155條所要求航空知識的理論考試。 （h）完成了本規則第61.157條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.157條所要求飛行技能的實踐考試。 （k）至少持有按本規則頒發的私用駕駛員執照，或滿足本規則第61.91條 或61.93條 要求。 （l）出現本規則第61.173條（c）款（1）（2）情形的，安全飛行已滿3年。 （m）符合本規則對所申請航空器類別和級別等級的相應條款要求。 第61.155條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或自學課程： （a）航空法： 與商用駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務措施和程序。 （b）飛機、飛艇、直升機和傾轉旋翼機類航空器的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能； （2）有關類別航空器和動力裝置的使用限制；飛行手冊或其他相應文件中的有關操作資料； （3）相應的航空器設備和系統的使用及可用性檢查； （4）適合於航空器機體、系統和動力裝置的維修程序； （5）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）； （6）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對航空器操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據的使用與實際運用。 （3）適合於按照目視飛行規則商用運行的飛行前準備和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （4）對於飛艇、直升機和傾轉旋翼機，外挂載荷對操縱的影響。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀與使用；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動、鋒面結構和影響起飛、航路和著陸條件的重要天氣現象的起源與特徵。 （3）積冰的原因、識別和影響；通過鋒區的程序；繞過危險天氣。 （f）領航： （1）空中領航，包括航圖、儀錶和導航設備的使用；對相應導航系統的原理和特性的理解；機載設備的操作。 （2）對於飛艇： （i）操縱和導航所必需的航空電子設備和儀錶的使用、限制和可服務性； （ii）起飛、航路、進近和降落階段的飛行所用導航系統的使用、精確度和可靠性，無線電導航設施的識別； （iii）自主式和參照外部導航系統的原理和特性，機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （3）高度表撥正程序。 （4）相關的預防和應急程序。 （5）載運貨物時的操作程序；與危險物品有關的潛在危險。 （6）旅客安全簡介的要求和做法，包括上、下航空器時應遵守的預防措施。 （7）對於直升機和傾轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的措施。 第61.157條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練： （a）對於飛機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡計算、起飛前檢查和飛機勤務工作； （3）機場和起落航線的運行，防撞措施和程序； （4）參照外部目視參考操縱飛機； （5）臨界小速度飛行，判斷並改出從帶油門和不帶油門進入的臨界失速和失速； （6）臨界大速度飛行，識別並改出急盤旋下降；螺旋進入、保持和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （7）正常及側風起飛和著陸； （8）最大性能（短跑道和越障）起飛，短跑道著陸； （9）僅參考儀錶作機動飛行並從不正常姿態中改出； （10）多發級別或型別等級的不對稱動力飛行（如適用）； （11）使用地標領航、推測領航和無線電導航設備作轉場飛行，改航備降程序； （12）應急程序，包括失去功率或設備故障的處理，飛行中失火，以及多發飛機失去部分功率後的程序； （13）多發或水上飛機的操作（如適用）； （14）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （b）對於直升機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡計算、起飛前檢查和直升機勤務工作； （3）機場和起落航線的運行，防撞措施和程序； （4）參照外部目視參考操縱直升機； （5）在渦環的初始階段改出，在發動機轉速正常範圍內從低旋翼轉速改出的技術； （6）地面機動，空中飛移，懸停，正常、有風及傾斜地面的起飛和著陸，大下滑角進近； （7）以所需最小動力起飛和著陸，最大性能起飛和著陸，受限制區域內的運行，快速減速； （8）無地面效應的懸停，外挂載荷運行（如適用），高高度飛行； （9）僅參考儀錶作機動飛行並從不正常狀態中改出； （10）使用地標領航、推測領航和無線電導航設備作轉場飛行，改航備降程序； （11）模擬的應急程序，包括發動機、部件或系統故障，在多發直升機上以一台發動機失去功率進近到懸停或著陸，或在單發直升機上自轉下降到著陸； （12）多發直升機的操作（如適用）； （13）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （c）對於飛艇類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的確定、飛艇的檢查和勤務； （3）參照地面的機動飛行； （4）機場和起落航線的運行、避免相撞的預防措施和程序； （5）起飛技術和程序，包括相應的限制、應急程序和使用的信號； （6）參照外部目視參考操縱飛艇； （7）起飛、降落和復飛； （8）最大性能（越障）起飛； （9）僅參照儀錶的飛行，包括完成180度水平轉彎； （10）使用目視參考、推測領航和無線電導航設備進行導航和轉場飛行； （11）應急操作（識別漏氣現象），包括模擬的飛艇設備故障； （12）通信程序和用語。 （d）對於傾轉旋翼機類別等級： （1）識別並且管理威脅和差錯。 （2）飛行前操作，包括重量和平衡的確定、傾轉旋翼機的檢查和勤務工作。 （3）機場和起落航線的運行、避免相撞的預防措施和程序。 （4）參照外部目視參考操縱傾轉旋翼機。 （5）在渦環的初始階段改出；在發動機轉速正常範圍內從低旋翼轉速改出的技術。 （6）地面機動和試車；懸停、滑跑與上升；正常、無風及傾斜地面的懸停和滑跑進近到著陸；大下滑角進近。 （7）以所需最小動力起飛和著陸；最大性能起飛和著陸技術；受限制區域內的運行；快停。 （8）無地面效應的懸停；機外載荷運行（如適用）；高空飛行。 （9）基本飛行機動和僅參照基本飛行儀錶從不正常姿態中改出。 （10）使用目視參考、推測領航和有條件時使用無線電導航設備作轉場飛行，包括一次至少1小時的飛行。 （11）應急操作，包括模擬的傾轉旋翼機設備故障、動力轉換為自轉和自轉下降（如適用）；傳動裝置和互連式傳動軸故障（如適用）。 （12）按照空中交通服務程序、無線電話通信程序及用語飛往、飛越管制機場或從管制機場起飛。 （13）通信程序和用語。 第61.159條 飛機類別駕駛員的飛行經歷要求 （a）飛機類別單發級別等級的商用駕駛員執照申請人應當在飛機上有至少250小時的駕駛員飛行經歷時間，其中至少包括： （1）100小時在飛機上的機長飛行時間，或在經CCAR-141部批准的訓練課程中，70小時在飛機上的機長飛行時間，其中包括至少20小時的機長轉場飛行時間； （2）20小時本規則61.157（a）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在單發飛機上的飛行時間； （ii）10小時訓練是在複雜飛機上實施的，或者對於單發水上飛機等級的申請人，10小時訓練是在有襟翼和可操縱變距螺旋槳的水上飛機上實施的； （iii）1次在單發飛機上至少2小時的晝間轉場飛行，距初始起飛點總直線距離至少180千米； （iv）1次在單發飛機上至少2小時的夜間轉場飛行，距初始起飛點總直線距離至少180千米； （v）3小時為單發飛機實踐考試做準備的飛行訓練，應當在考試日期前60天內完成； （vi）5小時特技飛行訓練，至少包括螺旋識別、進入和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （vii）不超過5小時由授權教員在能代表所申請等級飛機的飛行模擬機或飛行訓練器上提供訓練的時間。 （3）10小時在單發飛機上按本規則61.157（a）飛行技能要求實施的單飛，至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中有一個著陸點距初始起飛點直線距離至少150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸。 （b）飛機類別多發級別等級的商用駕駛員執照申請人應當在飛機上有至少250小時作為駕駛員的飛行經歷時間，其中至少包括： （1）100小時在飛機上作為機長的飛行時間，或在經CCAR-141部批准的訓練課程中，70小時在飛機上作為機長的飛行時間，包括至少20小時的機長轉場飛行時間。 （2）20小時本規則61.157（a）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在多發飛機上的飛行時間； （ii）10小時訓練是在多發複雜飛機上實施的，或者對於多發水上飛機等級的申請人，10小時訓練是在有襟翼和可操縱變距螺旋槳的水上多發飛機上實施的； （iii）1次在多發飛機上至少2小時的晝間轉場飛行，距初始起飛點直線距離至少180千米； （iv）1次在多發飛機上至少2小時的夜間轉場飛行，距初始起飛點直線距離至少180千米； （v）3小時為多發飛機實踐考試做準備的飛行訓練，應當在考試日期前60天內完成； （vi）對於沒有單發等級的，5小時特技飛行訓練，至少包括螺旋識別、進入和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （vii）不超過5小時由授權教員在能代表所申請等級飛機的飛行模擬機或飛行訓練器上提供訓練的時間。 （3）10小時在多發飛機上按本規則61.157（a）飛行技能要求實施的單飛或履行機長職責的飛行，其中至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中有一個著陸點距初始起飛點直線距離至少150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸。 （c）持有直升機或傾轉旋翼機等級的執照申請人，可以將其在直升機或傾轉旋翼機上的飛行經歷計入本條（a）或（b）款要求的飛行經歷時間，但最多不超過50小時。 第61.161條 直升機類別駕駛員的飛行經歷要求 （a）直升機類別等級的商用駕駛員執照申請人應當在直升機上有至少150小時作為駕駛員的飛行經歷時間，其中至少包括： （1）35小時在直升機上的機長時間，其中包括至少10小時的轉場飛行。 （2）20小時本規則61.157（b）所要求飛行技能的訓練，至少包括： （i）10小時在直升機上的儀錶訓練，其中在模擬機或訓練器上的時間不得超過5小時； （ii）1次在直升機上至少2小時的晝間轉場飛行，距初始起飛點直線距離至少90千米； （iii）1次在直升機上至少2小時的夜間轉場飛行，距初始起飛點直線距離至少90千米； （iv）3小時為直升機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （3）10小時在直升機上按本規則61.157（b）飛行技能要求實施的單飛，至少包括： （i）1次有兩個不同著陸點的轉場飛行，其中一個航段的直線距離至少為90千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸，每次著陸應當包含一次起落航線飛行。 （b）持有傾轉旋翼機等級的執照申請人，可以將其在傾轉旋翼機上的飛行經歷計入本條（a）款要求的飛行經歷時間，但最多不超過30小時。 第61.165條 飛艇類別駕駛員的飛行經歷要求 飛艇類別等級的商用駕駛員執照申請人應當在航空器上有至少200小時作為駕駛員的飛行經歷時間，其中包括： （a）50小時在飛艇上作為駕駛員的飛行時間。 （b）30小時在飛艇上擔任機長或監視下履行機長職責，其中至少包括： （1）10小時在飛艇上的轉場飛行； （2）10小時在飛艇上的夜間飛行。 （c）40小時儀錶時間，其中至少20小時應當是空中飛行時間，包括10小時在飛艇上的飛行時間。 （d）20小時在飛艇上按本規則61.157（c）飛行技能要求實施的飛行訓練，其中至少包括： （1）3小時在飛艇上為實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成； （2）1次至少1小時在飛艇上實施的晝間轉場飛行，距初始起飛點的直線距離至少45千米； （3）1次至少1小時在飛艇上實施的夜間轉場飛行，距初始起飛點的直線距離至少45千米。 第61.166條 傾轉旋翼機類別駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的商用駕駛員執照申請人應當在傾轉旋翼機上有至少250小時的駕駛員飛行經歷時間。作為駕駛員的飛行經歷時間中包括： （1）如果把在飛機或直升機上的飛行經歷時間計入，則最多不超過50小時。 （2）不少於100小時機長飛行時間，其中至少包括： （i）50小時在傾轉旋翼機上的時間； （ii）50小時轉場飛行時間，其中至少10小時應當是在傾轉旋翼機上。 （3）不少於20小時本規則61.157（d）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在傾轉旋翼機上的飛行時間； （ii）1次在傾轉旋翼機上至少2小時的晝間目視飛行規則轉場飛行，距初始起飛點直線距離至少180千米； （iii）1次在傾轉旋翼機上至少2小時的夜間目視飛行規則轉場飛行，距初始起飛點直線距離至少180千米； （iv）3小時為傾轉旋翼機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）不少於10小時在傾轉旋翼機上按本規則61.157（d）飛行技能要求實施的單飛，至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中一個航段的直線距離至少為150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸，每次著陸應當包含一次起落航線飛行。 第61.171條 夜間飛行限制 （a）對於不滿足本章夜間飛行訓練要求的申請人可為其頒發帶有“禁止夜間飛行”限制的駕駛員執照。 （b）帶有“禁止夜間飛行”限制的駕駛員執照持有人，不得在從事公共航空運輸的航空器上擔任駕駛員。 （c）當上述執照持有人完成了本規則所要求的相應的夜間飛行訓練，並向考試員出示授權教員簽注的飛行經歷記錄或訓練記錄，證明其完成了要求的夜間飛行訓練並經考試員考試合格時，局方可撤銷簽注在該執照上的“禁止夜間飛行”限制。 第61.173條 商用駕駛員執照持有人的權利和限制 （a）商用駕駛員執照持有人具有下列權利： （1）行使相應的私用駕駛員執照持有人的所有權利； （2）在以取酬為目的經營性運行的航空器上擔任機長或副駕駛，但不得在相應運行規章要求機長應當具有航線運輸駕駛員執照的運行中擔任機長； （3）為獲取酬金而擔任機長或副駕駛。 （b）限制： 帶有飛機類別等級的商用駕駛員執照持有人如未持有同一類別和級別的儀錶等級，局方將在其執照上簽注“禁止在飛機轉場飛行中為獲取酬金而載運旅客”。當該執照持有人滿足了本規則第61.83條 與其商用駕駛員執照為同一類別和級別的儀錶等級要求時，局方可以撤銷這一限制。 （c）在下列情形下，執照持有人不再具有按照本規則頒發的商用駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的； （3）被追究刑事責任的。 H章 飛機類別多人制機組駕駛員執照 第61.174條 適用範圍 本章規定了頒發飛機類別多人制機組駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.175條 資格要求 符合下列條件的申請人，局方可以為其頒發多人制機組駕駛員執照： （a）年滿18周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有大學本科或大學本科以上文化程度。 （e）持有局方頒發的有效Ⅰ級體檢合格證。 （f）持有按本規則頒發的私用駕駛員執照。 （g）在申請實踐考試之前，滿足本規則第61.178條要求的飛行經歷要求。 （h）通過ICAO英語無線電通信3級或3級以上等級考試。 （i）達到本規則第61.176條對航空理論知識的要求，並通過了本規則第61.83條、第61.155條和第61.185條 關於儀錶等級、商用駕駛員執照和航線運輸駕駛員執照所要求航空知識的理論考試。 （j）出現本規則第61.179（f）款（1）（2）情形的，安全飛行已滿3年。 （k）通過了本規則第61.177條所要求飛行技能的實踐考試。 第61.176條 航空知識要求 多人制機組駕駛員執照申請人，應當掌握下列適用於所申請多人制機組駕駛員的航空知識，完成相應的地面訓練和理論考試： （a）航空法： 與多人制機組駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務的措施和程序。 （b）飛機的一般知識： （1）電氣、液壓、增壓和其他飛機系統的一般特性和限制，包括自動駕駛儀和增穩的飛行操縱系統。 （2）飛機動力裝置的工作原理、操作程序和使用限制；大氣條件對發動機性能的影響；飛行手冊或其他相應文件中有關的操作資料。 （3）飛機的使用程序和限制；根據飛行手冊中有關的操作資料，大氣條件對飛機性能的影響。 （4）飛機的設備和系統的使用及可用性檢查。 （5）飛行儀錶；羅盤、轉彎和增速誤差；陀螺儀錶，其使用限制和進動效應；各種飛行儀錶和電子顯示裝置發生故障時採取的措施和程序。 （6）飛機機體、系統和動力裝置的維修程序。 （c）飛機性能和計劃： （1）裝載及質量分佈對飛機操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸及其他性能數據（包括巡航控製程序）的使用和實際應用。 （3）飛行前和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （d）人的行為能力： 人的行為能力，包括機組資源管理以及威脅和差錯管理原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀和應用；代碼和簡字；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動；鋒面的結構和影響起飛、航路和著陸條件的重要天氣現象的起源及特徵。 （3）發動機和飛機機體結冰的原因、識別及影響；穿越鋒區的程序；危險天氣的避讓。 （4）實用的高空氣象學，包括天氣報告、圖表和預報的判讀及使用；高空急流。 （f）領航： （1）空中領航，包括航圖、無線電導航設備和區域導航系統的使用，遠程飛行的特殊導航要求； （2）航空器操縱和導航所必需的航空電子設備和儀錶的使用、限制及可用性； （3）離場、航路、進近和著陸各飛行階段所用的導航系統的使用、精確度及可靠性；無線電導航設備的識別； （4）自主式和參照外部基準的導航系統的原理及特性；機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理的原則。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼和縮略語》的判讀及使用。 （3）預防和應急程序；安全措施。 （4）載運貨物和危險品的操作程序。 （5）對旅客安全簡介的要求和做法，包括在上、下飛機時應遵守的預防措施。 （h）飛行原理： 飛行原理。 （i）無線電通話： 通信程序和用語；如遇通信故障應採取的行動。 第61.177條 飛行技能要求 多人制機組駕駛員執照申請人應當表現出其有能力作為操縱飛機駕駛員和非操縱飛機駕駛員，在審定需要最小機組至少為兩名駕駛員操縱的渦輪動力飛機上，能夠作為副駕駛按照目視飛行規則和儀錶飛行規則飛行，並且能夠達到下列要求： （a）威脅和差錯的識別和管理； （b）在各種情況下，在飛機限制範圍內，平穩而準確地人工操縱飛機，以確保圓滿完成程序和機動動作； （c）用與飛行階段相適應的自動模式來操作飛機，並且保持對工作中的自動模式的意識； （d）在飛行的各個階段準確完成正常、非正常和應急程序； （e）與其他飛行機組成員進行有效的溝通，並且表現出有能力切實履行機組失能和機組協調程序，包括機組分工、機組配合、標準操作程序的執行及檢查單的使用。 第61.178條 飛行經歷要求 （a）申請人應當在批准的訓練課程中，完成不少於240小時作為操縱駕駛員和不少於100小時作為非操縱駕駛員的飛行訓練時間，其中包括不少於110小時作為操縱駕駛員的飛機飛行時間，以及作為操縱駕駛員在執照上擬簽注型別等級的渦輪多發飛機上完成20次起飛和著陸。 （b）在飛機上的飛行經歷應當至少包括本規則第61.129條 關於飛機類別的私用駕駛員執照的所有經歷要求；從複雜狀態改出訓練和螺旋識別及改出訓練。 （c）申請人除了滿足本條（b）款的要求之外，還應當在經審定需要最小機組至少為兩名駕駛員操縱的渦輪發動機飛機上，或者在局方所批准的飛行模擬訓練裝置內，獲得高級能力級別所要求的經歷。 第61.179條 多人制機組駕駛員執照持有人的權利和限制 （a）行使飛機類別的私用駕駛員執照持有人的所有權利。 （b）在多人制機組運行中行使飛機類別儀錶等級的權利。 （c）在其執照簽注型別等級的飛機上行使副駕駛權利。 （d）在單駕駛員運行的飛機中行使商用駕駛員執照權利之前，執照持有人應當符合本章規定的與飛機類別相應的商用駕駛員執照飛行經歷和飛行技能要求，並取得按照本規則頒發的商用駕駛員執照。 （e）在單人操縱的航空器上，行使儀錶等級權利應當完成附加訓練。 （f）在下列情形下，執照持有人不再具有按照本規則頒發的多人制機組駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的。 （3）被追究刑事責任的。 I章 航線運輸駕駛員執照 第61.181條 適用範圍 本章規定了頒發航線運輸駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.183條 資格要求 符合下列條件的申請人，局方可以為其頒發航線運輸駕駛員執照： （a）年滿21周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有高中或高中以上文化程度。 （e）持有局方頒發的有效I級體檢合格證。 （f）持有按本規則頒發的商用駕駛員執照和儀錶等級或持有按本規則頒發的多人制機組駕駛員執照。 （g）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （h）通過了本規則第61.185條所要求航空知識的理論考試。 （i）通過了本規則第61.187條所要求飛行技能的實踐考試。 （j）出現本規則第61.197條（e）款（1）情形的，不得申請按照本規則頒發的航線運輸駕駛員執照。 （k）出現本規則第61.197條（e）款（2）情形的，安全飛行已滿10年。 （l）出現本規則第61.197條（e）款（3）情形的，安全飛行已滿兩年。 （m）符合本規則適用於所申請航空器類別和級別等級的相應條款的要求。 第61.185條 航空知識要求 除在航線運輸駕駛員執照上僅增加型別等級的申請人不必參加理論考試外，航線運輸駕駛員執照的申請人，應當掌握下列適用於所申請航空器類別和級別等級的航空知識，完成相應的地面訓練和理論考試： （a）航空法： 與航線運輸駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務措施和程序。 （b）飛機、直升機和傾轉旋翼機類航空器的一般知識： （1）電氣、液壓、增壓和航空器其他系統的一般特性和限制，包括自動駕駛儀和增穩飛行操縱系統。 （2）航空器動力裝置的工作原理、操作程序和使用限制；大氣條件對發動機性能的影響；飛行手冊或其他相應文件中的有關操作資料。 （3）有關類別航空器的使用程序和限制；根據飛行手冊中的有關操作資料，大氣條件對航空器性能的影響。 （4）相應的航空器設備和系統的使用及可用性檢查。 （5）飛行儀錶；羅盤、轉彎和增速誤差；陀螺儀錶，其使用限制和進動效應；各種飛行儀錶和電子顯示裝置發生故障時採取的措施和程序。 （6）適合於航空器機體、系統和動力裝置的維修程序。 （7）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）。 （c）飛行性能、計劃和裝載： （1）裝載及質量分佈對航空器操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據（包括巡航控製程序）的使用和實際運用。 （3）飛行前和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （4）對於直升機或傾轉旋翼機，外挂載荷對操縱的影響。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀與使用；代碼和簡字；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動；鋒面結構和影響起飛、航路和著陸條件的重要天氣現象的起源及特徵。 （3）結冰的原因、識別和影響；通過鋒區的程序；危險天氣的避讓。 （4）對於飛機和傾轉旋翼機，實用的高空氣象學，包括天氣報告、圖表和預報的判讀與使用；高空急流。 （f）領航： （1）空中領航，包括航圖、無線電導航設備和區域導航系統的使用；遠程飛行的特殊導航要求。 （2）航空器操縱和導航所必需的航空電子設備和儀錶的使用、限制和可用性。 （3）離場、航路、進近和著陸各飛行階段所用的導航系統的使用、精確度和可靠性；無線電導航設備的識別。 （4）自主式和參照外部基準的導航系統的原理和特性；機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理的原則。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼和縮略語》的理解與使用。 （3）預防和應急程序；安全措施。 （4）載運貨物和危險品的操作程序。 （5）旅客安全簡介的要求和做法，包括在上、下航空器時應遵守的預防措施。 （6）對於直升機和（如適用）傾轉旋翼機，帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 通信程序和用語；如遇通信故障應採取的行動。 第61.187條 飛行技能要求 （a）航線運輸駕駛員執照申請人應當針對下列航空器等級之一進行實踐考試： （1）飛機類別和單發級別等級； （2）飛機類別和多發級別等級； （3）直升機類別等級； （4）傾轉旋翼機類別等級； （5）包含在（1）至（4）所列類別和級別等級中的一個航空器型別等級。 （b）在航線運輸駕駛員執照的實踐考試中，申請人應當在相應航空器上演示完成下列動作與程序的能力： （1）飛行前程序，包括運行飛行計劃的準備和空中交通管制飛行計劃的申報； （2）所有飛行階段的正常飛行程序和動作； （3）在正常、不正常、緊急情況下（包括模擬發動機故障）按儀錶飛行規則運行的程序和動作，至少包括起飛時轉入儀錶飛行，標準儀錶離場和進場，航路儀錶飛行規則程序和導航，等待程序，儀錶進近至規定的最低標準，中斷進近程序，儀錶進近著陸； （4）與動力裝置、飛機各系統等設備故障有關的不正常、應急程序與動作； （5）機組失能和機組配合程序，包括機組成員職責分工、機組配合及檢查單的使用。 申請人演示上述能力時，其勝任程度與授予航線運輸駕駛員執照持有人的權利相適應，並且能夠： （1）識別並且管理威脅和差錯； （2）在各種情況下，在航空器限制範圍內平穩而準確地手動操縱航空器，以確保圓滿地完成各項程序或動作； （3）用與飛行階段相適應的自動化模式來操作航空器，並且保持對工作中的自動化模式的意識； （4）在飛行的各個階段能準確地完成正常、不正常和應急程序； （5）運用良好的判斷力和飛行技術，包括有條 理的決策和對事態保持警覺； （6）與其他飛行機組成員進行有效溝通，並演示有能力切實完成機組失能和機組配合程序，包括駕駛員任務的分配、機組配合、標準運行程序（SOPs）的執行及檢查單的使用。 （c）除本條（d）規定外，在航線運輸駕駛員執照上增加航空器型別等級的申請人，應當符合下列規定： （1）接受並記錄了由授權教員提供的針對所申請航空器型別等級的地面和飛行訓練。 （2）由授權教員在申請人的飛行經歷記錄本上簽字，證明其已完成所申請航空器型別等級的訓練。 （3）應當在真實或者模擬儀錶條件下實施實踐考試。但是如果該航空器型號合格審定為不能在儀錶飛行規則下運行，因此實踐考試沒有在儀錶條件下進行，則該申請人只能獲得帶有“僅限于VFR”限制的型別等級。 （d）參加CCAR-121和CCAR-135運行的駕駛員，申請在其航線運輸駕駛員執照上增加航空器型別等級或者申請帶有型別等級的航線運輸駕駛員執照時，無需滿足本條（c）（1）和（c）（2）的要求，但是應當由CCAR-121和CCAR-135合格證持有人在其訓練記錄上簽字，證明其完成了合格證持有人經批准的訓練大綱中相應航空器型別的機長訓練。 （e）通過航線運輸駕駛員執照實踐考試並獲得該執照的申請人，可以將其原駕駛員執照上與實踐考試所用航空器同一類別和級別的任何型別等級包含在其航線運輸駕駛員執照上，並具有航線運輸駕駛員執照的權利和限制。但是，如果原駕駛員執照上的型別等級具有“僅限于VFR”的限制，則該限制應當帶入航線運輸駕駛員執照中。原駕駛員執照上其他類別、級別和型別等級可帶入航線運輸駕駛員執照中，但應當註明僅具有原執照權限。 （f）飛機飛行模擬機和飛行訓練器可以用於完成飛機類別、級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別或級別的飛機，並且是在經局方批准的訓練課程中使用的。 （1）滿足下列條件之一的申請人，可以使用C級或者D級飛行模擬機代替飛機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪噴氣飛機一個型別等級的申請人，申請增加同一級別的另一個型別等級； （ii）持有渦輪螺旋槳飛機一個型別等級的申請人，申請增加同一級別的另一個型別等級； （iii）具有至少2,000小時飛行經歷時間，其中500小時是在與所申請型別等級相同級別的渦輪動力飛機上獲得的； （iv）具有至少500小時飛行經歷時間而且是在與所申請等級飛機同一型別的飛機上獲得的； （v）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的飛機上獲得的。 （2）不滿足本條（f）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在飛機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （g）直升機飛行模擬機和飛行訓練器可以用於完成直升機級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別的直升機，並且是在經局方批准的訓練課程中使用的。 （1）符合下列條件之一的申請人，在申請渦輪動力直升機的型別等級時，可以使用C級或者D級飛行模擬機代替直升機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪動力直升機一個型別等級的申請人，申請增加另一個型別等級； （ii）具有至少2,000小時飛行經歷時間，其中500小時是在渦輪動力直升機上獲得的； （iii）具有至少500小時飛行經歷時間而且是在同一型別的直升機上獲得的； （iv）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的渦輪動力直升機上獲得的。 （2）不滿足本條（g）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在直升機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （h）傾轉旋翼機飛行模擬機和飛行訓練器可以用於完成傾轉旋翼機級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別的傾轉旋翼機，並且是在經局方批准的訓練課程中使用的。 （1）符合下列條件之一的申請人，在申請傾轉旋翼機的型別等級時，可以使用C級或者D級飛行模擬機代替傾轉旋翼機完成除飛行前檢查外的所有訓練和考試： （i）持有傾轉旋翼機一個型別等級的申請人，申請增加另一個型別等級； （ii）具有至少2,000小時飛行經歷時間，其中500小時是在傾轉旋翼機上獲得的； （iii）具有至少500小時飛行經歷時間而且是在同一型別的傾轉旋翼機上獲得的； （iv）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的傾轉旋翼機上獲得的。 （2）不滿足本條（h）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在傾轉旋翼機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 第61.189條 飛機駕駛員的飛行經歷要求 （a）飛機類別和級別等級的航線運輸駕駛員執照的申請人應當具有至少1,500小時的作為飛機駕駛員飛行經歷時間，其中至少包括： （1）500小時轉場飛行時間。 （2）100小時夜間飛行時間。 （3）75小時實際或者模擬的儀錶時間，其中至少50小時是在實際飛行中的儀錶飛行時間。 （4）250小時擔任機長或監視下履行機長職責的飛行時間，其中擔任機長的飛行時間至少70小時；或500小時監視下履行機長職責的飛行時間。該飛行時間至少包括： （i）100小時轉場飛行時間； （ii）25小時夜間飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在飛機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,500小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,500小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.191條 直升機駕駛員的飛行經歷要求 （a）直升機類別等級的航線運輸駕駛員執照申請人，應當具有至少1,000小時作為直升機駕駛員的飛行經歷時間，其中至少包括： （1）200小時轉場飛行時間，其中100小時是作為機長或在監視之下履行機長職責的飛行時間； （2）50小時夜間飛行時間； （3）30小時在實際或者模擬儀錶條件下的儀錶飛行時間，其中至少20小時在空中完成； （4）250小時擔任機長或者監視下履行機長職責的飛行時間，其中至少70小時是擔任機長的飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在直升機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,000小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,000小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.193條 傾轉旋翼機駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的航線運輸駕駛員執照的申請人應當具有至少1,500小時駕駛員飛行經歷時間，其中在傾轉旋翼機上的駕駛員飛行經歷時間至少包括： （1）100小時轉場飛行時間。 （2）100小時夜間飛行時間。 （3）75小時實際或者模擬的儀錶時間，其中至少50小時是在實際飛行中的儀錶飛行時間。 （4）250小時擔任機長或監視下履行機長職責的飛行時間，其中擔任機長的飛行時間至少70小時。該飛行時間至少包括： （i）50小時轉場飛行時間； （ii）25小時夜間飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在傾轉旋翼機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,500小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,500小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.195條 增加類別和級別的要求 （a）飛機類別等級和傾轉旋翼機類別等級的航線運輸駕駛員執照持有人申請增加直升機類別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.191條適用的飛行經歷要求； （5）通過了本規則61.187（b）要求的實踐考試。 （b）直升機類別等級和傾轉旋翼機類別等級的航線運輸駕駛員執照持有人申請增加飛機類別和單發或多發級別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.189條適用的飛行經歷要求； （5）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 （c）飛機類別等級和直升機類別等級的航線運輸駕駛員執照持有人申請增加傾轉旋翼機類別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.189條適用的飛行經歷要求； （5）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 （d）飛機類別的航線運輸駕駛員執照持有人申請增加級別等級，應當符合下列規定： （1）滿足本規則第61.183條中除（h）之外的其他資格要求； （2）滿足本規則61.187（c）要求（如適用）； （3）滿足本章適用的飛行經歷要求； （4）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 第61.197條 航線運輸駕駛員執照持有人的權利和限制 （a）航線運輸駕駛員可以行使相應的私用和商用駕駛員執照以及儀錶等級的權利。 （b）航線運輸駕駛員可以在從事公共航空運輸的航空器上擔任機長和副駕駛。 （c）如果飛機類別的航線運輸駕駛員執照持有人以前僅持有多人制機組駕駛員執照，除非其飛行經歷已滿足本規章中對在單駕駛員運行的飛機中行使商用駕駛員執照權利的所有要求，否則在其執照的多發飛機等級上簽注“僅限于多人制機組運行”。 （d）在下列情形下，執照持有人不再具有按照本規則頒發的航線運輸駕駛員執照權利以及商用駕駛員執照或多人制機組駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的。 （3）被追究刑事責任的。 （e）在下列情形下，執照持有人不再具有按照本規則頒發的航線運輸駕駛員執照權利，並不得在從事公共航空運輸的航空器上擔任機長和副駕駛： （1）執照持有人被認定為特別重大或重大飛行事故責任人； （2）執照持有人被認定為較大飛行事故責任人； （3）執照持有人被認定為一般飛行事故責任人。 J章 飛行教員等級 第61.201條 適用範圍 本章規定了在駕駛員執照上簽注飛行教員等級的條件以及飛行教員等級持有人的權利和限制。 第61.203條 資格要求 （a）符合下列條件的申請人，局方可以在其駕駛員執照上簽注運動教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有運動駕駛員執照，並帶有相應于所申請運動教員等級的航空器類別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了適用於所申請運動教員等級的本規則61.205（c）所要求航空知識的理論考試。 （7）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請運動教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （8）在相應類別的航空器上通過了本規則第61.207條要求的適用於所申請運動教員等級的實踐考試。 （9）滑翔機教員等級申請人應當滿足下列要求： （i）由授權教員在其飛行經歷記錄本上簽字，證明其在對螺旋審定合格的飛機或者滑翔機上接受了有關螺旋的飛行訓練，在失速識別、螺旋進入、保持和改出程序方面是合格的，並具有教學能力； （ii）在實踐考試中演示其在失速識別、螺旋進入、保持和改出程序方面的教學能力。 （10）在申請實踐考試前應滿足下列經歷要求： （i）對於在初級飛機上行使運動教員權利的申請人，應接受了由授權教員實施的至少10小時儀錶飛行教學，其中最多5小時在經批准的飛行訓練器上完成；飛行經歷時間至少150小時，其中包括不少於20小時在初級飛機或飛機上作為機長的轉場飛行。 （ii）對於在自轉旋翼機上行使運動教員權利的申請人，飛行經歷時間至少150小時，其中包括不少於20小時在自轉旋翼機上作為機長的轉場飛行。 （iii）對於在滑翔機上行使運動教員權利的申請人，滑翔機飛行經歷時間至少25小時，或者在重於空氣的航空器上的飛行經歷時間至少200小時，其中在滑翔機上作為機長至少完成100次起飛著陸。 （iv）對於在自由氣球上行使運動教員權利的申請人，在自由氣球上作為機長至少35小時。 （v）對於在小型飛艇上行使運動教員權利的申請人，飛行經歷時間至少200小時，其中在小型飛艇或飛艇上作為機長至少100小時。 （11）符合本規則適用於所申請運動教員等級的相應條款要求。 （b）符合下列條件的申請人，局方可以在其駕駛員執照上簽注基礎教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別和級別等級；申請人申請飛機類別單發或多發級別等級的教員等級，應當持有相應儀錶等級或者航線運輸駕駛員執照。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了本規則61.205（a）要求的理論考試，但已持有按本規則頒發的教員等級和地面教員執照的申請人和持有高等院校教師資格證書的申請人除外。 （7）通過了適用於所申請基礎教員等級的本規則61.205（d）所要求航空知識的理論考試。 （8）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請基礎教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （9）在下列任一設備上通過了本規則第61.207條要求的適用於所申請基礎教員等級的實踐考試： （i）能代表所申請航空器類別、級別或型別等級的航空器； （ii）能代表所申請航空器類別、級別或型別的在經批准訓練課程中使用的飛行模擬機或飛行訓練器。 （10）飛機基礎教員申請人應當滿足下列要求： （i）由授權教員在其飛行經歷記錄本上簽字，證明其在對螺旋審定合格的飛機或者滑翔機上接受了有關螺旋的飛行訓練，在失速識別、螺旋進入、保持和改出程序方面是合格的，並具有教學能力； （ii）在實踐考試中演示其在失速識別、螺旋進入、保持和改出程序方面的教學能力。 （11）在申請實踐考試前，在所申請教員等級的航空器類別和級別的航空器上擔任機長至少15小時。 （12）符合本規則適用於所申請基礎教員等級的相應條款要求。 （c）符合下列條件的申請人，局方可以在其駕駛員執照上簽注儀錶教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有附加儀錶等級的商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了本規則61.205（a）要求的理論考試，但已持有按本規則頒發的教員等級和地面教員執照的申請人和持有高等院校教師資格證書的申請人除外。 （7）通過了適用於所申請儀錶教員等級的本規則61.205（e）所要求航空知識的理論考試。 （8）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請儀錶教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （9）在下列任一設備上通過了本規則第61.207條要求的適用於所申請儀錶教員等級的實踐考試： （i）能代表所申請航空器類別、級別或型別等級的航空器； （ii）能代表所申請航空器類別、級別或型別的在經批准訓練課程中使用的飛行模擬機或飛行訓練器。 （10）在申請實踐考試前，在所申請儀錶教員等級的航空器類別、級別和型別（如適用）的航空器上擔任機長至少15小時。 （11）符合本規則適用於所申請儀錶教員等級的相應條款要求。 （d）符合下列條件的申請人，局方可以在其駕駛員執照上簽注型別教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有帶有儀錶等級的商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別、級別等級和型別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則61.205（a）要求的教學原理和61.205（b）要求的機型理論知識及模擬機面板使用知識（如適用）的訓練。 （6）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請型別教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （7）在下列任一設備上通過了本規則第61.207條要求的適用於所申請型別教員等級的實踐考試： （i）能代表所申請航空器類別、級別和型別等級的航空器； （ii）能代表所申請航空器類別、級別和型別的在經批准訓練課程中使用的飛行模擬機。 （8）型別教員等級申請人在申請實踐考試前應滿足下列經歷要求： （i）對於初次申請飛機類別的型別教員等級申請人，擔任飛機機長的飛行經歷時間至少500小時，其中在所申請型別的飛機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的飛機上擔任機長的飛行經歷時間至少100小時。 （ii）對於初次申請直升機類別的型別教員等級申請人，擔任直升機機長的飛行經歷時間至少300小時，其中在所申請型別的直升機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的直升機上擔任機長的飛行經歷時間至少100小時。 （iii）對於初次申請傾轉旋翼機類別的型別教員等級申請人，擔任飛機、直升機或傾轉旋翼機機長的飛行經歷時間至少500小時，其中在所申請型別的傾轉旋翼機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的傾轉旋翼機上擔任機長的飛行經歷時間至少100小時。 （iv）經局方批准，對於擔任型別等級教員超過500小時的申請人，在申請新型號機型的型別教員時，上述標準可適當降低。 （9）符合本規則適用於所申請型別教員等級的相應條款要求。 第61.204條 其他要求 申請飛行教員等級，還應滿足下列條件： （a）出現本規則第61.197條（e）款（1）情形的，不得申請按照本規則頒發的飛行教員等級； （b）出現本規則第61.197條（e）款（2）情形的，安全飛行已滿10年； （c）出現本規則第61.197條（e）款（3）情形的，安全飛行已滿兩年。 第61.205條 知識要求 教員等級申請人應當接受並記錄了由授權教員提供的下列地面訓練： （a）至少40小時教學原理訓練： （1）教學技巧； （2）學習過程； （3）對地面教學科目中學員表現的評定； （4）有效教學的基本要素； （5）對學員的評價、提問和考試； （6）課程研製開發； （7）制定授課計劃； （8）課堂教學技巧； （9）訓練設備的使用，包括酌情使用飛行模擬訓練裝置； （10）分析、糾正學員錯誤； （11）與飛行教員有關的人的行為能力，包括威脅和差錯管理的原則； （12）模擬航空器系統失效和故障所産生的危險。 （b）對於型別教員申請人，還應當接受並記錄了由授權教員提供的至少8小時機型理論知識的地面訓練，如果申請人擬在模擬機上行使教員權利，則還應當接受並記錄了由授權教員提供的4小時模擬機面板使用知識的地面訓練。 （c）對於運動教員申請人，還應當接受並記錄了相應航空器類別的運動駕駛員執照要求的航空知識。 （d）對於基礎教員申請人，還應當接受並記錄了相應航空器類別的私用、商用駕駛員執照要求的航空知識。 （e）對於儀錶教員申請人，還應當接受並記錄了相應航空器類別的儀錶等級要求的航空知識。 第61.207條 飛行教學能力 （a）教員等級的申請人應當在本條所列科目上，接受了由本條（b）中授權教員提供的適合於所申請教員等級的飛行訓練。另外，其飛行經歷記錄本應當有提供訓練的授權教員簽字，證明申請人有能力通過包括下列內容的實踐考試： （1）針對基礎、經驗和能力水平各不相同的學員，準備和實施授課計劃； （2）評價學員的飛行完成情況； （3）飛行前指導和飛行後講評； （4）飛行教員責任和出具簽字證明的程序； （5）正確分析和糾正學員的常見飛行偏差； （6）完成並分析與所申請教員等級相應的標準飛行訓練程序與動作。 （b）教員等級申請人接受授權教員飛行訓練的時間應滿足下列要求： （1）運動教員： （i）對於初級飛機、自轉旋翼機和小型飛艇類別，在相應類別航空器上15小時； （ii）對於滑翔機類別，在滑翔機上10小時，且應包括10次飛行； （iii）對於自由氣球類別，在自由氣球上3小時，包括3次起飛教學。 （2）基礎教員： （i）對於飛機和直升機類別，在相應類別和級別航空器上30小時； （ii）對於飛艇和傾轉旋翼機類別，在相應類別航空器上20小時。 （3）儀錶教員： 在相應類別航空器上15小時。 （4）型別教員： 在相應型別航空器上或在經局方審定批准的能代表相應型別航空器的模擬機上10小時。對於僅在模擬機上接受訓練的教員，應在其型別教員等級中簽注“僅限飛行模擬機”。 （c）為教員等級申請人提供飛行訓練的授權教員應當符合下列條件： （1）為運動教員申請人提供飛行訓練的授權教員： （i）對於初級飛機運動教員，應持有飛機基礎教員等級或初級飛機運動教員等級且至少已完成教學飛行200小時以上； （ii）對於自轉旋翼機運動教員，應持有自轉旋翼機運動教員等級且至少已完成教學飛行200小時以上； （iii）對於滑翔機運動教員，應持有滑翔機運動教員等級且至少已完成80小時或150次滑翔機飛行教學； （iv）對於自由氣球運動教員，應持有自由氣球運動教員等級且至少已完成50小時或50次自由氣球飛行教學； （v）對於小型飛艇飛行教員，應持有飛艇基礎教員等級或小型飛艇運動教員等級且至少已完成200小時飛艇或小型飛艇飛行教學。 （2）為基礎教員申請人提供飛行訓練的授權教員應持有相應的基礎教員等級且在相應的類別和級別航空器上至少完成200小時飛行教學。 （3）為儀錶教員申請人提供飛行訓練的授權教員應持有相應類別、級別、型別（如適用）和儀錶教員等級駕駛員執照且至少完成200小時飛行教學。 （4）為型別教員等級申請人提供飛行訓練的授權教員應作為型別教員至少3年且在相應型別航空器上至少完成200小時飛行教學。 第61.209條 飛行教員的教學記錄 （a）飛行教員應當在接受其飛行或地面教學的每個人的飛行經歷記錄本上簽字，並註明提供教學的內容、課時和日期。 （b）飛行教員應當在飛行教員記錄本或單獨文件中記錄下列內容： （1）由該教員在飛行經歷記錄本或者在學生駕駛員執照上簽字而被授予單飛權利的每個人的姓名。記錄應當包括每次簽字的日期以及所涉及的航空器型號。 （2）由該教員簽字推薦參加理論考試或者實踐考試的每個人的姓名，記錄還應當包括考試的種類、日期和考試結果。 （c）每個飛行教員應當將本條要求的記錄保存至少3年。 第61.211條 增加教員等級的要求 （a）飛行教員申請在其執照上增加其他教員等級應當滿足本規則第61.203條 所列的適合於所申請飛行教員等級的資格要求，但不要求其再次通過本規則61.205（a）要求的關於教學原理的理論考試。 （b）單發飛機基礎教員申請增加多發飛機基礎教員等級，或者多發飛機基礎教員申請增加單發飛機基礎教員等級，不要求再次通過本規則61.205（d）要求的關於航空知識的理論考試。 第61.213條 飛行教員的權利 （a）飛行教員在其所持駕駛員執照種類的限制內，可以分別提供本規則頒發下列執照和等級所要求的地面和飛行訓練： （1）運動教員： （i）運動駕駛員執照； （ii）運動教員等級； （iii）運動航空器類別和級別等級。 （2）基礎教員： （i）私用駕駛員執照； （ii）商用駕駛員執照； （iii）多人制機組駕駛員執照； （iv）地面教員執照； （v）航線運輸駕駛員執照（如適用）； （vi）基礎教員等級； （vii）航空器類別和級別等級。 （3）儀錶教員： （i）多人制機組駕駛員執照； （ii）儀錶教員等級； （iii）儀錶等級。 （4）型別教員： （i）多人制機組駕駛員執照； （ii）航線運輸駕駛員執照（如適用）； （iii）型別教員等級； （iv）儀錶等級； （v）航空器型別等級。 （b）飛機基礎教員可以行使初級飛機運動教員權利；飛艇基礎教員可以行使小型飛艇運動教員權利。 （c）飛行教員在其教員等級的限制內，有下列簽字權利： （1）根據本規則第61.105和61.109條對學生駕駛員的單飛和轉場單飛要求，在接受該教員訓練的學生駕駛員執照上簽字，批准其學生駕駛員單飛或者轉場單飛； （2）根據本規則第61.105和61.109條對學生駕駛員的單飛和轉場單飛要求，在接受該教員訓練的學生駕駛員飛行經歷記錄本上簽字，批准其學生駕駛員單飛或者每次轉場單飛； （3）在按本規則頒發的駕駛員執照申請人或者教員等級申請人的飛行經歷記錄本上簽字，證明該申請人已準備好參加本規則要求的理論考試或者實踐考試。 第61.215條 飛行教員的限制 飛行教員應當遵守下列規定： （a）教學小時數： 在任何連續24小時期間內，實施飛行訓練不得超過8小時。 （b）航空器等級： 除本規則61.213（b）規定外，不得在其駕駛員執照中未獲得的類別、級別、型別等級（如適用）和教員等級的航空器上實施飛行教學。 （c）儀錶等級： 為頒發儀錶等級或不帶VFR限制的型別等級而提供儀錶飛行訓練的飛行教員，在其駕駛員執照上應當具有適合於所提供儀錶訓練的航空器類別和級別等級的儀錶等級和儀錶教員等級。 （d）簽字限制： （1）在滿足下列條件後，飛行教員方可在學生駕駛員執照或飛行經歷記錄本上簽字，批准其單飛： （i）親自對該學生駕駛員提供了本規則授予單飛權利所要求的飛行訓練； （ii）確認該學生駕駛員能夠遵守飛行教員出於安全考慮而在飛行經歷記錄本上作出的任何限制，已經做好準備能夠安全實施單飛。 （2）飛行教員審查了學生駕駛員的飛行準備、計劃、設備和擬用的程序，認為該學員未作好準備，則不得在學生駕駛員執照和飛行經歷記錄本上簽字，批准其轉場飛行。 （e）不涉及型別等級的多發飛機、直升機或傾轉旋翼機的教學： 在多發飛機、直升機或傾轉旋翼機上提供執照或等級所要求飛行訓練的飛行教員，應當在相應廠家和型號的航空器上擔任機長飛行至少10小時。 （f）禁止自我簽字： 飛行教員不得為獲得本規則要求的執照、等級、實踐考試或者理論考試權利而為自己進行任何簽字。 第61.217條 教員等級的更新 （a）教員等級在其頒發月份之後第36個日曆月結束時期滿。 （b）飛行教員可以在其教員等級期滿前申請更新，但應當符合下列條件之一： （1）通過了以下相應教員等級的實踐考試： （i）運動教員等級的執照持有人，如果通過了任何一個運動教員等級的實踐考試，則其所持有的教員等級均視為更新，但其運動執照下相應等級定期檢查不在有效期內的除外； （ii）基礎教員和儀錶教員等級的執照持有人，如果通過了其基礎教員等級或儀錶教員等級中任何一項的實踐考試，則其基礎教員和儀錶教員的所有等級均視為更新，但其相應等級的熟練檢查不在有效期內的除外； （iii）型別教員等級的執照持有人，如果通過了其型別教員等級中任何一項的實踐考試，則其所有型別教員等級均視為更新，但其相應型別等級的熟練檢查不在有效期內的除外。 （2）飛行教員在其教員等級期滿前90天內通過相應教員等級的更新檢查： （i）運動教員等級的執照持有人，如果通過了任何一個運動教員等級的更新檢查，則其所有教員等級均視為更新，但其運動執照下相應等級定期檢查不在有效期內的除外； （ii）基礎教員和儀錶教員等級的執照持有人，如果通過了其基礎教員等級或儀錶教員等級中任何一項的更新檢查，則其基礎教員和儀錶教員的所有等級均視為更新，但其相應等級的熟練檢查不在有效期內的除外； （iii）型別教員等級的執照持有人，如果通過了其型別教員等級中任何一項的更新檢查，則其所有型別教員等級均視為更新，但其相應型別等級的熟練檢查不在有效期內的除外。 （3）教員等級更新由考試員在其執照記錄欄中簽注；按本條（b）（1）進行更新的，教員等級有效期自實踐考試之日起計算。 第61.219條 教員等級過期後的重新辦理 （a）飛行教員在其教員等級過期後，應當通過本規則第61.203條要求的實踐考試後，局方可恢復其教員等級。 （b）當飛行教員的駕駛員執照上與教員等級相對應的等級失效時，其教員等級權利自動喪失，除非該駕駛員按本規則恢復其駕駛員執照上所有相應的等級，其中教員等級的恢復需按本章頒發飛行教員等級的規定通過理論考試（如適用）和實踐考試。 K章 地面教員執照 第61.231條 適用範圍 本章規定了頒發地面教員執照與等級的條件以及這些執照與等級持有人的權利和限制。 第61.233條 資格要求 （a）滿足下列條件的申請人，可以獲得地面教員執照： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。 （4）具有高中或者高中以上文化程度。 （5）除本條（b）規定外，完成了包含下列內容的至少20小時教學原理培訓，並通過了理論考試： （i）學習過程； （ii）有效教學的基本要素； （iii）對學員的評價、提問和考試； （iv）課程研製開發； （v）制定授課計劃； （vi）課堂教學技巧。 （6）按所申請的等級，通過了下列相應的航空知識理論考試： （i）對於基礎地面教員等級，根據所申請的航空器類別等級，通過了本規則第61.125條相應航空器類別等級所要求的航空知識理論考試； （ii）對於高級地面教員等級，根據所申請的航空器類別等級，通過了本規則第61.125、61.155和61.185條相應航空器類別等級所要求的航空知識理論考試； （iii）對於儀錶地面教員等級，通過了本規則第61.83條要求的儀錶等級理論考試。 （b）下列申請人不需要進行本條（a）（5）規定的理論考試： （1）已經持有按本規則頒發的飛行教員等級或者地面教員執照的人員； （2）局方認可的高等院校教師資格證書持有人。 第61.235條 地面教員的權利 （a）初級地面教員等級的持有人具有下列權利： （1）提供按本規則頒發私用駕駛員執照或者相關航空器等級所要求的航空知識地面訓練； （2）提供私用駕駛員執照定期檢查所要求的地面訓練； （3）簽字推薦申請人參加按本規則頒發私用駕駛員執照所要求的理論考試。 （b）高級地面教員等級的持有人具有下列權利： （1）提供按本規則頒發任何執照和相關等級所要求的航空知識地面訓練； （2）提供任何駕駛員執照定期檢查所要求的地面訓練； （3）簽字推薦申請人參加按本規則頒發的任何執照所要求的理論考試。 （c）儀錶地面教員等級的持有人具有下列權利： （1）提供按本規則頒發儀錶等級所要求的航空知識地面訓練； （2）簽字推薦申請人參加按本規則頒發儀錶等級所要求的理論考試。 （d）地面教員執照持有人在其執照的等級限制內，有權在接受其訓練或者推薦的每個人的飛行經歷記錄本或者其他訓練記錄上簽字。 第61.237條 近期經歷要求 地面教員執照持有人應當符合下列規定之一，方能履行地面教員的職責： （a）在前12個日曆月內，擔任地面教員至少3個月； （b）在前12個日曆月內，取得了授權地面教員或者飛行教員的簽字，證明其已熟練掌握本規則61.233（a）（5）和（a）（6）規定的科目。 第61.238條 地面教員執照的更新 地面教員執照持有人可以在其教員執照期滿前申請更新，但應當符合下列條件之一： （a）增加了任何新的地面教員等級； （b）地面教員在其教員執照期滿前90天內向局方展示相應的教學記錄。 第61.239條 地面教員執照過期後的重新辦理 地面教員執照過期後，應當通過了本規則61.233（a）（5）、（a）（6）要求的理論考試後，局方可重新頒發地面教員執照。 L章 法律責任 第61.241條 涉及酒精或藥物的違禁行為的處罰 對於違反本規則第61.15條規定的執照持有人，應當責令當事人立即停止擔任飛行機組成員，並給予警告，或暫扣執照1至6個月的處罰；情節嚴重的，應當給予吊銷執照的處罰；構成犯罪的，依法追究刑事責任。 第61.243條 拒絕接受酒精、藥物檢驗或提供檢驗結果的處罰 對於違反本規則第61.17條規定拒絕、阻礙接受酒精、藥物檢驗或提供檢驗結果的本規則執照持有人，責令該員立體停止當日飛行運行活動，並移送公安機關進行處理。 第61.245條 理論考試中的作弊或其他禁止的行為的處罰 （a）對於違反本規則第61.37條規定的執照或等級申請人，局方對申請人予以警告，申請人自該行為被發現之日起1年內不得申請按照本規則頒發的執照或等級以及考試。 （b）對於違反本規則第61.37條規定的執照或等級持有人，局方對當事人予以警告，同時撤銷相應的執照等級，責令當事人立即停止飛行運行並交回其已取得的相應執照。駕駛員執照等級被撤銷之日起3年內，當事人不得申請按照本規則頒發的執照或等級以及考試。 第61.247條 提供虛假材料的處罰 （a）對於違反本規則第61.63條（1）或（2）款的執照或等級申請人，由民航地區管理局給予警告的處罰，申請人1年內不得再次申請該執照或等級；對於執照或等級持有人，由民航地區管理局給予警告的處罰，撤銷其相應執照或等級，當事人3年內不得再次申請執照或等級。 （b）對於違反本規則第61.63條（3）或（4）款的執照持有人，由民航地區管理局處以警告或者500元以上1000元以下罰款。 第61.249條對其他違章行為的處罰 （a）本規則執照持有人違反本規則第61.9的規定在行使相應權利時未隨身攜帶執照的，根據《中華人民共和國民用航空法》第二百零八條的規定，局方給予警告。 （b）本規則執照申請人或持有人違反本規則第61.9、61.27、61.53、61.59條的規定，無必需的執照或等級進行飛行，或從事所持執照或等級權限以外的飛行，或在身體缺陷不符合體檢要求而進行飛行，或所需的定期、熟練檢查超過有效期進行飛行，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，局方責令其立即停止民用航空活動，處以500元以下罰款，對其單位處以10萬元以下罰款，情節嚴重的，處以1000元以下罰款，對其單位處以20萬元以下罰款；構成犯罪的，依法追究刑事責任。 （c）本規則執照申請人或持有人違反本規則第61.9、61.213、61.215或者61.235條的規定，教員執照或等級持有人進行所持執照或等級權限以外教學的，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，局方責令其立即停止教學活動，處以500元以下罰款，對其單位處以10萬元以下罰款，情節嚴重的，處以1000元以下罰款，對其單位處以20萬元以下罰款。教員執照或等級持有人弄虛作假為不合格的人員出具本規則要求的簽字證明的，局方責令其立即停止教學活動，處1000元以下罰款。 （d）本規則執照持有人違反本規則第61.107條、61.120條、61.137條、61.171條、61.173條、61.179條 或61.197條的規定，違規從事私用飛行活動的，局方責令其立即停止民用航空活動，處以警告或1000元以下罰款，對其單位處以10萬元以下罰款；違規從事私用載人飛行的，局方責令其立即停止民用航空活動，處以1000元以下罰款，對其單位處以10萬元以下罰款；違規從事商業飛行活動的，局方責令其立即停止民用航空活動，處以1000元以下罰款，對其單位處以10萬元以下罰款；違規從事商業載客飛行活動的，局方責令其立即停止民用航空活動，處以1000元罰款，對其單位處以10萬元以下罰款。本規則執照持有人違反上述規則情節嚴重的，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，對其單位處以20萬元以下罰款。 第61.251條 受到刑事處罰後執照的處理 本規則執照持有人受到刑事處罰期間，不得行使所持執照賦予的權利。 M章 附 則 第61.281條 施行日期和廢止的規章 本規則自2014年9月1日起施行。中國民用航空總局2002年10月21日發佈的《民用航空器駕駛員、飛行教員和地面教員合格審定規則》（民航總局令第115號）、2004年12月16日發佈的《中國民用航空總局關於修訂〈民用航空器駕駛員、飛行教員和地面教員合格審定規則〉的決定》（民航總局令第137號）、2006年10月30日發佈的《中國民用航空總局關於修訂〈民用航空器駕駛員、飛行教員和地面教員合格審定規則〉、〈大型飛機公共航空運輸承運人運行合格審定規則〉的決定》（民航總局令第173號）和2008年6月3日發佈的《關於印發〈中國民用航空空勤人員有關責任追究暫行規定〉的通知》同時廢止。 第61.283條 執照有效期、原飛行教員執照的換發 （a）按照原CCAR-61部頒發的航空器駕駛員執照和地面教員執照有效期至2020年8月31日。 （b）原飛行教員執照到期換發時局方將頒發帶有教員等級的駕駛員執照，在換發新執照之前，原教員執照繼續有效。 （c）原駕駛員執照或等級不適合本規則要求的，在2015年8月31日前可換發為符合本規則要求的相應執照或等級。在換發新執照之前，原執照和等級權利繼續有效。 附件Ａ：語言能力評定標準 關於《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第一次修訂的説明 《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第二次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第三次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第四次修訂的説明 （以上附件、修訂説明略，詳情請登錄民航局網站） 中國民用航空局令 第 224 號 《民用航空器駕駛員和地面教員合格審定規則》（CCAR-61-R4）已經2014年6月16日中國民用航空局局務會議通過，現予公佈，自2014年9月1日起施行。 局 長 李家祥 2014年7月10日 民用航空器駕駛員和地面教員 合 格 審 定 規 則 1996年8月1日發佈， 2002年10月21日第1次修訂 2004年12月16日第2次修訂 2006年10月30日第3次修訂 2014年7月10日第4次修訂 目 錄 A章 總則 第61.1條 目的和依據 第61.3條 適用範圍 第61.5條 機構與職責 第61.7條 定義 第61.9條 執照、合格證和等級的要求 第61.11條 飛行模擬機和飛行訓練器的鑒定和批准 第61.13條 按本規則頒發的執照和等級 第61.15條 涉及酒精或者藥物的違禁行為 第61.17條 接受酒精、藥物檢驗或者提供檢驗結果 第61.19條 臨時執照 第61.21條 執照的有效期 第61.23條 執照的更新和重新辦理 第61.25條 體檢合格證的要求 第61.27條 航空器等級限制和附加訓練要求 第61.29條 語言能力要求和無線電通信資格 B章 一般規定 第61.31條 執照和等級的申請與審批 第61.33條 考試的一般程序 第61.35條 理論考試和語言能力考試的准考條件和通過成績 第61.37條 理論考試和語言能力考試中禁止的行為 第61.39條 實踐考試的准考條件 第61.41條 從軍方和境外飛行教員處接受的飛行訓練 第61.43條 實踐考試的一般要求 第61.45條 實踐考試必需的航空器和設備 第61.47條 實踐考試中考試員的地位 第61.49條 考試不合格後的再次考試 第61.51條 飛行經歷記錄本 第61.53條 身體缺陷期間的限制 第61.55條 副駕駛資格要求 第61.56條 接受檢查 第61.57條 定期檢查 第61.59條 熟練檢查 第61.61條 機長近期飛行經歷要求 第61.63條 禁止提供虛假材料 第61.65條 變更姓名或者地址 第61.67條 自願放棄或者更換執照 第61.69條 補發執照 C章 增加等級和特殊規定 第61.81條 增加航空器等級 第61.83條 儀錶等級要求 第61.87條 牽引滑翔機的航空器機長經歷和訓練要求 第61.89條 按其他規章批准的訓練大綱完成訓練的人員 第61.91條 對具有國家航空器駕駛員經歷的人員的特殊規定 第61.93條 外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發駕駛員執照 第61.95條 依據外國或香港、澳門特別行政區駕駛員執照頒發認可函 D章 學生駕駛員執照 第61.101條 適用範圍 第61.103條 資格要求 第61.105條 學生駕駛員單飛要求 第61.107條 一般限制 第61.109條 轉場單飛要求 E章 運動駕駛員執照 第61.111條 適用範圍 第61.113條 資格要求 第61.115條 航空知識要求 第61.117條 飛行技能要求 第61.119條 運動駕駛員的飛行經歷要求 第61.120條 運動駕駛員執照持有人的權利和限制 F章 私用駕駛員執照 第61.121條 適用範圍 第61.123條 資格要求 第61.125條 航空知識要求 第61.127條 飛行技能要求 第61.129條 飛機類別駕駛員的飛行經歷要求 第61.131條 直升機類別駕駛員的飛行經歷要求 第61.133條 飛艇類別駕駛員的飛行經歷要求 第61.135條 傾轉旋翼機類別駕駛員的飛行經歷要求 第61.137條 私用駕駛員執照持有人的權利和限制 G章 商用駕駛員執照 第61.151條 適用範圍 第61.153條 資格要求 第61.155條 航空知識要求 第61.157條 飛行技能要求 第61.159條 飛機類別駕駛員的飛行經歷要求 第61.161條 直升機類別駕駛員的飛行經歷要求 第61.165條 飛艇類別駕駛員的飛行經歷要求 第61.166條 傾轉旋翼機類別駕駛員的飛行經歷要求 第61.171條 夜間飛行限制 第61.173條 商用駕駛員執照持有人的權利和限制 H章 飛機類別多人制機組駕駛員執照 第61.174條 適用範圍 第61.175條 資格要求 第61.176條 航空知識要求 第61.177條 飛行技能要求 第61.178條 飛行經歷要求 第61.179條 多人制機組駕駛員執照持有人的權利和限制 I章 航線運輸駕駛員執照 第61.181條 適用範圍 第61.183條 資格要求 第61.185條 航空知識要求 第61.187條 飛行技能要求 第61.189條 飛機駕駛員的飛行經歷要求 第61.191條 直升機駕駛員的飛行經歷要求 第61.193條 傾轉旋翼機駕駛員的飛行經歷要求 第61.195條 增加類別和級別的要求 第61.197條 航線運輸駕駛員執照持有人的權利和限制 J章 飛行教員等級 第61.201條 適用範圍 第61.203條 資格要求 第61.204條 其他要求 第61.205條 知識要求 第61.207條 飛行教學能力 第61.209條 飛行教員的教學記錄 第61.211條 增加教員等級的要求 第61.213條 飛行教員的權利 第61.215條 飛行教員的限制 第61.217條 教員等級的更新 第61.219條 教員等級過期後的重新辦理 K章 地面教員執照 第61.231條 適用範圍 第61.233條 資格要求 第61.235條 地面教員的權利 第61.237條 近期經歷要求 第61.238條 地面教員執照的更新 第61.239條 地面教員執照過期後的重新辦理 L章 法律責任 第61.241條 涉及酒精或藥物的違禁行為的處罰 第61.243條 拒絕接受酒精、藥物檢驗或提供檢驗結果的處罰 第61.245條 理論考試中的作弊或其他禁止的行為的處罰 第61.247條 提供虛假材料的處罰 第61.249條 對其他違章行為的處罰 第61.251條 受到刑事處罰後執照的處理 M章 附則 第61.281條 施行日期和廢止的規章 第61.283條 執照有效期、原飛行教員執照的換發 附件A 語言能力評定標準 關於《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第一次修訂的説明 《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第二次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第三次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第四次修訂的説明 A章 總 則 第61.1條 目的和依據 為了規範民用航空器駕駛員和地面教員的合格審定工作，根據《中華人民共和國民用航空法》制定本規則。 第61.3條 適用範圍 （a）本規則適用於中國民用航空局（以下簡稱民航局）和民用航空地區管理局（以下簡稱地區管理局）及地區管理局派出機構（上述所有機構以下統稱局方）對民用航空器駕駛員和地面教員執照的頒發與管理。 （b）民用航空器駕駛員和地面教員執照與等級的申請和權利行使應當遵守本規則的規定。 第61.5條 機構與職責 （a）民航局飛行標準職能部門統一管理民用航空器駕駛員和地面教員合格審定工作，負責全國民用航空器駕駛員和地面教員的執照和等級的頒發與管理工作。 （b）地區管理局及其派出機構的飛行標準職能部門根據民航局飛行標準職能部門的規定，具體負責本地區民用航空器駕駛員和地面教員執照和等級的頒發與管理工作。 第61.7條 定義 本規則使用的術語定義如下： （a）機長，是指在飛行時間內負責航空器的運行和安全的駕駛員。 （b）副駕駛，是指在飛行時間內除機長以外的、在駕駛崗位執勤的持有執照的駕駛員，但不包括在航空器上僅接受飛行訓練的駕駛員。 （c）訓練時間，是指受訓人在飛行中、地面上、飛行模擬機或飛行訓練器上從授權教員處接受訓練的時間。 （d）飛行時間，是指航空器為準備起飛而借助自身動力開始移動時起，到飛行結束停止移動時止的總時間。對於直升機是指，從直升機的旋翼開始轉動時起到直升機飛行結束停止移動及旋翼停止轉動為止的總時間。對於滑翔機是指，不論拖曳與否，從滑翔機為了起飛而開始移動時起到飛行結束停止移動時為止佔用的飛行總時間。 （e）儀錶飛行時間，是指駕駛員僅參照儀錶而不借助外部參照點駕駛航空器的時間。 （f）飛行經歷時間，是指為符合航空人員執照、等級、定期檢查或近期飛行經歷要求中的訓練和飛行時間要求，在航空器、飛行模擬機或飛行訓練器上所獲得的在座飛行時間，這些時間應當是作為飛行機組必需成員的時間，或在航空器、飛行模擬機或飛行訓練器上從授權教員處接受訓練或作為授權教員在駕駛員座位上提供教學的時間。 （g）單飛時間，是指學生駕駛員作為航空器唯一乘員的飛行時間。 （h）轉場時間，是指在滿足下列條件的飛行中所取得的飛行時間： （1）在航空器中實施； （2）含有一個非出發地點的著陸點； （3）使用了地標領航、推測領航、電子導航設備、無線電設備或其他導航系統航行至著陸地點。 （i）航空器，是指由空氣的反作用而不是由空氣對地面發生的反作用在大氣中取得支承的任何機器。 （j）飛機，是指動力驅動的重於空氣的一種航空器，其飛行升力主要由給定飛行條件下保持不變的翼面上的空氣動力反作用取得。在本規則中，飛機類別不包括本條（q）定義的初級飛機。 （k）直升機，是指一種重於空氣的航空器，其飛行升力主要由在垂直軸上一個或幾個動力驅動的旋翼上的空氣反作用取得。 （l）自轉旋翼機，是指一種旋翼機，其旋翼僅在起動時有動力驅動，在該旋翼機運動時旋翼不是靠發動機驅動的，而是靠空氣的作用力推動旋轉。這種旋翼機的推進方式通常是使用獨立於旋翼系統的常規螺旋槳。 （m）滑翔機，是指一種重於空氣的航空器，其飛行升力主要由在給定飛行條件下保持不變的翼面上的空氣動力反作用取得，通常無自身動力驅動，或者雖然有動力，但在自由飛行階段不使用自身動力。 （n）自由氣球，是指無發動機驅動的輕於空氣航空器，靠氣體浮力或由機載加熱器産生的熱空氣浮力維持飛行。 （o）飛艇，是指一種最大充氣體積超過4600立方米、動力驅動能夠操縱的輕於空氣航空器。 （p）小型飛艇，是指一種最大充氣體積不超過4600立方米、動力驅動能夠操縱的輕於空氣航空器。 （q）初級飛機，是指除下述飛機以外經審定合格的小型固定翼航空器： （1）按照CCAR-23部審定為正常類、實用類、特技類或通勤類飛機； （2）按照CCAR-25部審定為運輸類飛機。 （r）傾轉旋翼機，是指重於空氣的航空器，能夠垂直起飛、垂直著陸和低速飛行，主要依靠以發動機為動力的升空裝置或發動機推力在這些飛行狀態期間升空，並且依靠非旋轉翼型在水平飛行時升空。 （s）授權教員，是指下列人員： （1）持有按本規則頒發的現行有效地面教員執照，並依據其地面教員執照上規定的權利和限制執行地面教學的人員； （2）持有按本規則頒發的具有教員等級的駕駛員執照，並依據其教員等級上規定的權利和限制執行地面教學或者飛行教學的人員。 （t）考試員，是指由局方授權實施本規則要求的航空人員執照或者等級的定期檢查、熟練檢查、教員更新檢查、實踐考試或者理論考試的人員。考試員應當是局方的監察員或者是按照中國民用航空規章《民用航空飛行標準委任代表和委任單位代表規定》（CCAR-183FS）委任的駕駛考試員或者經局方批准的檢查人員。 （u）理論考試，是指航空理論方面的考試，該考試是頒發航空人員執照或者等級所要求的，可以通過筆試或者計算機考試來實施。 （v）實踐考試，是指為取得航空人員執照或者等級進行的操作方面的考試，該考試通過申請人在飛行中、飛行模擬機中或者飛行訓練器中回答問題並演示操作動作的方式進行。 （w）飛行機組成員，是指在飛行值勤期內對航空器運行負有必不可少的職責並持有執照的機組成員。 （x）飛行模擬機，是指用於駕駛員飛行訓練的航空器飛行模擬機。它是按特定機型、型號以及系列的航空器座艙一比一對應複製的，它包括表現航空器在地面和空中運行所必需的設備和支持這些設備運行的計算機程序、提供座艙外景像的視景系統以及能夠提供動感的運動系統（提示效果至少等價于三自由度運動系統産生的動感效果），並且最低滿足A級模擬機的鑒定性能標準。 （y）飛行訓練器，是指用於駕駛員飛行訓練的航空器飛行訓練器。是在有機殼的封閉式座艙內或無機殼的開放式座艙內對飛行儀錶、設備、系統控制板、開關和控制器一比一對應複製的，包括用於表現航空器在地面和空中運行所必需的設備和支持這些設備運行的計算機編程，但不要求提供産生動感的運動系統和座艙外景像的視景系統。 （z）等級，是指填在執照上或與執照有關並成為執照一部分的授權，説明關於此種執照的特殊條件、權利或限制。 （aa）威脅，是指超出飛行機組影響能力之外發生的事件或差錯，它增加了運行複雜性並且應當加以管理以保障安全余度。 （ab）威脅管理，是指查出威脅並且採取對策予以回應，從而減輕或消除威脅的後果，降低出現差錯的概率或航空器非理想狀態的過程。 （ac）人的行為，是指影響航空運行的安全和效率的人的能力與局限性。 （ad）差錯，是指飛行機組的一項行動或不行動，導致偏離組織或飛行機組的意圖或期待。 （ae）差錯管理，是指查出差錯並且採取對策予以回應，從而減輕或消除差錯的後果，降低再次出現差錯的概率或航空器非理想狀態的過程。 （af）商業航空運輸運行，是指航空器為取酬或收費而從事旅客、貨物或郵件運輸的運行。 （ag）複雜飛機，是指具有可收放起落架、襟翼和可變距螺旋槳的飛機。 （ah）國家航空器，是指用於執行軍事、海關、警察飛行任務的航空器。 第61.9條 執照、合格證和等級的要求 （a）駕駛員執照： （1）在中國進行國籍登記（以下簡稱為“登記”）的航空器上擔任飛行機組必需成員的駕駛員，應當持有按本規則頒發或認可的有效駕駛員執照，並且在行使相應權利時隨身攜帶該執照。當中國登記的航空器在外國境內運行時，可以使用該航空器運行所在國頒發或認可的有效駕駛員執照。 （2）在中國境內運行的外國登記的航空器上擔任飛行機組必需成員的駕駛員，應當持有按本規則頒發或認可的有效駕駛員執照，或持有由航空器登記國頒發或認可的有效駕駛員執照，並且在行使相應權利時隨身攜帶該執照。 （b）體檢合格證： （1）持有按本規則頒發或認可的執照擔任航空器飛行機組必需成員的駕駛員，應當持有按中國民用航空規章《民用航空人員體檢合格證管理規則》（CCAR-67FS）頒發或認可的有效體檢合格證，並且在行使駕駛員執照上的權利時隨身攜帶該合格證； （2）在外國境內使用該國頒發的駕駛員執照運行中國登記的航空器時，可以持有頒發該執照要求的現行有效的體格檢查證明。 （c）帶有飛行教員等級的駕駛員執照： （1）持有按本規則頒發的帶有飛行教員等級的駕駛員執照的人員應當隨身攜帶該執照或局方可接受的其他文件，方能行使飛行教員權利。 （2）除本條（c）（3）規定的情況外，未具有合適飛行教員等級的駕駛員執照持有人駕駛員不得從事下列活動： （i）向準備獲取單飛和轉場單飛資格的人員提供必需的訓練； （ii）簽字推薦申請人獲取駕駛員執照或飛行教員等級所必需的實踐考試； （iii）簽署駕駛員飛行經歷記錄本，證明該駕駛員已接受過的任何訓練； （iv）在學生駕駛員執照或飛行經歷記錄本上簽字，授予其單飛權利。 （3）在下列情況下，不需要持有按本規則頒發的帶有飛行教員等級的駕駛員執照： （i）在本條（c）（2）（iii）中，由根據本規則第61.41條授權的飛行教員提供的訓練； （ii）在本條（c）（2）（i）、（c）（2）（ii）和（c）（2）（iii）中，由地面教員執照持有人按照該執照上的權利提供的訓練。 （d）地面教員執照： （1）持有按本規則頒發的地面教員執照的人員應當隨身攜帶該執照，方能行使該執照所賦予的權利。 （2）除本條（d）（3）規定的情況外，未持有按本規則頒發並具有合適等級地面教員執照的人員不得從事下列活動： （i）向準備獲取單飛和轉場單飛資格的人員提供必需的地面訓練； （ii）簽字推薦申請人參加按本規則頒發駕駛員、飛行教員等級或地面教員執照所必需的理論考試； （iii）簽署駕駛員飛行經歷記錄本，證明該駕駛員已接受過的任何地面訓練。 （3）在下列情況下，不需要持有按本規則頒發的地面教員執照： （i）由按本規則頒發的帶有飛行教員等級的駕駛員執照持有人按照該執照上的權利提供的訓練； （ii）運動駕駛員執照訓練； （iii）由局方批准的人員按照中國民用航空規章《大型飛機公共航空運輸承運人運行合格審定規則》（CCAR-121）、《小型航空器商業運輸運營人運行合格審定規則》（CCAR-135）或者《飛行訓練中心合格審定規則》（CCAR-142）的訓練大綱實施的訓練； （iv）在本條（d）（2）（iii）中，由根據本規則第61.41條授權的帶有飛行教員等級的駕駛員提供的訓練。 （e）儀錶等級： 在儀錶飛行規則（IFR）條件下或在低於目視飛行規則（VFR）規定的最低標準的氣象條件下擔任航空器的機長，應當符合下列要求之一： （1）持有私用或商用駕駛員執照，並具有適合於所飛航空器的類別、級別、型別（如適用）和儀錶等級； （2）持有多人制機組駕駛員執照或航線運輸駕駛員執照，並具有適合於所飛航空器的類別、級別和型別等級（如適用）； （3）對於滑翔機機長，持有附帶滑翔機類別等級和飛機儀錶等級的駕駛員執照。 （f）年齡限制： 駕駛員應當遵守相應運行規章對駕駛員年齡的限制。 （g）證件檢查： 持有本規則所要求的航空人員執照、體檢合格證或者其他有關證件的人員，在局方檢查時，應當出示相關證件原件。 第61.11條 飛行模擬機和飛行訓練器的鑒定和批准 （a）為滿足本規則的訓練、考試或者檢查要求而使用的飛行模擬機和飛行訓練器應當經局方鑒定合格，並經局方批准用於： （1）擬進行的訓練、考試和檢查； （2）每個特定的動作、程序或者機組職能； （3）對於飛行訓練器，模擬特定類別和級別的航空器、特定型別航空器、某一型別特定衍生型航空器或一組航空器。 （b）局方可以批准飛行模擬機和飛行訓練器之外的其他設備，用於某些特殊用途。 第61.13條 按本規則頒發的執照和等級 （a）對完成本規則所要求的相應訓練並符合所申請執照要求的申請人頒發下列相應的執照： （1）學生駕駛員執照； （2）運動駕駛員執照； （3）私用駕駛員執照； （4）商用駕駛員執照； （5）多人制機組駕駛員執照； （6）航線運輸駕駛員執照； （7）地面教員執照。 （b）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其私用駕駛員執照、商用駕駛員執照和航線運輸駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）飛機； （ii）直升機； （iii）飛艇； （iv）傾轉旋翼機。 （2）航空器級別等級： （i）飛機級別等級： （A）單發陸地； （B）多發陸地； （C）單發水上； （D）多發水上。 （3）航空器型別等級： （i）審定為最大起飛全重在5,700千克以上的飛機； （ii）審定為最大起飛全重在3,180千克以上的直升機和傾轉旋翼機； （iii）渦輪噴氣動力的飛機； （iv）局方通過型號合格審定程序確定需要型別等級的其他航空器。 （4）儀錶等級（僅用於私用和商用駕駛員執照）： （i）儀錶－飛機； （ii）儀錶－直升機； （iii）儀錶－飛艇； （iv）儀錶－傾轉旋翼機。 （5）教員等級（僅用於商用和航線運輸駕駛員執照）： （i）基礎教員： （A）單發飛機； （B）多發飛機； （C）直升機； （D）飛艇； （E）傾轉旋翼機。 （ii）儀錶教員： （A）儀錶-飛機； （B）儀錶-直升機； （C）儀錶－飛艇； （D）儀錶－傾轉旋翼機。 （iii）型別教員。 （c）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其多人制機組駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）飛機。 （2）航空器級別等級： （i）多發陸地。 （3）航空器型別等級（僅限副駕駛）。 （d）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其運動駕駛員執照上簽注下列相應的等級： （1）航空器類別等級： （i）初級飛機； （ii）自轉旋翼機； （iii）滑翔機； （iv）自由氣球； （v）小型飛艇。 （2）航空器級別等級： （i）初級飛機級別等級： （A）陸地； （B）水上。 （3）教員等級： （i）運動教員： （A）初級飛機； （B）自轉旋翼機； （C）滑翔機； （D）自由氣球； （E）小型飛艇。 （e）對完成本規則所要求的相應訓練並符合所申請等級要求的申請人，在其地面教員執照上簽注下列相應的等級： （1）地面教員執照種類： （i）初級； （ii）高級； （iii）儀錶。 （2）航空器類別等級： （i）飛機； （ii）直升機； （iii）飛艇； （iv）傾轉旋翼機。 第61.15條 涉及酒精或者藥物的違禁行為 駕駛員執照持有人在飲用任何含酒精飲料之後的8小時之內或處在酒精作用之下，血液中酒精含量等於或者大於0.04%，或受到任何藥物影響損及工作能力時，不得擔任機組成員。 第61.17條 接受酒精、藥物檢驗或者提供檢驗結果 駕駛員執照持有人應當按照局方的要求接受酒精或者藥物檢驗或提供檢驗結果。 第61.19條 臨時執照 （a）局方可以為下列申請人頒發有效期不超過120天的駕駛員臨時執照，臨時執照在有效期內具有和正式執照同等的權利和責任： （1）已經審定合格的執照申請人，在等待頒發執照期間； （2）在執照上更改姓名的申請人，在等待更改執照期間； （3）因執照遺失或損壞而申請補發執照的申請人，在等待補發執照期間。 （b）在出現下列情況之一時，按本條（a）頒發的臨時執照失效： （1）臨時執照上簽注的日期期滿； （2）收到所申請的執照； （3）收到撤銷臨時執照的通知。 第61.21條 執照的有效期 （a）執照持有人在執照有效期滿後不得繼續行使該執照所賦予的權利。 （b）學生駕駛員執照在頒發月份之後第24個日曆月結束時有效期滿。 （c）除學生駕駛員執照外，按本規則頒發的其他駕駛員執照有效期限為6年，且僅當執照持有人滿足本規則和有關中國民用航空運行規章的相應訓練與檢查要求、並符合飛行安全記錄要求時，方可行使其執照所賦予的相應權利。依據外國駕駛員執照頒發的認可證書的持有人，僅當該認可證書所依據的外國駕駛員執照和體檢合格證有效時，方可行使該認可證書所賦予的權利。 （d）地面教員執照的有效期限為6年。 第61.23條 執照的更新和重新辦理 （a）執照持有人應在執照有效期期滿前3個月內向局方申請重新頒發執照。對於駕駛員執照持有人，應出示最近一次有效的熟練檢查或定期檢查記錄；對於地面教員執照持有人，應出示近期經歷的證明。 （b）執照在有效期內因等級或備註發生變化重新頒發時，其有效期自重新頒發之日起計算。 （c）執照過期的申請人須重新通過相應的理論及實踐考試，方可申請重新頒發。 第61.25條 體檢合格證的要求 （a）駕駛員應當滿足下列關於持有體檢合格證的要求： （1）行使航線運輸駕駛員執照和多人制機組駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的I級體檢合格證。 （2）行使飛機、直升機或傾轉旋翼機商用駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的I級體檢合格證。 （3）行使下列權利時，駕駛員應當持有局方頒發的Ⅱ級或者I級體檢合格證： （i）私用駕駛員執照所賦予的權利； （ii）學生駕駛員執照所賦予的權利； （iii）飛艇駕駛員執照所賦予的權利。 （4）行使運動駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的體檢合格證；對於在境外行使自由氣球或滑翔機類別等級的運動駕駛員執照所賦予的權利時，駕駛員應當持有局方頒發的Ⅱ級或者I級體檢合格證。 （b）下列情形下，駕駛員可以不持有體檢合格證： （1）行使地面教員執照所賦予的權利； （2）作為飛行教員、考試員或者檢查員在飛行模擬機或者飛行訓練器上進行的為取得執照或等級的訓練、考試或者檢查； （3）在飛行模擬機或者飛行訓練器上接受為取得執照或等級的訓練、考試或檢查。 第61.27條 航空器等級限制和附加訓練要求 （a）擔任下列航空器的機長應當持有適合該航空器的型別等級： （1）審定為最大起飛全重在5,700千克以上的飛機； （2）審定為最大起飛全重在3,180千克以上的直升機和傾轉旋翼機； （3）渦輪噴氣動力的飛機； （4）局方通過型號合格審定程序確定需要型別等級的其他航空器。 （b）批准信代替型別等級： （1）在下列條件下，局方可以使用批准信允許沒有相應型別等級的人員操作本條（a）要求型別等級的航空器進行一次飛行或者一組飛行： （i）該批准信僅限于在調機飛行、訓練飛行、駕駛員執照或者等級的實踐考試中使用，批准的有效期限不超過60天。經申請人證明，在其批准期滿之前，未達到完成該次或該組飛行目的的，局方可以批准增加不多於60天的期限。 （ii）經申請人證明，該次飛行或者該組飛行遵守本條（a）的規定是不可行的。 （iii）局方認為通過批准信上所作的運行限制可以達到同等的安全水平。 （2）按照本條（b）（1）批准的運行應當遵守下列限制： （i）該次飛行或該組飛行不得以取酬為目的，但在訓練或實踐考試中所收取的航空器使用費用除外； （ii）只能載運本次飛行必需的飛行機組成員。 （c）類別、級別和型別等級的要求： （1）在載運人員或實施取酬運行的航空器上擔任機長或為取酬而擔任航空器機長的駕駛員，應當持有適合該航空器的類別、級別和型別等級（如果該航空器要求級別或者型別等級）。 （2）在本條（c）（1）規定運行範圍以外擔任航空器機長的，應當符合下列條件之一： （i）持有適合該航空器的類別、級別和型別等級（如果該航空器要求級別或者型別等級）； （ii）在授權教員的監視下，接受適用於該航空器的以取得駕駛員執照或者等級為目的的訓練； （iii）已經接受了本規則要求的適用於該航空器的類別、級別和型別等級（如果該航空器要求級別或型別等級）的訓練，並且授權教員已在該駕駛員飛行經歷記錄本上簽字，批准其單飛。 （3）持有飛機類別單發陸地或多發陸地級別等級的駕駛員可以行使附帶陸地等級的初級飛機執照所賦予的權利；持有飛機類別單發水上或多發水上級別等級的駕駛員可以行使附帶水上等級的初級飛機執照所賦予的權利；持有飛艇類別等級的駕駛員可以行使附帶小型飛艇等級的運動駕駛員執照所賦予的權利。 （d）駕駛高空運行的增壓飛機所要求的附加訓練： （1）在實用升限或最大使用高度（以低者為準）高於平均海平面（MSL）7,600米（25,000英尺）的增壓飛機上擔任機組成員的駕駛員，應當完成本款規定的地面和飛行訓練，並且由授權教員在其飛行經歷記錄本或訓練記錄上簽字，證明其已經完成了附加訓練。這些訓練包括： （i）地面訓練：包括高空空氣動力學和氣象學；呼吸作用；缺氧的後果、症狀、原因及其他高空疾病；沒有補充氧氣時能保持清醒的時間；長時間使用補充氧氣的後果；氣體膨脹和形成氣泡的原因、後果；消除氣體膨脹、氣泡形成和其他高空疾病的預防措施；釋壓的物理現象和結果；以及高空飛行其他生理學方面的知識。 （ii）飛行訓練：在增壓飛機上或者在能代表增壓飛機的經批准的飛行模擬機或飛行訓練器上進行這種訓練，應當包括在7,600米（25,000英尺）以上正常巡航飛行時的操作；模擬緊急釋壓時合適的應急程序（無需實際使飛機釋壓）；以及緊急下降程序。 （2）駕駛員提供文件證明，其在增壓飛機或者在能代表增壓飛機的經批准的飛行模擬機或飛行訓練器上，完成了下列檢查之一，則不必進行本條（d）（1）要求的訓練： （i）完成了由軍方執行的機長檢查； （ii）按CCAR-121完成了機長或副駕駛熟練檢查。 （e）駕駛後三點飛機所要求的附加訓練： 在後三點飛機上擔任機長的駕駛員，應當已經接受了後三點飛機的飛行訓練。駕駛後三點飛機的附加訓練應當包括正常起飛與著陸、側風起飛與著陸、三點式著陸和復飛程序，廠家不推薦三點式著陸的可以不包括三點式著陸訓練。 （f）駕駛複雜飛機所要求的附加訓練： 在複雜飛機上擔任機長的駕駛員，應當在複雜飛機上或者在代表複雜飛機的飛行模擬機或飛行訓練器上，得到授權教員提供的地面和飛行訓練，該教員認為其已經熟悉該飛機的系統和操作，並在飛行經歷記錄本上作出訓練記錄和證明其合格于駕駛複雜飛機的簽字。 （g）本條的等級限制不適用於下列人員： （1）學生駕駛員執照的持有人； （2）在航空器取得型號合格證之前，按試驗或特許飛行證實施飛行期間，操作該航空器的駕駛員執照持有人； （3）正在接受局方實踐考試的申請人。 （h）對於操縱有特殊要求的航空器應遵守局方的附加要求。 第61.29條 語言能力要求和無線電通信資格 （a）按照本規則取得駕駛員執照的人員通過了局方組織或認可的漢語語言能力4級或4級以上測試的，在執照上簽注相應的等級，方可在使用漢語進行通信的飛行中進行無線電陸空通信。2014年12月31日之前已獲得執照的中國籍駕駛員，等同於獲得漢語語言能力6級。 （b）按照本規則取得駕駛員執照的人員通過了局方組織或認可的英語語言能力3級或3級以上測試的，在執照上簽注相應的等級。 （1）在2008年3月4日以前頒發的執照上已取得英語無線電陸空通信簽注的，等同於英語語言能力3級。 （2）除經局方批准外，按照本規則取得的飛機、直升機、飛艇和傾轉旋翼機駕駛員執照持有人在使用英語通信前，其執照上應當具有英語語言能力4級或4級以上的等級簽注。對於執照上簽注的英語語言能力低於6級的，還應當定期通過英語語言能力等級測試。 （c）執照上簽注了語言能力4級以上的人員，具有相應語言的無線電通信資格。 B章 一般規定 第61.31條 執照和等級的申請與審批 （a）符合本規則規定條件的申請人，應當向民航局指定管轄權的地區管理局提交申請執照或等級的申請，申請人對其申請材料實質內容的真實性負責，並按規定交納相應的費用。 （1）在遞交申請時，申請人還應當提交下述材料： （i）身份證明； （ii）學歷證明（如要求）； （iii）理論考試合格證明（如要求）； （iv）體檢合格證明； （v）原執照（如要求）； （vi）飛行經歷記錄本（如要求）； （vii）實踐考試合格證明（如要求）； （viii）對於按照本規則第61.91條具有國家航空器駕駛員經歷的人員，還應當提交具有航空經歷記錄的技術檔案資料證明或等效文件； （ix）對於按照本規則第61.93條具有境外航空器駕駛員經歷的人員，還應當提交境外駕駛員執照的複印件或掃描件； （x）因違反本規章規定受到處罰的，自處罰之日起已滿3年的證明。 （2）申請的受理、審查、批准： （i）對於申請材料不齊全或者不符合格式要求的，地區管理局應當在收到申請之後的5個工作日內一次性書面通知申請人需要補正的全部內容。逾期不通知即視為在收到申請書之日起即為受理。申請人按照地區管理局的通知提交全部補正材料的，地區管理局應當受理申請。地區管理局不予受理申請，應當書面通知申請人。 （ii）地區管理局受理申請後，應當在20個工作日內對申請人的申請材料完成審查。在地區管理局對申請材料的實質內容按照本規則相應規定進行核實時，申請人應當及時回答地區管理局提出的問題。由於申請人不能及時回答問題所延誤的時間不記入前述20個工作日的期限。 （iii）地區管理局經審查認為申請人符合本規則相應規定的，頒發駕駛員臨時執照、地面教員執照或者學生駕駛員執照；經審查認為不符合所列條件，有權拒絕為其頒發所申請的執照，並且以不予批准通知書通知申請人。地區管理局在作出前述決定之前，應當告知申請人享有申請行政復議或者提起行政訴訟的權利。 （iv）對於已為申請人頒發臨時執照的情況，地區管理局將全部審查資料複印件或掃描件連同臨時執照複印件或掃描件上報民航局飛行標準職能部門進行最終審核。民航局在接到地區管理局報送來的申請人臨時執照複印件或掃描件和全部資料後，在20個工作日內完成最終審查，作出最終決定。如果未發現問題，將為申請人頒發正式執照；如果發現不符合本規則要求，將頒發不予批准通知書，通知地區管理局和申請人，説明不予頒發執照的原因，同時臨時執照作廢。民航局在作出前述決定之前，應當告知申請人享有申請行政復議或者提起行政訴訟的權利。 （b）經局方批准，申請人可以取得相應的執照或等級。批准的航空器類別、級別、型別或者其他等級由局方簽注在申請人的執照上。 （c）由於飛行訓練或者實踐考試中所用航空器的特性，申請人不能完成規定的駕駛員操作動作，因此未能完全符合本規則規定的飛行技能要求，但符合所申請執照或者等級的所有其他要求的，局方可以向其頒發簽注有相應限制的執照或者等級。 （d）所持體檢合格證上有特殊限制的申請人在行使執照所賦予的權利時應受到相應限制。 （e）執照被暫扣的，暫扣期內不得申請本規則規定的任何執照和等級。 （f）執照被吊銷的，自吊銷之日起3年內不得申請本規則規定的任何執照和等級，再次申請時原飛行經歷視為無效。 第61.33條 考試的一般程序 按本規則規定進行的各項考試，應當由局方指定人員主持，並在指定的時間和地點進行。 第61.35條 理論考試和語言能力考試的准考條件和通過成績 （a）理論考試和語言能力考試的申請人應當符合下列條件： （1）出示本人的居民身份證、護照或者其他局方認可的合法證件，以及本人已經獲得的按本規則頒發的或境外頒發的駕駛員執照； （2）理論考試的申請人還應出示由授權教員簽字的證明，表明其已完成本規則對於所申請執照或者等級要求的地面訓練或自學課程。 （b）理論考試和語言能力考試的通過成績由局方確定。 第61.37條 理論考試和語言能力考試中禁止的行為 在理論考試和語言能力考試過程中，申請人不得有下列行為： （a）以任何形式複製或保存考試試題； （b）交給其他申請人或從其他申請人那裏得到考試試題的任一部分或其複印件或掃描件； （c）幫助他人或者接受他人的幫助； （d）代替他人或由他人代替參加部分或者全部考試； （e）使用未經局方批准的材料或者其他輔助物品； （f）破壞考場設施； （g）故意引起、助長或者參與本條禁止的行為。 第61.39條 實踐考試的准考條件 （a）申請人參加按本規則頒發執照或者等級所要求的實踐考試，應當符合下列規定： （1）在接受實踐考試前24個日曆月內已通過了必需的理論考試，並出示局方給予的理論考試成績單； （2）已經完成了必需的訓練並獲得了本規則規定的相應飛行經歷； （3）持有局方頒發的有效體檢合格證； （4）符合頒發所申請執照或等級的年齡限制； （5）具有授權教員在其飛行經歷記錄本上的簽字，證明該授權教員在申請日期之前的60天內，已對申請人進行了準備實踐考試的飛行教學，並且認為該申請人有能力通過考試； （6）持有填寫完整並有本人簽字的申請表。 （b）對於航線運輸駕駛員執照或者在航線運輸駕駛員執照上增加等級的申請人，如果在實踐考試前已被CCAR-121的合格證持有人持續雇傭擔任飛行機組成員，並且完成所申請執照和等級相對應的經批准訓練大綱規定的訓練，則該申請人可以偏離本條（a）（1）的規定，持超過（a）（1）規定期限的理論考試成績單參加相應的實踐考試。 （c）申請人沒有在一天內完成申請執照或等級實踐考試的全部科目，所有剩餘的考試科目應當在申請人開始考試之日起的60個日曆日內完成，沒有在該60個日曆日內完成的，申請人應當重新參加全部實踐考試，包括重新完成已經完成的科目。 第61.41條 從軍方和境外飛行教員處接受的飛行訓練 （a）執照或者等級申請人從下列兩處接受的飛行訓練可以用於滿足按本規則頒發執照或等級所要求的條件： （1）按照中國或者《國際民用航空公約》其他締約國武裝部隊訓練軍隊駕駛員的訓練大綱進行的飛行訓練； （2）《國際民用航空公約》其他締約國的頒發執照當局授權的飛行教員所給予的飛行訓練，並且這種飛行訓練是在中國境外進行的。 （b）提供本條（a）所述飛行訓練的飛行教員對飛行訓練受訓人的簽字僅表明其已向該受訓人提供了訓練。 第61.43條 實踐考試的一般要求 （a）判斷執照或者等級申請人的操作能力應當依據下列標準： （1）按照經批准的實踐考試標準，安全完成相應執照或者等級規定的所有動作和程序； （2）熟練準確地操縱航空器，具有控制航空器的能力； （3）具有良好的判斷力； （4）能靈活應用航空知識； （5）如果航空器型號合格審定為單駕駛員操縱，則應當演示其具有單駕駛員的獨立操作能力。 （b）如果申請人未能按照本條（a）完成任一必需的駕駛員操作，則該申請人實踐考試為不合格。在申請人合格完成任一駕駛員操作之前，該申請人不得取得所申請的執照或等級。 （c）由於惡劣的天氣條件、航空器適航性或其他影響飛行安全的情況發生時，考試員或者申請人可以隨時中斷考試。如果實踐考試中斷，在符合下列規定時，局方可以承認申請人已經完成併合格的操作： （1）申請人在中斷實踐考試後60天內通過剩下的實踐考試； （2）申請人在繼續考試時應當出示中斷考試證明。 （d）申請人在一個或者多個操作上不合格，則該實踐考試應判定為不合格。 第61.45條 實踐考試必需的航空器和設備 （a）總則： 除獲准在飛行模擬機或者飛行訓練器上完成的飛行科目外，申請本規則規定的執照或者等級的申請人，應當為實踐考試提供在中國登記的與所申請執照或者等級相對應的同樣類別、級別和型別（如適用）的航空器。該航空器應當具有標準適航證，但經實施考試的考試員同意，也可以提供中國登記的具有其他適航證的航空器，或外國登記的由登記國審定合格的適用航空器。 （b）除具有操縱裝置外，用於實踐考試的航空器還應當符合下列要求： （1）具有完成實踐考試中每項必需的操作所用的設備； （2）實踐考試必需的任一操作沒有禁止使用該設備的運行限制； （3）除本條（e）規定外，至少在兩個駕駛員座位上有足夠的視野，使得每個駕駛員都能夠安全操作該航空器； （4）當有額外的活動座椅提供給考試員使用時，該座位應當具有足夠的駕駛艙內外視野，以便於考試員評價申請人的表現。 （c）必需的操縱裝置： 除自由氣球和小型飛艇外，按本條規定提供給駕駛員用於實踐考試的航空器應當具有易於為兩個駕駛員觸摸到並以正常方式操作的發動機功率操縱裝置和飛行操縱裝置，考試員在考慮了所有因素後認為沒有這些裝置實踐考試也能安全進行的除外；對於具有諸如前輪轉彎操縱裝置、剎車、燃油選擇器、發動機空氣流量控制器等其他操縱裝置的航空器，雖然這些裝置對於兩名駕駛員不是都能輕易地觸摸到和以正常方式操作的，但是如果該航空器適航證要求配備有一名以上駕駛員，或者考試員認為這種情況並不影響實踐考試安全時，也可以使用這種航空器。 （d）模擬儀錶飛行設備： 申請的實踐考試如果涉及到僅參照儀錶進行操作的飛行動作，申請人應當提供： （1）適用於所申請等級操作的機載設備； （2）局方認可的隔斷申請人對航空器外部進行目視參照的設備，但不能妨礙考試員觀察航空器外部的目視參照物。 （e）單操縱裝置航空器： 符合下列條件時，實踐考試可以在裝有單操縱裝置的航空器上進行： （1）考試員同意進行考試； （2）考試不涉及儀錶技能的演示； （3）考試員所在位置（在地面或者在航空器上）可以觀察到申請人操作的熟練程度。 第61.47條 實踐考試中考試員的地位 （a）考試員代表局方對申請人實施按本規則頒發執照和等級的實踐考試，考試員的職責是觀察申請人是否具備完成實踐考試要求的各項操作的能力。 （b）考試員在實踐考試期間不是該航空器的機長，但是如果需要，經預先安排並經考試員本人同意，方可擔任該次飛行的機長。 （c）無論在實踐考試期間使用何種型號的航空器，申請人和考試員及考試員批准的其他乘員都不受本規則關於載運旅客條件的限制。 第61.49條 考試不合格後的再次考試 （a）未通過理論考試或者實踐考試的申請人符合下列規定可以申請再次考試： （1）接受了授權教員提供的補充訓練，並且該教員認為申請人有能力通過考試； （2）同時得到向申請人提供補充訓練的授權教員的簽字批准。 （b）帶有飛機或者滑翔機類別等級的飛行教員等級申請人，由於在失速識別、螺旋進入、螺旋或者螺旋改出方面教學缺乏熟練性而未通過實踐考試的，則該申請人應當符合下列規定： （1）再次考試之前符合本條（a）的要求； （2）再次考試時使用與所申請等級相適應的類別的航空器，並且該航空器是對螺旋審定合格的； （3）再次考試期間，向考試員滿意地演示了在失速識別、螺旋進入、螺旋和螺旋改出方面教學的熟練性。 第61.51條 飛行經歷記錄本 （a）訓練時間和航空經歷： 駕駛員應當以局方可接受的方式將下列訓練時間和航空經歷如實地記錄在飛行經歷記錄本中： （1）用於滿足本規則中執照、等級或定期檢查要求的訓練時間和航空經歷； （2）滿足本規則近期飛行經歷要求的航空經歷。 （b）駕駛員飛行經歷記錄本上填寫的每次飛行或者課程記錄應當包括下列內容： （1）一般項目： （i）日期； （ii）總飛行經歷時間； （iii）航空器的起飛和著陸地點、飛行模擬機或飛行訓練器訓練課程中所模擬的起飛、著陸地點； （iv）航空器、飛行模擬機、飛行訓練器或其他經批准訓練設備的型號和標識。 （2）駕駛員經歷或者訓練的種類： （i）單飛； （ii）機長； （iii）副駕駛； （iv）接受授權教員的飛行和地面訓練； （v）在飛行模擬機、飛行訓練器或其他經批准的訓練設備上接受授權教員的訓練。 （3）飛行條件： （i）晝間或者夜間； （ii）實際儀錶； （iii）在飛行中、飛行模擬機、飛行訓練器或其他經批准訓練設備中模擬儀錶條件。 （c）在駕駛員飛行經歷記錄本上記錄的下列飛行經歷時間可用於申請按本規則頒發的執照或等級，或者用於滿足本規則的近期飛行經歷要求： （1）單飛時間： 學生駕駛員作為航空器上唯一乘員時的飛行時間才可以記作單飛時間。但是經局方批准，學生駕駛員在需要一名以上飛行機組成員的飛艇上行使機長職權的飛行時間也可以記作單飛時間。 （2）機長飛行經歷時間： （i）在已取得等級的航空器上作為操縱裝置的唯一操縱者的飛行時間，但接受授權教員教學的飛行時間除外；作為航空器唯一乘員時的飛行時間；在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上擔任機長時的飛行時間；作為持有商用駕駛員執照、航線運輸駕駛員執照或多人制機組駕駛員執照的駕駛員在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上作為副駕駛在機長監視下履行機長職責的飛行時間。 （ii）擔任授權教員的全部飛行時間可以記作機長飛行經歷時間。 （iii）學生駕駛員只能將單飛時間記作機長飛行經歷時間；已持有單發飛機私用駕駛員執照在授權教員的監視下，履行多發飛機機長職責的時間。 （3）副駕駛飛行經歷時間： （i）按照本規則或者相應的運行規章審定合格的副駕駛，在型號合格審定為或者相應的運行規章要求配備一名以上駕駛員的航空器上擔任副駕駛的時間，記作副駕駛飛行經歷時間； （ii）在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，可將其不超過50%的副駕駛飛行時間記入為取得更高級別駕駛員執照所需的總飛行時間。 （4）儀錶飛行經歷時間： （i）駕駛員可將在實際或者模擬儀錶飛行條件下，僅參照儀錶操作航空器的時間，記作儀錶飛行經歷時間； （ii）授權教員可將在實際儀錶氣象條件下執行儀錶飛行教學期間的時間記作儀錶飛行經歷時間； （iii）每次記錄應當包括完成每次儀錶進近的地點和類型； （iv）為滿足申請執照或等級以及儀錶近期經歷的要求，在授權教員的監視下，在飛行模擬機、飛行訓練器或其他經批准訓練設備上模擬儀錶飛行的時間可記作儀錶飛行經歷時間。 （5）飛行訓練時間： 在航空器、飛行模擬機、飛行訓練器或其他經批准訓練設備上接受授權教員的飛行訓練的時間可記作飛行訓練時間，包括科目和時長，該時間應當有實施訓練的授權教員簽字證明。 （d）出示飛行經歷記錄本： （1）在局方授權的檢查人員要求檢驗時，駕駛員應當出示其飛行經歷記錄本。 （2）學生駕駛員在所有轉場單飛中應當攜帶學生駕駛員執照（如適用）和飛行經歷記錄本。 （3）除了機長以外其他所有類別的駕駛員的飛行經歷時間需要簽字證明。 （4）非飛行經歷時間不得填入飛行經歷記錄本。 第61.53條 身體缺陷期間的限制 駕駛員已知身體有缺陷或者已知身體缺陷加重，不符合現行體檢合格證標準時，不得擔任機長或者飛行機組的其他必需成員。 第61.55條 副駕駛資格要求 （a）在要求型別等級的航空器上擔任副駕駛的駕駛員，應當符合下列規定： （1）至少持有商用駕駛員執照或多人制機組駕駛員執照（對於私用飛行，可以僅持有私用駕駛員執照），並具有相應的航空器類別、級別等級和相應型別等級（僅限副駕駛）。 （2）對於在儀錶飛行規則（IFR）條件下實施的飛行，應當具有適用於所飛航空器的儀錶等級。 （3）在所飛型別航空器或者相應的飛行模擬機或飛行訓練器上完成了地面和飛行訓練，並符合下列規定： （i）熟悉該型別航空器的發動機、設備和系統操作程序，性能和限制，正常、非正常和應急操作程序，經批准的飛行手冊，以及標牌與標誌； （ii）能獨立操縱航空器完成起飛、著陸，在航空器上作為飛行操縱裝置的唯一操縱者至少完成3次起飛和3次全停著陸； （iii）在一台發動機停車的情況下履行機長職責並完成發動機停車後的處置程序和機動動作； （iv）完成機組資源管理訓練； （v）經考試員檢查合格。 （b）在不要求型別等級的航空器上擔任副駕駛的駕駛員，應持有相應的航空器類別、級別等級和儀錶等級（如適用）的駕駛員執照。 第61.56條 接受檢查 航空人員應當接受局方定期或者不定期的檢查和考核；經檢查、考核合格的，方可繼續擔任其執照載明的工作。 第61.57條 定期檢查 （a）除學生駕駛員執照外，按本規則頒發的駕駛員執照的持有人，應當在行使權利前24個日曆月內針對其取得的每個航空器類別、級別和型別等級（如適用）通過由考試員實施的定期檢查，並在其執照記錄欄中簽注，否則不得行使執照上相應等級的權利。 （b）定期檢查應當包括至少1小時的理論檢查和至少1小時的飛行檢查，理論檢查可以採用筆試或者口試的方式；飛行檢查由考試員在航空器或者相應的飛行模擬機上實施。定期檢查應當包括以下內容： （1）一般運行和飛行規則，以及該駕駛員安全行使其執照所賦予的權利所應掌握的航空理論知識； （2）能夠證明該駕駛員有能力安全行使其執照權利所必需的動作和程序。 （c）下列檢查或者考試可以代替本條要求的定期檢查： （1）按照本規則實施的執照和等級實踐考試； （2）按照本規則第61.59條 或CCAR-121部規定完成的熟練檢查； （3）滑翔機類別運動駕駛員執照持有人可以用至少三次教學飛行代替定期檢查中要求的1小時飛行檢查，且每次飛行應達到起落航線的高度。 第61.59條 熟練檢查 （a）對於商業運行，擔任機長或者在型號合格審定要求配備一名以上駕駛員的航空器上擔任副駕駛的駕駛員，應當針對所飛航空器的類別、級別和型別等級（如適用），在前12個日曆月內完成熟練檢查。 （b）熟練檢查由考試員在航空器或相應的飛行模擬機上實施。對於通過熟練檢查的駕駛員，由考試員在其執照記錄欄中簽注。檢查內容應符合下列要求： （1）對於機長，相應航空器類別、級別和型別等級（如適用）實踐考試所要求的動作和程序； （2）對於副駕駛，本規則61.55（a）（3）要求的內容。 （c）下列檢查或者考試可以代替本條要求的熟練檢查： （1）按照本規則實施的執照和等級實踐考試； （2）按照CCAR-121部規定完成的熟練檢查。 （d）對於商業運行，在本條（a）規定的期限內未進行熟練檢查或檢查不合格的駕駛員，只有重新通過相應航空器等級的實踐考試，方可擔任機長或在型號合格審定要求配備一名以上駕駛員的航空器上擔任副駕駛。 （e）駕駛員執照持有人在按本條（a）規定到期的那個月之前或之後一個日曆月內完成了熟練檢查，都認為是在到期的那個月完成的。 第61.61條 機長近期飛行經歷要求 （a）一般經歷要求： （1）在載運旅客的航空器或型號合格審定要求配備一名以上飛行機組成員的航空器上擔任機長的駕駛員，在該次飛行前90天內，在同一類別、級別和型別（如適用）的航空器上，作為飛行操縱裝置的唯一操縱者，應當至少完成3次起飛和3次全停著陸。 （2）為了滿足本條（a）（1）的要求，駕駛員可以在沒有載運旅客的航空器上，在晝間目視飛行規則或晝間儀錶飛行規則條件下擔任機長完成飛行。 （3）本條（a）（1）要求的起飛和著陸可以在經局方批准的飛行模擬機上完成。 （b）夜間起飛和著陸經歷要求： （1）在夜間（日落後1小時至日出前1小時）擔任載運旅客的航空器機長的駕駛員，在該次飛行前90天內，在同一類別、級別、型別（如適用）的航空器上，作為飛行操縱裝置的唯一操縱者，應當至少在夜間完成3次起飛和3次全停著陸。 （2）本條（b）（1）要求的起飛和著陸可以在經局方批准的飛行模擬機上完成。 （c）儀錶經歷要求： （1）在儀錶飛行規則或在低於目視飛行規則規定的最低標準氣象條件下擔任機長的駕駛員，在該次飛行前6個日曆月內，在相應類別航空器或相應的飛行模擬機或飛行訓練器上，應當在實際或模擬儀錶條件下完成至少6次儀錶進近，並完成等待程序和使用導航系統截獲並跟蹤航道的飛行。擔任滑翔機機長的，應當至少記錄有3小時儀錶飛行時間。 （2）不符合本條（c）（1）近期儀錶經歷要求的駕駛員，不得在儀錶飛行規則或低於目視飛行規則規定的最低標準氣象條件下擔任機長，只有在相應的航空器上通過由考試員實施的儀錶熟練檢查後，方可擔任機長。儀錶熟練檢查的內容由考試員從儀錶等級實踐考試的內容中選取。儀錶熟練檢查的部分或全部內容可在相應的飛行模擬機或飛行訓練器上實施。 （d）對於滿足CCAR-121中第121.461和121.465條 或者CCAR-135中第135.249條規定的駕駛員，視為滿足本條近期飛行經歷要求。 第61.63條 禁止提供虛假材料 禁止任何人實施下列行為： （a）在申請按本規則頒發或補發執照、等級或者此類其他證件的申請書上作出任何欺騙性或虛假的陳述； （b）在要求保存、填寫或使用的任何飛行經歷記錄本、記錄或成績單中填入任何欺騙性的或者虛假的內容； （c）以任何形式偽造按本規則頒發的執照或者等級證件； （d）以任何形式篡改按本規則頒發的執照或者等級證件。 第61.65條 變更姓名或者地址 （a）在按本規則頒發的執照上更改姓名，應當向局方提交書面申請，申請書應當附有該申請人現行執照、身份證和證實這種改變的其他文件。 （b）已變更永久通信地址的按本規則頒發的執照持有人，應當自變更之日起30天內通知局方。 第61.67條 自願放棄或者更換執照 按本規則頒發的執照持有人可以自願放棄所持執照、申請換發較低權限種類的執照或者取消某些等級的執照，但應當向局方提交具有本人簽字表明自願放棄原執照或等級的聲明。如自願放棄所持執照，再次申請執照時，原飛行經歷視為無效。 第61.69條 補發執照 按本規則頒發的執照遺失或者損壞後，申請人可以向局方申請補發，申請應當寫明遺失或者損壞執照的持有人姓名、永久通信地址、郵政編碼、出生地和出生日期、身份證號碼，以及該執照的級別、編號、頒發日期和附加的等級。 C章 增加等級和特殊規定 第61.81條 增加航空器等級 （a）在駕駛員執照上增加航空器等級，申請人應當符合本條（b）到（d）的相應條件。但是在航線運輸駕駛員執照上增加航空器等級，應當按照本規則I章 的規定執行。 （b）在駕駛員執照上增加類別等級，申請人應當符合下列規定： （1）完成了相應執照類別和級別等級（如適用）要求的訓練，符合本規則規定的相應執照類別和級別等級（如適用）的航空經歷要求； （2）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照類別和級別等級（如適用）的航空知識方面是合格的； （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照類別和級別等級（如適用）的飛行技能方面是合格的； （4）通過了相應執照類別等級和執照種類要求的理論考試； （5）通過了相應執照類別和級別等級（如適用）要求的實踐考試。 （c）在駕駛員執照上增加級別等級，申請人應當滿足下列要求： （1）完成了相應執照級別等級要求的訓練，滿足本規則相應執照級別等級的航空經歷要求； （2）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照級別等級的航空知識方面是合格的； （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照級別等級的飛行技能方面是合格的； （4）通過了相應執照級別等級要求的理論考試，但是持有飛機或初級飛機類別的申請人在同種執照的同類別等級中增加級別等級，不需要參加理論考試。 （5）通過了相應執照級別等級要求的實踐考試。 （d）在駕駛員執照上增加型別等級或者在增加航空器類別等級或級別等級的同時增加型別等級的申請人應當滿足下列要求： （1）持有或者同時取得適合於所申請類別、級別或型別等級的儀錶等級。 （2）由授權教員在申請人飛行經歷記錄本或者訓練記錄上簽字，證明其在相應執照的類別、級別和型別等級的航空知識方面是合格的。 （3）由授權教員在申請人飛行經歷記錄本或者訓練記錄上簽字，證明其在航線運輸駕駛員執照對相應航空器類別、級別和型別等級要求的飛行技能方面是合格的。 （4）通過了航線運輸駕駛員執照對相應航空器類別、級別和型別等級要求的實踐考試。 （5）實踐考試應當在實際或者模擬儀錶條件下執行，但是如果該航空器型號審定為不能在儀錶飛行規則下運行，或者申請人沒有完成儀錶等級訓練，因而實踐考試沒有在儀錶條件進行，則該申請人只能獲得帶有“僅限于VFR”限制的型別等級。“僅限于VFR”限制可以在通過實際或者模擬儀錶條件下的實踐考試後撤銷。當頒發儀錶等級給持有一個或者多個型別等級的人員時，在此人沒有演示其儀錶能力的每一個航空器型別等級上都應註明“僅限于VFR”限制。 （6）如果申請人在增加航空器類別等級或者級別等級的同時增加型別等級，則應當按照本條（b）或（c）要求通過相應的理論考試。 （7）參加CCAR-121部或CCAR-135部運行的駕駛員只需要符合本條（d）（1）、（d）（4）和（d）（5）的規定，但是應當由運行合格證持有人簽字證明其已經完成了合格證持有人依據經批准訓練大綱實施的訓練。 （e）對於飛機，本條（b）、（c）和（d）規定的各項操作應當在與所申請的增加等級為同一類別、級別和型別的飛機上進行。但是在下列情況下，可以按照相應要求使用飛行模擬機或飛行訓練器進行： （1）滿足下列條件之一的申請人，可以使用C級或者D級飛行模擬機代替飛機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪噴氣飛機一個型別等級，申請在渦輪噴氣飛機上增加另一個型別等級； （ii）持有渦輪螺旋槳飛機一個型別等級，申請在渦輪螺旋槳飛機上增加另一個型別等級； （iii）至少具有2,000小時飛行經歷時間，其中500小時是在與所申請型別等級相同級別的渦輪動力飛機上獲得的； （iv）至少具有500小時飛行經歷時間是在與所申請等級飛機同一型別的飛機上獲得的； （v）至少具有1,000小時飛行經歷時間是在至少兩個不同型別的飛機上獲得的。 （2）不符合本條（e）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或者飛行訓練器進行訓練和考試。但是，下列動作和程序應當在飛機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （f）對於直升機，本條（b）、（c）和（d）規定的各項操作應當在與所申請的增加等級是同一型別的直升機上進行。但是在下列情況下，可以按照相應要求使用飛行模擬機或飛行訓練器進行： （1）滿足下列條件之一的申請人，在申請渦輪動力直升機的型別等級時，可以使用C級或者D級飛行模擬機代替直升機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪動力直升機一個型別等級，申請在渦輪動力直升機上增加另一個型別等級； （ii）至少具有2,000小時飛行經歷時間，其中500小時是在渦輪動力直升機上獲得的； （iii）至少具有500小時飛行經歷時間是在同一型別的直升機上獲得的； （iv）至少具有1,000小時飛行經歷時間是在至少兩個不同型別的渦輪動力直升機上獲得的。 （2）不符合本條（f）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或者飛行訓練器進行訓練和考試。但是，下列動作和程序應當在直升機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 第61.83條 儀錶等級要求 （a）在駕駛員執照上增加儀錶等級，申請人應當符合下列規定： （1）應當至少持有現行私用駕駛員執照，該執照應當帶有適用於所申請儀錶等級的飛機、直升機、飛艇或傾轉旋翼機等級。 （2）完成並記錄了授權教員提供的本條（b）中適用於所申請儀錶等級的航空知識方面的地面訓練。 （3）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其可以參加增加儀錶等級所要求的理論考試。 （4）完成並記錄了授權教員提供的適用於所申請儀錶等級的、本條（c）或者（d）飛行技能方面的飛行訓練。 （5）滿足本條（d）的飛行經歷要求。 （6）由授權教員在申請人的飛行經歷記錄本或者訓練記錄上簽字，證明其可以參加增加儀錶等級所要求的實踐考試。 （7）應當通過本條（b）所要求相關航空知識的理論考試。申請人持有某一類別航空器的儀錶等級的除外。 （8）應當通過本條（c）或（d）所要求相關飛行技能的實踐考試。 （b）航空知識： 儀錶等級理論考試的申請人，應當已接受授權教員提供的地面訓練，內容至少包括適用於所申請等級的下列航空知識： （1）中國民用航空規章中有關儀錶飛行規則（IFR）運行的規定、空中交通管制系統與程序、有關的航行資料和通告； （2）適用於儀錶飛行規則（IFR）運行的無線電領航，使用無線電導航設備進行儀錶飛行規則（IFR）航行和進近，儀錶飛行規則（IFR）航圖和儀錶進近圖的使用； （3）航空氣象報告和預報的獲得與使用，以及根據這些信息和對天氣情況的觀測，預測天氣趨勢的要點，危險天氣的識別和風切變的避讓； （4）在儀錶氣象條件下，安全有效地操作航空器； （5）機組資源管理，包括機組通信、協調和判斷與決斷的作出； （6）與航空器儀錶飛行有關的威脅與差錯管理的知識。 （c）儀錶等級實踐考試的申請人，應當在相應的航空器或者飛行模擬機或飛行訓練器上接受授權教員提供的下列儀錶飛行技能訓練： （1）僅按儀錶操作航空器並準確完成各項機動飛行； （2）使用無線電導航設備進行儀錶飛行規則（IFR）航行，包括遵守空中交通管制指令和程序； （3）使用無線電導航設備進近至局方公佈的最低標準； （4）在模擬或者實際的儀錶飛行規則（IFR）條件下，在中國民用航路或者空中交通管制（ATC）指定航線上的轉場飛行； （5）模擬的緊急情況，包括設備或儀錶故障、失去通信聯絡以及失去進近條件後的復飛程序以及到非計劃的備降機場備降； （6）具有識別並且管理威脅與差錯的能力。 （d）儀錶等級的申請人應當符合下列飛行經歷要求： （1）至少50小時擔任機長的轉場飛行，其中至少10小時是在所申請儀錶等級的航空器上獲得的。 （2）40小時的實際或者模擬儀錶時間，其中可以包括不超過20小時的在飛行模擬機或者飛行訓練器上由授權教員提供儀錶訓練的時間。該時間包括： （i）在所申請儀錶等級的航空器類別上，授權教員提供的至少15小時儀錶飛行訓練； （ii）在實踐考試日期之前60天內，授權教員提供的至少3小時準備考試的儀錶飛行訓練； （iii）對於飛機儀錶等級，在飛機上至少完成一次總距離不少於470千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （iv）對於直升機儀錶等級，在直升機上至少完成一次總距離不少於200千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （v）對於飛艇儀錶等級，在飛艇上至少完成一次總距離不少於45千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近； （vi）對於傾轉旋翼機儀錶等級，在傾轉旋翼機上至少完成一次總距離不少於200千米的儀錶轉場飛行，在該次飛行的每個機場都應當進行儀錶進近，至少完成三種不同的儀錶進近。 第61.87條 牽引滑翔機的航空器機長經歷和訓練要求 （a）在牽引滑翔機的航空器上擔任機長，應當符合下列規定： （1）至少持有帶動力航空器類別等級的私用駕駛員執照。 （2）已經在用於牽引滑翔機的航空器類別、級別和型別（如適用）上記錄了至少100小時的機長時間。 （3）授權教員在該駕駛員的飛行經歷記錄本上簽字，證明其已在滑翔機上接受了地面和飛行訓練，熟悉安全牽引滑翔機所必需的知識，包括： （i）安全牽引滑翔機的基本技術和程序，包括空速限制； （ii）應急程序； （iii）使用的信號； （iv）最大坡度。 （4）在一名滿足本條（b）要求的駕駛員陪同下，在牽引滑翔機的航空器上作為操縱裝置的唯一操縱者完成至少3次牽引飛行，或模擬滑翔機牽引飛行程序，並獲得陪同駕駛員在其飛行經歷記錄本上的簽字證明。 （5）在前12個日曆月內，至少符合下列條件之一： （i）在符合本條（b）要求的駕駛員陪同下，完成至少3次實際或者模擬滑翔機牽引； （ii）作為被航空器牽引的滑翔機機長，完成至少3次飛行。 （b）本條（a）（4）要求的陪同駕駛員，在擔任陪同駕駛員之前，應當已經滿足本條（a）的要求，並記錄了在牽引滑翔機的航空器上擔任機長的至少10次飛行。但是對於僅持有私用駕駛員執照的駕駛員，還應當滿足記錄了至少100小時在有動力航空器上擔任機長的時間，或者至少200小時在有動力和無動力航空器上擔任機長的時間。 第61.89條 按其他規章批准的訓練大綱完成訓練的人員 （a）在經局方按照CCAR-141或CCAR-142審定合格的訓練機構中按經批准的有關執照、等級訓練大綱完成地面和飛行訓練的人員，向局方出示其完成訓練證明的，視為該申請人符合相應執照或者等級的飛行經歷、航空知識和飛行技能的要求。但是，該執照、等級申請人應當通過本規則規定的理論考試並在訓練結束後60天內通過實踐考試。 （b）按照CCAR-121或CCAR-135中對機長的要求，完成經批准的訓練大綱中所要求訓練的駕駛員，在訓練結束後60天之內通過實踐考試的，視為其滿足本規則第61.187條 中的相應飛行技能要求。 第61.91條 對具有國家航空器駕駛員經歷的人員的特殊規定 （a）具有國家航空器駕駛員經歷的人員可以按本條要求申請頒發私用或商用駕駛員執照和等級。 （b）具有國家航空器駕駛員經歷的人員出示具有航空經歷記錄的技術檔案資料或等效文件，局方可以承認其航空經歷，用於滿足按本規則頒發相應執照和等級的航空經歷要求。 （c）滿足下列要求的具有國家航空器駕駛員經歷的申請人，局方可以為其頒發私用駕駛員執照： （1）除要求的相應考試和簽字證明外，滿足本規則第61.123條資格要求。 （2）出示有關技術檔案資料或等效文件，證明其滿足本規則第61.129至61.135條一個航空器等級的航空經歷要求。 （3）申請執照和等級前24個日曆月內仍在飛行的，應當通過本規則61.123（g）要求的理論考試；申請執照和等級前24個日曆月內已不參加飛行的，還應當通過本規則61.123（j）要求的實踐考試。 （d）滿足下列要求的具有國家航空器駕駛員經歷的申請人，局方可以為其頒發商用駕駛員執照： （1）除要求的考試和簽字證明外，滿足本規則第61.153條資格要求； （2）出示有關技術檔案資料或等效文件，證明其滿足本規則第61.159至61.166條一個航空器等級的航空經歷要求； （3）申請執照和等級前12個日曆月內仍在飛行的，應當通過本規則61.153（g）要求的理論考試； （4）申請執照和等級前12個日曆月內已不參加飛行的，應當通過本規則61.153（g）和（j）要求的理論考試和實踐考試。 （e）對於按本條（c）、（d）頒發的執照，按（c）或（d）審定合格或經考試合格的航空器等級，局方可以簽注在相應的執照上。原國家航空器駕駛員申請航空器等級按下列規定辦理： （1）原單發飛機和殲擊機駕駛員，可以申請飛機類別單發陸地等級； （2）含轟炸機、運輸機在內的原多發飛機駕駛員，可申請飛機類別多發陸地等級； （3）原運輸飛機駕駛員所飛機型符合本規則頒髮型別等級要求的，該駕駛員可以申請相應的型別等級，但需通過該型別等級的實踐考試； （4）原直升機駕駛員可以申請直升機類別等級和型別等級，但需通過該型別等級的實踐考試； （5）未在本條（e）款中列明的其他航空器由局方確定其相應的轉換等級和辦理方法。 （f）具有複雜氣象標準的原國家航空器駕駛員，符合本規則61.83（d）航空經歷要求的，可以申請在其駕駛員執照上增加儀錶等級，但應當通過本規則第61.83條要求的理論考試和實踐考試。 第61.93條 外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發駕駛員執照 （a）外國駕駛員執照或香港、澳門特別行政區執照持有人可以申請按本規則頒發的駕駛員執照和等級。申請人的外國駕駛員執照如果是國際民航公約締約國或香港、澳門特別行政區頒發的，並且沒有不符合國際民航組織標準的簽注，則可以作為滿足所申請執照和等級飛行經歷要求的證明，並認為其具有參加相應理論考試和實踐考試的資格。該申請人不需符合所申請執照資格要求中有關申請人應當持有某種執照的規定，以及有關申請人應當具有授權教員推薦其參加理論考試和實踐考試的簽字的規定。除此以外，申請人應當滿足本規則對其所申請執照的其他要求，包括通過相應的理論考試和實踐考試。但是，對於符合（b）條件的私用駕駛員執照的申請人無需滿足上述要求。 （b）外國駕駛員執照或香港、澳門特別行政區執照持有人申請按本規則頒發私用駕駛員執照和等級時，只要符合以下條件，局方可以為其頒發私用駕駛員執照和等級： （1）持有現行有效的外國或香港、澳門特別行政區私用、商用或航線運輸駕駛員執照，沒有不符合國際民航組織標準的簽注。 （2）持有中國頒發或者認可的體檢合格證。 （3）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。如果申請人因某種原因不能完全滿足本要求，局方應當在該申請人的執照上簽注必要的運行限制。 （4）通過民用航空規章有關駕駛員權利與限制、空中交通規則和一般運行規則等部分的理論考試。 （c）按本條（b）頒發的執照上應當註明所依據的原執照編號和頒發地。原執照上的航空器等級和儀錶等級，以及按本規則規定在考試後頒發的等級，局方可以簽注在該執照上。該執照的持有人可以行使本規則私用駕駛員執照的權利，但應當遵守執照上簽注的限制。當其原執照被暫扣或吊銷時，不得行使中國私用駕駛員執照的權利。 （d）因國內訓練能力不足等原因，經局方批准，運營人可在境外經批准或認可的飛行訓練機構完成部分人員的執照或等級訓練，此類人員在通過本規則要求的民用航空規章有關駕駛員權利與限制、空中交通規則和一般運行規則等部分的理論考試後，可以持訓練機構所在地民航當局頒發的駕駛員執照和等級，申請換發本規則中相應的駕駛員執照和等級。 （e）外國或香港、澳門特別行政區頒發的含有初級飛機、自轉旋翼機、滑翔機、自由氣球或小型飛艇等級的駕駛員執照持有人，通過理論考試和實踐考試後可申請按本規則頒發的相應等級的運動駕駛員執照。 第61.95條 依據外國或香港、澳門特別行政區駕駛員執照頒發認可函 （a）外國或香港、澳門特別行政區執照持有人可以按本條申請頒發認可函。 （b）申請人在申請按本規則頒發的認可函時，應向局方提供以下材料： （1）《國際民用航空公約》締約國或香港、澳門特別行政區頒發的現行有效駕駛員執照和相應等級； （2）申請運行的種類和時間。 （c）經審查合格後，局方可向申請人頒發執照認可函。 （d）按本條頒發的認可函包含以下內容： （1）申請人的原執照編號和執照頒發機構。 （2）有效期。按本條頒發的認可函有效期不超過下列任何一項： （i）除被暫扣或吊銷外，自簽發之日起24個日曆月； （ii）申請人參加運行的航空器租期期滿之日； （iii）申請人雇用合同期滿之日。 （e）認可函的運行權利和限制： 按本條規定頒發的駕駛員執照認可函的持有人： （1）具有原執照上和本規則相對應的等級的權利，並可以在中國登記的相應的民用航空器上擔任駕駛員； （2）其權利受局方在其認可函上簽注的限制； （3）在中國登記的航空器上，行使其認可函上的權利時，應當遵守其認可函和原駕駛員執照上的限制和約束； （4）原執照被暫扣，吊銷或失效時，認可函同時失效。 （f）按本條頒發的認可函僅在作為該認可函頒發依據的外國或香港、澳門特別行政區駕駛員執照由持有人隨身攜帶時，方為有效。 D章 學生駕駛員執照 第61.101條 適用範圍 本章規定了頒發學生駕駛員執照的條件、該執照的用途以及執照持有人應當遵守的一般運行規則與限制。申請運動駕駛員執照的學生駕駛員，無需辦理學生駕駛員執照，但須遵守本章對學生駕駛員的單飛要求及一般限制。 第61.103條 資格要求 符合下列條件的申請人，局方可以為其頒發學生駕駛員執照： （a）年滿16周歲。 （b）5年內無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）持有局方頒發的現行有效Ⅱ級或者I級體檢合格證。 為取得運動駕駛員執照的學生駕駛員應符合下列條件： （a）年滿16周歲，但僅申請操作滑翔機或自由氣球的為年滿14周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，應申請學生駕駛員執照，並由局方在其執照上簽注必要的運行限制。 （d）持有局方頒發的現行有效體檢合格證。 第61.105條 學生駕駛員單飛要求 （a）學生駕駛員應當滿足本條要求方可操縱航空器單飛。 （b）學生駕駛員應當通過由授權教員實施的理論考試，證明其具有要求的航空知識。理論考試應當包括下列內容： （1）本規則和一般運行規則中的適用部分； （2）單飛所用機場的空中交通規則和程序； （3）所用航空器的飛行特性和運行限制。 （c）在被批准實施單飛前，學生駕駛員應當已經接受並記錄了單飛所用航空器的適用動作與程序的飛行訓練，並經授權教員在該型號或類似航空器上檢查，認為該駕駛員熟練掌握了這些動作與程序，能夠安全實施單飛。單飛前至少應當完成下列動作與程序的飛行訓練： （1）對於飛機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）正常和不同阻力形態下作帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）對單發飛機，側滑修正目測並著陸。 （2）對於直升機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）以各種空速飛行； （x）設備故障和應急程序； （xi）參考地面的機動飛行； （xii）進近至著陸區域； （xiii）懸停和懸停轉彎； （xiv）復飛； （xv）模擬應急程序，包括自轉下降至恢復功率懸停； （xvi）快速減速； （xvii）模擬單發失效進近並著陸（對多發直升機）。 （3）對於飛艇的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）設備故障和應急程序； （xi）參照地面的機動飛行； （xii）裝配、壓艙配平，控制副氣囊的壓力及過熱； （xiii）以正靜平衡和以負靜平衡著陸。 （4）對於傾轉旋翼機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）進近至著陸區域； （xvi）懸停和懸停轉彎； （xvii）模擬單發失效進近並著陸（對多發傾轉旋翼機）。 （5）對於初級飛機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）正常和不同阻力形態下作帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）從不同高度和功率組合進入失速，並在開始失速時改出，以及從完全失速中改出； （xi）設備故障和應急程序； （xii）參照地面的機動飛行； （xiii）模擬發動機故障進近至著陸區域； （xiv）復飛； （xv）側滑修正目測並著陸。 （6）對於自轉旋翼機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備、航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的小、中、大坡度轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）以各種空速飛行； （x）設備故障和應急程序； （xi）參考地面的機動飛行； （xii）進近至著陸區域； （xiii）帶動力和模擬關閉動力的快速下降，並從這些飛行狀態中改出； （xiv）復飛； （xv）模擬應急程序，包括模擬關閉動力著陸和模擬起飛期間動力裝置失效。 （7）對於滑翔機的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置（如適用）的操作檢查； （ii）開車、試車和滑行（如適用）； （iii）正常和側風起飛； （iv）平直飛行，兩個方向的轉彎（如適用）； （v）機場起落航線，包括加入程序； （vi）防撞、避讓風切變和避讓尾流顛簸； （vii）使用高阻和低阻形態作帶轉彎和不帶轉彎的下降； （viii）以各種空速飛行； （ix）設備故障和應急程序； （x）參照地面的機動飛行（如適用）； （xi）牽引索的檢查、信號和脫鉤程序（如適用）； （xii）飛機牽引、地面牽引、自身動力或自行彈射起飛程序； （xiii）滑翔機拆卸和組裝程序； （xiv）失速進入、失速和失速改出； （xv）直線滑翔、轉彎和盤旋； （xvi）正常和側風著陸； （xvii）側滑修正目測並著陸； （xviii）利用上升氣流的程序和技術； （xix）應急操作，包括牽引索斷裂程序。 （8）對於自由氣球的學生駕駛員： （i）組裝程序； （ii）飛行準備程序，包括飛行前計劃和準備，航空器系統的檢查； （iii）上升和下降； （iv）著陸和恢復程序； （v）設備故障和應急程序； （vi）相應的熱空氣或氣源、配重、活門、放氣門和裂幅的使用； （vii）模擬緊急情況下，放氣門或裂幅的使用； （viii）風對上升和進近角度的影響； （ix）障礙物觀測和避讓技術。 （9）對於小型飛艇的學生駕駛員： （i）飛行準備程序，包括飛行前計劃和準備，航空器系統和動力裝置的操作檢查； （ii）開車、試車和滑行； （iii）正常和側風起飛、著陸； （iv）平直飛行，兩個方向的轉彎； （v）上升和上升轉彎； （vi）機場起落航線，包括加入和脫離程序； （vii）防撞、避讓風切變和避讓尾流顛簸； （viii）帶轉彎和不帶轉彎的下降； （ix）從巡航速度到最小速度的各種空速飛行； （x）設備故障和應急程序； （xi）參照地面的機動飛行； （xii）裝配、壓艙配平，控制副氣囊的壓力及過熱； （xiii）以正靜平衡和以負靜平衡著陸。 （d）學生駕駛員在操作航空器單飛之前，應當符合下列規定： （1）在學生駕駛員執照上，有授權教員針對其所飛型號航空器的簽字批准； （2）在其飛行經歷記錄本上，有授權教員的簽字，證明其在單飛日期之前90天內接受了所飛型號航空器的訓練。 （e）學生駕駛員在夜間操作航空器單飛前應當符合下列規定： （1）已經接受了夜間飛行訓練，包括在擬實施單飛的機場進行的夜間起飛、進近、著陸和復飛訓練； （2）已經接受了在擬實施單飛的機場附近進行的夜間航行訓練； （3）在其飛行經歷記錄本上，有授權教員的簽字，證明其在夜間單飛日期之前90天內接受了所飛型號航空器的訓練。 （f）授權教員在批准學生駕駛員每次單飛時，應當遵守下列規定： （1）在單飛所用型號航空器上，已向該駕駛員提供了訓練； （2）認為該駕駛員已熟練掌握本條規定的動作和程序； （3）認為該駕駛員已熟悉所飛型號航空器； （4）確認學生駕駛員執照已經由提供飛行訓練的授權教員針對所飛型號航空器簽署； （5）在該學生駕駛員的飛行經歷記錄本上簽字批准其在所飛型號航空器上單飛，或者確認授權教員的簽字是在90天的有效期內做出的。 第61.107條 一般限制 （a）學生駕駛員不得從事下列行為： （1）在載運旅客的航空器上擔任機長； （2）以取酬為目的在載運貨物的航空器上擔任機長； （3）為獲取酬金而擔任航空器機長； （4）在空中或地面能見度白天小于5千米、夜間小于8千米的飛行中擔任航空器機長； （5）在不能目視參照地標的飛行中擔任航空器機長； （6）在違背授權教員對於該駕駛員飛行經歷記錄本中簽注的限制的情況下擔任航空器機長。 （b）學生駕駛員不得在航空器型號合格審定或實施該飛行所依據的規章要求配備一名以上駕駛員的任何航空器上擔任飛行機組必需成員，但在飛艇或小型飛艇上接受授權教員的飛行教學，並且該航空器上除飛行機組必需成員外沒有任何其他人員時除外。 第61.109條 轉場單飛要求 （a）學生駕駛員在實施轉場單飛或距起飛機場超過50千米的單飛前，應當遵守本條轉場單飛的規定。 （b）申請轉場單飛的學生駕駛員應當符合下列規定： （1）在轉場單飛所用航空器上，已經接受了授權教員提供的地面和飛行訓練； （2）經授權教員檢查證明其已熟練掌握了本條要求的相應航空器轉場飛行的動作與程序； （3）已經在轉場單飛所用航空器上，合格完成了本規則第61.105條規定的動作與程序； （4）遵守本條（c）要求的授權教員在簽字時註明的任何限制。 （c）學生駕駛員在實施轉場飛行前應當具有下列簽字批准： （1）除運動駕駛員執照申請人外，由提供訓練的授權教員在其學生駕駛員執照上作出轉場單飛的簽字批准，並註明所飛航空器類別。 （2）由授權教員在其飛行經歷記錄本上對所飛型號航空器作出轉場單飛的簽字批准。 （3）在每次轉場單飛前，由授權教員按本條（d）規定評估其轉場計劃並在其飛行經歷記錄本上簽字批准。該簽字批准應當詳細説明所飛航空器的廠家和型號；證明該駕駛員做好了飛行計劃和準備，能夠安全實施轉場單飛。 （d）授權教員在批准學生駕駛員每次轉場單飛時，應當遵守下列規定： （1）確認該駕駛員的轉場計劃是正確的； （2）評估天氣實況和預報，確定本次飛行能夠按照目視飛行規則完成； （3）確認該駕駛員技術熟練，能夠安全實施本次飛行； （4）確認該駕駛員對所飛航空器具有合適的轉場單飛簽字批准； （5）確認該駕駛員的單飛簽字批准對所飛航空器是現行有效的。 （e）學生駕駛員除完成本規則第61.105條要求的單飛前飛行訓練動作與程序外，在轉場單飛前還應當完成下列相應航空器的轉場飛行動作與程序的訓練： （1）對於飛機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）最大上升角和最大上升率上升； （xii）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用； （xiii）轉場飛行區域空中交通管製程序。 （2）對於直升機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）起飛、進近和著陸程序； （xi）轉場飛行區域空中交通管製程序。 （3）對於飛艇的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）上升、下降飛行和控制高度時的氣體壓力控制； （xi）只參考飛行儀錶操縱飛艇； （xii）有利於轉場飛行的天氣和上升氣流的識別； （xiii）轉場飛行區域空中交通管製程序。 （4）對於傾轉旋翼機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序； （xi）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用。 （5）對於初級飛機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）最大上升角和最大上升率上升； （xii）只參考飛行儀錶操縱航空器飛行，包括平直飛行、轉彎、下降、爬升以及無線電助航設備和空中交通管制指令的使用； （xiii）轉場飛行區域空中交通管製程序。 （6）對於自轉旋翼機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）正常和側風起飛、進近與著陸程序，包括在短小和鬆軟機場上起飛、進近與著陸； （xi）轉場飛行區域空中交通管製程序。 （7）對於滑翔機的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）從離地至少600米的高度，不使用高度表完成著陸； （x）識別有利於轉場滑翔、上升、下降飛行的天氣和上升氣流狀態，以及控制高度。 （8）對於小型飛艇的學生駕駛員： （i）使用航空地圖作目視飛行規則航行，包括借助磁羅盤、使用地標領航和推測領航的航行； （ii）有關轉場飛行的航空器性能圖表的使用； （iii）航空天氣實況報告和預報的獲得與分析，包括在飛行中臨界天氣情況的識別和能見度的判斷； （iv）應急程序； （v）起落航線程序，包括區域離場、區域進場、加入起落航線和進近； （vi）防撞、預防尾流顛簸和避讓風切變的程序與操作常規； （vii）轉場飛行地理區域中危險地形特徵的識別、避讓和運行限制； （viii）所飛航空器上的儀錶設備的操作程序，包括其正常工作程序和指示的識別與使用； （ix）目視飛行規則航行和雙向通信的無線電設備的使用； （x）上升、下降飛行和控制高度時的氣體壓力控制； （xi）只參考飛行儀錶操縱飛艇； （xii）有利於轉場飛行的天氣和上升氣流的識別； （xiii）轉場飛行區域空中交通管製程序。 E章 運動駕駛員執照 第61.111條 適用範圍 本章規定了頒發運動駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.113條 資格要求 符合下列條件的申請人，局方可以為其頒發運動駕駛員執照： （a）年滿17周歲，但僅申請操作滑翔機或自由氣球的為年滿16周歲。 （b）5年內無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有初中或者初中以上文化程度。 （e）持有局方頒發的現行有效體檢合格證。 （f）完成了本規則第61.115條要求的相應航空器等級的航空知識訓練，並由提供訓練或者評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.115條所要求航空知識的理論考試。 （h）完成了本規則第61.117條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本規則第61.119條適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.117條適用於所申請航空器等級的飛行技能的實踐考試。 （k）符合本規則對所申請航空器等級的相應條款要求。 第61.115條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或者自學課程： （a）航空法規： 與運動駕駛員權利、限制和飛行運行有關的中國民用航空規章。 （b）初級飛機、飛艇、自轉旋翼機、滑翔機、自由氣球的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能； （2）有關類別航空器和動力裝置的使用限制，飛行手冊或其他相應文件中的有關操作資料； （3）對於自轉旋翼機，傳動裝置（傳動齒輪係）（如適用）； （4）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對飛行特性的影響、重量和平衡計算； （2）起飛、著陸和其他性能數據的使用與實際運用； （3）相應航空器安全有效的運行，包括飛行活動高密度機場的飛行、防撞、避免尾流顛簸以及無線電通信程序，夜間運行。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： 包括識別臨界天氣狀況，避讓風切變，獲得氣象資料的程序以及航空天氣報告和預報的使用。 （f）領航： 包括航圖和磁羅盤的使用，地標和推測領航，目視飛行規則（VFR）飛行，航行設施的使用及機載領航設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）高度表撥正程序。 （3）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （4）適當的預防程序和應急程序，包括為避讓危險天氣、尾流和其他運行危險所採取的行動。 （5）對於自轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （6）對於初級飛機和滑翔機類別等級，還要求失速識別、螺旋進入與改出技術。 （7）對於滑翔機，不同的牽引起飛方法與相關程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的行動。 第61.117條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練。 （a）對於初級飛機類別等級： （1）飛機的組裝、拆卸和油料配置； （2）飛行前準備，包括重量和平衡計算，起飛前檢查，發動機的使用； （3）機場和起落航線的運行，包括在管制機場操作，無線電通信，防撞措施及避免尾流顛簸； （4）參照外部目視參考的機動飛行； （5）以臨界小速度飛行，判斷並改出從直線飛行和從轉彎中進入的臨界失速及失速； （6）起飛、著陸和復飛，包括正常、側風、短小和鬆軟跑道的起飛與著陸，以及最大性能起飛和著陸； （7）使用地標領航和推測領航的轉場飛行； （8）水上操作（如適用）； （9）應急操作，包括模擬的航空器系統和設備故障； （10）高度50米以下機動飛行的規則和方法； （11）關閉發動機或者模擬關閉發動機後的轉彎、下滑和著陸的操縱方法。 （b）對於自轉旋翼機類別等級： （1）飛行前操作，包括起飛前檢查，自轉旋翼機勤務、重量和平衡計算、動力裝置和航空器各系統的使用； （2）參照外部目視參考的機動飛行； （3）以臨界小速度機動飛行，對小速度大下降率狀態的判斷和改出； （4）機場和起落航線的運行，包括防撞措施、空中交通管製程序和無線電通信程序； （5）使用地標領航、推測領航和無線電導航設備轉場飛行； （6）應急程序，包括最大性能起飛和著陸。 （c）對於滑翔機類別等級： （1）飛行前操作，包括安裝、拆卸以及起飛前檢查； （2）所使用的牽引起飛方式的技術和程序，包括適當的空速限制、應急程序和使用的信號； （3）起落航線運行，防撞措施和程序； （4）參照外部目視參考操縱滑翔機； （5）在整個飛行包線內飛行； （6）識別並從臨界失速、失速、螺旋和急盤旋下降中改出； （7）正常和側風牽引起飛、進近和著陸； （8）使用目視參考和推測領航進行轉場飛行； （9）應急程序。 （d）對於小型飛艇類別等級： （1）地面操作，包括係留、裝配和飛行前準備； （2）正常起飛、著陸與復飛，雙向無線電通信和防撞措施； （3）平直飛行、上升、轉彎和下降； （4）參照外部目視參考的機動飛行； （5）使用地標領航、推測領航和無線電導航設備航行； （6）模擬的應急情況，包括設備、氣體活門故障和發動機失去功率。 （e）對於自由氣球類別等級： （1）飛行前操作，包括自由氣球組裝、索具調整、充氣、係留和檢查； （2）氣球放飛和上升技術與程序，包括適當的限制、應急程序和所用信號； （3）防撞措施； （4）參照外部目視參考操縱自由氣球； （5）快速下降的識別和改出； （6）使用目視參考和推測領航飛行； （7）進近到著陸，包括地面操縱； （8）應急程序。 第61.119條 運動駕駛員的飛行經歷要求 （a）初級飛機類別等級的運動駕駛員執照申請人應當在有動力的航空器上有至少30小時的駕駛員飛行經歷時間，其中包括按照本規則61.117條飛行技能要求在相應級別的初級飛機或飛機上由授權教員提供的至少15小時帶飛訓練（其中可以包括不多於2小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和5小時在相應級別的初級飛機上的單飛時間。 （1）由授權教員提供的帶飛訓練至少包括： （i）2小時轉場飛行訓練。 （ii）3小時的初級飛機夜間飛行訓練，包括10次起飛和著陸。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （iii）2小時為初級飛機實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （2）5小時初級飛機上的單飛時間，至少包括3次起飛、3次全停著陸和1次總距離至少為120千米（65海裏）的轉場單飛。 （b）自轉旋翼機類別等級的運動駕駛員執照申請人應當在有動力的航空器上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.117條的飛行技能要求，在自轉旋翼機上由授權教員提供的至少20小時帶飛訓練（其中可以包括不多於2小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和5小時自轉旋翼機單飛時間。 （1）由授權教員提供的帶飛訓練至少包括： （i）2小時轉場飛行訓練。 （ii）3小時的自轉旋翼機夜間飛行訓練，包括10次起飛和著陸。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （iii）2小時為自轉旋翼機實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （2）5小時自轉旋翼機上的單飛時間，至少包括3次起飛、3次全停著陸和一次總距離至少為50千米的轉場單飛。 （c）滑翔機類別等級運動駕駛員執照申請人： （1）如果在重於空氣航空器上作為駕駛員的飛行經歷時間不足40小時，則申請人應當按照本規則61.117的飛行技能要求在滑翔機上完成至少10小時飛行時間，該時間應當至少包括： （i）20次滑翔機飛行，包括在滑翔機上由授權教員提供的、為實踐考試作準備的至少3次飛行訓練，該訓練應當在考試日期前60天內完成； （ii）2小時滑翔機單飛，其中應當完成至少10次起飛和著陸。 （2）如果在重於空氣航空器上作為駕駛員的飛行經歷時間不少於40小時，則申請人應當按照本規則61.117的飛行技能要求在滑翔機上完成至少3小時飛行時間。該時間應當至少包括： （i）10次滑翔機單飛； （ii）在滑翔機上由授權教員提供的、為實踐考試作準備的3次飛行訓練，該訓練應當在考試日期前60天內完成。 （3）在滑翔機上擔任機長的駕駛員應當完成下列相應附加訓練： （i）使用地面牽引程序。該駕駛員已經完成地面牽引程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行地面牽引程序及其操作。 （ii）使用空中牽引程序。該駕駛員已經完成空中牽引程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行空中牽引程序及其操作。 （iii）使用自行起飛程序。該駕駛員已經完成自行起飛程序及其操作的地面和飛行訓練，並得到授權教員的簽字，證明其能夠合格進行自行起飛程序及其操作。 （d）小型飛艇類別等級的運動駕駛員執照申請人按照本規則61.117條的飛行技能要求在小型飛艇或自由氣球上接受至少20小時的飛行訓練（其中在小型飛艇上的帶飛訓練時間至少為10小時），該飛行訓練內容應至少包括： （1）3小時轉場飛行訓練。 （2）3小時小型飛艇夜間飛行訓練，包括5次起飛和5次全停著陸。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）2小時為小型飛艇實踐考試作準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）5小時在小型飛艇上履行機長職責的時間。 （e）自由氣球類別等級的運動駕駛員執照申請人應當完成至少16小時作為自由氣球駕駛員的飛行經歷時間，至少包括8次氣球放飛和上升，其中一次為上升至高於起飛點600米的飛行，以及一次單飛。 第61.120條 運動駕駛員執照持有人的權利和限制 （a）運動駕駛員執照持有人可以在相應類別和級別等級的航空器上擔任機長。 （b）如滑翔機載運乘客，運動駕駛員執照持有人在取得滑翔機類別等級後，應當再建立不少於10小時的飛行經歷時間。 （c）以取酬為目的在經營性運行的航空器上擔任機長，或為獲取酬金在航空器上擔任機長，運動駕駛員執照持有人應具有不少於35小時的飛行經歷時間，其中20小時作為本類別和級別（如適用）航空器駕駛員的飛行經歷時間。 （d）未滿18周歲的運動駕駛員執照持有人，不得在以取酬為目的的航空器上擔任機長。 （e）運動駕駛員執照持有人不得從事商業航空運輸運行。 （f）運動駕駛員執照持有人禁止在自由氣球上實施夜間飛行。 F章 私用駕駛員執照 第61.121條 適用範圍 本章規定了頒發私用駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.123條 資格要求 符合下列條件的申請人，局方可以為其頒發私用駕駛員執照： （a）年滿17周歲。 （b）5年內無犯罪記錄； （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有初中或者初中以上文化程度。 （e）持有局方頒發的現行有效Ⅱ級或者I級體檢合格證。 （f）完成了本規則第61.125條要求的相應航空器等級的航空知識訓練，並由提供訓練或者評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.125條所要求航空知識的理論考試。 （h）完成了本規則第61.127條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.127條所要求飛行技能的實踐考試。 （k）符合本規則對所申請航空器類別和級別等級的相應條款要求。 第61.125條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或者自學課程： （a）航空法規： 與私用駕駛員執照持有人有關的規章條例；飛行規則；高度表撥正程序；相應的空中交通服務措施和程序。 （b）飛機、飛艇、直升機和傾轉旋翼機類航空器的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能。 （2）有關類別航空器和動力裝置的使用限制；飛行手冊或其他相應文件中的有關操作資料。 （3）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）。 （4）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對飛行特性的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據的使用與實際運用。 （3）適合於按照目視飛行規則私人運行的飛行前準備和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；位置報告程序；高度表撥正程序；交通密集區的運行。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： 初級航空氣象學的應用；氣象資料的使用和獲得氣象資料的程序；測高法；危險氣象條件。 （f）領航： 空中領航和推測領航技術的實踐；航圖的使用。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）高度表撥正程序。 （3）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （4）適當的預防程序和應急程序，包括為避讓危險天氣、尾流和其他運行危險所採取的行動。 （5）對於直升機和傾轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的行動。 第61.127條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練： （a）對於飛機類別等級： （1）威脅和差錯的識別和管理； （2）飛行前操作，包括重量和平衡計算，起飛前檢查，飛機勤務和發動機使用； （3）機場和起落航線的運行，包括在管制機場操作、無線電通信、防撞措施及避免尾流顛簸； （4）參照外部目視參考的機動飛行； （5）臨界小速度飛行，判斷並改出從直線飛行和從轉彎中進入的臨界失速及失速； （6）臨界大速度飛行，急盤旋下降的識別和改出； （7）正常及側風起飛、著陸和復飛； （8）最大性能（短跑道和越障）起飛，短跑道著陸； （9）僅參照儀錶飛行，包括完成180度水平轉彎； （10）使用地標領航、推測領航和無線電導航設備的轉場飛行； （11）夜間飛行，包括起飛、著陸和目視飛行規則（VFR）航行； （12）多發或者水上飛機的操作（如適用）； （13）應急操作，包括模擬的航空器系統和設備故障； （14）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （b）對於直升機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的計算、起飛前檢查、直升機勤務和發動機使用； （3）懸停、空中飛移和參照外部目視參考的機動飛行； （4）機場和起落航線的運行，包括無線電通信、防撞措施和避免尾流顛簸； （5）從渦環的初始階段中改出，在發動機轉速正常範圍內從低旋翼轉速改出的技術； （6）使用地標領航、推測領航和無線電導航設備的轉場飛行； （7）起飛、著陸和復飛，包括正常、有風和傾斜地面的起飛和著陸； （8）以所需最小動力起飛和著陸，最大性能起飛和著陸，受限制區域內的運行，快速減速； （9）夜間飛行，包括起飛、著陸和目視飛行規則（VFR）航行； （10）模擬的應急程序，包括航空器和設備故障，在多發直升機上以一台發動機失去功率進近到懸停或著陸，或者在單發直升機上自轉進近並著陸； （11）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （c）對於飛艇類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的確定、飛艇的檢查和勤務； （3）參照地面的機動飛行； （4）機場和起落航線的運行、避免相撞的預防措施和程序； （5）起飛技術和程序，包括相應的限制、應急程序和使用的信號； （6）參照外部目視參考操縱飛艇； （7）起飛、降落和復飛； （8）最大性能（越障）起飛； （9）僅參照儀錶的飛行，包括完成180度水平轉彎； （10）使用目視參考、推測領航和無線電導航設備進行導航和轉場飛行； （11）應急操作（識別漏氣現象），包括模擬的飛艇設備故障； （12）通信程序和用語。 （d）對於傾轉旋翼機類別等級： （1）識別並且管理威脅和差錯。 （2）飛行前操作，包括重量和平衡的確定、傾轉旋翼機的檢查和勤務。 （3）機場和起落航線的運行、避免相撞的預防措施和程序。 （4）參照外部目視參考操縱傾轉旋翼機。 （5）地面機動和試車；懸停、滑跑與上升；正常、無風和傾斜地面的懸停和滑跑進近與著陸。 （6）以最小的必需動力起飛和著陸；最大性能起飛和著陸技術；限制區域內的運行；快停。 （7）僅參照儀錶飛行，包括完成180度水平轉彎。 （8）在渦環的初始階段改出；在發動機轉速正常範圍內從低旋翼轉速改出的技術。 （9）使用目視參考、推測領航和有條件時使用無線電導航設備作轉場飛行，包括一次至少1小時的飛行。 （10）應急操作，包括模擬的傾轉旋翼機設備故障；動力轉換為自轉和自轉下降（如適用）；傳動裝置和互連式傳動軸故障（如適用）。 （11）按照空中交通服務程序飛往、飛離和飛越管制機場。 （12）通信程序和用語。 第61.129條 飛機類別駕駛員的飛行經歷要求 （a）飛機類別單發級別等級的私用駕駛員執照申請人應當在飛機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（a）的飛行技能要求，在單發飛機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時單發飛機轉場飛行訓練。 （2）3小時的單發飛機夜間飛行訓練，包括10次起飛和著陸，以及一次總飛行距離超過180千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）至少3小時單發飛機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （4）3小時為單發飛機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （5）10小時單發飛機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸。 （b）飛機類別多發級別等級的私用駕駛員執照申請人應當在飛機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（a）的飛行技能要求，在多發飛機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時多發飛機轉場飛行訓練。 （2）3小時多發飛機夜間飛行訓練，包括10次起飛和著陸，以及一次總飛行距離超過180千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）至少3小時多發飛機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （4）3小時為多發飛機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （5）10小時多發飛機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸。 （c）持有直升機、傾轉旋翼機、滑翔機和初級飛機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款或（b）款要求的飛行經歷時間；持有飛機類別等級的執照持有人，其原飛行經歷可以折算20小時，計入本條（a）款或（b）款要求的飛行經歷時間，其中最多可以包括10小時飛行訓練時間。 第61.131條 直升機類別駕駛員的飛行經歷要求 （a）直升機類別等級的私用駕駛員執照申請人應當在直升機上有至少40小時的駕駛員飛行經歷時間，其中包括按照本規則61.127（b）的飛行技能要求，在直升機上由授權教員提供的至少20小時飛行訓練（其中可以包括不多於2.5小時的飛行模擬機或飛行訓練器上的飛行訓練時間）和10小時單飛訓練，該訓練至少包括： （1）3小時直升機轉場飛行訓練。 （2）3小時直升機夜間飛行訓練，包括10次起飛和著陸，每次著陸應當包含一次起落航線飛行，以及一次總飛行距離超過90千米的轉場飛行。不能滿足本要求的，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （3）3小時為直升機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）10小時直升機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為180千米的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為60千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸，每次著陸應當包含一次起落航線飛行。 （b）持有飛機、傾轉旋翼機、自轉旋翼機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款要求的飛行經歷時間。 第61.133條 飛艇類別駕駛員的飛行經歷要求 （a）飛艇類別等級的私用駕駛員執照申請人應當在飛艇上有至少40小時的駕駛員飛行經歷時間，其中包括： （1）按照本規則61.127（c）的飛行技能要求，在飛艇上接受至少25小時的飛行訓練，包括： （i）3小時飛艇轉場飛行訓練，其中一次轉場飛行總距離至少為45千米（25海裏）。 （ii）3小時飛艇夜間飛行訓練，包括5次起飛和5次全停著陸，每次著陸應當包含一次起落航線飛行。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （2）3小時飛艇儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （3）3小時為飛艇實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）5小時在飛艇上履行機長職責的時間。 （b）持有小型飛艇等級的執照申請人，其原飛行經歷可以折算15小時，計入本條（a）款要求的飛行經歷時間。 第61.135條 傾轉旋翼機類別駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的私用駕駛員執照申請人應當在傾轉旋翼機上有至少40小時的駕駛員飛行經歷時間，其中包括： （1）按照本規則61.127（d）的飛行技能要求，在傾轉旋翼機上由授權教員提供的至少20小時飛行訓練和10小時單飛訓練，該訓練至少包括： （i）3小時傾轉旋翼機轉場飛行訓練。 （ii）3小時傾轉旋翼機夜間飛行訓練，包括10次起飛和10次全停著陸，每次著陸應當包含一次起落航線飛行，以及一次總飛行距離超過180千米的轉場飛行。如不滿足本要求，局方將在其駕駛員執照上簽注“禁止夜間飛行”。 （2）3小時傾轉旋翼機儀錶飛行訓練，包括僅參考儀錶進行平飛、上升、下降、轉彎、從不正常姿態中改出，以及無線電通信、導航設備的使用和空中交通管製程序。 （3）3小時為傾轉旋翼機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）10小時傾轉旋翼機單飛時間，至少包括： （i）5小時轉場單飛時間； （ii）一次總距離至少為270千米（150海裏）的轉場單飛，在至少兩個著陸點作全停著陸，其中一個航段的起飛和著陸地點之間的直線距離至少為90千米； （iii）在具有飛行管制塔臺的機場作3次起飛和3次全停著陸，每次著陸應當包含一次起落航線飛行。 （b）持有飛機或直升機等級的執照申請人，其原飛行經歷可以折算10小時，計入本條（a）款要求的飛行經歷時間。 第61.137條 私用駕駛員執照持有人的權利和限制 （a）私用駕駛員執照持有人可以不以取酬為目的在非經營性運行的相應航空器上擔任機長或者副駕駛。 （b）私用駕駛員執照持有人不得以取酬為目的在經營性運行的航空器上擔任機長或副駕駛，也不得為獲取酬金而在航空器上擔任飛行機組必需成員。 G章 商用駕駛員執照 第61.151條 適用範圍 本章規定了頒發商用駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.153條 資格要求 符合下列條件的申請人，局方可以為其頒發商用駕駛員執照： （a）年滿18周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有高中或者高中以上文化程度。 （e）持有局方頒發的有效I級體檢合格證。 （f）完成了本規則第61.155條要求的相應航空器等級的航空知識訓練，並由提供訓練或評審其自學情況的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的理論考試。 （g）通過了本規則第61.155條所要求航空知識的理論考試。 （h）完成了本規則第61.157條要求的相應航空器等級的飛行技能訓練，並由提供訓練的授權教員在其飛行經歷記錄本上簽字，證明該申請人可以參加規定的實踐考試。 （i）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （j）通過了本規則第61.157條所要求飛行技能的實踐考試。 （k）至少持有按本規則頒發的私用駕駛員執照，或滿足本規則第61.91條 或61.93條 要求。 （l）出現本規則第61.173條（c）款（1）（2）情形的，安全飛行已滿3年。 （m）符合本規則對所申請航空器類別和級別等級的相應條款要求。 第61.155條 航空知識要求 申請人應當接受並記錄授權教員提供的地面訓練，完成下列與所申請航空器等級相應的地面訓練科目或自學課程： （a）航空法： 與商用駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務措施和程序。 （b）飛機、飛艇、直升機和傾轉旋翼機類航空器的一般知識： （1）動力裝置、系統和儀錶的工作原理及其功能； （2）有關類別航空器和動力裝置的使用限制；飛行手冊或其他相應文件中的有關操作資料； （3）相應的航空器設備和系統的使用及可用性檢查； （4）適合於航空器機體、系統和動力裝置的維修程序； （5）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）； （6）對於飛艇，氣體的物理特性與實際應用。 （c）飛行性能、計劃和裝載： （1）裝載及重量分佈對航空器操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據的使用與實際運用。 （3）適合於按照目視飛行規則商用運行的飛行前準備和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （4）對於飛艇、直升機和傾轉旋翼機，外挂載荷對操縱的影響。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀與使用；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動、鋒面結構和影響起飛、航路和著陸條件的重要天氣現象的起源與特徵。 （3）積冰的原因、識別和影響；通過鋒區的程序；繞過危險天氣。 （f）領航： （1）空中領航，包括航圖、儀錶和導航設備的使用；對相應導航系統的原理和特性的理解；機載設備的操作。 （2）對於飛艇： （i）操縱和導航所必需的航空電子設備和儀錶的使用、限制和可服務性； （ii）起飛、航路、進近和降落階段的飛行所用導航系統的使用、精確度和可靠性，無線電導航設施的識別； （iii）自主式和參照外部導航系統的原理和特性，機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼及縮略語》的使用。 （3）高度表撥正程序。 （4）相關的預防和應急程序。 （5）載運貨物時的操作程序；與危險物品有關的潛在危險。 （6）旅客安全簡介的要求和做法，包括上、下航空器時應遵守的預防措施。 （7）對於直升機和傾轉旋翼機（如適用），帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理。 （i）無線電通話： 適用於目視飛行規則運行的通信程序和用語；如遇通信故障應採取的措施。 第61.157條 飛行技能要求 申請人應當至少在下列操作上接受並記錄了授權教員提供的針對所申請航空器等級的地面和飛行訓練： （a）對於飛機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡計算、起飛前檢查和飛機勤務工作； （3）機場和起落航線的運行，防撞措施和程序； （4）參照外部目視參考操縱飛機； （5）臨界小速度飛行，判斷並改出從帶油門和不帶油門進入的臨界失速和失速； （6）臨界大速度飛行，識別並改出急盤旋下降；螺旋進入、保持和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （7）正常及側風起飛和著陸； （8）最大性能（短跑道和越障）起飛，短跑道著陸； （9）僅參考儀錶作機動飛行並從不正常姿態中改出； （10）多發級別或型別等級的不對稱動力飛行（如適用）； （11）使用地標領航、推測領航和無線電導航設備作轉場飛行，改航備降程序； （12）應急程序，包括失去功率或設備故障的處理，飛行中失火，以及多發飛機失去部分功率後的程序； （13）多發或水上飛機的操作（如適用）； （14）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （b）對於直升機類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡計算、起飛前檢查和直升機勤務工作； （3）機場和起落航線的運行，防撞措施和程序； （4）參照外部目視參考操縱直升機； （5）在渦環的初始階段改出，在發動機轉速正常範圍內從低旋翼轉速改出的技術； （6）地面機動，空中飛移，懸停，正常、有風及傾斜地面的起飛和著陸，大下滑角進近； （7）以所需最小動力起飛和著陸，最大性能起飛和著陸，受限制區域內的運行，快速減速； （8）無地面效應的懸停，外挂載荷運行（如適用），高高度飛行； （9）僅參考儀錶作機動飛行並從不正常狀態中改出； （10）使用地標領航、推測領航和無線電導航設備作轉場飛行，改航備降程序； （11）模擬的應急程序，包括發動機、部件或系統故障，在多發直升機上以一台發動機失去功率進近到懸停或著陸，或在單發直升機上自轉下降到著陸； （12）多發直升機的操作（如適用）； （13）按照空中交通管製程序、無線電通信程序和用語飛往管制機場著陸、飛越管制機場和從管制機場起飛。 （c）對於飛艇類別等級： （1）識別並且管理威脅和差錯； （2）飛行前操作，包括重量和平衡的確定、飛艇的檢查和勤務； （3）參照地面的機動飛行； （4）機場和起落航線的運行、避免相撞的預防措施和程序； （5）起飛技術和程序，包括相應的限制、應急程序和使用的信號； （6）參照外部目視參考操縱飛艇； （7）起飛、降落和復飛； （8）最大性能（越障）起飛； （9）僅參照儀錶的飛行，包括完成180度水平轉彎； （10）使用目視參考、推測領航和無線電導航設備進行導航和轉場飛行； （11）應急操作（識別漏氣現象），包括模擬的飛艇設備故障； （12）通信程序和用語。 （d）對於傾轉旋翼機類別等級： （1）識別並且管理威脅和差錯。 （2）飛行前操作，包括重量和平衡的確定、傾轉旋翼機的檢查和勤務工作。 （3）機場和起落航線的運行、避免相撞的預防措施和程序。 （4）參照外部目視參考操縱傾轉旋翼機。 （5）在渦環的初始階段改出；在發動機轉速正常範圍內從低旋翼轉速改出的技術。 （6）地面機動和試車；懸停、滑跑與上升；正常、無風及傾斜地面的懸停和滑跑進近到著陸；大下滑角進近。 （7）以所需最小動力起飛和著陸；最大性能起飛和著陸技術；受限制區域內的運行；快停。 （8）無地面效應的懸停；機外載荷運行（如適用）；高空飛行。 （9）基本飛行機動和僅參照基本飛行儀錶從不正常姿態中改出。 （10）使用目視參考、推測領航和有條件時使用無線電導航設備作轉場飛行，包括一次至少1小時的飛行。 （11）應急操作，包括模擬的傾轉旋翼機設備故障、動力轉換為自轉和自轉下降（如適用）；傳動裝置和互連式傳動軸故障（如適用）。 （12）按照空中交通服務程序、無線電話通信程序及用語飛往、飛越管制機場或從管制機場起飛。 （13）通信程序和用語。 第61.159條 飛機類別駕駛員的飛行經歷要求 （a）飛機類別單發級別等級的商用駕駛員執照申請人應當在飛機上有至少250小時的駕駛員飛行經歷時間，其中至少包括： （1）100小時在飛機上的機長飛行時間，或在經CCAR-141部批准的訓練課程中，70小時在飛機上的機長飛行時間，其中包括至少20小時的機長轉場飛行時間； （2）20小時本規則61.157（a）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在單發飛機上的飛行時間； （ii）10小時訓練是在複雜飛機上實施的，或者對於單發水上飛機等級的申請人，10小時訓練是在有襟翼和可操縱變距螺旋槳的水上飛機上實施的； （iii）1次在單發飛機上至少2小時的晝間轉場飛行，距初始起飛點總直線距離至少180千米； （iv）1次在單發飛機上至少2小時的夜間轉場飛行，距初始起飛點總直線距離至少180千米； （v）3小時為單發飛機實踐考試做準備的飛行訓練，應當在考試日期前60天內完成； （vi）5小時特技飛行訓練，至少包括螺旋識別、進入和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （vii）不超過5小時由授權教員在能代表所申請等級飛機的飛行模擬機或飛行訓練器上提供訓練的時間。 （3）10小時在單發飛機上按本規則61.157（a）飛行技能要求實施的單飛，至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中有一個著陸點距初始起飛點直線距離至少150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸。 （b）飛機類別多發級別等級的商用駕駛員執照申請人應當在飛機上有至少250小時作為駕駛員的飛行經歷時間，其中至少包括： （1）100小時在飛機上作為機長的飛行時間，或在經CCAR-141部批准的訓練課程中，70小時在飛機上作為機長的飛行時間，包括至少20小時的機長轉場飛行時間。 （2）20小時本規則61.157（a）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在多發飛機上的飛行時間； （ii）10小時訓練是在多發複雜飛機上實施的，或者對於多發水上飛機等級的申請人，10小時訓練是在有襟翼和可操縱變距螺旋槳的水上多發飛機上實施的； （iii）1次在多發飛機上至少2小時的晝間轉場飛行，距初始起飛點直線距離至少180千米； （iv）1次在多發飛機上至少2小時的夜間轉場飛行，距初始起飛點直線距離至少180千米； （v）3小時為多發飛機實踐考試做準備的飛行訓練，應當在考試日期前60天內完成； （vi）對於沒有單發等級的，5小時特技飛行訓練，至少包括螺旋識別、進入和改出，大坡度盤旋、急盤旋下降、急上升轉彎和懶8字； （vii）不超過5小時由授權教員在能代表所申請等級飛機的飛行模擬機或飛行訓練器上提供訓練的時間。 （3）10小時在多發飛機上按本規則61.157（a）飛行技能要求實施的單飛或履行機長職責的飛行，其中至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中有一個著陸點距初始起飛點直線距離至少150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸。 （c）持有直升機或傾轉旋翼機等級的執照申請人，可以將其在直升機或傾轉旋翼機上的飛行經歷計入本條（a）或（b）款要求的飛行經歷時間，但最多不超過50小時。 第61.161條 直升機類別駕駛員的飛行經歷要求 （a）直升機類別等級的商用駕駛員執照申請人應當在直升機上有至少150小時作為駕駛員的飛行經歷時間，其中至少包括： （1）35小時在直升機上的機長時間，其中包括至少10小時的轉場飛行。 （2）20小時本規則61.157（b）所要求飛行技能的訓練，至少包括： （i）10小時在直升機上的儀錶訓練，其中在模擬機或訓練器上的時間不得超過5小時； （ii）1次在直升機上至少2小時的晝間轉場飛行，距初始起飛點直線距離至少90千米； （iii）1次在直升機上至少2小時的夜間轉場飛行，距初始起飛點直線距離至少90千米； （iv）3小時為直升機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （3）10小時在直升機上按本規則61.157（b）飛行技能要求實施的單飛，至少包括： （i）1次有兩個不同著陸點的轉場飛行，其中一個航段的直線距離至少為90千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸，每次著陸應當包含一次起落航線飛行。 （b）持有傾轉旋翼機等級的執照申請人，可以將其在傾轉旋翼機上的飛行經歷計入本條（a）款要求的飛行經歷時間，但最多不超過30小時。 第61.165條 飛艇類別駕駛員的飛行經歷要求 飛艇類別等級的商用駕駛員執照申請人應當在航空器上有至少200小時作為駕駛員的飛行經歷時間，其中包括： （a）50小時在飛艇上作為駕駛員的飛行時間。 （b）30小時在飛艇上擔任機長或監視下履行機長職責，其中至少包括： （1）10小時在飛艇上的轉場飛行； （2）10小時在飛艇上的夜間飛行。 （c）40小時儀錶時間，其中至少20小時應當是空中飛行時間，包括10小時在飛艇上的飛行時間。 （d）20小時在飛艇上按本規則61.157（c）飛行技能要求實施的飛行訓練，其中至少包括： （1）3小時在飛艇上為實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成； （2）1次至少1小時在飛艇上實施的晝間轉場飛行，距初始起飛點的直線距離至少45千米； （3）1次至少1小時在飛艇上實施的夜間轉場飛行，距初始起飛點的直線距離至少45千米。 第61.166條 傾轉旋翼機類別駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的商用駕駛員執照申請人應當在傾轉旋翼機上有至少250小時的駕駛員飛行經歷時間。作為駕駛員的飛行經歷時間中包括： （1）如果把在飛機或直升機上的飛行經歷時間計入，則最多不超過50小時。 （2）不少於100小時機長飛行時間，其中至少包括： （i）50小時在傾轉旋翼機上的時間； （ii）50小時轉場飛行時間，其中至少10小時應當是在傾轉旋翼機上。 （3）不少於20小時本規則61.157（d）所要求飛行技能的訓練，至少包括： （i）10小時儀錶訓練時間，其中至少5小時應當是在傾轉旋翼機上的飛行時間； （ii）1次在傾轉旋翼機上至少2小時的晝間目視飛行規則轉場飛行，距初始起飛點直線距離至少180千米； （iii）1次在傾轉旋翼機上至少2小時的夜間目視飛行規則轉場飛行，距初始起飛點直線距離至少180千米； （iv）3小時為傾轉旋翼機實踐考試做準備的飛行訓練，該訓練應當在考試日期前60天內完成。 （4）不少於10小時在傾轉旋翼機上按本規則61.157（d）飛行技能要求實施的單飛，至少包括： （i）1次總距離不低於540千米的至少有兩個不同著陸點的轉場飛行，其中一個航段的直線距離至少為150千米； （ii）5小時在有飛行管制塔臺的機場實施的夜間目視飛行規則飛行，包括10次起飛和10次著陸，每次著陸應當包含一次起落航線飛行。 第61.171條 夜間飛行限制 （a）對於不滿足本章夜間飛行訓練要求的申請人可為其頒發帶有“禁止夜間飛行”限制的駕駛員執照。 （b）帶有“禁止夜間飛行”限制的駕駛員執照持有人，不得在從事公共航空運輸的航空器上擔任駕駛員。 （c）當上述執照持有人完成了本規則所要求的相應的夜間飛行訓練，並向考試員出示授權教員簽注的飛行經歷記錄或訓練記錄，證明其完成了要求的夜間飛行訓練並經考試員考試合格時，局方可撤銷簽注在該執照上的“禁止夜間飛行”限制。 第61.173條 商用駕駛員執照持有人的權利和限制 （a）商用駕駛員執照持有人具有下列權利： （1）行使相應的私用駕駛員執照持有人的所有權利； （2）在以取酬為目的經營性運行的航空器上擔任機長或副駕駛，但不得在相應運行規章要求機長應當具有航線運輸駕駛員執照的運行中擔任機長； （3）為獲取酬金而擔任機長或副駕駛。 （b）限制： 帶有飛機類別等級的商用駕駛員執照持有人如未持有同一類別和級別的儀錶等級，局方將在其執照上簽注“禁止在飛機轉場飛行中為獲取酬金而載運旅客”。當該執照持有人滿足了本規則第61.83條 與其商用駕駛員執照為同一類別和級別的儀錶等級要求時，局方可以撤銷這一限制。 （c）在下列情形下，執照持有人不再具有按照本規則頒發的商用駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的； （3）被追究刑事責任的。 H章 飛機類別多人制機組駕駛員執照 第61.174條 適用範圍 本章規定了頒發飛機類別多人制機組駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.175條 資格要求 符合下列條件的申請人，局方可以為其頒發多人制機組駕駛員執照： （a）年滿18周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有大學本科或大學本科以上文化程度。 （e）持有局方頒發的有效Ⅰ級體檢合格證。 （f）持有按本規則頒發的私用駕駛員執照。 （g）在申請實踐考試之前，滿足本規則第61.178條要求的飛行經歷要求。 （h）通過ICAO英語無線電通信3級或3級以上等級考試。 （i）達到本規則第61.176條對航空理論知識的要求，並通過了本規則第61.83條、第61.155條和第61.185條 關於儀錶等級、商用駕駛員執照和航線運輸駕駛員執照所要求航空知識的理論考試。 （j）出現本規則第61.179（f）款（1）（2）情形的，安全飛行已滿3年。 （k）通過了本規則第61.177條所要求飛行技能的實踐考試。 第61.176條 航空知識要求 多人制機組駕駛員執照申請人，應當掌握下列適用於所申請多人制機組駕駛員的航空知識，完成相應的地面訓練和理論考試： （a）航空法： 與多人制機組駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務的措施和程序。 （b）飛機的一般知識： （1）電氣、液壓、增壓和其他飛機系統的一般特性和限制，包括自動駕駛儀和增穩的飛行操縱系統。 （2）飛機動力裝置的工作原理、操作程序和使用限制；大氣條件對發動機性能的影響；飛行手冊或其他相應文件中有關的操作資料。 （3）飛機的使用程序和限制；根據飛行手冊中有關的操作資料，大氣條件對飛機性能的影響。 （4）飛機的設備和系統的使用及可用性檢查。 （5）飛行儀錶；羅盤、轉彎和增速誤差；陀螺儀錶，其使用限制和進動效應；各種飛行儀錶和電子顯示裝置發生故障時採取的措施和程序。 （6）飛機機體、系統和動力裝置的維修程序。 （c）飛機性能和計劃： （1）裝載及質量分佈對飛機操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸及其他性能數據（包括巡航控製程序）的使用和實際應用。 （3）飛行前和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （d）人的行為能力： 人的行為能力，包括機組資源管理以及威脅和差錯管理原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀和應用；代碼和簡字；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動；鋒面的結構和影響起飛、航路和著陸條件的重要天氣現象的起源及特徵。 （3）發動機和飛機機體結冰的原因、識別及影響；穿越鋒區的程序；危險天氣的避讓。 （4）實用的高空氣象學，包括天氣報告、圖表和預報的判讀及使用；高空急流。 （f）領航： （1）空中領航，包括航圖、無線電導航設備和區域導航系統的使用，遠程飛行的特殊導航要求； （2）航空器操縱和導航所必需的航空電子設備和儀錶的使用、限制及可用性； （3）離場、航路、進近和著陸各飛行階段所用的導航系統的使用、精確度及可靠性；無線電導航設備的識別； （4）自主式和參照外部基準的導航系統的原理及特性；機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理的原則。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼和縮略語》的判讀及使用。 （3）預防和應急程序；安全措施。 （4）載運貨物和危險品的操作程序。 （5）對旅客安全簡介的要求和做法，包括在上、下飛機時應遵守的預防措施。 （h）飛行原理： 飛行原理。 （i）無線電通話： 通信程序和用語；如遇通信故障應採取的行動。 第61.177條 飛行技能要求 多人制機組駕駛員執照申請人應當表現出其有能力作為操縱飛機駕駛員和非操縱飛機駕駛員，在審定需要最小機組至少為兩名駕駛員操縱的渦輪動力飛機上，能夠作為副駕駛按照目視飛行規則和儀錶飛行規則飛行，並且能夠達到下列要求： （a）威脅和差錯的識別和管理； （b）在各種情況下，在飛機限制範圍內，平穩而準確地人工操縱飛機，以確保圓滿完成程序和機動動作； （c）用與飛行階段相適應的自動模式來操作飛機，並且保持對工作中的自動模式的意識； （d）在飛行的各個階段準確完成正常、非正常和應急程序； （e）與其他飛行機組成員進行有效的溝通，並且表現出有能力切實履行機組失能和機組協調程序，包括機組分工、機組配合、標準操作程序的執行及檢查單的使用。 第61.178條 飛行經歷要求 （a）申請人應當在批准的訓練課程中，完成不少於240小時作為操縱駕駛員和不少於100小時作為非操縱駕駛員的飛行訓練時間，其中包括不少於110小時作為操縱駕駛員的飛機飛行時間，以及作為操縱駕駛員在執照上擬簽注型別等級的渦輪多發飛機上完成20次起飛和著陸。 （b）在飛機上的飛行經歷應當至少包括本規則第61.129條 關於飛機類別的私用駕駛員執照的所有經歷要求；從複雜狀態改出訓練和螺旋識別及改出訓練。 （c）申請人除了滿足本條（b）款的要求之外，還應當在經審定需要最小機組至少為兩名駕駛員操縱的渦輪發動機飛機上，或者在局方所批准的飛行模擬訓練裝置內，獲得高級能力級別所要求的經歷。 第61.179條 多人制機組駕駛員執照持有人的權利和限制 （a）行使飛機類別的私用駕駛員執照持有人的所有權利。 （b）在多人制機組運行中行使飛機類別儀錶等級的權利。 （c）在其執照簽注型別等級的飛機上行使副駕駛權利。 （d）在單駕駛員運行的飛機中行使商用駕駛員執照權利之前，執照持有人應當符合本章規定的與飛機類別相應的商用駕駛員執照飛行經歷和飛行技能要求，並取得按照本規則頒發的商用駕駛員執照。 （e）在單人操縱的航空器上，行使儀錶等級權利應當完成附加訓練。 （f）在下列情形下，執照持有人不再具有按照本規則頒發的多人制機組駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的。 （3）被追究刑事責任的。 I章 航線運輸駕駛員執照 第61.181條 適用範圍 本章規定了頒發航線運輸駕駛員執照與等級的條件以及這些執照與等級持有人的權限和應當遵守的一般運行規則。 第61.183條 資格要求 符合下列條件的申請人，局方可以為其頒發航線運輸駕駛員執照： （a）年滿21周歲。 （b）無犯罪記錄。 （c）能正確讀、聽、説、寫漢語，無影響雙向無線電通話的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （d）具有高中或高中以上文化程度。 （e）持有局方頒發的有效I級體檢合格證。 （f）持有按本規則頒發的商用駕駛員執照和儀錶等級或持有按本規則頒發的多人制機組駕駛員執照。 （g）在申請實踐考試之前，滿足本章中適用於所申請航空器等級的飛行經歷要求。 （h）通過了本規則第61.185條所要求航空知識的理論考試。 （i）通過了本規則第61.187條所要求飛行技能的實踐考試。 （j）出現本規則第61.197條（e）款（1）情形的，不得申請按照本規則頒發的航線運輸駕駛員執照。 （k）出現本規則第61.197條（e）款（2）情形的，安全飛行已滿10年。 （l）出現本規則第61.197條（e）款（3）情形的，安全飛行已滿兩年。 （m）符合本規則適用於所申請航空器類別和級別等級的相應條款的要求。 第61.185條 航空知識要求 除在航線運輸駕駛員執照上僅增加型別等級的申請人不必參加理論考試外，航線運輸駕駛員執照的申請人，應當掌握下列適用於所申請航空器類別和級別等級的航空知識，完成相應的地面訓練和理論考試： （a）航空法： 與航線運輸駕駛員執照持有人有關的規章條例；飛行規則；相應的空中交通服務措施和程序。 （b）飛機、直升機和傾轉旋翼機類航空器的一般知識： （1）電氣、液壓、增壓和航空器其他系統的一般特性和限制，包括自動駕駛儀和增穩飛行操縱系統。 （2）航空器動力裝置的工作原理、操作程序和使用限制；大氣條件對發動機性能的影響；飛行手冊或其他相應文件中的有關操作資料。 （3）有關類別航空器的使用程序和限制；根據飛行手冊中的有關操作資料，大氣條件對航空器性能的影響。 （4）相應的航空器設備和系統的使用及可用性檢查。 （5）飛行儀錶；羅盤、轉彎和增速誤差；陀螺儀錶，其使用限制和進動效應；各種飛行儀錶和電子顯示裝置發生故障時採取的措施和程序。 （6）適合於航空器機體、系統和動力裝置的維修程序。 （7）對於直升機和傾轉旋翼機，傳動裝置（傳動齒輪係）（如適用）。 （c）飛行性能、計劃和裝載： （1）裝載及質量分佈對航空器操縱、飛行特性和性能的影響；重量和平衡計算。 （2）起飛、著陸和其他性能數據（包括巡航控製程序）的使用和實際運用。 （3）飛行前和航路飛行計劃；空中交通服務飛行計劃的準備和申報；相應的空中交通服務程序；高度表撥正程序。 （4）對於直升機或傾轉旋翼機，外挂載荷對操縱的影響。 （d）人的行為能力： 人的行為能力，包括威脅和差錯管理的原則。 （e）氣象學： （1）航空氣象報告、圖表和預報的判讀與使用；代碼和簡字；飛行前和飛行中氣象資料的使用和獲得氣象資料的程序；測高法。 （2）航空氣象學；有關地區影響航空的氣象要素的氣候學；氣壓系統的移動；鋒面結構和影響起飛、航路和著陸條件的重要天氣現象的起源及特徵。 （3）結冰的原因、識別和影響；通過鋒區的程序；危險天氣的避讓。 （4）對於飛機和傾轉旋翼機，實用的高空氣象學，包括天氣報告、圖表和預報的判讀與使用；高空急流。 （f）領航： （1）空中領航，包括航圖、無線電導航設備和區域導航系統的使用；遠程飛行的特殊導航要求。 （2）航空器操縱和導航所必需的航空電子設備和儀錶的使用、限制和可用性。 （3）離場、航路、進近和著陸各飛行階段所用的導航系統的使用、精確度和可靠性；無線電導航設備的識別。 （4）自主式和參照外部基準的導航系統的原理和特性；機載設備的操作。 （g）操作程序： （1）在操作表現方面運用威脅和差錯管理的原則。 （2）航空文件，如《航行資料彙編》、《航行通告》、《航空代碼和縮略語》的理解與使用。 （3）預防和應急程序；安全措施。 （4）載運貨物和危險品的操作程序。 （5）旅客安全簡介的要求和做法，包括在上、下航空器時應遵守的預防措施。 （6）對於直升機和（如適用）傾轉旋翼機，帶油門的緩慢垂直下降；地面共振；後行槳葉失速；動力側滾翻轉和其他操作危險；與目視氣象條件飛行相關的安全程序。 （h）飛行原理： 飛行原理。 （i）無線電通話： 通信程序和用語；如遇通信故障應採取的行動。 第61.187條 飛行技能要求 （a）航線運輸駕駛員執照申請人應當針對下列航空器等級之一進行實踐考試： （1）飛機類別和單發級別等級； （2）飛機類別和多發級別等級； （3）直升機類別等級； （4）傾轉旋翼機類別等級； （5）包含在（1）至（4）所列類別和級別等級中的一個航空器型別等級。 （b）在航線運輸駕駛員執照的實踐考試中，申請人應當在相應航空器上演示完成下列動作與程序的能力： （1）飛行前程序，包括運行飛行計劃的準備和空中交通管制飛行計劃的申報； （2）所有飛行階段的正常飛行程序和動作； （3）在正常、不正常、緊急情況下（包括模擬發動機故障）按儀錶飛行規則運行的程序和動作，至少包括起飛時轉入儀錶飛行，標準儀錶離場和進場，航路儀錶飛行規則程序和導航，等待程序，儀錶進近至規定的最低標準，中斷進近程序，儀錶進近著陸； （4）與動力裝置、飛機各系統等設備故障有關的不正常、應急程序與動作； （5）機組失能和機組配合程序，包括機組成員職責分工、機組配合及檢查單的使用。 申請人演示上述能力時，其勝任程度與授予航線運輸駕駛員執照持有人的權利相適應，並且能夠： （1）識別並且管理威脅和差錯； （2）在各種情況下，在航空器限制範圍內平穩而準確地手動操縱航空器，以確保圓滿地完成各項程序或動作； （3）用與飛行階段相適應的自動化模式來操作航空器，並且保持對工作中的自動化模式的意識； （4）在飛行的各個階段能準確地完成正常、不正常和應急程序； （5）運用良好的判斷力和飛行技術，包括有條 理的決策和對事態保持警覺； （6）與其他飛行機組成員進行有效溝通，並演示有能力切實完成機組失能和機組配合程序，包括駕駛員任務的分配、機組配合、標準運行程序（SOPs）的執行及檢查單的使用。 （c）除本條（d）規定外，在航線運輸駕駛員執照上增加航空器型別等級的申請人，應當符合下列規定： （1）接受並記錄了由授權教員提供的針對所申請航空器型別等級的地面和飛行訓練。 （2）由授權教員在申請人的飛行經歷記錄本上簽字，證明其已完成所申請航空器型別等級的訓練。 （3）應當在真實或者模擬儀錶條件下實施實踐考試。但是如果該航空器型號合格審定為不能在儀錶飛行規則下運行，因此實踐考試沒有在儀錶條件下進行，則該申請人只能獲得帶有“僅限于VFR”限制的型別等級。 （d）參加CCAR-121和CCAR-135運行的駕駛員，申請在其航線運輸駕駛員執照上增加航空器型別等級或者申請帶有型別等級的航線運輸駕駛員執照時，無需滿足本條（c）（1）和（c）（2）的要求，但是應當由CCAR-121和CCAR-135合格證持有人在其訓練記錄上簽字，證明其完成了合格證持有人經批准的訓練大綱中相應航空器型別的機長訓練。 （e）通過航線運輸駕駛員執照實踐考試並獲得該執照的申請人，可以將其原駕駛員執照上與實踐考試所用航空器同一類別和級別的任何型別等級包含在其航線運輸駕駛員執照上，並具有航線運輸駕駛員執照的權利和限制。但是，如果原駕駛員執照上的型別等級具有“僅限于VFR”的限制，則該限制應當帶入航線運輸駕駛員執照中。原駕駛員執照上其他類別、級別和型別等級可帶入航線運輸駕駛員執照中，但應當註明僅具有原執照權限。 （f）飛機飛行模擬機和飛行訓練器可以用於完成飛機類別、級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別或級別的飛機，並且是在經局方批准的訓練課程中使用的。 （1）滿足下列條件之一的申請人，可以使用C級或者D級飛行模擬機代替飛機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪噴氣飛機一個型別等級的申請人，申請增加同一級別的另一個型別等級； （ii）持有渦輪螺旋槳飛機一個型別等級的申請人，申請增加同一級別的另一個型別等級； （iii）具有至少2,000小時飛行經歷時間，其中500小時是在與所申請型別等級相同級別的渦輪動力飛機上獲得的； （iv）具有至少500小時飛行經歷時間而且是在與所申請等級飛機同一型別的飛機上獲得的； （v）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的飛機上獲得的。 （2）不滿足本條（f）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在飛機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （g）直升機飛行模擬機和飛行訓練器可以用於完成直升機級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別的直升機，並且是在經局方批准的訓練課程中使用的。 （1）符合下列條件之一的申請人，在申請渦輪動力直升機的型別等級時，可以使用C級或者D級飛行模擬機代替直升機完成除飛行前檢查外的所有訓練和考試： （i）持有渦輪動力直升機一個型別等級的申請人，申請增加另一個型別等級； （ii）具有至少2,000小時飛行經歷時間，其中500小時是在渦輪動力直升機上獲得的； （iii）具有至少500小時飛行經歷時間而且是在同一型別的直升機上獲得的； （iv）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的渦輪動力直升機上獲得的。 （2）不滿足本條（g）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在直升機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 （h）傾轉旋翼機飛行模擬機和飛行訓練器可以用於完成傾轉旋翼機級別和型別等級的航線運輸駕駛員執照的訓練和實踐考試，但是所用飛行模擬機和飛行訓練器應當能夠代表相應型別的傾轉旋翼機，並且是在經局方批准的訓練課程中使用的。 （1）符合下列條件之一的申請人，在申請傾轉旋翼機的型別等級時，可以使用C級或者D級飛行模擬機代替傾轉旋翼機完成除飛行前檢查外的所有訓練和考試： （i）持有傾轉旋翼機一個型別等級的申請人，申請增加另一個型別等級； （ii）具有至少2,000小時飛行經歷時間，其中500小時是在傾轉旋翼機上獲得的； （iii）具有至少500小時飛行經歷時間而且是在同一型別的傾轉旋翼機上獲得的； （iv）具有至少1,000小時飛行經歷時間而且是在至少兩個不同型別的傾轉旋翼機上獲得的。 （2）不滿足本條（h）（1）要求的申請人申請增加等級時，可以使用飛行模擬機或飛行訓練器進行訓練和考試。但是，下列動作和程序應當在傾轉旋翼機上完成： （i）飛行前檢查； （ii）正常起飛； （iii）正常儀錶著陸系統（ILS）進近； （iv）中斷進近； （v）正常著陸。 第61.189條 飛機駕駛員的飛行經歷要求 （a）飛機類別和級別等級的航線運輸駕駛員執照的申請人應當具有至少1,500小時的作為飛機駕駛員飛行經歷時間，其中至少包括： （1）500小時轉場飛行時間。 （2）100小時夜間飛行時間。 （3）75小時實際或者模擬的儀錶時間，其中至少50小時是在實際飛行中的儀錶飛行時間。 （4）250小時擔任機長或監視下履行機長職責的飛行時間，其中擔任機長的飛行時間至少70小時；或500小時監視下履行機長職責的飛行時間。該飛行時間至少包括： （i）100小時轉場飛行時間； （ii）25小時夜間飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在飛機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,500小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,500小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.191條 直升機駕駛員的飛行經歷要求 （a）直升機類別等級的航線運輸駕駛員執照申請人，應當具有至少1,000小時作為直升機駕駛員的飛行經歷時間，其中至少包括： （1）200小時轉場飛行時間，其中100小時是作為機長或在監視之下履行機長職責的飛行時間； （2）50小時夜間飛行時間； （3）30小時在實際或者模擬儀錶條件下的儀錶飛行時間，其中至少20小時在空中完成； （4）250小時擔任機長或者監視下履行機長職責的飛行時間，其中至少70小時是擔任機長的飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在直升機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,000小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,000小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.193條 傾轉旋翼機駕駛員的飛行經歷要求 （a）傾轉旋翼機類別等級的航線運輸駕駛員執照的申請人應當具有至少1,500小時駕駛員飛行經歷時間，其中在傾轉旋翼機上的駕駛員飛行經歷時間至少包括： （1）100小時轉場飛行時間。 （2）100小時夜間飛行時間。 （3）75小時實際或者模擬的儀錶時間，其中至少50小時是在實際飛行中的儀錶飛行時間。 （4）250小時擔任機長或監視下履行機長職責的飛行時間，其中擔任機長的飛行時間至少70小時。該飛行時間至少包括： （i）50小時轉場飛行時間； （ii）25小時夜間飛行時間。 （b）上述飛行經歷要求可以包括不超過100小時在傾轉旋翼機飛行模擬機或飛行訓練器上的訓練時間，其中飛行訓練器上的訓練時間最多為25小時，這些飛行模擬機和飛行訓練器應當是在經批准的訓練課程中使用的。 （c）航線運輸駕駛員執照申請人可以將其在飛機、直升機或者傾轉旋翼機飛行手冊要求配備副駕駛的航空器上擔任副駕駛的飛行經歷時間計入本條（a）所要求的1,500小時飛行經歷時間中，局方可以在其滿足本條（a）所有條件後為其頒發航線運輸駕駛員執照。在型號合格審定為只有一名駕駛員操縱，但有規章要求配備一名副駕駛操作的航空器上擔任副駕駛時，僅可將其不超過50%的副駕駛飛行時間記入本條（a）所要求的1,500小時飛行經歷時間中。 （d）滿足本章頒發航線運輸駕駛員執照的其他所有要求，但不符合本條（a）（4）中擔任機長至少70小時的申請人，局方可以為其頒發航線運輸駕駛員執照，但應當在其航線運輸駕駛員執照上簽注“持照人不滿足ICAO機長航空經歷要求”。其機長飛行經歷時間達到70小時後，局方將取消該簽注。 第61.195條 增加類別和級別的要求 （a）飛機類別等級和傾轉旋翼機類別等級的航線運輸駕駛員執照持有人申請增加直升機類別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.191條適用的飛行經歷要求； （5）通過了本規則61.187（b）要求的實踐考試。 （b）直升機類別等級和傾轉旋翼機類別等級的航線運輸駕駛員執照持有人申請增加飛機類別和單發或多發級別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.189條適用的飛行經歷要求； （5）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 （c）飛機類別等級和直升機類別等級的航線運輸駕駛員執照持有人申請增加傾轉旋翼機類別等級（具有航線運輸駕駛員權限），應當符合下列規定： （1）滿足本規則第61.183條資格要求； （2）通過了本規則第61.185條要求的航空知識理論考試； （3）滿足本規則61.187（c）要求（如適用）； （4）滿足本規則第61.189條適用的飛行經歷要求； （5）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 （d）飛機類別的航線運輸駕駛員執照持有人申請增加級別等級，應當符合下列規定： （1）滿足本規則第61.183條中除（h）之外的其他資格要求； （2）滿足本規則61.187（c）要求（如適用）； （3）滿足本章適用的飛行經歷要求； （4）通過了所申請航空器等級的本規則61.187（b）要求的實踐考試。 第61.197條 航線運輸駕駛員執照持有人的權利和限制 （a）航線運輸駕駛員可以行使相應的私用和商用駕駛員執照以及儀錶等級的權利。 （b）航線運輸駕駛員可以在從事公共航空運輸的航空器上擔任機長和副駕駛。 （c）如果飛機類別的航線運輸駕駛員執照持有人以前僅持有多人制機組駕駛員執照，除非其飛行經歷已滿足本規章中對在單駕駛員運行的飛機中行使商用駕駛員執照權利的所有要求，否則在其執照的多發飛機等級上簽注“僅限于多人制機組運行”。 （d）在下列情形下，執照持有人不再具有按照本規則頒發的航線運輸駕駛員執照權利以及商用駕駛員執照或多人制機組駕駛員執照權利： （1）執照持有人由於故意行為，致使公共財産、國家和人民利益遭受重大損失的： （i）造成死亡1人以上，或者重傷3人以上的； （ii）造成公共財産直接經濟損失30萬元以上，或者直接經濟損失不滿30萬元，但間接經濟損失150萬元以上的； （iii）嚴重損害國家聲譽，或者造成惡劣社會影響的； （iv）其他致使公共財産、國家和人民利益遭受重大損失的情形。 （2）執照持有人在事故和事故徵候調查期間，故意隱瞞事實、偽造證據或銷毀證據的。 （3）被追究刑事責任的。 （e）在下列情形下，執照持有人不再具有按照本規則頒發的航線運輸駕駛員執照權利，並不得在從事公共航空運輸的航空器上擔任機長和副駕駛： （1）執照持有人被認定為特別重大或重大飛行事故責任人； （2）執照持有人被認定為較大飛行事故責任人； （3）執照持有人被認定為一般飛行事故責任人。 J章 飛行教員等級 第61.201條 適用範圍 本章規定了在駕駛員執照上簽注飛行教員等級的條件以及飛行教員等級持有人的權利和限制。 第61.203條 資格要求 （a）符合下列條件的申請人，局方可以在其駕駛員執照上簽注運動教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有運動駕駛員執照，並帶有相應于所申請運動教員等級的航空器類別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了適用於所申請運動教員等級的本規則61.205（c）所要求航空知識的理論考試。 （7）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請運動教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （8）在相應類別的航空器上通過了本規則第61.207條要求的適用於所申請運動教員等級的實踐考試。 （9）滑翔機教員等級申請人應當滿足下列要求： （i）由授權教員在其飛行經歷記錄本上簽字，證明其在對螺旋審定合格的飛機或者滑翔機上接受了有關螺旋的飛行訓練，在失速識別、螺旋進入、保持和改出程序方面是合格的，並具有教學能力； （ii）在實踐考試中演示其在失速識別、螺旋進入、保持和改出程序方面的教學能力。 （10）在申請實踐考試前應滿足下列經歷要求： （i）對於在初級飛機上行使運動教員權利的申請人，應接受了由授權教員實施的至少10小時儀錶飛行教學，其中最多5小時在經批准的飛行訓練器上完成；飛行經歷時間至少150小時，其中包括不少於20小時在初級飛機或飛機上作為機長的轉場飛行。 （ii）對於在自轉旋翼機上行使運動教員權利的申請人，飛行經歷時間至少150小時，其中包括不少於20小時在自轉旋翼機上作為機長的轉場飛行。 （iii）對於在滑翔機上行使運動教員權利的申請人，滑翔機飛行經歷時間至少25小時，或者在重於空氣的航空器上的飛行經歷時間至少200小時，其中在滑翔機上作為機長至少完成100次起飛著陸。 （iv）對於在自由氣球上行使運動教員權利的申請人，在自由氣球上作為機長至少35小時。 （v）對於在小型飛艇上行使運動教員權利的申請人，飛行經歷時間至少200小時，其中在小型飛艇或飛艇上作為機長至少100小時。 （11）符合本規則適用於所申請運動教員等級的相應條款要求。 （b）符合下列條件的申請人，局方可以在其駕駛員執照上簽注基礎教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別和級別等級；申請人申請飛機類別單發或多發級別等級的教員等級，應當持有相應儀錶等級或者航線運輸駕駛員執照。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了本規則61.205（a）要求的理論考試，但已持有按本規則頒發的教員等級和地面教員執照的申請人和持有高等院校教師資格證書的申請人除外。 （7）通過了適用於所申請基礎教員等級的本規則61.205（d）所要求航空知識的理論考試。 （8）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請基礎教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （9）在下列任一設備上通過了本規則第61.207條要求的適用於所申請基礎教員等級的實踐考試： （i）能代表所申請航空器類別、級別或型別等級的航空器； （ii）能代表所申請航空器類別、級別或型別的在經批准訓練課程中使用的飛行模擬機或飛行訓練器。 （10）飛機基礎教員申請人應當滿足下列要求： （i）由授權教員在其飛行經歷記錄本上簽字，證明其在對螺旋審定合格的飛機或者滑翔機上接受了有關螺旋的飛行訓練，在失速識別、螺旋進入、保持和改出程序方面是合格的，並具有教學能力； （ii）在實踐考試中演示其在失速識別、螺旋進入、保持和改出程序方面的教學能力。 （11）在申請實踐考試前，在所申請教員等級的航空器類別和級別的航空器上擔任機長至少15小時。 （12）符合本規則適用於所申請基礎教員等級的相應條款要求。 （c）符合下列條件的申請人，局方可以在其駕駛員執照上簽注儀錶教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有附加儀錶等級的商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則第61.205條要求的教學原理的訓練。 （6）通過了本規則61.205（a）要求的理論考試，但已持有按本規則頒發的教員等級和地面教員執照的申請人和持有高等院校教師資格證書的申請人除外。 （7）通過了適用於所申請儀錶教員等級的本規則61.205（e）所要求航空知識的理論考試。 （8）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請儀錶教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （9）在下列任一設備上通過了本規則第61.207條要求的適用於所申請儀錶教員等級的實踐考試： （i）能代表所申請航空器類別、級別或型別等級的航空器； （ii）能代表所申請航空器類別、級別或型別的在經批准訓練課程中使用的飛行模擬機或飛行訓練器。 （10）在申請實踐考試前，在所申請儀錶教員等級的航空器類別、級別和型別（如適用）的航空器上擔任機長至少15小時。 （11）符合本規則適用於所申請儀錶教員等級的相應條款要求。 （d）符合下列條件的申請人，局方可以在其駕駛員執照上簽注型別教員等級： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。申請人因某種原因不能滿足部分要求的，局方應當在其執照上簽注必要的運行限制。 （4）持有帶有儀錶等級的商用駕駛員執照或者航線運輸駕駛員執照，並帶有相應于所申請教員等級的航空器類別、級別等級和型別等級。 （5）由授權教員在申請人的飛行經歷記錄本上簽字，證明其完成本規則61.205（a）要求的教學原理和61.205（b）要求的機型理論知識及模擬機面板使用知識（如適用）的訓練。 （6）由授權教員在申請人飛行經歷記錄本上簽字，證明其完成了適用於所申請型別教員等級的本規則第61.207條要求的飛行教學能力訓練，並有能力通過實踐考試。 （7）在下列任一設備上通過了本規則第61.207條要求的適用於所申請型別教員等級的實踐考試： （i）能代表所申請航空器類別、級別和型別等級的航空器； （ii）能代表所申請航空器類別、級別和型別的在經批准訓練課程中使用的飛行模擬機。 （8）型別教員等級申請人在申請實踐考試前應滿足下列經歷要求： （i）對於初次申請飛機類別的型別教員等級申請人，擔任飛機機長的飛行經歷時間至少500小時，其中在所申請型別的飛機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的飛機上擔任機長的飛行經歷時間至少100小時。 （ii）對於初次申請直升機類別的型別教員等級申請人，擔任直升機機長的飛行經歷時間至少300小時，其中在所申請型別的直升機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的直升機上擔任機長的飛行經歷時間至少100小時。 （iii）對於初次申請傾轉旋翼機類別的型別教員等級申請人，擔任飛機、直升機或傾轉旋翼機機長的飛行經歷時間至少500小時，其中在所申請型別的傾轉旋翼機上擔任機長的飛行經歷時間至少100小時；對於申請增加型別教員等級的申請人，在所申請型別的傾轉旋翼機上擔任機長的飛行經歷時間至少100小時。 （iv）經局方批准，對於擔任型別等級教員超過500小時的申請人，在申請新型號機型的型別教員時，上述標準可適當降低。 （9）符合本規則適用於所申請型別教員等級的相應條款要求。 第61.204條 其他要求 申請飛行教員等級，還應滿足下列條件： （a）出現本規則第61.197條（e）款（1）情形的，不得申請按照本規則頒發的飛行教員等級； （b）出現本規則第61.197條（e）款（2）情形的，安全飛行已滿10年； （c）出現本規則第61.197條（e）款（3）情形的，安全飛行已滿兩年。 第61.205條 知識要求 教員等級申請人應當接受並記錄了由授權教員提供的下列地面訓練： （a）至少40小時教學原理訓練： （1）教學技巧； （2）學習過程； （3）對地面教學科目中學員表現的評定； （4）有效教學的基本要素； （5）對學員的評價、提問和考試； （6）課程研製開發； （7）制定授課計劃； （8）課堂教學技巧； （9）訓練設備的使用，包括酌情使用飛行模擬訓練裝置； （10）分析、糾正學員錯誤； （11）與飛行教員有關的人的行為能力，包括威脅和差錯管理的原則； （12）模擬航空器系統失效和故障所産生的危險。 （b）對於型別教員申請人，還應當接受並記錄了由授權教員提供的至少8小時機型理論知識的地面訓練，如果申請人擬在模擬機上行使教員權利，則還應當接受並記錄了由授權教員提供的4小時模擬機面板使用知識的地面訓練。 （c）對於運動教員申請人，還應當接受並記錄了相應航空器類別的運動駕駛員執照要求的航空知識。 （d）對於基礎教員申請人，還應當接受並記錄了相應航空器類別的私用、商用駕駛員執照要求的航空知識。 （e）對於儀錶教員申請人，還應當接受並記錄了相應航空器類別的儀錶等級要求的航空知識。 第61.207條 飛行教學能力 （a）教員等級的申請人應當在本條所列科目上，接受了由本條（b）中授權教員提供的適合於所申請教員等級的飛行訓練。另外，其飛行經歷記錄本應當有提供訓練的授權教員簽字，證明申請人有能力通過包括下列內容的實踐考試： （1）針對基礎、經驗和能力水平各不相同的學員，準備和實施授課計劃； （2）評價學員的飛行完成情況； （3）飛行前指導和飛行後講評； （4）飛行教員責任和出具簽字證明的程序； （5）正確分析和糾正學員的常見飛行偏差； （6）完成並分析與所申請教員等級相應的標準飛行訓練程序與動作。 （b）教員等級申請人接受授權教員飛行訓練的時間應滿足下列要求： （1）運動教員： （i）對於初級飛機、自轉旋翼機和小型飛艇類別，在相應類別航空器上15小時； （ii）對於滑翔機類別，在滑翔機上10小時，且應包括10次飛行； （iii）對於自由氣球類別，在自由氣球上3小時，包括3次起飛教學。 （2）基礎教員： （i）對於飛機和直升機類別，在相應類別和級別航空器上30小時； （ii）對於飛艇和傾轉旋翼機類別，在相應類別航空器上20小時。 （3）儀錶教員： 在相應類別航空器上15小時。 （4）型別教員： 在相應型別航空器上或在經局方審定批准的能代表相應型別航空器的模擬機上10小時。對於僅在模擬機上接受訓練的教員，應在其型別教員等級中簽注“僅限飛行模擬機”。 （c）為教員等級申請人提供飛行訓練的授權教員應當符合下列條件： （1）為運動教員申請人提供飛行訓練的授權教員： （i）對於初級飛機運動教員，應持有飛機基礎教員等級或初級飛機運動教員等級且至少已完成教學飛行200小時以上； （ii）對於自轉旋翼機運動教員，應持有自轉旋翼機運動教員等級且至少已完成教學飛行200小時以上； （iii）對於滑翔機運動教員，應持有滑翔機運動教員等級且至少已完成80小時或150次滑翔機飛行教學； （iv）對於自由氣球運動教員，應持有自由氣球運動教員等級且至少已完成50小時或50次自由氣球飛行教學； （v）對於小型飛艇飛行教員，應持有飛艇基礎教員等級或小型飛艇運動教員等級且至少已完成200小時飛艇或小型飛艇飛行教學。 （2）為基礎教員申請人提供飛行訓練的授權教員應持有相應的基礎教員等級且在相應的類別和級別航空器上至少完成200小時飛行教學。 （3）為儀錶教員申請人提供飛行訓練的授權教員應持有相應類別、級別、型別（如適用）和儀錶教員等級駕駛員執照且至少完成200小時飛行教學。 （4）為型別教員等級申請人提供飛行訓練的授權教員應作為型別教員至少3年且在相應型別航空器上至少完成200小時飛行教學。 第61.209條 飛行教員的教學記錄 （a）飛行教員應當在接受其飛行或地面教學的每個人的飛行經歷記錄本上簽字，並註明提供教學的內容、課時和日期。 （b）飛行教員應當在飛行教員記錄本或單獨文件中記錄下列內容： （1）由該教員在飛行經歷記錄本或者在學生駕駛員執照上簽字而被授予單飛權利的每個人的姓名。記錄應當包括每次簽字的日期以及所涉及的航空器型號。 （2）由該教員簽字推薦參加理論考試或者實踐考試的每個人的姓名，記錄還應當包括考試的種類、日期和考試結果。 （c）每個飛行教員應當將本條要求的記錄保存至少3年。 第61.211條 增加教員等級的要求 （a）飛行教員申請在其執照上增加其他教員等級應當滿足本規則第61.203條 所列的適合於所申請飛行教員等級的資格要求，但不要求其再次通過本規則61.205（a）要求的關於教學原理的理論考試。 （b）單發飛機基礎教員申請增加多發飛機基礎教員等級，或者多發飛機基礎教員申請增加單發飛機基礎教員等級，不要求再次通過本規則61.205（d）要求的關於航空知識的理論考試。 第61.213條 飛行教員的權利 （a）飛行教員在其所持駕駛員執照種類的限制內，可以分別提供本規則頒發下列執照和等級所要求的地面和飛行訓練： （1）運動教員： （i）運動駕駛員執照； （ii）運動教員等級； （iii）運動航空器類別和級別等級。 （2）基礎教員： （i）私用駕駛員執照； （ii）商用駕駛員執照； （iii）多人制機組駕駛員執照； （iv）地面教員執照； （v）航線運輸駕駛員執照（如適用）； （vi）基礎教員等級； （vii）航空器類別和級別等級。 （3）儀錶教員： （i）多人制機組駕駛員執照； （ii）儀錶教員等級； （iii）儀錶等級。 （4）型別教員： （i）多人制機組駕駛員執照； （ii）航線運輸駕駛員執照（如適用）； （iii）型別教員等級； （iv）儀錶等級； （v）航空器型別等級。 （b）飛機基礎教員可以行使初級飛機運動教員權利；飛艇基礎教員可以行使小型飛艇運動教員權利。 （c）飛行教員在其教員等級的限制內，有下列簽字權利： （1）根據本規則第61.105和61.109條對學生駕駛員的單飛和轉場單飛要求，在接受該教員訓練的學生駕駛員執照上簽字，批准其學生駕駛員單飛或者轉場單飛； （2）根據本規則第61.105和61.109條對學生駕駛員的單飛和轉場單飛要求，在接受該教員訓練的學生駕駛員飛行經歷記錄本上簽字，批准其學生駕駛員單飛或者每次轉場單飛； （3）在按本規則頒發的駕駛員執照申請人或者教員等級申請人的飛行經歷記錄本上簽字，證明該申請人已準備好參加本規則要求的理論考試或者實踐考試。 第61.215條 飛行教員的限制 飛行教員應當遵守下列規定： （a）教學小時數： 在任何連續24小時期間內，實施飛行訓練不得超過8小時。 （b）航空器等級： 除本規則61.213（b）規定外，不得在其駕駛員執照中未獲得的類別、級別、型別等級（如適用）和教員等級的航空器上實施飛行教學。 （c）儀錶等級： 為頒發儀錶等級或不帶VFR限制的型別等級而提供儀錶飛行訓練的飛行教員，在其駕駛員執照上應當具有適合於所提供儀錶訓練的航空器類別和級別等級的儀錶等級和儀錶教員等級。 （d）簽字限制： （1）在滿足下列條件後，飛行教員方可在學生駕駛員執照或飛行經歷記錄本上簽字，批准其單飛： （i）親自對該學生駕駛員提供了本規則授予單飛權利所要求的飛行訓練； （ii）確認該學生駕駛員能夠遵守飛行教員出於安全考慮而在飛行經歷記錄本上作出的任何限制，已經做好準備能夠安全實施單飛。 （2）飛行教員審查了學生駕駛員的飛行準備、計劃、設備和擬用的程序，認為該學員未作好準備，則不得在學生駕駛員執照和飛行經歷記錄本上簽字，批准其轉場飛行。 （e）不涉及型別等級的多發飛機、直升機或傾轉旋翼機的教學： 在多發飛機、直升機或傾轉旋翼機上提供執照或等級所要求飛行訓練的飛行教員，應當在相應廠家和型號的航空器上擔任機長飛行至少10小時。 （f）禁止自我簽字： 飛行教員不得為獲得本規則要求的執照、等級、實踐考試或者理論考試權利而為自己進行任何簽字。 第61.217條 教員等級的更新 （a）教員等級在其頒發月份之後第36個日曆月結束時期滿。 （b）飛行教員可以在其教員等級期滿前申請更新，但應當符合下列條件之一： （1）通過了以下相應教員等級的實踐考試： （i）運動教員等級的執照持有人，如果通過了任何一個運動教員等級的實踐考試，則其所持有的教員等級均視為更新，但其運動執照下相應等級定期檢查不在有效期內的除外； （ii）基礎教員和儀錶教員等級的執照持有人，如果通過了其基礎教員等級或儀錶教員等級中任何一項的實踐考試，則其基礎教員和儀錶教員的所有等級均視為更新，但其相應等級的熟練檢查不在有效期內的除外； （iii）型別教員等級的執照持有人，如果通過了其型別教員等級中任何一項的實踐考試，則其所有型別教員等級均視為更新，但其相應型別等級的熟練檢查不在有效期內的除外。 （2）飛行教員在其教員等級期滿前90天內通過相應教員等級的更新檢查： （i）運動教員等級的執照持有人，如果通過了任何一個運動教員等級的更新檢查，則其所有教員等級均視為更新，但其運動執照下相應等級定期檢查不在有效期內的除外； （ii）基礎教員和儀錶教員等級的執照持有人，如果通過了其基礎教員等級或儀錶教員等級中任何一項的更新檢查，則其基礎教員和儀錶教員的所有等級均視為更新，但其相應等級的熟練檢查不在有效期內的除外； （iii）型別教員等級的執照持有人，如果通過了其型別教員等級中任何一項的更新檢查，則其所有型別教員等級均視為更新，但其相應型別等級的熟練檢查不在有效期內的除外。 （3）教員等級更新由考試員在其執照記錄欄中簽注；按本條（b）（1）進行更新的，教員等級有效期自實踐考試之日起計算。 第61.219條 教員等級過期後的重新辦理 （a）飛行教員在其教員等級過期後，應當通過本規則第61.203條要求的實踐考試後，局方可恢復其教員等級。 （b）當飛行教員的駕駛員執照上與教員等級相對應的等級失效時，其教員等級權利自動喪失，除非該駕駛員按本規則恢復其駕駛員執照上所有相應的等級，其中教員等級的恢復需按本章頒發飛行教員等級的規定通過理論考試（如適用）和實踐考試。 K章 地面教員執照 第61.231條 適用範圍 本章規定了頒發地面教員執照與等級的條件以及這些執照與等級持有人的權利和限制。 第61.233條 資格要求 （a）滿足下列條件的申請人，可以獲得地面教員執照： （1）年滿18周歲。 （2）無犯罪記錄。 （3）能正確讀、聽、説、寫漢語，無影響教學的口音和口吃。 （4）具有高中或者高中以上文化程度。 （5）除本條（b）規定外，完成了包含下列內容的至少20小時教學原理培訓，並通過了理論考試： （i）學習過程； （ii）有效教學的基本要素； （iii）對學員的評價、提問和考試； （iv）課程研製開發； （v）制定授課計劃； （vi）課堂教學技巧。 （6）按所申請的等級，通過了下列相應的航空知識理論考試： （i）對於基礎地面教員等級，根據所申請的航空器類別等級，通過了本規則第61.125條相應航空器類別等級所要求的航空知識理論考試； （ii）對於高級地面教員等級，根據所申請的航空器類別等級，通過了本規則第61.125、61.155和61.185條相應航空器類別等級所要求的航空知識理論考試； （iii）對於儀錶地面教員等級，通過了本規則第61.83條要求的儀錶等級理論考試。 （b）下列申請人不需要進行本條（a）（5）規定的理論考試： （1）已經持有按本規則頒發的飛行教員等級或者地面教員執照的人員； （2）局方認可的高等院校教師資格證書持有人。 第61.235條 地面教員的權利 （a）初級地面教員等級的持有人具有下列權利： （1）提供按本規則頒發私用駕駛員執照或者相關航空器等級所要求的航空知識地面訓練； （2）提供私用駕駛員執照定期檢查所要求的地面訓練； （3）簽字推薦申請人參加按本規則頒發私用駕駛員執照所要求的理論考試。 （b）高級地面教員等級的持有人具有下列權利： （1）提供按本規則頒發任何執照和相關等級所要求的航空知識地面訓練； （2）提供任何駕駛員執照定期檢查所要求的地面訓練； （3）簽字推薦申請人參加按本規則頒發的任何執照所要求的理論考試。 （c）儀錶地面教員等級的持有人具有下列權利： （1）提供按本規則頒發儀錶等級所要求的航空知識地面訓練； （2）簽字推薦申請人參加按本規則頒發儀錶等級所要求的理論考試。 （d）地面教員執照持有人在其執照的等級限制內，有權在接受其訓練或者推薦的每個人的飛行經歷記錄本或者其他訓練記錄上簽字。 第61.237條 近期經歷要求 地面教員執照持有人應當符合下列規定之一，方能履行地面教員的職責： （a）在前12個日曆月內，擔任地面教員至少3個月； （b）在前12個日曆月內，取得了授權地面教員或者飛行教員的簽字，證明其已熟練掌握本規則61.233（a）（5）和（a）（6）規定的科目。 第61.238條 地面教員執照的更新 地面教員執照持有人可以在其教員執照期滿前申請更新，但應當符合下列條件之一： （a）增加了任何新的地面教員等級； （b）地面教員在其教員執照期滿前90天內向局方展示相應的教學記錄。 第61.239條 地面教員執照過期後的重新辦理 地面教員執照過期後，應當通過了本規則61.233（a）（5）、（a）（6）要求的理論考試後，局方可重新頒發地面教員執照。 L章 法律責任 第61.241條 涉及酒精或藥物的違禁行為的處罰 對於違反本規則第61.15條規定的執照持有人，應當責令當事人立即停止擔任飛行機組成員，並給予警告，或暫扣執照1至6個月的處罰；情節嚴重的，應當給予吊銷執照的處罰；構成犯罪的，依法追究刑事責任。 第61.243條 拒絕接受酒精、藥物檢驗或提供檢驗結果的處罰 對於違反本規則第61.17條規定拒絕、阻礙接受酒精、藥物檢驗或提供檢驗結果的本規則執照持有人，責令該員立體停止當日飛行運行活動，並移送公安機關進行處理。 第61.245條 理論考試中的作弊或其他禁止的行為的處罰 （a）對於違反本規則第61.37條規定的執照或等級申請人，局方對申請人予以警告，申請人自該行為被發現之日起1年內不得申請按照本規則頒發的執照或等級以及考試。 （b）對於違反本規則第61.37條規定的執照或等級持有人，局方對當事人予以警告，同時撤銷相應的執照等級，責令當事人立即停止飛行運行並交回其已取得的相應執照。駕駛員執照等級被撤銷之日起3年內，當事人不得申請按照本規則頒發的執照或等級以及考試。 第61.247條 提供虛假材料的處罰 （a）對於違反本規則第61.63條（1）或（2）款的執照或等級申請人，由民航地區管理局給予警告的處罰，申請人1年內不得再次申請該執照或等級；對於執照或等級持有人，由民航地區管理局給予警告的處罰，撤銷其相應執照或等級，當事人3年內不得再次申請執照或等級。 （b）對於違反本規則第61.63條（3）或（4）款的執照持有人，由民航地區管理局處以警告或者500元以上1000元以下罰款。 第61.249條對其他違章行為的處罰 （a）本規則執照持有人違反本規則第61.9的規定在行使相應權利時未隨身攜帶執照的，根據《中華人民共和國民用航空法》第二百零八條的規定，局方給予警告。 （b）本規則執照申請人或持有人違反本規則第61.9、61.27、61.53、61.59條的規定，無必需的執照或等級進行飛行，或從事所持執照或等級權限以外的飛行，或在身體缺陷不符合體檢要求而進行飛行，或所需的定期、熟練檢查超過有效期進行飛行，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，局方責令其立即停止民用航空活動，處以500元以下罰款，對其單位處以10萬元以下罰款，情節嚴重的，處以1000元以下罰款，對其單位處以20萬元以下罰款；構成犯罪的，依法追究刑事責任。 （c）本規則執照申請人或持有人違反本規則第61.9、61.213、61.215或者61.235條的規定，教員執照或等級持有人進行所持執照或等級權限以外教學的，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，局方責令其立即停止教學活動，處以500元以下罰款，對其單位處以10萬元以下罰款，情節嚴重的，處以1000元以下罰款，對其單位處以20萬元以下罰款。教員執照或等級持有人弄虛作假為不合格的人員出具本規則要求的簽字證明的，局方責令其立即停止教學活動，處1000元以下罰款。 （d）本規則執照持有人違反本規則第61.107條、61.120條、61.137條、61.171條、61.173條、61.179條 或61.197條的規定，違規從事私用飛行活動的，局方責令其立即停止民用航空活動，處以警告或1000元以下罰款，對其單位處以10萬元以下罰款；違規從事私用載人飛行的，局方責令其立即停止民用航空活動，處以1000元以下罰款，對其單位處以10萬元以下罰款；違規從事商業飛行活動的，局方責令其立即停止民用航空活動，處以1000元以下罰款，對其單位處以10萬元以下罰款；違規從事商業載客飛行活動的，局方責令其立即停止民用航空活動，處以1000元罰款，對其單位處以10萬元以下罰款。本規則執照持有人違反上述規則情節嚴重的，根據《中華人民共和國民用航空法》第四十二條和第二百零五條的規定，對其單位處以20萬元以下罰款。 第61.251條 受到刑事處罰後執照的處理 本規則執照持有人受到刑事處罰期間，不得行使所持執照賦予的權利。 M章 附 則 第61.281條 施行日期和廢止的規章 本規則自2014年9月1日起施行。中國民用航空總局2002年10月21日發佈的《民用航空器駕駛員、飛行教員和地面教員合格審定規則》（民航總局令第115號）、2004年12月16日發佈的《中國民用航空總局關於修訂〈民用航空器駕駛員、飛行教員和地面教員合格審定規則〉的決定》（民航總局令第137號）、2006年10月30日發佈的《中國民用航空總局關於修訂〈民用航空器駕駛員、飛行教員和地面教員合格審定規則〉、〈大型飛機公共航空運輸承運人運行合格審定規則〉的決定》（民航總局令第173號）和2008年6月3日發佈的《關於印發〈中國民用航空空勤人員有關責任追究暫行規定〉的通知》同時廢止。 第61.283條 執照有效期、原飛行教員執照的換發 （a）按照原CCAR-61部頒發的航空器駕駛員執照和地面教員執照有效期至2020年8月31日。 （b）原飛行教員執照到期換發時局方將頒發帶有教員等級的駕駛員執照，在換發新執照之前，原教員執照繼續有效。 （c）原駕駛員執照或等級不適合本規則要求的，在2015年8月31日前可換發為符合本規則要求的相應執照或等級。在換發新執照之前，原執照和等級權利繼續有效。 附件Ａ：語言能力評定標準 關於《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第一次修訂的説明 《民用航空器駕駛員、飛行教員和地面教員合格審定規則》第二次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第三次修訂的説明 關於《民用航空器駕駛員、飛行教員和地面教員審定規則》第四次修訂的説明 （以上附件、修訂説明略，詳情請登錄民航局網站） 相關稿件

主辦單位：國務院辦公廳 運行維護單位：中國政府網運行中心 網站標識碼bm01000001 京ICP備05070218號 京公網安備11010202000001號 國務院客戶端 國務院客戶端小程序

主辦單位：國務院辦公廳 運行維護單位：中國政府網運行中心 網站標識碼bm01000001 京ICP備05070218號 京公網安備11010202000001號 中國民用航空局令（第224號） 民用航空器駕駛員和地面教員合格審定規則

Part 67 — CCAR-67 医学标准和体检合格证

航空人员医学标准和体检合格证的分类、要求及颁发程序。

Part 67 — CCAR-67 医学标准和体检合格证

FAR Part 67 原文

Part 67

Authority:

Source:

§ 67.1

Applicability.

This part prescribes the medical standards and certification procedures for issuing medical certificates for airmen and for remaining eligible for a medical certificate.

§ 67.3

Issue.

A person who meets the medical standards prescribed in this part, based on medical examination and evaluation of the person's history and condition, is entitled to an appropriate medical certificate.

§ 67.4

Application.

An applicant for first-, second- and third-class medical certification must:

(a) Apply on a form and in a manner prescribed by the Administrator;

(b) Be examined by an aviation medical examiner designated in accordance with part 183 of this chapter. An applicant may obtain a list of aviation medical examiners from the FAA Office of Aerospace Medicine homepage on the FAA Web site, from any FAA Regional Flight Surgeon, or by contacting the Manager of the Aerospace Medical Education Division, P.O. Box 25082, Oklahoma City, Oklahoma 73125.

(c) Show proof of age and identity by presenting a government-issued photo identification (such as a valid U.S. driver's license, identification card issued by a driver's license authority, military identification, or passport). If an applicant does not have government-issued identification, he or she may use non-photo, government-issued identification (such as a birth certificate or voter registration card) in conjunction with photo identification (such as a work identification card or a student identification card).

§ 67.7

Access to the National Driver Register.

At the time of application for a certificate issued under this part, each person who applies for a medical certificate shall execute an express consent form authorizing the Administrator to request the chief driver licensing official of any state designated by the Administrator to transmit information contained in the National Driver Register about the person to the Administrator. The Administrator shall make information received from the National Driver Register, if any, available on request to the person for review and written comment.

§ 67.101

Eligibility.

To be eligible for a first-class airman medical certificate, and to remain eligible for a first-class airman medical certificate, a person must meet the requirements of this subpart.

§ 67.103

Eye.

Eye standards for a first-class airman medical certificate are:

(a) Distant visual acuity of 20/20 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/20 vision, the person may be eligible only on the condition that corrective lenses are worn while exercising the privileges of an airman certificate.

(b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses. If age 50 or older, near vision of 20/40 or better, Snellen equivalent, at both 16 inches and 32 inches in each eye separately, with or without corrective lenses.

(c) Ability to perceive those colors necessary for the safe performance of airman duties.

(d) Normal fields of vision.

(e) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.

(f) Bifoveal fixation and vergence-phoria relationship sufficient to prevent a break in fusion under conditions that may reasonably be expected to occur in performing airman duties. Tests for the factors named in this paragraph are not required except for persons found to have more than 1 prism diopter of hyperphoria, 6 prism diopters of esophoria, or 6 prism diopters of exophoria. If any of these values are exceeded, the Federal Air Surgeon may require the person to be examined by a qualified eye specialist to determine if there is bifoveal fixation and an adequate vergence-phoria relationship. However, if otherwise eligible, the person is issued a medical certificate pending the results of the examination.

§ 67.105

Ear, nose, throat, and equilibrium.

Ear, nose, throat, and equilibrium standards for a first-class airman medical certificate are:

(a) The person shall demonstrate acceptable hearing by at least one of the following tests:

(1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner.

(2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment.

(3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969 (11 West 42d Street, New York, NY 10036):

(b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that—

(1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or

(2) Interferes with, or may reasonably be expected to interfere with, clear and effective speech communication.

(c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.

§ 67.107

Mental.

Mental standards for a first-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.

(2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which:

(i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or

(ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition.

(3) A bipolar disorder.

(4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section—

(i) “Substance” includes: Alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and

(ii) “Substance dependence” means a condition in which a person is dependent on a substance, other than tobacco or ordinary xanthine-containing (e.g., caffeine) beverages, as evidenced by—

(A) Increased tolerance;

(B) Manifestation of withdrawal symptoms;

(C) Impaired control of use; or

(D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning.

(b) No substance abuse within the preceding 2 years defined as:

(1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous;

(2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or

(3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds—

(i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.109

Neurologic.

Neurologic standards for a first-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) Epilepsy;

(2) A disturbance of consciousness without satisfactory medical explanation of the cause; or

(3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause.

(b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.111

Cardiovascular.

Cardiovascular standards for a first-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) Myocardial infarction;

(2) Angina pectoris;

(3) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;

(4) Cardiac valve replacement;

(5) Permanent cardiac pacemaker implantation; or

(6) Heart replacement;

(b) A person applying for first-class medical certification must demonstrate an absence of myocardial infarction and other clinically significant abnormality on electrocardiographic examination:

(1) At the first application after reaching the 35th birthday; and

(2) On an annual basis after reaching the 40th birthday.

(c) An electrocardiogram will satisfy a requirement of paragraph (b) of this section if it is dated no earlier than 60 days before the date of the application it is to accompany and was performed and transmitted according to acceptable standards and techniques.

§ 67.113

General medical condition.

The general medical standards for a first-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control.

(b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.115

Discretionary issuance.

A person who does not meet the provisions of §§ 67.103 through 67.113 may apply for the discretionary issuance of a certificate under § 67.401.

§ 67.201

Eligibility.

To be eligible for a second-class airman medical certificate, and to remain eligible for a second-class airman medical certificate, a person must meet the requirements of this subpart.

§ 67.203

Eye.

Eye standards for a second-class airman medical certificate are:

(a) Distant visual acuity of 20/20 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/20 vision, the person may be eligible only on the condition that corrective lenses are worn while exercising the privileges of an airman certificate.

(b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses. If age 50 or older, near vision of 20/40 or better, Snellen equivalent, at both 16 inches and 32 inches in each eye separately, with or without corrective lenses.

(c) Ability to perceive those colors necessary for the safe performance of airman duties.

(d) Normal fields of vision.

(e) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.

(f) Bifoveal fixation and vergence-phoria relationship sufficient to prevent a break in fusion under conditions that may reasonably be expected to occur in performing airman duties. Tests for the factors named in this paragraph are not required except for persons found to have more than 1 prism diopter of hyperphoria, 6 prism diopters of esophoria, or 6 prism diopters of exophoria. If any of these values are exceeded, the Federal Air Surgeon may require the person to be examined by a qualified eye specialist to determine if there is bifoveal fixation and an adequate vergence-phoria relationship. However, if otherwise eligible, the person is issued a medical certificate pending the results of the examination.

§ 67.205

Ear, nose, throat, and equilibrium.

Ear, nose, throat, and equilibrium standards for a second-class airman medical certificate are:

(a) The person shall demonstrate acceptable hearing by at least one of the following tests:

(1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner.

(2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment.

(3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969:

(b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that—

(1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or

(2) Interferes with, or may reasonably be expected to interfere with, clear and effective speech communication.

(c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.

§ 67.207

Mental.

Mental standards for a second-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.

(2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which:

(i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or

(ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition.

(3) A bipolar disorder.

(4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section—

(i) “Substance” includes: Alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and

(ii) “Substance dependence” means a condition in which a person is dependent on a substance, other than tobacco or ordinary xanthine-containing (e.g., caffeine) beverages, as evidenced by—

(A) Increased tolerance;

(B) Manifestation of withdrawal symptoms;

(C) Impaired control of use; or

(D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning.

(b) No substance abuse within the preceding 2 years defined as:

(1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous;

(2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or

(3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds—

(i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.209

Neurologic.

Neurologic standards for a second-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) Epilepsy;

(2) A disturbance of consciousness without satisfactory medical explanation of the cause; or

(3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause;

(b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.211

Cardiovascular.

Cardiovascular standards for a second-class medical certificate are no established medical history or clinical diagnosis of any of the following:

(a) Myocardial infarction;

(b) Angina pectoris;

(c) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;

(d) Cardiac valve replacement;

(e) Permanent cardiac pacemaker implantation; or

(f) Heart replacement.

§ 67.213

General medical condition.

The general medical standards for a second-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control.

(b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.215

Discretionary issuance.

A person who does not meet the provisions of §§ 67.203 through 67.213 may apply for the discretionary issuance of a certificate under § 67.401.

§ 67.301

Eligibility.

To be eligible for a third-class airman medical certificate, or to remain eligible for a third-class airman medical certificate, a person must meet the requirements of this subpart.

§ 67.303

Eye.

Eye standards for a third-class airman medical certificate are:

(a) Distant visual acuity of 20/40 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/40 vision, the person may be eligible only on the condition that corrective lenses are worn while exercising the privileges of an airman certificate.

(b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses.

(c) Ability to perceive those colors necessary for the safe performance of airman duties.

(d) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.

§ 67.305

Ear, nose, throat, and equilibrium.

Ear, nose, throat, and equilibrium standards for a third-class airman medical certificate are:

(a) The person shall demonstrate acceptable hearing by at least one of the following tests:

(1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner.

(2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment.

(3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969:

(b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that—

(1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or

(2) Interferes with clear and effective speech communication.

(c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.

§ 67.307

Mental.

Mental standards for a third-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.

(2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which—

(i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or

(ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition.

(3) A bipolar disorder.

(4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section—

(i) “Substance” includes: alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and

(ii) “Substance dependence” means a condition in which a person is dependent on a substance, other than tobacco or ordinary xanthine-containing (e.g., caffeine) beverages, as evidenced by—

(A) Increased tolerance;

(B) Manifestation of withdrawal symptoms;

(C) Impaired control of use; or

(D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning.

(b) No substance abuse within the preceding 2 years defined as:

(1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous;

(2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or

(3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds—

(i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.309

Neurologic.

Neurologic standards for a third-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of any of the following:

(1) Epilepsy;

(2) A disturbance of consciousness without satisfactory medical explanation of the cause; or

(3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause.

(b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.311

Cardiovascular.

Cardiovascular standards for a third-class airman medical certificate are no established medical history or clinical diagnosis of any of the following:

(a) Myocardial infarction;

(b) Angina pectoris;

(c) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;

(d) Cardiac valve replacement;

(e) Permanent cardiac pacemaker implantation; or

(f) Heart replacement.

§ 67.313

General medical condition.

The general medical standards for a third-class airman medical certificate are:

(a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control.

(b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

(c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds—

(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.315

Discretionary issuance.

A person who does not meet the provisions of §§ 67.303 through 67.313 may apply for the discretionary issuance of a certificate under § 67.401.

§ 67.401

Special issuance of medical certificates.

(a) At the discretion of the Federal Air Surgeon, an Authorization for Special Issuance of a Medical Certificate (Authorization), valid for a specified period, may be granted to a person who does not meet the provisions of subparts B, C, or D of this part if the person shows to the satisfaction of the Federal Air Surgeon that the duties authorized by the class of medical certificate applied for can be performed without endangering public safety during the period in which the Authorization would be in force. The Federal Air Surgeon may authorize a special medical flight test, practical test, or medical evaluation for this purpose. A medical certificate of the appropriate class may be issued to a person who does not meet the provisions of subparts B, C, or D of this part if that person possesses a valid Authorization and is otherwise eligible. An airman medical certificate issued in accordance with this section shall expire no later than the end of the validity period or upon the withdrawal of the Authorization upon which it is based. At the end of its specified validity period, for grant of a new Authorization, the person must again show to the satisfaction of the Federal Air Surgeon that the duties authorized by the class of medical certificate applied for can be performed without endangering public safety during the period in which the Authorization would be in force.

(b) At the discretion of the Federal Air Surgeon, a Statement of Demonstrated Ability (SODA) may be granted, instead of an Authorization, to a person whose disqualifying condition is static or nonprogressive and who has been found capable of performing airman duties without endangering public safety. A SODA does not expire and authorizes a designated aviation medical examiner to issue a medical certificate of a specified class if the examiner finds that the condition described on its face has not adversely changed.

(c) In granting an Authorization or SODA, the Federal Air Surgeon may consider the person's operational experience and any medical facts that may affect the ability of the person to perform airman duties including—

(1) The combined effect on the person of failure to meet more than one requirement of this part; and

(2) The prognosis derived from professional consideration of all available information regarding the person.

(d) In granting an Authorization or SODA under this section, the Federal Air Surgeon specifies the class of medical certificate authorized to be issued and may do any or all of the following:

(1) Limit the duration of an Authorization;

(2) Condition the granting of a new Authorization on the results of subsequent medical tests, examinations, or evaluations;

(3) State on the Authorization or SODA, and any medical certificate based upon it, any operational limitation needed for safety; or

(4) Condition the continued effect of an Authorization or SODA, and any second- or third-class medical certificate based upon it, on compliance with a statement of functional limitations issued to the person in coordination with the Director of Flight Standards or the Director's designee.

(e) In determining whether an Authorization or SODA should be granted to an applicant for a third-class medical certificate, the Federal Air Surgeon considers the freedom of an airman, exercising the privileges of a private pilot certificate, to accept reasonable risks to his or her person and property that are not acceptable in the exercise of commercial or airline transport pilot privileges, and, at the same time, considers the need to protect the safety of persons and property in other aircraft and on the ground.

(f) An Authorization or SODA granted under the provisions of this section to a person who does not meet the applicable provisions of subparts B, C, or D of this part may be withdrawn, at the discretion of the Federal Air Surgeon, at any time if—

(1) There is adverse change in the holder's medical condition;

(2) The holder fails to comply with a statement of functional limitations or operational limitations issued as a condition of certification under this section;

(3) Public safety would be endangered by the holder's exercise of airman privileges;

(4) The holder fails to provide medical information reasonably needed by the Federal Air Surgeon for certification under this section; or

(5) The holder makes or causes to be made a statement or entry that is the basis for withdrawal of an Authorization or SODA under § 67.403.

(g) A person who has been granted an Authorization or SODA under this section based on a special medical flight or practical test need not take the test again during later physical examinations unless the Federal Air Surgeon determines or has reason to believe that the physical deficiency has or may have degraded to a degree to require another special medical flight test or practical test.

(h) The authority of the Federal Air Surgeon under this section is also exercised by the Manager, Aeromedical Certification Division, and each Regional Flight Surgeon.

(i) If an Authorization or SODA is withdrawn under paragraph (f) of this section the following procedures apply:

(1) The holder of the Authorization or SODA will be served a letter of withdrawal, stating the reason for the action;

(2) By not later than 60 days after the service of the letter of withdrawal, the holder of the Authorization or SODA may request, in writing, that the Federal Air Surgeon provide for review of the decision to withdraw. The request for review may be accompanied by supporting medical evidence;

(3) Within 60 days of receipt of a request for review, a written final decision either affirming or reversing the decision to withdraw will be issued; and

(4) A medical certificate rendered invalid pursuant to a withdrawal, in accordance with paragraph (a) of this section, shall be surrendered to the Administrator upon request.

§ 67.403

Applications, certificates, logbooks, reports, and records: Falsification, reproduction, or alteration; incorrect statements.

(a) No person may make or cause to be made—

(1) A fraudulent or intentionally false statement on any application for a medical certificate or on a request for any Authorization for Special Issuance of a Medical Certificate (Authorization) or Statement of Demonstrated Ability (SODA) under this part;

(2) A fraudulent or intentionally false entry in any logbook, record, or report that is kept, made, or used, to show compliance with any requirement for any medical certificate or for any Authorization or SODA under this part;

(3) A reproduction, for fraudulent purposes, of any medical certificate under this part; or

(4) An alteration of any medical certificate under this part.

(b) The commission by any person of an act prohibited under paragraph (a) of this section is a basis for—

(1) Suspending or revoking all airman, ground instructor, and medical certificates and ratings held by that person;

(2) Withdrawing all Authorizations or SODA's held by that person; and

(3) Denying all applications for medical certification and requests for Authorizations or SODA's.

(c) The following may serve as a basis for suspending or revoking a medical certificate; withdrawing an Authorization or SODA; or denying an application for a medical certificate or request for an authorization or SODA:

(1) An incorrect statement, upon which the FAA relied, made in support of an application for a medical certificate or request for an Authorization or SODA.

(2) An incorrect entry, upon which the FAA relied, made in any logbook, record, or report that is kept, made, or used to show compliance with any requirement for a medical certificate or an Authorization or SODA.

§ 67.405

Medical examinations: Who may perform?

(a) First-class. Any aviation medical examiner who is specifically designated for the purpose may perform examinations for the first-class medical certificate.

(b) Second- and third-class. Any aviation medical examiner may perform examinations for the second-or third-class medical certificate.

§ 67.407

Delegation of authority.

(a) The authority of the Administrator under 49 U.S.C. 44703 to issue or deny medical certificates is delegated to the Federal Air Surgeon to the extent necessary to—

(1) Examine applicants for and holders of medical certificates to determine whether they meet applicable medical standards; and

(2) Issue, renew, and deny medical certificates, and issue, renew, deny, and withdraw Authorizations for Special Issuance of a Medical Certificate and Statements of Demonstrated Ability to a person based upon meeting or failing to meet applicable medical standards.

(b) Subject to limitations in this chapter, the delegated functions of the Federal Air Surgeon to examine applicants for and holders of medical certificates for compliance with applicable medical standards and to issue, renew, and deny medical certificates are also delegated to aviation medical examiners and to authorized representatives of the Federal Air Surgeon within the FAA.

(c) The authority of the Administrator under 49 U.S.C. 44702, to reconsider the action of an aviation medical examiner is delegated to the Federal Air Surgeon; the Manager, Aeromedical Certification Division; and each Regional Flight Surgeon. Where the person does not meet the standards of §§ 67.107(b)(3) and (c), 67.109(b), 67.113(b) and (c), 67.207(b)(3) and (c), 67.209(b), 67.213(b) and (c), 67.307(b)(3) and (c), 67.309(b), or 67.313(b) and (c), any action taken under this paragraph other than by the Federal Air Surgeon is subject to reconsideration by the Federal Air Surgeon. A certificate issued by an aviation medical examiner is considered to be affirmed as issued unless an FAA official named in this paragraph (authorized official) reverses that issuance within 60 days after the date of issuance. However, if within 60 days after the date of issuance an authorized official requests the certificate holder to submit additional medical information, an authorized official may reverse the issuance within 60 days after receipt of the requested information.

(d) The authority of the Administrator under 49 U.S.C. 44709 to re-examine any civil airman to the extent necessary to determine an airman's qualification to continue to hold an airman medical certificate, is delegated to the Federal Air Surgeon and his or her authorized representatives within the FAA.

§ 67.409

Denial of medical certificate.

(a) Any person who is denied a medical certificate by an aviation medical examiner may, within 30 days after the date of the denial, apply in writing to the Federal Air Surgeon, Attention: Manager, Aeromedical Certification Division, AAM-300, Federal Aviation Administration, P.O. Box 25082, Oklahoma City, Oklahoma 73126, for reconsideration of that denial. If the person does not ask for reconsideration during the 30-day period after the date of the denial, he or she is considered to have withdrawn the application for a medical certificate.

(b) The denial of a medical certificate—

(1) By an aviation medical examiner is not a denial by the Administrator under 49 U.S.C. 44703.

(2) By the Federal Air Surgeon is considered to be a denial by the Administrator under 49 U.S.C. 44703.

(3) By the Manager, Aeromedical Certification Division, or a Regional Flight Surgeon is considered to be a denial by the Administrator under 49 U.S.C. 44703 except where the person does not meet the standards of §§ 67.107(b)(3) and (c), 67.109(b), or 67.113(b) and (c); 67.207(b)(3) and (c), 67.209(b), or 67.213(b) and (c); or 67.307(b)(3) and (c), 67.309(b), or 67.313(b) and (c).

(c) Any action taken under § 67.407(c) that wholly or partly reverses the issue of a medical certificate by an aviation medical examiner is the denial of a medical certificate under paragraph (b) of this section.

(d) If the issue of a medical certificate is wholly or partly reversed by the Federal Air Surgeon; the Manager, Aeromedical Certification Division; or a Regional Flight Surgeon, the person holding that certificate shall surrender it, upon request of the FAA.

§ 67.411

§ 67.413

Medical records.

(a) Whenever the Administrator finds that additional medical information or history is necessary to determine whether you meet the medical standards required to hold a medical certificate, you must:

(1) Furnish that information to the FAA; or

(2) Authorize any clinic, hospital, physician, or other person to release to the FAA all available information or records concerning that history.

(b) If you fail to provide the requested medical information or history or to authorize its release, the FAA may suspend, modify, or revoke your medical certificate or, in the case of an applicant, deny the application for a medical certificate.

(c) If your medical certificate is suspended, modified, or revoked under paragraph (b) of this section, that suspension or modification remains in effect until you provide the requested information, history, or authorization to the FAA and until the FAA determines that you meet the medical standards set forth in this part.

§ 67.415

Return of medical certificate after suspension or revocation.

The holder of any medical certificate issued under this part that is suspended or revoked shall, upon the Administrator's request, return it to the Administrator.

Part 67 — CCAR-67 医学标准和体检合格证

CCAR-67 原文

CCAR-67

来源: 官方全文

中华人民共和国司法部

中国民用航空总局关于修订《中国民用航空人员医学标准和体检合格证管理规则》的决定

微信扫一扫 （2004年7月12日中国民用航空总局令第125号发布 自2004年8月12日起施行） 中国民用航空总局根据《中华人民共和国行政许可法》和《国务院对确需保留的行政审批项目设定行政许可的决定》（国务院令第412号）的规定，决定对2001年8月31日以中国民用航空总局第101号令公布的《中国民用航空人员医学标准和体检合格证管理规则》(CCAR-67FS)作如下修改： 一、第67.5条（b）款修改为： “（b）中国民用航空地区管理机构（以下简称地区管理机构）的航空卫生职能部门，负责对所辖地区航空人员体检文书和医学资料的审核、体检合格证的颁发，并对体检鉴定和体检合格证持有人持体检合格证行使执照权利情况实施监督管理。” 二、第67.11条修改为： “申请人应当按照有关规定缴纳体检鉴定所需的费用。” 三、第67.19条（d）款修改为： “（d）局方在收到申请人的体检文书和医学资料之日20天内完成对体检鉴定结论的审核： （1）认为体检鉴定结论正确的，对其中体检鉴定结论为合格者签发体检合格证，并在签发体检合格证之日起10天内向申请人颁发、送达体检合格证；对其中体检鉴定结论为不合格者在体检表上签署认可意见，并在签署之日起10天内送交申请人或其所在单位；” 四、第67.27条修改为： “体检合格证持有人有正当理由，不能在体检合格证有效期期满前进行体检鉴定、更新体检合格证，又需行使执照权利的，应当在体检合格证有效期满30天前向颁发体检合格证的局方申请延长体检合格证有效期。对从事商用航空运输运行的空勤人员，经当地航空医师或执业医师进行局方指定项目的检查并经局方批准，体检合格证的有效期最多可以延长90天；对于从事非商业运行的空勤人员，经局方批准，体检合格证的有效期最多可以延长180天。” 五、G分部“罚则”修改为“法律责任”，增加一条作为第67.501条： “局方工作人员违反行政许可法关于办理许可事项的有关规定，对不符合法定条件的申请人颁发体检合格证，对符合法定条件的申请人不予颁发体检合格证的，由其上级行政机关或者监察机关责令改正，对直接负责的主管人员和其他直接责任人员依法给予行政处分。 在办理体检合格证、实施监督检查的过程中，索取、收受他人财物或者谋取其他利益，构成犯罪的，依法追究刑事责任；尚不构成犯罪的，由其上级行政机关或者监察机关依法给予行政处分。” 六、第67.507条修改为： “违反本规则67.7、67.19的规定，在申请体检合格证时隐瞒病史、病情或者擅自涂改、伪造体检合格证、体检文书及医学资料的，局方不予受理或者不予颁发体检合格证，并给予警告；对已取得体检合格证的，局方收回其体检合格证，并在一年内不接受其办理体检合格证的申请；构成犯罪的，依法追究刑事责任。” 2001年8月31日以中国民用航空总局第101号令公布的《中国民用航空人员医学标准和体检合格证管理规则》(CCAR-67FS)根据本决定做相应的修订，重新公布。 本决定自2004年8月12日起实施。 附：中国民用航空人员医学标准和体检合格证管理规则（2004年修正本） 目录 A分部 总则 B分部 体检合格证 C分部 Ⅰ级体检合格证的医学标准 D分部 Ⅱ级体检合格证的医学标准 E分部 Ⅲ级体检合格证的医学标准 F分部 Ⅳ级体检合格证的医学标准 G分部 法律责任 H分部 附则 附录一：申请体检合格证的辅助检查项目和频度 A分部 总则 67.1〔目的和依据〕 为了保证民用航空人员的身体状况符合行使相关执照权利和飞行安全的要求，根据《中华人民共和国民用航空法》第三十九条、第四十条、第四十一条和第四十二条的规定，制定本规则。 67.3〔适用范围〕 本规则规定了民用航空人员的医学标准和体检合格证的申请、颁发程序以及体检合格证的效力。 67.5〔机构与职责〕 （a）中国民用航空总局（以下简称民航总局）航空卫生职能部门，负责制定有关的管理文件和程序，对体检合格证的申请、审核、颁发和体检鉴定实施监督管理。 （b）中国民用航空地区管理机构（以下简称地区管理机构）的航空卫生职能部门，负责对所辖地区航空人员体检文书和医学资料的审核、体检合格证的颁发，并对体检鉴定和体检合格证持有人持体检合格证行使执照权利情况实施监督管理。 67.7〔体检合格证的要求〕 任何人未持有、并随身携带依照本规则取得的有效体检合格证，不得行使本规则67.17规定的各类执照所赋予的权利。 任何人不得擅自涂改、伪造体检合格证。 67.9〔定义〕 本规则使用如下定义： （a）局方是指民航总局和地区管理机构的航空卫生职能部门。 （b）航空人员是指下列从事民用航空活动的人员： （1）空勤人员，包括驾驶员、领航员、飞行机械员、飞行通信员、乘务员、航空安全员； （2）空中交通管制员； （3）飞行签派员。 （c）航空人员体检鉴定机构（以下简称体检机构）是指民航总局、地区管理机构的体检机构和航空人员体检委任单位代表。 （d）体检文书是指由民航总局统一印制的航空人员体检鉴定表（以下简称体检表）、航空人员健康记录本和体检鉴定结论通知书等。 （e）医学资料是指与航空人员体检鉴定有关的住院记录、门诊记录、会诊记录、医学检查结果报告和身体状况证明等。 （f）体检合格证是指局方颁发的，表明体检合格证持有人的身体状况符合本规则相应医学标准的证明文件。 67.11〔费用〕 申请人应当按照有关规定缴纳体检鉴定所需的费用。 B分部 体检合格证 67.13〔按本规则颁发的体检合格证种类〕 对符合本规则相应医学标准的体检合格证申请人（以下简称申请人）颁发下列种类的体检合格证： （1）Ⅰ级体检合格证； （2）Ⅱ级体检合格证； （3）Ⅲ级体检合格证，包括Ⅲa、Ⅲb级体检合格证； （4）Ⅳ级体检合格证，包括Ⅳa、Ⅳb级体检合格证。 67.15〔临时体检合格证〕 （a）经体检机构按本规则的医学标准进行体检鉴定且鉴定结论为合格的更新体检合格证的申请人，在等待局方对其颁发体检合格证时，可由体检机构颁发相应级别的临时体检合格证。临时体检合格证自签发之日起生效，有效期为60天。 （b）有下列情形之一时临时体检合格证失效： （1）收到局方颁发的体检合格证； （2）临时体检合格证有效期满； （3）收到局方拒发体检合格证通知。 67.17〔体检合格证的适用范围〕 （a）航空人员执照申请人在申请取得下列执照时，或执照持有人在行使下列执照权利时必须持有Ⅰ级体检合格证： （1）航线运输驾驶员执照； （2）飞机和旋翼机商用驾驶员执照； （3）领航员执照和领航学员合格证； （4）飞行机械员执照和飞行机械学员合格证。 （b）航空人员执照申请人在申请取得下列执照时或执照持有人在行使下列执照权利时，必须持有Ⅱ级体检合格证或Ⅰ级体检合格证： （1）飞行通信员执照和飞行通信学员合格证； （2）初级飞机、滑翔机和轻于空气的航空器商用驾驶员执照； （3）私用驾驶员执照。 （c）以培养航线运输驾驶员或飞机和旋翼机商用驾驶员为目标的学生驾驶员在申请执照时或在行使执照权利时必须持有Ⅰ级体检合格证；其他学生驾驶员在申请执照时或在行使执照权利时必须持有Ⅱ级体检合格证或Ⅰ级体检合格证。 （d）机场塔台管制员、进近管制员、区域管制员、进近（监视）雷达管制员、进近（精密）雷达管制员、区域（监视）雷达管制员执照申请人在申请执照时或执照持有人在行使执照权利时，必须持有Ⅲa级体检合格证；空中交通服务报告室管制员、地区管理局调度室管制员、总局调度室管制员和飞行签派员执照申请人在申请执照时或执照持有人在行使执照权利时，必须持有Ⅲb级体检合格证或Ⅲa级体检合格证。 （e）乘务员在履行职责时必须持有Ⅳa级体检合格证；航空安全员执照申请人在申请执照时或执照持有人在行使执照权利时，必须持有Ⅳb级体检合格证。 67.19〔体检合格证的申请与颁发〕 （a）申请人在申请办理执照前，应当向体检机构提出体检鉴定申请，填写体检表，出示身份证明，提供真实、完整的体检文书及医学资料，如实反映健康状况，不得隐瞒病史、病情。 （b）体检机构根据申请人所申请体检合格证的种类，依据本规则相应的医学标准对申请人进行体格检查，并作出符合申请人身体状况的下列之一的体检鉴定结论： （1）合格； （2）暂时不合格； （3）不合格。 （c）体检机构应在7个工作日内将体检鉴定结论为合格者的体检表报局方审定，同时可以根据本规则67.15的规定签发临时体检合格证。 体检机构应及时将暂时不合格体检鉴定结论通知申请人及其所在单位，同时签署《体检鉴定结论通知书》。并应在7个工作日内将通知书、体检文书及医学资料送交申请人所在单位，没有所在单位的直接送交申请人。 体检机构应及时将不合格体检鉴定结论通知申请人及其所在单位，同时签署《体检鉴定结论通知书》。并应在7个工作日内将通知书送交申请人及其所在单位，将体检文书及医学资料报送局方审定。 （d）局方在收到申请人的体检文书和医学资料之日起20天内完成对体检鉴定结论的审核： （1）认为体检鉴定结论正确的，对其中体检鉴定结论为合格者签发体检合格证，并在签发体检合格证之日起10天内向申请人颁发、送达体检合格证；对其中体检鉴定结论为不合格者在体检表上签署认可意见，并在签署之日起10天内送交申请人或其所在单位； （2）认为体检鉴定结论不正确的，对其中不符合本规则有关规定的退回体检机构，责成其重新体检鉴定；对其中由于体检机构适用医学标准不当，而做出错误体检结论的，局方可直接改变体检鉴定结论，签发或拒绝签发体检合格证，并书面通知申请人、体检机构和申请人所在单位。 （e）局方在审核体检鉴定结论过程中可要求申请人或体检机构提供有关资料或要求申请人进行必要的检查。 67.21〔申请体检合格证的辅助检查项目和频度〕 为确定申请人是否符合本规则所规定的相应医学标准，申请人应当按照本规则附录一《申请体检合格证的辅助检查项目和频度》的规定，接受常规辅助检查，必要时还应当接受其他专项辅助检查。 67.23〔体检合格证的有效期〕 （a）体检合格证有效期期满日期的计算方法，应当自合格的体检鉴定结论作出之日的下一个日历月的第一日起至本条规定的相应期限的最后一个日历月的最后一日止。 （b）根据体检合格证持有人在运行中所行使执照的权利，Ⅰ级体检合格证有效期分别为： （1）航线运输驾驶员、飞机和旋翼机商用驾驶员的为12个月，其中年龄满40周岁以上者为6个月； （2）领航员、领航学员的为12个月；飞行机械员、飞行机械学员的为12个月； （3）以培养航线运输驾驶员或飞机和旋翼机商用驾驶员为目标的学生驾驶员的为12个月； （4）行使本条（c）款所列权利时，有效期按本条（c）款执行。 （c）根据体检合格证持有人在运行中所行使执照的权利，Ⅱ级体检合格证的有效期分别为： （1）飞行通信员、飞行通信学员的为12个月； （2）私用驾驶员和初级飞机、滑翔机、轻于空气的航空器的商用驾驶员及其学生驾驶员的为24个月，其中年龄满40周岁以上者为12个月。 （d）根据体检合格证持有人在运行中所行使执照的权利，Ⅲ级体检合格证的有效期为： （1）Ⅲa级体检合格证：机场塔台管制员、进近管制员、区域管制员、进近（监视）雷达管制员、进近（精密）雷达管制员、区域（监视）雷达管制员的为24个月，其中年龄满40周岁以上者为12个月； （2）Ⅲb级体检合格证：空中交通服务报告室管制员、地区管理局调度室管制员、总局调度室管制员和飞行签派员的为24个月。 （e）Ⅳ级体检合格证的有效期为12个月。 67.25〔体检合格证持有人身体状况发生变化时行使执照权利的限制〕 体检合格证持有人的身体状况发生变化不符合所持体检合格证的相应医学标准时，不得在需要相应体检合格证的运行中行使执照所赋予的权利。 67.27〔体检合格证有效期的延长〕 体检合格证持有人有正当理由，不能在体检合格证有效期期满前进行体检鉴定、更新体检合格证，又需行使执照权利的，应当在体检合格证有效期满30天前向颁发体检合格证的局方申请延长体检合格证有效期。对于从事商用航空运输运行的空勤人员，经当地航空医师或执业医师进行局方指定项目的检查并经局方批准，体检合格证的有效期最多可以延长90天；对于从事非商业运行的空勤人员，经局方批准，体检合格证的有效期最多可以延长180天。 67.29〔体检合格证的补发〕 体检合格证持有人在体检合格证遗失或损坏后，可向局方申请补发。补发的体检合格证所载内容应当与原体检合格证相同。 67.31〔体检合格证的特许申请〕 （a）经体检鉴定，申请人的身体状况不符合所申请种类体检合格证医学标准的，当其有充分理由证明能安全行使执照权利时，可以向局方提出特许颁发体检合格证的申请。 （b）体检合格证的特许颁发适用于Ⅰ级和Ⅱ级特许体检合格证的申请。 （c）特许颁发体检合格证的申请人应当向所在地地区管理机构航空卫生职能部门提交下列文件： （1）体检合格证特许颁发的申请书； （2）局方监察员或飞行检查委任代表出具的飞行技术能力证明文件； （3）全部的体检文书和医学资料。 （d）地区管理机构航空卫生职能部门对申请人提出的体检合格证特许颁发的申请进行审核，并将审核意见报民航总局航空卫生职能部门。 （e）民航总局航空卫生职能部门在审定体检合格证特许颁发的申请时，可要求申请人进行必要的医学检查或医学飞行测试。检查结果证明申请人有能力在特定的限制条件下安全地行使执照权利的，可予颁发特许体检合格证。 （f）对特许颁发的体检合格证持有人可以作出下列一项或多项限制，并在体检合格证上载明： （1）体检合格证有效期； （2）飞行时间； （3）飞行职责； （4）飞行任务； （5）局方认为安全行使执照权利所必要的其他限制。 67.33〔外籍空勤人员体检合格证的申请、颁发与认可〕 申请取得中国民用航空人员执照、合格证及其等级的外籍空勤人员，必须首先申请取得中国民航当局按本规则颁发的相应的体检合格证。 申请获得中国民用航空人员执照、合格证及其等级认可证书的外籍航空人员，必须首先申请获得中国民航当局按本规则相应的医学标准对其所持有的体检合格证的认可，或者申请取得中国民航当局按本规则颁发的相应的体检合格证。 67.35〔申诉〕 申请人对局方作出的拒绝颁发体检合格证的决定有异议时，可在收到拒绝颁发体检合格证的书面通知之日起的30天内向民航总局提出申诉。 C分部 Ⅰ级体检合格证的医学标准 67.101〔适用性〕 符合本分部所规定的所有条件的Ⅰ级体检合格证申请人，方可取得Ⅰ级体检合格证。 67.103〔一般条件〕 取得Ⅰ级体检合格证应当无下列可能影响其行使执照权利或可能因行使执照权利而加重的疾病或功能障碍： （1）心理品质不良； （2）先天性或后天获得性功能异常； （3）可能造成失能的活动性、隐匿性、急性或慢性疾病； （4）创伤、损伤或手术后遗症； （5）使用处方或非处方药物而造成的身体不良影响或不良反应。 67.105〔精神科〕 取得Ⅰ级体检合格证应当无下列精神疾病的明确病史或临床诊断： （1）精神病； （2）物质依赖或物质滥用； （3）人格障碍； （4）精神异常或严重的神经症。 67.107〔神经系统〕 取得Ⅰ级体检合格证应当无下列神经系统疾病的明确病史或临床诊断： （1）癫痫； （2）原因不明或难以预防的意识障碍； （3）可能影响安全行使执照权利的颅脑损伤及其并发症或其他神经系统疾病。 67.109〔循环系统〕 取得Ⅰ级体检合格证应当无下列循环系统疾病的明确病史或临床诊断： （1）心肌梗塞； （2）心绞痛； （3）冠心病； （4）严重的心律失常； （5）心脏瓣膜置换； （6）永久性心脏起搏器植入； （7）心脏移植； （8）收缩压持续超过155毫米汞柱(mmHg)，或舒张压持续超过95毫米汞柱(mmHg)； （9）其他可能影响安全行使执照权利的循环系统疾病。 67.111〔呼吸系统〕 取得Ⅰ级体检合格证应当无下列呼吸系统疾病或功能障碍。 （1）活动性肺结核； （2）反复发作的自发性气胸； （3）胸部纵膈或胸膜的活动性疾病； （4）影响高空呼吸功能的胸廓塌陷或胸部手术后遗症； （5）其他可能影响安全行使执照权利的呼吸系统疾病、创伤或手术后遗症。 67.113〔消化系统〕 取得Ⅰ级体检合格证应当无下列消化系统疾病或临床诊断： （1）肝硬化； （2）可能导致失能的疝； （3）消化性溃疡及其并发症； （4）胆道系统结石； （5）其他可能影响安全行使执照权利的消化系统疾病或手术后遗症。 67.115〔传染病〕 取得Ⅰ级体检合格证应当无下列传染病或临床诊断： （1）病毒性肝炎； （2）梅毒； （3）获得性免疫缺陷综合症(AIDS)； （4）人类免疫缺陷病毒(HIV)阳性； （5）乙型肝炎表面抗原阳性伴有乙型肝炎e抗原阳性； （6）其他可能影响安全行使执照权利的传染性疾病。 67.117〔代谢、免疫及内分泌系统〕 取得Ⅰ级体检合格证应当无需用药物控制的糖尿病及其他可能影响安全行使执照权利的代谢、免疫和内分泌系统疾病。 67.119〔血液系统〕 取得Ⅰ级体检合格证应当无严重的脾脏肿大及其他可能影响安全行使执照权利的血液系统疾病。 67.121〔泌尿生殖系统〕 取得Ⅰ级体检合格证应当无下列泌尿生殖系统疾病或临床诊断： （1）可能引起失能的泌尿系统结石； （2）严重的月经不调； （3）肾移植； （4）其他可能影响安全行使执照权利的泌尿生殖系统疾病、手术后遗症或功能障碍。 67.123〔妊娠〕 申请人妊娠期内不合格。 67.125〔骨骼、肌肉系统〕 取得Ⅰ级体检合格证应当无可能影响安全行使执照权利的骨骼、关节、肌肉或肌腱的疾病、损伤、手术后遗症及功能障碍；其身高、臂长、腿长和肌力应当满足行使执照权利的需要。 67.127〔皮肤及其附属器〕 取得Ⅰ级体检合格证应当无可能影响安全行使执照权利的皮肤及其附属器的疾病。 67.129〔耳、鼻、咽、喉及口腔〕 取得Ⅰ级体检合格证应当无下列耳、鼻、咽、喉、口腔疾病或功能障碍： （1）难以治愈的耳气压功能不良； （2）前庭功能障碍； （3）言语或发音障碍； （4）其他可能影响安全行使执照权利的耳、鼻、咽、喉、口腔疾病或功能障碍。 67.131〔听力〕 取得Ⅰ级体检合格证进行纯音听力计检查时，每耳在500、1000和2000赫兹(Hz)的任一频率上的听力损失不超过35分贝(dB)；在3000赫兹(Hz)频率上的听力损失不超过50分贝(dB)。如果申请人的听力损失超过上述值，应当同时满足下列条件时方可合格： （1）在飞机驾驶舱噪音环境中（或模拟条件下）每耳能够听清谈话、通话和信标台信号声； （2）在安静室中背向检查人2米处，双耳能够听清通常强度的谈话声。 67.133〔眼及其附属器〕 取得Ⅰ级体检合格证应当无下列眼及其附属器的疾病或功能障碍： （1）视野异常； （2）色觉异常； （3）夜盲； （4）双眼视功能异常； （5）其他可能影响安全行使执照权利的眼及其附属器的疾病、手术或创伤后遗症。 67.135〔远视力〕 （a）取得Ⅰ级体检合格证每眼矫正或未矫正的远视力应当达到0.7或以上，双眼远视力应当达到1.0或以上。对未矫正视力和屈光度无限制。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件方可合格： （1）在行使执照权利时，必须佩戴矫正镜； （2）在行使执照权利期间，备有一副随时可取用的、与所戴矫正镜度数相同的备份矫正镜。 （b）为满足本条（a）款的要求，申请人可以使用接触镜，但应当同时满足下列条件： （1）接触镜的镜片是单焦点、无色的； （2）镜片佩戴舒适； （3）在行使执照权利期间，应当备有一副随时可取用的、与所戴矫正镜度数相同的备份普通矫正镜。 （c）屈光不正度数高的，必须使用接触镜或高性能普通眼镜。 （d）任何一眼未矫正远视力低于0.1，必须对眼及其附属器进行全面检查。 （e）任何一眼有影响安全行使执照权利的改变眼屈光状态的手术后遗症不合格。 67.137〔近视力〕 取得Ⅰ级体检合格证每眼矫正或未矫正的近视力在30－50厘米的距离范围内应当达到0.5或以上，在100厘米的距离应当达到0.25或以上。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件时方可合格： （1）在行使执照权利时，应当备有一副随时可取用的矫正镜； （2）矫正镜必须能同时满足67.135条和本条的视力要求，不得使用单一矫正近视力的矫正镜。 D分部 Ⅱ级体检合格证的医学标准 67.201〔适用性〕 符合本分部规定的所有条件的Ⅱ级体检合格证申请人，方可取得Ⅱ级体检合格证。 67.203〔一般条件〕 取得Ⅱ级体检合格证应当无下列可能影响其行使执照权利或可能因行使执照权利而加重的疾病或功能障碍： （1）心理品质不良； （2）先天性或后天获得性功能异常； （3）可能造成失能的活动性、隐匿性、急性或慢性疾病； （4）创伤、损伤或手术后遗症； （5）使用处方或非处方药物而造成身体不良影响或不良反应。 67.205〔精神科〕 取得Ⅱ级体检合格证应当无下列精神疾病的明确病史或临床诊断： （1）精神病； （2）物质依赖或物质滥用； （3）人格障碍； （4）精神异常或严重的神经症。 67.207〔神经系统〕 取得Ⅱ级体检合格证应当无下列神经系统疾病的明确病史或临床诊断： （1）癫痫； （2）原因不明或难以预防的意识障碍； （3）可能影响安全行使执照权利的颅脑损伤及其并发症或其他神经系统疾病。 67.209〔循环系统〕 取得Ⅱ级体检合格证应当无下列循环系统疾病的明确病史或临床诊断： （1）心肌梗塞； （2）心绞痛； （3）冠心病； （4）严重的心律失常； （5）心脏瓣膜置换； （6）永久性心脏起搏器植入； （7）心脏移植； （8）收缩压持续超过155毫米汞柱(mmHg)，或舒张压持续超过95毫米汞柱(mmHg)； （9）其他可能影响安全行使执照权利的循环系统疾病。 67.211〔呼吸系统〕 取得Ⅱ级体检合格证应当无下列呼吸系统疾病或功能障碍： （1）活动性肺结核； （2）反复发作的自发性气胸； （3）胸部纵膈或胸膜的活动性疾病； （4）影响高空呼吸功能的胸廓塌陷或胸部手术后遗症； （5）其他可能影响安全行使执照权利的呼吸系统疾病、创伤或手术后遗症。 67.213〔消化系统〕 取得Ⅱ级体检合格证应当无下列消化系统疾病或临床诊断： （1）肝硬化； （2）可能导致失能的疝； （3）消化性溃疡及其并发症； （4）可能导致失能的胆道系统结石； （5）其他可能影响安全行使执照权利的消化系统疾病或手术后遗症。 67.215〔传染病〕 取得Ⅱ级体检合格证应当无下列传染病或临床诊断： （1）病毒性肝炎； （2）梅毒； （3）获得性免疫缺陷综合症(AIDS)； （4）人类免疫缺陷病毒(HIV)阳性； （5）其他可能影响安全行使执照权利的传染性疾病。 67.217〔代谢、免疫及内分泌系统〕 取得Ⅱ级体检合格证应当无需用药物控制的糖尿病及其他可能影响安全行使执照权利的代谢、免疫和内分泌系统疾病。但使用不影响安全行使执照权利的口服降血糖药物控制的可合格。 67.219〔血液系统〕 取得Ⅱ级体检合格证应当无可能影响安全行使执照权利的血液系统疾病。 67.221〔泌尿生殖系统〕 取得Ⅱ级体检合格证应当无下列泌尿生殖系统疾病或临床诊断： （1）可能导致失能的泌尿系统结石； （2）严重的月经失调； （3）肾移植； （4）其他可能影响安全行使执照权利的泌尿生殖系统疾病、手术后遗症或功能障碍。 67.223〔妊娠〕 申请人妊娠期内不合格。 67.225〔骨骼、肌肉系统〕 取得Ⅱ级体检合格证应当无可能影响安全行使执照权利的骨骼、关节、肌肉或肌腱的疾病、损伤、手术后遗症及功能障碍。其身高、臂长、腿长和肌力应当满足行使执照权利的需要。 67.227〔皮肤及其附属器〕 取得Ⅱ级体检合格证应当无可能影响安全行使执照权利的皮肤及其附属器的疾病。 67.229〔耳、鼻、咽、喉及口腔〕 取得Ⅱ级体检合格证应当无下列耳、鼻、咽、喉和口腔疾病或功能障碍： （1）难以治愈的耳气压功能不良； （2）前庭功能障碍； （3）言语或发音障碍； （4）其他可能影响安全行使执照权利的耳、鼻、咽、喉、口腔疾病或功能障碍。 67.231〔听力〕 取得Ⅱ级体检合格证进行纯音听力计检查时，每耳在500、1000和2000赫兹(Hz)的任一频率上的听力损失不超过35分贝(dB)；在3000赫兹(Hz)频率上的听力损失不超过50分贝(dB)。如果申请人的听力损失超过上述值，但在安静室中背向检查人2米处，双耳能够听清通常强度的谈话声可合格。 67.233〔眼及其附属器〕 取得Ⅱ级体检合格证应当无下列眼及其附属器的疾病或功能障碍： （1）视野异常； （2）色觉异常； （3）夜盲； （4）双眼视功能异常； （5）其他可能影响安全行使执照权利的眼及其附属器的疾病、手术或创伤后遗症。 67.235〔远视力〕 （a）取得Ⅱ级体检合格证每眼矫正或未矫正的远视力应当达到0.5或以上，双眼远视力应当达到0.7或以上。对未矫正视力和屈光度无限制。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件方可合格： （1）在行使执照权利时，必须佩戴矫正镜； （2）在行使执照权利期间，应当备有一副随时可取用的、与所戴矫正镜度数相同的备份矫正镜。 （b）为满足本条（a）款的要求，申请人可以使用接触镜，但应当同时满足下列条件： （1）接触镜的镜片是单焦点、无色的； （2）镜片佩戴舒适； （3）在行使执照权利期间，应当备有一副随时可取用的、与所戴矫正镜度数相同的备份普通矫正镜。 （c）屈光不正度数高的，必须使用接触镜或高性能普通眼镜。 （d）任何一眼未矫正远视力低于0.1，必须对眼及其附属器进行全面检查。 （e）任何一眼有影响安全行使执照权利的改变眼屈光状态的手术后遗症不合格。 67.237〔近视力〕 取得Ⅱ级体检合格证每眼矫正或未矫正的近视力在30－50厘米范围内应当达到0.5或以上。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件方可合格： （1）在行使执照权利时，备有一副随时可取用的矫正镜； （2）矫正镜必需能同时满足67.235条和本条的视力要求，不得使用单一矫正近视力的矫正镜。 E分部 Ⅲ级体检合格证的医学标准 67.301〔适用性〕 Ⅲa级体检合格证申请人符合本规则67.303至67.329（a）、67.331至67.335的规定，方可取得Ⅲa级体检合格证； Ⅲb级体检合格证申请人符合本规则67.303至67.327、67.329（b）、67.331和67.337的规定，方可取得Ⅲb级体检合格证。 67.303〔一般条件〕 取得Ⅲ级体检合格证应当无下列可能影响其行使执照权利或可能因行使执照权利而加重的疾病或功能障碍： （1）心理品质不良； （2）先天性或后天获得性功能异常； （3）可能造成失能的活动性、隐匿性、急性或慢性疾病； （4）创伤、损伤或手术后遗症； （5）使用处方或非处方药物而造成的身体不良影响或不良反应。 67.305〔精神科〕 取得Ⅲ级体检合格证应当无下列精神疾病的明确病史或临床诊断： （1）精神病； （2）物质依赖或物质滥用； （3）人格障碍； （4）精神异常或严重的神经症。 67.307〔神经系统〕 取得Ⅲ级体检合格证应当无下列神经系统疾病的明确病史或临床诊断： （1）癫痫； （2）原因不明或难以预防的意识障碍； （3）可能影响安全行使执照权利的颅脑损伤及其并发症或其他神经系统疾病。 67.309〔循环系统〕 取得Ⅲ级体检合格证应当无下列循环系统疾病的明确病史或临床诊断： （1）心肌梗塞； （2）心绞痛； （3）冠心病； （4）严重的心律失常； （5）心脏瓣膜置换； （6）永久性心脏起搏器植入； （7）心脏移植； （8）收缩压持续超过155毫米汞柱(mmHg)，或舒张压持续超过95毫米汞柱(mmHg)； （9）其他可能影响安全行使执照权利的循环系统疾病。 67.311〔呼吸系统〕 取得Ⅲ级体检合格证应当无下列呼吸系统疾病或功能障碍： （1）活动性肺结核； （2）反复发作的自发性气胸； （3）胸部纵膈或胸膜的活动性疾病； （4）其他可能影响安全行使执照权利的呼吸系统疾病、创伤或手术后遗症。 67.313〔消化系统〕 取得Ⅲ级体检合格证应当无下列消化系统疾病或临床诊断： （1）可能导致失能的疝； （2）消化性溃疡及其并发症； （3）可能导致失能的胆道系统结石； （4）其他可能影响安全行使执照权利的消化系统疾病或手术后遗症。 67.315〔传染病〕 取得Ⅲ级体检合格证应当无可能影响安全行使执照权利的传染病。 67.317〔代谢、免疫及内分泌系统〕 取得Ⅲ级体检合格证应当无可能影响安全行使执照权利的代谢、免疫和内分泌系统疾病。但使用不影响安全行使执照权利的口服降血糖药物控制的可合格。 67.319〔血液系统〕 取得Ⅲ级体检合格证应当无可能影响安全行使执照权利的血液系统疾病。 67.321〔泌尿生殖系统〕 取得Ⅲ级体检合格证应当无下列泌尿生殖系统疾病或临床诊断： （1）可能导致失能的泌尿系统结石； （2）严重的月经不调； （3）其他可能影响安全行使执照权利的泌尿生殖系统疾病、手术后遗症或功能障碍。 67.323〔骨骼、肌肉系统〕 取得Ⅲ级体检合格证应当无可能影响安全行使执照权利的骨骼、关节、肌肉或肌腱的疾病、损伤、手术后遗症及功能障碍。 67.325〔皮肤及其附属器〕 取得Ⅲ级体检合格证应当无可能影响安全行使执照权利的皮肤及其附属器的疾病。 67.327〔耳、鼻、咽、喉及口腔〕 取得Ⅲ级体检合格证应当无下列耳、鼻、咽、喉、口腔疾病或功能障碍： （1）前庭功能障碍； （2）言语或发音障碍； （3）其他可能影响安全行使执照权利的耳、鼻、咽、喉、口腔疾病或功能障碍。 67.329〔听力〕 （a）取得Ⅲa级体检合格证进行纯音听力计检查时，每耳在500、1000和2000赫兹(Hz)的任一频率上的听力损失不超过35分贝(dB)；在3000赫兹(Hz)频率上的听力损失不超过50分贝(dB)。如果申请人的听力损失超过上述值，当同时满足下列条件时方可合格： （1）在工作环境背景噪音环境中（或模拟条件下）每耳应当能听清谈话、通话和信标台信号声； （2）在安静室中背向检查人2米处，双耳能够听清通常强度的谈话声。 （b）取得Ⅲb级体检合格证能在安静室中背向检查人2米处，双耳能够听清通常强度的谈话声可合格。 67.331〔眼及其附属器〕 取得Ⅲ级体检合格证应当无下列眼及其附属器的疾病或功能障碍： （1）视野异常； （2）色觉异常； （3）夜盲； （4）双眼视功能异常； （5）其他可能影响安全行使执照权利的眼及其附属器的疾病、手术或创伤后遗症。 67.333〔Ⅲa级体检合格证远视力标准〕 （a）取得Ⅲa级体检合格证每眼矫正或未矫正的远视力应当达到0.7或以上，双眼远视力应当达到1.0或以上。对未矫正视力和屈光度无限制。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件方可合格： （1）在行使执照权利时，必须佩戴矫正镜； （2）在行使执照权利期间，备有一副随时可取用的、与所戴矫正镜度数相同的备份矫正镜。 （b）为满足本条（a）款的要求，申请人可以使用接触镜，但应当同时满足下列条件： （1）接触镜的镜片是单焦点、无色的； （2）镜片佩戴舒适； （3）在行使执照权利期间，应当备有一副随时可取用的、与所戴矫正镜度数相同的备份普通矫正镜。 （c）屈光不正度数高的，必须使用接触镜或高性能普通眼镜。 （d）任何一眼未矫正远视力低于0.1，必须对眼及其附属器进行全面检查。 （e）任何一眼有影响安全行使执照权利的改变眼屈光状态的手术后遗症不合格。 67.335〔Ⅲa级体检合格证近视力标准〕 取得Ⅲa级体检合格证每眼矫正或未矫正的近视力在30－50厘米范围内应当达到0.5或以上，在100厘米的距离应当达到0.25或以上。如果仅在使用矫正镜才能达到以上规定时，应当同时满足下列条件方可合格： （1）在行使执照权利时，应当备有一副随时可取用的矫正镜； （2）矫正镜必需能同时满足67.333条和本条的视力要求，不得使用单一矫正近视力的矫正镜。 67.337〔Ⅲb级体检合格证视力标准〕 取得Ⅲb级体检合格证的视力标准为每眼矫正或未矫正的远视力应当达到0.5或以上。如果仅在使用矫正镜才能达到以上规定时，在行使执照权利时，应当佩戴矫正镜（眼镜或接触镜）。 F分部 Ⅳ级体检合格证的医学标准 67.401〔适用性〕 Ⅳa级体检合格证申请人符合本规则67.403至67.415（a）（b）、67.417至67.435（a）的规定，方可取得Ⅳa级体检合格证。 Ⅳb级体检合格证申请人符合本规则67.403至415（a）（c）、417至433和435（b）的规定，方可取得Ⅳb级体检合格证。 67.403〔一般条件〕 取得Ⅳ级体检合格证应当无下列可能影响其行使执照权利或可能因行使执照权利而加重的疾病或功能障碍： （1）心理品质不良； （2）先天性或后天获得性功能异常； （3）可能造成失能的活动性、隐匿性、急性或慢性疾病； （4）创伤、损伤或手术后遗症； （5）使用处方或非处方药物而造成的身体不良影响或不良反应。 67.405〔精神科〕 取得Ⅳ级体检合格证应当无下列精神疾病的明确病史或临床诊断： （1）精神病； （2）物质依赖或物质滥用； （3）人格障碍； （4）精神异常或严重的神经症。 67.407〔神经系统〕 取得Ⅳ级体检合格证应当无下列神经系统疾病的明确病史或临床诊断： （1）癫痫； （2）原因不明或难以预防的意识障碍； （3）可能影响安全行使执照权利的颅脑损伤及其并发症或其他神经系统疾病。 67.409〔循环系统〕 取得Ⅳ级体检合格证应当无下列循环系统疾病的明确病史或临床诊断： （1）心肌梗塞； （2）心绞痛； （3）冠心病； （4）严重的心律失常； （5）心脏瓣膜置换； （6）永久性心脏起博器植入； （7）心脏移植； （8）收缩压持续超过155毫米汞柱(mmHg)，或舒张压持续超过95毫米汞柱(mmHg)； （9）其他可能影响安全行使执照权利的循环系统疾病。 67.411〔呼吸系统〕 取得Ⅳ级体检合格证应当无下列呼吸系统疾病或功能障碍： （1）活动性肺结核； （2）反复发作的自发性气胸； （3）胸部纵膈或胸膜的活动性疾病； （4）影响高空呼吸功能的胸廓塌陷或胸部手术后遗症； （5）其他可能影响安全行使执照权利的呼吸系统疾病、创伤或手术后遗症。 67.413〔消化系统〕 取得Ⅳ级体检合格证应当无下列消化系统疾病或临床诊断： （1）可能导致失能的疝； （2）消化性溃疡及其并发症； （3）可能导致失能的胆道系统结石； （4）其他可能影响安全行使执照权利的消化系统疾病或手术后遗症。 67.415〔传染病〕 （a）取得Ⅳ级体检合格证应当无下列传染病或临床诊断： （1）病毒性肝炎； （2）梅毒； （3）获得性免疫缺陷综合症(AIDS)； （4）痢疾； （5）伤寒； （6）人类免疫缺陷病毒(HIV)阳性； （7）其他可能影响安全行使执照权利或他人健康的传染性疾病。 （b）取得Ⅳa级体检合格证应当无乙型肝炎表面抗原阳性及其他消化道传染病的病原学检查阳性。 （c）取得Ⅳb级体检合格证应当无乙型肝炎表面抗原阳性伴有乙型肝炎e抗原阳性。 67.417〔代谢、免疫及内分泌系统〕 取得Ⅳ级体检合格证应当无需用药物控制的糖尿病及其他可能影响安全行使执照权利的代谢、免疫和内分泌系统疾病。但使用不影响安全行使执照权利的口服降血糖药物控制的可合格。 67.419〔血液系统〕 取得Ⅳ级体检合格证应当无严重的脾脏肿大或可能影响安全行使执照权利的血液系统疾病。 67.421〔泌尿生殖系统〕 取得Ⅳ级体检合格证应当无下列泌尿生殖系统疾病或临床诊断： （1）有症状的泌尿系统结石； （2）严重的月经失调； （3）肾移植； （4）其他可能影响安全行使执照权利的泌尿生殖系统疾病、手术后遗症或功能障碍。 67.423〔妊娠〕 申请人妊娠期内不合格。 67.425〔骨骼、肌肉系统〕 取得Ⅳ级体检合格证应当无影响安全行使执照权利的骨骼、关节、肌肉或肌腱的疾病、损伤、手术后遗症及功能障碍；其身高、臂长、腿长和肌力应当满足行使执照权利的需要。 67.427〔皮肤及其附属器〕 取得Ⅳ级体检合格证应当无影响安全行使执照权利的皮肤及其附属器的疾病。 67.429〔耳、鼻、咽、喉及口腔〕 取得Ⅳ级体检合格证应当无下列耳、鼻、咽、喉和口腔疾病或功能障碍： （1）难以治愈的耳气压功能不良； （2）前庭功能障碍； （3）言语或发音障碍； （4）其他可能影响安全行使执照权利的耳、鼻、咽、喉、口腔疾病或功能障碍。 67.431〔听力〕 取得Ⅳ级体检合格证进行低语音耳语听力检查，每耳听力不低于5米。 67.433〔眼及其附属器〕 取得Ⅳ级体检合格证应当无下列眼及其附属器的疾病或功能障碍： （1）视野异常； （2）色盲； （3）夜盲； （4）其他可能影响安全行使执照权利的眼及其附属器的疾病或功能障碍。 67.435〔视力〕 （a）取得Ⅳa级体检合格证每眼矫正或未矫正远视力应当达到0.5或以上。如果仅在使用矫正镜（眼镜或接触镜）时才能满足以上规定，在行使执照权利时，应当配戴矫正镜，且备有一副随时可取用的，与所戴矫正镜度数相同的备份矫正眼镜。 （b）取得Ⅳb级体检合格证每眼未矫正远视力应当达到0.7或以上。 G分部 法律责任 67.501〔对局方工作人员违反行政许可规定的处罚〕 局方工作人员违反行政许可法关于办理许可事项的有关规定，对不符合法定条件的申请人颁发体检合格证，对符合法定条件的申请人不予颁发体检合格证的，由其上级行政机关或者监察机关责令改正，对直接负责的主管人员和其他直接责任人员依法给予行政处分。 在办理体检合格证、实施监督检查的过程中，索取、收受他人财物或者谋取其他利益，构成犯罪的，依法追究刑事责任；尚不构成犯罪的，由其上级行政机关或者监察机关依法给予行政处分。 67.503〔对体检合格证持有人身体状况发生变化时行使执照权利的处罚〕 违反本规则67.25的规定，当体检合格证持有人的身体状况发生变化，不符合所持体检合格证的相应医学标准时，继续行使执照权利，局方可处以50元以下的罚款、警告或者暂扣体检合格证1个月至6个月的处罚，情节严重的，可以收回体检合格证。 67.505〔对未取得体检合格证从事民用航空活动的处罚〕 违反本规则67.17的规定，未取得体检合格证而从事相应的民用航空活动的，由局方责令其停止民用航空活动，自停止民用航空活动之日起6个月至12个月限期内不接受其办理体检合格证的申请，并按照《中华人民共和国民用航空法》第二百零五条的规定，对其所在单位处以人民币二十万元以下的罚款。 67.507〔对未携带体检合格证从事民用航空活动的处罚〕 违反本规则67.7的规定，航空人员在行使执照权利时，未携带有效体检合格证的，由局方按照《中华人民共和国民用航空法》第二百零八条的规定，对当事人给予警告或吊扣体检合格证1个月至6个月的处罚。 67.509〔对隐瞒病史、病情或擅自涂改、伪造体检合格证、体检文书及医学资料的处罚〕 违反本规则67.7、67.19的规定，在申请体检合格证时隐瞒病史、病情或者擅自涂改、伪造体检合格证、体检文书及医学资料的，局方不予受理或者不予颁发体检合格证，并给予警告；对已取得体检合格证的，局方收回体检合格证，并在一年内不接受其办理体检合格证的申请；构成犯罪的，依法追究刑事责任。 H分部 附则 67.509〔废止〕 本规则施行前发布的与本规则不一致的有关规定，自本规则生效之日起废止。 67.511〔原体检合格证的有效期〕 在本规则施行前，已签发的有效体检合格证在原有效期内依然有效。 67.513〔施行日期〕 本规则自发布之日起施行。 附录一：申请体检合格证的辅助检查项目和频度 ┌──┬───────────┬──────────┬─────────┬─────────┬─────┬─────┬─────┐ │序号│ 检 查 项 目 │ Ⅰ级体检合格证 │ Ⅱ级体检合格证 │ Ⅲa级体检合格证 │ Ⅲb级 │ Ⅳa级 │ Ⅳb级 │ │ │ │ │ │ │体检合格证│体检合格证│体检合格证│ ├──┼───────────┼──────────┼─────────┼─────────┼─────┼─────┼─────┤ │ 1 │脑电图 │首次申请 │首次申请 │ │ │ │ │ ├──┼───────────┼──────────┼─────────┼─────────┼─────┼─────┼─────┤ │ 2 │静息心电图 │首次申请 │首次申请 │首次申请 │ 每次申请 │ 首次申请 │ 每次申请 │ │ │ │30岁以上每12个月一次│40岁以上每次申请 │40岁以上每次申请 │ │ │ │ ├──┼───────────┼──────────┼─────────┼─────────┼─────┼─────┼─────┤ │ 3 │次极量运动负荷心电 附件： 责任编辑: 中西部地区外商投资优势产业目录（2004年修订） 建设部关于修改《城市商品房预售管理办法》的决定 中华人民共和国司法部 中国政府网 中央政法部门 国务院各部门 司法部专业子网站 地方司法厅局 中央重点新闻网站 京公网安备 11010502035627号

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Part 91 — CCAR-91 一般运行和飞行规则

民用航空器一般运行和飞行规则，适用于非商业运输的所有飞行活动。

Part 91 — CCAR-91 一般运行和飞行规则

FAR Part 91 原文

Part 91

Authority:

§ 91.1

Applicability.

(a) Except as provided in paragraphs (b), (c), (e), and (f) of this section and §§ 91.701 and 91.703, this part prescribes rules governing the operation of aircraft within the United States, including the waters within 3 nautical miles of the U.S. coast.

(b) Each person operating an aircraft in the airspace overlying the waters between 3 and 12 nautical miles from the coast of the United States must comply with §§ 91.1 through 91.21; §§ 91.101 through 91.143; §§ 91.151 through 91.159; §§ 91.167 through 91.193; § 91.203; § 91.205; §§ 91.209 through 91.217; § 91.221, § 91.225; §§ 91.303 through 91.319; §§ 91.323 through 91.327; § 91.605; § 91.609; §§ 91.703 through 91.715; and § 91.903.

(c) This part applies to each person on board an aircraft being operated under this part, unless otherwise specified.

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

(e) This part does not apply to any aircraft or vehicle governed by part 103 of this chapter, or subparts B, C, or D of part 101 of this chapter.

(f) Except as provided in §§ 107.13, 107.27, 107.47, 107.57, and 107.59 of this chapter, this part does not apply to any aircraft governed by part 107 of this chapter.

§ 91.3

Responsibility and authority of the pilot in command.

(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.

(b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

(c) Each pilot in command who deviates from a rule under paragraph (b) of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator.

§ 91.5

Pilot in command of aircraft requiring more than one required pilot.

No person may operate an aircraft that is type certificated for more than one required pilot flight crewmember unless the pilot in command meets the requirements of § 61.58 of this chapter.

§ 91.7

Civil aircraft airworthiness.

(a) No person may operate a civil aircraft unless it is in an airworthy condition.

(b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.

§ 91.9

Civil aircraft flight manual, marking, and placard requirements.

(a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry.

(b) No person may operate a U.S.-registered civil aircraft—

(1) For which an Airplane or Rotorcraft Flight Manual is required by § 21.5 of this chapter unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual or the manual provided for in § 121.141(b); and

(2) For which an Airplane or Rotorcraft Flight Manual is not required by § 21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof.

(c) No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 or 48of this chapter.

(d) Any person taking off or landing a helicopter certificated under part 29 of this chapter at a heliport constructed over water may make such momentary flight as is necessary for takeoff or landing through the prohibited range of the limiting height-speed envelope established for the helicopter if that flight through the prohibited range takes place over water on which a safe ditching can be accomplished and if the helicopter is amphibious or is equipped with floats or other emergency flotation gear adequate to accomplish a safe emergency ditching on open water.

§ 91.11

Prohibition on interference with crewmembers.

No person may assault, threaten, intimidate, or interfere with a crewmember in the performance of the crewmember's duties aboard an aircraft being operated.

§ 91.13

Careless or reckless operation.

(a) Aircraft operations for the purpose of air navigation. No person may operate an aircraft in a careless or reckless manner so as to endanger the life or property of another.

(b) Aircraft operations other than for the purpose of air navigation. No person may operate an aircraft, other than for the purpose of air navigation, on any part of the surface of an airport used by aircraft for air commerce (including areas used by those aircraft for receiving or discharging persons or cargo), in a careless or reckless manner so as to endanger the life or property of another.

§ 91.15

Dropping objects.

No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property.

§ 91.17

Alcohol or drugs.

(a) No person may act or attempt to act as a crewmember of a civil aircraft—

(1) Within 8 hours after the consumption of any alcoholic beverage;

(2) While under the influence of alcohol;

(3) While using any drug that affects the person's faculties in any way contrary to safety; or

(4) While having an alcohol concentration of 0.04 or greater in a blood or breath specimen. Alcohol concentration means grams of alcohol per deciliter of blood or grams of alcohol per 210 liters of breath.

(b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft.

(c) A crewmember shall do the following:

(1) On request of a law enforcement officer, submit to a test to indicate the alcohol concentration in the blood or breath, when—

(i) The law enforcement officer is authorized under State or local law to conduct the test or to have the test conducted; and

(ii) The law enforcement officer is requesting submission to the test to investigate a suspected violation of State or local law governing the same or substantially similar conduct prohibited by paragraph (a)(1), (a)(2), or (a)(4) of this section.

(2) Whenever the FAA has a reasonable basis to believe that a person may have violated paragraph (a)(1), (a)(2), or (a)(4) of this section, on request of the FAA, that person must furnish to the FAA the results, or authorize any clinic, hospital, or doctor, or other person to release to the FAA, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates an alcohol concentration in the blood or breath specimen.

(d) Whenever the Administrator has a reasonable basis to believe that a person may have violated paragraph (a)(3) of this section, that person shall, upon request by the Administrator, furnish the Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body.

(e) Any test information obtained by the Administrator under paragraph (c) or (d) of this section may be evaluated in determining a person's qualifications for any airman certificate or possible violations of this chapter and may be used as evidence in any legal proceeding under section 602, 609, or 901 of the Federal Aviation Act of 1958.

§ 91.19

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

(a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft within the United States with knowledge that narcotic drugs, marihuana, and depressant or stimulant drugs or substances as defined in Federal or State statutes are carried in the aircraft.

(b) Paragraph (a) of this section does not apply to any carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances authorized by or under any Federal or State statute or by any Federal or State agency.

§ 91.21

Portable electronic devices.

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

(1) Aircraft operated by a holder of an air carrier operating certificate or an operating certificate; or

(2) Any other aircraft while it is operated under IFR.

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

(1) Portable voice recorders;

(2) Hearing aids;

(3) Heart pacemakers;

(4) Electric shavers; or

(5) Any other portable electronic device that the operator of the aircraft has determined will not cause interference with the navigation or communication system of the aircraft on which it is to be used.

(c) In the case of an aircraft operated by a holder of an air carrier operating certificate or an operating certificate, the determination required by paragraph (b)(5) of this section shall be made by that operator of the aircraft on which the particular device is to be used. In the case of other aircraft, the determination may be made by the pilot in command or other operator of the aircraft.

§ 91.23

Truth-in-leasing clause requirement in leases and conditional sales contracts.

(a) Except as provided in paragraph (b) of this section, the parties to a lease or contract of conditional sale involving a U.S.-registered large civil aircraft and entered into after January 2, 1973, shall execute a written lease or contract and include therein a written truth-in-leasing clause as a concluding paragraph in large print, immediately preceding the space for the signature of the parties, which contains the following with respect to each such aircraft:

(1) Identification of the Federal Aviation Regulations under which the aircraft has been maintained and inspected during the 12 months preceding the execution of the lease or contract of conditional sale, and certification by the parties thereto regarding the aircraft's status of compliance with applicable maintenance and inspection requirements in this part for the operation to be conducted under the lease or contract of conditional sale.

(2) The name and address (printed or typed) and the signature of the person responsible for operational control of the aircraft under the lease or contract of conditional sale, and certification that each person understands that person's responsibilities for compliance with applicable Federal Aviation Regulations.

(3) A statement that an explanation of factors bearing on operational control and pertinent Federal Aviation Regulations can be obtained from the responsible Flight Standards office.

(b) The requirements of paragraph (a) of this section do not apply—

(1) To a lease or contract of conditional sale when—

(i) The party to whom the aircraft is furnished is a foreign air carrier or certificate holder under part 121, 125, 135, or 141 of this chapter, or

(ii) The party furnishing the aircraft is a foreign air carrier or a person operating under part 121, 125, and 141 of this chapter, or a person operating under part 135 of this chapter having authority to engage in on-demand operations with large aircraft.

(2) To a contract of conditional sale, when the aircraft involved has not been registered anywhere prior to the execution of the contract, except as a new aircraft under a dealer's aircraft registration certificate issued in accordance with § 47.61 of this chapter.

(c) No person may operate a large civil aircraft of U.S. registry that is subject to a lease or contract of conditional sale to which paragraph (a) of this section applies, unless—

(1) The lessee or conditional buyer, or the registered owner if the lessee is not a citizen of the United States, has mailed a copy of the lease or contract that complies with the requirements of paragraph (a) of this section, within 24 hours of its execution, to the Aircraft Registration Branch, Attn: Technical Section, P.O. Box 25724, Oklahoma City, OK 73125;

(2) A copy of the lease or contract that complies with the requirements of paragraph (a) of this section is carried in the aircraft. The copy of the lease or contract shall be made available for review upon request by the Administrator, and

(3) The lessee or conditional buyer, or the registered owner if the lessee is not a citizen of the United States, has notified by telephone or in person the responsible Flight Standards office. Unless otherwise authorized by that office, the notification shall be given at least 48 hours before takeoff in the case of the first flight of that aircraft under that lease or contract and inform the FAA of—

(i) The location of the airport of departure;

(ii) The departure time; and

(iii) The registration number of the aircraft involved.

(d) The copy of the lease or contract furnished to the FAA under paragraph (c) of this section is commercial or financial information obtained from a person. It is, therefore, privileged and confidential and will not be made available by the FAA for public inspection or copying under 5 U.S.C. 552(b)(4) unless recorded with the FAA under part 49 of this chapter.

(e) For the purpose of this section, a lease means any agreement by a person to furnish an aircraft to another person for compensation or hire, whether with or without flight crewmembers, other than an agreement for the sale of an aircraft and a contract of conditional sale under section 101 of the Federal Aviation Act of 1958. The person furnishing the aircraft is referred to as the lessor, and the person to whom it is furnished the lessee.

§ 91.25

Aviation Safety Reporting Program: Prohibition against use of reports for enforcement purposes.

The Administrator of the FAA will not use reports submitted to the National Aeronautics and Space Administration under the Aviation Safety Reporting Program (or information derived therefrom) in any enforcement action except information concerning accidents or criminal offenses which are wholly excluded from the Program.

§§ 91.27-91.99

§ 91.101

Applicability.

This subpart prescribes flight rules governing the operation of aircraft within the United States and within 12 nautical miles from the coast of the United States.

§ 91.103

Preflight action.

Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include—

(a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed, and any known traffic delays of which the pilot in command has been advised by ATC;

(b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing distance information:

(1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing takeoff and landing distance data is required, the takeoff and landing distance data contained therein; and

(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature.

§ 91.105

Flight crewmembers at stations.

(a) During takeoff and landing, and while en route, each required flight crewmember shall—

(1) Be at the crewmember station unless the absence is necessary to perform duties in connection with the operation of the aircraft or in connection with physiological needs; and

(2) Keep the safety belt fastened while at the crewmember station.

(b) Each required flight crewmember of a U.S.-registered civil aircraft shall, during takeoff and landing, keep his or her shoulder harness fastened while at his or her assigned duty station. This paragraph does not apply if—

(1) The seat at the crewmember's station is not equipped with a shoulder harness; or

(2) The crewmember would be unable to perform required duties with the shoulder harness fastened.

§ 91.107

Use of safety belts, shoulder harnesses, and child restraint systems.

(a) Unless otherwise authorized by the Administrator—

(1) No pilot may take off a U.S.-registered civil aircraft (except a free balloon that incorporates a basket or gondola, or an airship type certificated before November 2, 1987) unless the pilot in command of that aircraft ensures that each person on board is briefed on how to fasten and unfasten that person's safety belt and, if installed, shoulder harness.

(2) No pilot may cause to be moved on the surface, take off, or land a U.S.-registered civil aircraft (except a free balloon that incorporates a basket or gondola, or an airship type certificated before November 2, 1987) unless the pilot in command of that aircraft ensures that each person on board has been notified to fasten his or her safety belt and, if installed, his or her shoulder harness.

(3) Except as provided in this paragraph, each person on board a U.S.-registered civil aircraft (except a free balloon that incorporates a basket or gondola or an airship type certificated before November 2, 1987) must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff, and landing. For seaplane and float equipped rotorcraft operations during movement on the surface, the person pushing off the seaplane or rotorcraft from the dock and the person mooring the seaplane or rotorcraft at the dock are excepted from the preceding seating and safety belt requirements. Notwithstanding the preceding requirements of this paragraph, a person may:

(i) Be held by an adult, except as outlined in § 91.108(j), who is occupying an approved seat or berth, provided that the person being held has not reached his or her second birthday and does not occupy or use any restraining device;

(ii) Use the floor of the aircraft as a seat, provided that the person is on board for the purpose of engaging in sport parachuting; or

(iii) Notwithstanding any other requirement of this chapter, occupy an approved child restraint system furnished by the operator or one of the persons described in paragraph (a)(3)(iii)(A) of this section provided that:

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

(B) Except as provided in paragraph (a)(3)(iii)(B)( 4 ) of this action, the approved child restraint system bears one or more labels as follows:

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

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

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

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

( 3 ) Seats that do not qualify under paragraphs (a)(3)(iii)(B)( 1 ) and (a)(3)(iii)(B)( 2 ) of this section must bear a label or markings showing:

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

( iii ) That the seat or child restraint device furnished by the operator was approved by the FAA through Type Certificate or Supplemental Type Certificate; or

( iv ) That the seat or child restraint device furnished by the operator, or one of the persons described in paragraph (a)(3)(iii)(A) of this section, was approved by the FAA in accordance with § 21.8(d) of this chapter or Technical Standard Order C-100b or a later version. The child restraint device manufactured by AmSafe, Inc. (CARES, Part No. 4082) and approved by the FAA in accordance with § 21.305(d) (2010 ed.) of this chapter may continue to bear a label or markings showing FAA approval in accordance with § 21.305(d) (2010 ed.) of this chapter.

( 4 ) Except as provided in § 91.107(a)(3)(iii)(B)( 3 )( iii ) and § 91.107(a)(3)(iii)(B)( 3 )( iv ), booster-type child restraint systems (as defined in Federal Motor Vehicle Safety Standard No. 213 (49 CFR 571.213)), vest- and harness-type child restraint systems, and lap held child restraints are not approved for use in aircraft; and

(C) The operator complies with the following requirements:

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

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

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

(b) Unless otherwise stated, this section does not apply to operations conducted under part 121, 125, or 135 of this chapter. Paragraph (a)(3) of this section does not apply to persons subject to § 91.105.

§ 91.108

Use of supplemental restraint systems.

(a) Use of supplemental restraint systems. Except as provided in this section, no person may conduct an operation in a civil aircraft in which any individual on board is secured with a supplemental restraint system, as defined in § 1.1 of this chapter.

(b) Doors opened or removed flight operations. Except as provided under paragraph (k) of this section:

(1) No person may operate a civil aircraft with the doors opened or removed unless—

(i) Each individual on board occupies an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about the individual or an approved child restraint system properly secured to an approved seat or berth with a safety belt and, if installed, shoulder harness in accordance with § 91.107(a)(3)(iii) or § 135.128(a)(2) of this chapter, during all phases of flight; or

(ii) Each individual on board—

(A) Occupies an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about the individual during movement on the surface, takeoff, and landing; and

(B) Is secured during the remainder of the flight using a supplemental restraint system in accordance with, and that meets the requirements of, this section.

(2) Prior to releasing an FAA-approved safety belt and, if installed, shoulder harness during an operation with the doors opened or removed, an individual must be properly secured by a supplemental restraint system that is connected to an FAA-approved airframe attachment point. An individual cannot release their safety belt and, if installed, shoulder harness until the pilot in command authorizes them to do so.

(c) Supplemental restraint system design requirements. Each supplemental restraint system must:

(1) Have a harness that secures around the torso of the individual using the supplemental restraint system;

(2) Have a lanyard that connects the harness to an FAA-approved airframe attachment point or points inside the aircraft and that ensures the torso of the individual using the supplemental restraint system remains inside the aircraft at all times;

(3) Not impede egress from the aircraft in an emergency after being released; and

(4) Have a release mechanism that—

(i) Can be quickly operated by the individual using the supplemental restraint system with minimal difficulty;

(ii) Is attached to the front or side of the harness in a location easily accessible to and visible by the individual using the supplemental restraint system;

(iii) Prevents inadvertent release; and

(iv) Can be released without the use of a knife to cut the restraint, and without any additional tool or the assistance of any other individual.

(d) Who may provide the supplemental restraint system. The supplemental restraint system may be provided by the operator or by the individual using the supplemental restraint system. An operator or individual providing a supplemental restraint system must:

(1) Confirm with the pilot in command, either verbally or in writing, as determined by the pilot in command, the system's continued serviceability and readiness for its intended purpose; and

(2) Ensure the individual who will occupy the supplemental restraint system complies with the sizing criteria for which the system is rated.

(e) Supplemental restraint system operational requirements. The following are supplemental restraint system operational requirements:

(1) A qualified person designated by the operator must—

(i) Connect the supplemental restraint system to an FAA-approved airframe attachment point or points rated equal to or greater than the weight of the individual using the supplemental restraint system (or the combined weight if there is more than one supplemental restraint system attached to an attachment point);

(ii) Not connect the supplemental restraint system to any airframe attachment point located in the flightdeck; and

(iii) Not connect the supplemental restraint system to any safety belt or shoulder harness attachment point(s) unless the attachment point is FAA-approved as described in paragraph (e)(1)(i) of this section.

(2) A supplemental restraint system must fit the individual using it based on the sizing criteria for which the supplemental restraint system is rated.

(3) Nothing may attach to the supplemental restraint system that is not relevant to its function as defined under § 1.1 of this chapter.

(f) Pilot in command. The pilot in command—

(1) Has the overall responsibility to ensure that the supplemental restraint system meets the requirements of this section and must not permit an individual to use a supplemental restraint system that does not meet the requirements of this section;

(2) Must receive confirmation from the operator or any individual providing the supplemental restraint system of the system's continued serviceability and readiness for its intended purpose before each takeoff;

(3) May only permit an individual to use a supplemental restraint system provided by the operator or the pilot in command if that individual complies with the sizing criteria for which the supplemental restraint system is rated;

(4) Has final authority regarding whether the supplemental restraint system may be used during flight operations; and

(5) Has final authority to authorize an individual to release the FAA-approved safety belt and, if installed, shoulder harness and remain secured only by the supplemental restraint system.

(g) Passenger briefing. Before each takeoff, the pilot in command must ensure that each passenger who intends to use a supplemental restraint system has been briefed on:

(1) How to use, secure, and release the supplemental restraint system properly. This requirement is not necessary for an individual providing their own supplemental restraint system, but that individual must meet the passenger demonstration requirements in paragraph (h) of this section.

(2) Means of direct communication between crewmembers and passengers during normal and emergency operating procedures regarding—

(i) The use of headset and intercom systems, if installed;

(ii) How passengers will be notified of an event requiring action, including emergencies, egress procedures, and other unforeseen circumstances;

(iii) How each passenger will be notified when the passenger is permitted to release the FAA-approved safety belt and, if installed, shoulder harness, and move within the aircraft using the supplemental restraint system;

(iv) How each passenger will be notified when the passenger must return to their seat and secure the FAA-approved safety belt and, if installed, shoulder harness; and

(v) When and how to notify a crewmember of safety concerns.

(h) Passenger demonstration. After the briefing required by paragraph (g) of this section, prior to ground movement, any passenger intending to use a supplemental restraint system must demonstrate to the pilot in command, a crewmember, or other qualified person designated by the operator, the following:

(1) The ability to use, secure, and release the FAA-approved safety belt and, if installed, shoulder harness, and

(2) The ability to accomplish all actions required for quick release of the supplemental restraint system without assistance and with minimal difficulty.

(i) Individuals not permitted to use supplemental restraint systems. The following individuals are not permitted to use a supplemental restraint system, as defined in § 1.1 of this chapter:

(1) Any passenger who cannot demonstrate—

(i) That they are able to use, secure, and release the FAA-approved safety belt and, if installed, shoulder harness; or

(ii) That they are able to release quickly the supplemental restraint system with no assistance and with minimal difficulty.

(2) Any individual who is less than 15 years of age.

(3) Any individual seated in the flightdeck.

(4) Any passenger who occupies or uses an approved child restraint system.

(j) Lap-held child. Notwithstanding any other requirement of this chapter, a child who has not reached their second birthday may not be held by an adult during civil aircraft operations when:

(1) The adult uses a supplemental restraint system; or

(2) The aircraft doors are opened or removed.

(k) Excluded operations. Unless otherwise stated:

(1) This section does not apply to operations conducted under part 105 or 133 of this chapter and does not apply to the persons described in § 91.107(a)(3)(ii) of this chapter.

(2) Operators subject to the requirements of paragraph (b)(1) of this section may operate an aircraft with doors opened or removed, notwithstanding any flight crewmembers on board who are subject to the requirements of §§ 91.105 or 135.171 of this chapter and who need to unfasten their shoulder harnesses in accordance with those sections.

(3) Paragraph (b)(2) of this section does not apply to any flight crewmembers subject to §§ 91.105 or 135.171 of this chapter to the extent that the flight crewmembers need to unfasten their shoulder harnesses in accordance with those sections.

§ 91.109

Flight instruction; Simulated instrument flight and certain flight tests.

(a) No person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. However, instrument flight instruction may be given in an airplane that is equipped with a single, functioning throwover control wheel that controls the elevator and ailerons, in place of fixed, dual controls, when—

(1) The instructor has determined that the flight can be conducted safely; and

(2) The person manipulating the controls has at least a private pilot certificate with appropriate category and class ratings.

(b) An airplane equipped with a single, functioning throwover control wheel that controls the elevator and ailerons, in place of fixed, dual controls may be used for flight instruction to conduct a flight review required by § 61.56 of this chapter, or to obtain recent flight experience or an instrument proficiency check required by § 61.57 when—

(1) The airplane is equipped with operable rudder pedals at both pilot stations;

(2) The pilot manipulating the controls is qualified to serve and serves as pilot in command during the entire flight;

(3) The instructor is current and qualified to serve as pilot in command of the airplane, meets the requirements of § 61.195(b), and has logged at least 25 hours of pilot-in-command flight time in the make and model of airplane; and

(4) The pilot in command and the instructor have determined the flight can be conducted safely.

(c) No person may operate a civil aircraft in simulated instrument flight unless—

(1) The other control seat is occupied by a safety pilot who possesses at least:

(i) A private pilot certificate with category and class ratings appropriate to the aircraft being flown; or

(ii) For purposes of providing training for a solo cross-country endorsement under § 61.93 of this chapter, a flight instructor certificate with an appropriate sport pilot rating and meets the requirements of § 61.412 of this chapter.

(2) The safety pilot has adequate vision forward and to each side of the aircraft, or a competent observer in the aircraft adequately supplements the vision of the safety pilot; and

(3) Except in the case of lighter-than-air aircraft, that aircraft is equipped with fully functioning dual controls. However, simulated instrument flight may be conducted in a single-engine airplane, equipped with a single, functioning, throwover control wheel, in place of fixed, dual controls of the elevator and ailerons, when—

(i) The safety pilot has determined that the flight can be conducted safely; and

(ii) The person manipulating the controls has at least a private pilot certificate with appropriate category and class ratings.

(d) No person may operate a civil aircraft that is being used for a flight test for an airline transport pilot certificate or a class or type rating on that certificate, or for a part 121 proficiency flight test, unless the pilot seated at the controls, other than the pilot being checked, is fully qualified to act as pilot in command of the aircraft.

§ 91.111

Operating near other aircraft.

(a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.

(b) No person may operate an aircraft in formation flight except by arrangement with the pilot in command of each aircraft in the formation.

(c) No person may operate an aircraft, carrying passengers for hire, in formation flight.

§ 91.113

Right-of-way rules: Except water operations.

(a) Inapplicability. This section does not apply to the operation of an aircraft on water.

(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear.

(c) In distress. An aircraft in distress has the right-of-way over all other air traffic.

(d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories—

(1) A balloon has the right-of-way over any other category of aircraft;

(2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.

(3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.

However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft.

(e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right.

(f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.

(g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft.

§ 91.115

Right-of-way rules: Water operations.

(a) General. Each person operating an aircraft on the water shall, insofar as possible, keep clear of all vessels and avoid impeding their navigation, and shall give way to any vessel or other aircraft that is given the right-of-way by any rule of this section.

(b) Crossing. When aircraft, or an aircraft and a vessel, are on crossing courses, the aircraft or vessel to the other's right has the right-of-way.

(c) Approaching head-on. When aircraft, or an aircraft and a vessel, are approaching head-on, or nearly so, each shall alter its course to the right to keep well clear.

(d) Overtaking. Each aircraft or vessel that is being overtaken has the right-of-way, and the one overtaking shall alter course to keep well clear.

(e) Special circumstances. When aircraft, or an aircraft and a vessel, approach so as to involve risk of collision, each aircraft or vessel shall proceed with careful regard to existing circumstances, including the limitations of the respective craft.

§ 91.117

Aircraft speed.

(a) Unless otherwise authorized by the Administrator, no person may operate an aircraft below 10,000 feet MSL at an indicated airspeed of more than 250 knots (288 m.p.h.).

(b) Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class C or Class D airspace area at an indicated airspeed of more than 200 knots (230 mph.). This paragraph (b) does not apply to any operations within a Class B airspace area. Such operations shall comply with paragraph (a) of this section.

(c) No person may operate an aircraft in the airspace underlying a Class B airspace area designated for an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated airspeed of more than 200 knots (230 mph).

(d) If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed in this section, the aircraft may be operated at that minimum speed.

§ 91.119

Minimum safe altitudes: General.

Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

(a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

(b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.

(c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

(d) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface—

(1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provided each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and

(2) A powered parachute or weight-shift-control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section.

§ 91.121

Altimeter settings.

(a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating—

(1) Below 18,000 feet MSL, to—

(i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft;

(ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or

(iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure; or

(2) At or above 18,000 feet MSL, to 29.92″ Hg.

(b) The lowest usable flight level is determined by the atmospheric pressure in the area of operation as shown in the following table:

(c) To convert minimum altitude prescribed under §§ 91.119 and 91.177 to the minimum flight level, the pilot shall take the flight level equivalent of the minimum altitude in feet and add the appropriate number of feet specified below, according to the current reported altimeter setting:

§ 91.123

Compliance with ATC clearances and instructions.

(a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory. However, except in Class A airspace, a pilot may cancel an IFR flight plan if the operation is being conducted in VFR weather conditions. When a pilot is uncertain of an ATC clearance, that pilot shall immediately request clarification from ATC.

(b) Except in an emergency, no person may operate an aircraft contrary to an ATC instruction in an area in which air traffic control is exercised.

(c) Each pilot in command who, in an emergency, or in response to a traffic alert and collision avoidance system resolution advisory, deviates from an ATC clearance or instruction shall notify ATC of that deviation as soon as possible.

(d) Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency, shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC.

(e) Unless otherwise authorized by ATC, no person operating an aircraft may operate that aircraft according to any clearance or instruction that has been issued to the pilot of another aircraft for radar air traffic control purposes.

§ 91.125

ATC light signals.

ATC light signals have the meaning shown in the following table:

§ 91.126

Operating on or in the vicinity of an airport in Class G airspace.

(a) General. Unless otherwise authorized or required, each person operating an aircraft on or in the vicinity of an airport in a Class G airspace area must comply with the requirements of this section.

(b) Direction of turns. When approaching to land at an airport without an operating control tower in Class G airspace—

(1) Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right; and

(2) Each pilot of a helicopter or a powered parachute must avoid the flow of fixed-wing aircraft.

(c) Flap settings. Except when necessary for training or certification, the pilot in command of a civil turbojet-powered aircraft must use, as a final flap setting, the minimum certificated landing flap setting set forth in the approved performance information in the Airplane Flight Manual for the applicable conditions. However, each pilot in command has the final authority and responsibility for the safe operation of the pilot's airplane, and may use a different flap setting for that airplane if the pilot determines that it is necessary in the interest of safety.

(d) Communications with control towers. Unless otherwise authorized or required by ATC, no person may operate an aircraft to, from, through, or on an airport having an operational control tower unless two-way radio communications are maintained between that aircraft and the control tower. Communications must be established prior to 4 nautical miles from the airport, up to and including 2,500 feet AGL. However, if the aircraft radio fails in flight, the pilot in command may operate that aircraft and land if weather conditions are at or above basic VFR weather minimums, visual contact with the tower is maintained, and a clearance to land is received. If the aircraft radio fails while in flight under IFR, the pilot must comply with § 91.185.

§ 91.127

Operating on or in the vicinity of an airport in Class E airspace.

(a) Unless otherwise required by part 93 of this chapter or unless otherwise authorized or required by the ATC facility having jurisdiction over the Class E airspace area, each person operating an aircraft on or in the vicinity of an airport in a Class E airspace area must comply with the requirements of § 91.126.

(b) Departures. Each pilot of an aircraft must comply with any traffic patterns established for that airport in part 93 of this chapter.

(c) Communications with control towers. Unless otherwise authorized or required by ATC, no person may operate an aircraft to, from, through, or on an airport having an operational control tower unless two-way radio communications are maintained between that aircraft and the control tower. Communications must be established prior to 4 nautical miles from the airport, up to and including 2,500 feet AGL. However, if the aircraft radio fails in flight, the pilot in command may operate that aircraft and land if weather conditions are at or above basic VFR weather minimums, visual contact with the tower is maintained, and a clearance to land is received. If the aircraft radio fails while in flight under IFR, the pilot must comply with § 91.185.

§ 91.129

Operations in Class D airspace.

(a) General. Unless otherwise authorized or required by the ATC facility having jurisdiction over the Class D airspace area, each person operating an aircraft in Class D airspace must comply with the applicable provisions of this section. In addition, each person must comply with §§ 91.126 and 91.127. For the purpose of this section, the primary airport is the airport for which the Class D airspace area is designated. A satellite airport is any other airport within the Class D airspace area.

(b) Deviations. An operator may deviate from any provision of this section under the provisions of an ATC authorization issued by the ATC facility having jurisdiction over the airspace concerned. ATC may authorize a deviation on a continuing basis or for an individual flight, as appropriate.

(c) Communications. Each person operating an aircraft in Class D airspace must meet the following two-way radio communications requirements:

(1) Arrival or through flight. Each person must establish two-way radio communications with the ATC facility (including foreign ATC in the case of foreign airspace designated in the United States) providing air traffic services prior to entering that airspace and thereafter maintain those communications while within that airspace.

(2) Departing flight. Each person—

(i) From the primary airport or satellite airport with an operating control tower must establish and maintain two-way radio communications with the control tower, and thereafter as instructed by ATC while operating in the Class D airspace area; or

(ii) From a satellite airport without an operating control tower, must establish and maintain two-way radio communications with the ATC facility having jurisdiction over the Class D airspace area as soon as practicable after departing.

(d) Communications failure. Each person who operates an aircraft in a Class D airspace area must maintain two-way radio communications with the ATC facility having jurisdiction over that area.

(1) If the aircraft radio fails in flight under IFR, the pilot must comply with § 91.185 of the part.

(2) If the aircraft radio fails in flight under VFR, the pilot in command may operate that aircraft and land if—

(i) Weather conditions are at or above basic VFR weather minimums;

(ii) Visual contact with the tower is maintained; and

(iii) A clearance to land is received.

(e) Minimum altitudes when operating to an airport in Class D airspace. (1) Unless required by the applicable distance-from-cloud criteria, each pilot operating a large or turbine-powered airplane must enter the traffic pattern at an altitude of at least 1,500 feet above the elevation of the airport and maintain at least 1,500 feet until further descent is required for a safe landing.

(2) Each pilot operating a large or turbine-powered airplane approaching to land on a runway served by an instrument approach procedure with vertical guidance, if the airplane is so equipped, must:

(i) Operate that airplane at an altitude at or above the glide path between the published final approach fix and the decision altitude (DA), or decision height (DH), as applicable; or

(ii) If compliance with the applicable distance-from-cloud criteria requires glide path interception closer in, operate that airplane at or above the glide path, between the point of interception of glide path and the DA or the DH.

(3) Each pilot operating an airplane approaching to land on a runway served by a visual approach slope indicator must maintain an altitude at or above the glide path until a lower altitude is necessary for a safe landing.

(4) Paragraphs (e)(2) and (e)(3) of this section do not prohibit normal bracketing maneuvers above or below the glide path that are conducted for the purpose of remaining on the glide path.

(f) Approaches. Except when conducting a circling approach under part 97 of this chapter or unless otherwise required by ATC, each pilot must—

(1) Circle the airport to the left, if operating an airplane; or

(2) Avoid the flow of fixed-wing aircraft, if operating a helicopter.

(g) Departures. No person may operate an aircraft departing from an airport except in compliance with the following:

(1) Each pilot must comply with any departure procedures established for that airport by the FAA.

(2) Unless otherwise required by the prescribed departure procedure for that airport or the applicable distance from clouds criteria, each pilot of a turbine-powered airplane and each pilot of a large airplane must climb to an altitude of 1,500 feet above the surface as rapidly as practicable.

(h) Noise abatement. Where a formal runway use program has been established by the FAA, each pilot of a large or turbine-powered airplane assigned a noise abatement runway by ATC must use that runway. However, consistent with the final authority of the pilot in command concerning the safe operation of the aircraft as prescribed in § 91.3(a), ATC may assign a different runway if requested by the pilot in the interest of safety.

(i) Takeoff, landing, taxi clearance. No person may, at any airport with an operating control tower, operate an aircraft on a runway or taxiway, or take off or land an aircraft, unless an appropriate clearance is received from ATC.

§ 91.130

Operations in Class C airspace.

(a) General. Unless otherwise authorized by ATC, each aircraft operation in Class C airspace must be conducted in compliance with this section and § 91.129. For the purpose of this section, the primary airport is the airport for which the Class C airspace area is designated. A satellite airport is any other airport within the Class C airspace area.

(b) Traffic patterns. No person may take off or land an aircraft at a satellite airport within a Class C airspace area except in compliance with FAA arrival and departure traffic patterns.

(c) Communications. Each person operating an aircraft in Class C airspace must meet the following two-way radio communications requirements:

(1) Arrival or through flight. Each person must establish two-way radio communications with the ATC facility (including foreign ATC in the case of foreign airspace designated in the United States) providing air traffic services prior to entering that airspace and thereafter maintain those communications while within that airspace.

(2) Departing flight. Each person—

(i) From the primary airport or satellite airport with an operating control tower must establish and maintain two-way radio communications with the control tower, and thereafter as instructed by ATC while operating in the Class C airspace area; or

(ii) From a satellite airport without an operating control tower, must establish and maintain two-way radio communications with the ATC facility having jurisdiction over the Class C airspace area as soon as practicable after departing.

(d) Equipment requirements. Unless otherwise authorized by the ATC having jurisdiction over the Class C airspace area, no person may operate an aircraft within a Class C airspace area designated for an airport unless that aircraft is equipped with the applicable equipment specified in § 91.215, and after January 1, 2020, § 91.225.

(e) Deviations. An operator may deviate from any provision of this section under the provisions of an ATC authorization issued by the ATC facility having jurisdiction over the airspace concerned. ATC may authorize a deviation on a continuing basis or for an individual flight, as appropriate.

§ 91.131

Operations in Class B airspace.

(a) Operating rules. No person may operate an aircraft within a Class B airspace area except in compliance with § 91.129 and the following rules:

(1) The operator must receive an ATC clearance from the ATC facility having jurisdiction for that area before operating an aircraft in that area.

(2) Unless otherwise authorized by ATC, each person operating a large turbine engine-powered airplane to or from a primary airport for which a Class B airspace area is designated must operate at or above the designated floors of the Class B airspace area while within the lateral limits of that area.

(3) Any person conducting pilot training operations at an airport within a Class B airspace area must comply with any procedures established by ATC for such operations in that area.

(b) Pilot requirements. (1) No person may take off or land a civil aircraft at an airport within a Class B airspace area or operate a civil aircraft within a Class B airspace area unless—

(i) The pilot in command holds at least a private pilot certificate;

(ii) The pilot in command holds a recreational pilot certificate and has met—

(A) The requirements of § 61.101(d) of this chapter; or

(B) The requirements for a student pilot seeking a recreational pilot certificate in § 61.94 of this chapter;

(iii) The pilot in command holds a sport pilot certificate and has met—

(A) The requirements of § 61.325 of this chapter; or

(B) The requirements for a student pilot seeking a recreational pilot certificate in § 61.94 of this chapter; or

(iv) The aircraft is operated by a student pilot who has met the requirements of § 61.94 or § 61.95 of this chapter, as applicable.

(2) Notwithstanding the provisions of paragraphs (b)(1)(ii), (b)(1)(iii) and (b)(1)(iv) of this section, no person may take off or land a civil aircraft at those airports listed in section 4 of appendix D to this part unless the pilot in command holds at least a private pilot certificate.

(c) Communications and navigation equipment requirements. Unless otherwise authorized by ATC, no person may operate an aircraft within a Class B airspace area unless that aircraft is equipped with—

(1) For IFR operation. An operable VOR or TACAN receiver or an operable and suitable RNAV system; and

(2) For all operations. An operable two-way radio capable of communications with ATC on appropriate frequencies for that Class B airspace area.

(d) Other equipment requirements. No person may operate an aircraft in a Class B airspace area unless the aircraft is equipped with—

(1) The applicable operating transponder and automatic altitude reporting equipment specified in § 91.215 (a), except as provided in § 91.215 (e), and

(2) After January 1, 2020, the applicable Automatic Dependent Surveillance-Broadcast Out equipment specified in § 91.225.

§ 91.133

Restricted and prohibited areas.

(a) No person may operate an aircraft within a restricted area (designated in part 73) contrary to the restrictions imposed, or within a prohibited area, unless that person has the permission of the using or controlling agency, as appropriate.

(b) Each person conducting, within a restricted area, an aircraft operation (approved by the using agency) that creates the same hazards as the operations for which the restricted area was designated may deviate from the rules of this subpart that are not compatible with the operation of the aircraft.

§ 91.135

Operations in Class A airspace.

Except as provided in paragraph (d) of this section, each person operating an aircraft in Class A airspace must conduct that operation under instrument flight rules (IFR) and in compliance with the following:

(a) Clearance. Operations may be conducted only under an ATC clearance received prior to entering the airspace.

(b) Communications. Unless otherwise authorized by ATC, each aircraft operating in Class A airspace must be equipped with a two-way radio capable of communicating with ATC on a frequency assigned by ATC. Each pilot must maintain two-way radio communications with ATC while operating in Class A airspace.

(c) Equipment requirements. Unless otherwise authorized by ATC, no person may operate an aircraft within Class A airspace unless that aircraft is equipped with the applicable equipment specified in § 91.215, and after January 1, 2020, § 91.225.

(d) ATC authorizations. An operator may deviate from any provision of this section under the provisions of an ATC authorization issued by the ATC facility having jurisdiction of the airspace concerned. In the case of an inoperative transponder, ATC may immediately approve an operation within a Class A airspace area allowing flight to continue, if desired, to the airport of ultimate destination, including any intermediate stops, or to proceed to a place where suitable repairs can be made, or both. Requests for deviation from any provision of this section must be submitted in writing, at least 4 days before the proposed operation. ATC may authorize a deviation on a continuing basis or for an individual flight.

§ 91.137

Temporary flight restrictions in the vicinity of disaster/hazard areas.

(a) The Administrator will issue a Notice to Airmen (NOTAM) designating an area within which temporary flight restrictions apply and specifying the hazard or condition requiring their imposition, whenever he determines it is necessary in order to—

(1) Protect persons and property on the surface or in the air from a hazard associated with an incident on the surface;

(2) Provide a safe environment for the operation of disaster relief aircraft; or

(3) Prevent an unsafe congestion of sightseeing and other aircraft above an incident or event which may generate a high degree of public interest.

The Notice to Airmen will specify the hazard or condition that requires the imposition of temporary flight restrictions.

(b) When a NOTAM has been issued under paragraph (a)(1) of this section, no person may operate an aircraft within the designated area unless that aircraft is participating in the hazard relief activities and is being operated under the direction of the official in charge of on scene emergency response activities.

(c) When a NOTAM has been issued under paragraph (a)(2) of this section, no person may operate an aircraft within the designated area unless at least one of the following conditions are met:

(1) The aircraft is participating in hazard relief activities and is being operated under the direction of the official in charge of on scene emergency response activities.

(2) The aircraft is carrying law enforcement officials.

(3) The aircraft is operating under the ATC approved IFR flight plan.

(4) The operation is conducted directly to or from an airport within the area, or is necessitated by the impracticability of VFR flight above or around the area due to weather, or terrain; notification is given to the Flight Service Station (FSS) or ATC facility specified in the NOTAM to receive advisories concerning disaster relief aircraft operations; and the operation does not hamper or endanger relief activities and is not conducted for the purpose of observing the disaster.

(5) The aircraft is carrying properly accredited news representatives, and, prior to entering the area, a flight plan is filed with the appropriate FAA or ATC facility specified in the Notice to Airmen and the operation is conducted above the altitude used by the disaster relief aircraft, unless otherwise authorized by the official in charge of on scene emergency response activities.

(d) When a NOTAM has been issued under paragraph (a)(3) of this section, no person may operate an aircraft within the designated area unless at least one of the following conditions is met:

(1) The operation is conducted directly to or from an airport within the area, or is necessitated by the impracticability of VFR flight above or around the area due to weather or terrain, and the operation is not conducted for the purpose of observing the incident or event.

(2) The aircraft is operating under an ATC approved IFR flight plan.

(3) The aircraft is carrying incident or event personnel, or law enforcement officials.

(4) The aircraft is carrying properly accredited news representatives and, prior to entering that area, a flight plan is filed with the appropriate FSS or ATC facility specified in the NOTAM.

(e) Flight plans filed and notifications made with an FSS or ATC facility under this section shall include the following information:

(1) Aircraft identification, type and color.

(2) Radio communications frequencies to be used.

(3) Proposed times of entry of, and exit from, the designated area.

(4) Name of news media or organization and purpose of flight.

(5) Any other information requested by ATC.

§ 91.138

Temporary flight restrictions in national disaster areas in the State of Hawaii.

(a) When the Administrator has determined, pursuant to a request and justification provided by the Governor of the State of Hawaii, or the Governor's designee, that an inhabited area within a declared national disaster area in the State of Hawaii is in need of protection for humanitarian reasons, the Administrator will issue a Notice to Airmen (NOTAM) designating an area within which temporary flight restrictions apply. The Administrator will designate the extent and duration of the temporary flight restrictions necessary to provide for the protection of persons and property on the surface.

(b) When a NOTAM has been issued in accordance with this section, no person may operate an aircraft within the designated area unless at least one of the following conditions is met:

(1) That person has obtained authorization from the official in charge of associated emergency or disaster relief response activities, and is operating the aircraft under the conditions of that authorization.

(2) The aircraft is carrying law enforcement officials.

(3) The aircraft is carrying persons involved in an emergency or a legitimate scientific purpose.

(4) The aircraft is carrying properly accredited newspersons, and that prior to entering the area, a flight plan is filed with the appropriate FAA or ATC facility specified in the NOTAM and the operation is conducted in compliance with the conditions and restrictions established by the official in charge of on-scene emergency response activities.

(5) The aircraft is operating in accordance with an ATC clearance or instruction.

(c) A NOTAM issued under this section is effective for 90 days or until the national disaster area designation is terminated, whichever comes first, unless terminated by notice or extended by the Administrator at the request of the Governor of the State of Hawaii or the Governor's designee.

§ 91.139

Emergency air traffic rules.

(a) This section prescribes a process for utilizing Notices to Airmen (NOTAMs) to advise of the issuance and operations under emergency air traffic rules and regulations and designates the official who is authorized to issue NOTAMs on behalf of the Administrator in certain matters under this section.

(b) Whenever the Administrator determines that an emergency condition exists, or will exist, relating to the FAA's ability to operate the air traffic control system and during which normal flight operations under this chapter cannot be conducted consistent with the required levels of safety and efficiency—

(1) The Administrator issues an immediately effective air traffic rule or regulation in response to that emergency condition; and

(2) The Administrator or the Associate Administrator for Air Traffic may utilize the NOTAM system to provide notification of the issuance of the rule or regulation.

Those NOTAMs communicate information concerning the rules and regulations that govern flight operations, the use of navigation facilities, and designation of that airspace in which the rules and regulations apply.

(c) When a NOTAM has been issued under this section, no person may operate an aircraft, or other device governed by the regulation concerned, within the designated airspace except in accordance with the authorizations, terms, and conditions prescribed in the regulation covered by the NOTAM.

§ 91.141

Flight restrictions in the proximity of the Presidential and other parties.

No person may operate an aircraft over or in the vicinity of any area to be visited or traveled by the President, the Vice President, or other public figures contrary to the restrictions established by the Administrator and published in a Notice to Airmen (NOTAM).

§ 91.143

Flight limitation in the proximity of space flight operations.

When a Notice to Airmen (NOTAM) is issued in accordance with this section, no person may operate any aircraft of U.S. registry, or pilot any aircraft under the authority of an airman certificate issued by the Federal Aviation Administration, within areas designated in a NOTAM for space flight operation except when authorized by ATC.

§ 91.144

Temporary restriction on flight operations during abnormally high barometric pressure conditions.

(a) Special flight restrictions. When any information indicates that barometric pressure on the route of flight currently exceeds or will exceed 31 inches of mercury, no person may operate an aircraft or initiate a flight contrary to the requirements established by the Administrator and published in a Notice to Airmen issued under this section.

(b) Waivers. The Administrator is authorized to waive any restriction issued under paragraph (a) of this section to permit emergency supply, transport, or medical services to be delivered to isolated communities, where the operation can be conducted with an acceptable level of safety.

§ 91.145

Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events.

(a) The FAA will issue a Notice to Airmen (NOTAM) designating an area of airspace in which a temporary flight restriction applies when it determines that a temporary flight restriction is necessary to protect persons or property on the surface or in the air, to maintain air safety and efficiency, or to prevent the unsafe congestion of aircraft in the vicinity of an aerial demonstration or major sporting event. These demonstrations and events may include:

(1) United States Naval Flight Demonstration Team (Blue Angels);

(2) United States Air Force Air Demonstration Squadron (Thunderbirds);

(3) United States Army Parachute Team (Golden Knights);

(4) Summer/Winter Olympic Games;

(5) Annual Tournament of Roses Football Game;

(6) World Cup Soccer;

(7) Major League Baseball All-Star Game;

(8) World Series;

(9) Kodak Albuquerque International Balloon Fiesta;

(10) Sandia Classic Hang Gliding Competition;

(11) Indianapolis 500 Mile Race;

(12) Any other aerial demonstration or sporting event the FAA determines to need a temporary flight restriction in accordance with paragraph (b) of this section.

(b) In deciding whether a temporary flight restriction is necessary for an aerial demonstration or major sporting event not listed in paragraph (a) of this section, the FAA considers the following factors:

(1) Area where the event will be held.

(2) Effect flight restrictions will have on known aircraft operations.

(3) Any existing ATC airspace traffic management restrictions.

(4) Estimated duration of the event.

(5) Degree of public interest.

(6) Number of spectators.

(7) Provisions for spectator safety.

(8) Number and types of participating aircraft.

(9) Use of mixed high and low performance aircraft.

(10) Impact on non-participating aircraft.

(11) Weather minimums.

(12) Emergency procedures that will be in effect.

(c) A NOTAM issued under this section will state the name of the aerial demonstration or sporting event and specify the effective dates and times, the geographic features or coordinates, and any other restrictions or procedures governing flight operations in the designated airspace.

(d) When a NOTAM has been issued in accordance with this section, no person may operate an aircraft or device, or engage in any activity within the designated airspace area, except in accordance with the authorizations, terms, and conditions of the temporary flight restriction published in the NOTAM, unless otherwise authorized by:

(1) Air traffic control; or

(2) A Flight Standards Certificate of Waiver or Authorization issued for the demonstration or event.

(e) For the purpose of this section:

(1) Flight restricted airspace area for an aerial demonstration— The amount of airspace needed to protect persons and property on the surface or in the air, to maintain air safety and efficiency, or to prevent the unsafe congestion of aircraft will vary depending on the aerial demonstration and the factors listed in paragraph (b) of this section. The restricted airspace area will normally be limited to a 5 nautical mile radius from the center of the demonstration and an altitude 17000 mean sea level (for high performance aircraft) or 13000 feet above the surface (for certain parachute operations), but will be no greater than the minimum airspace necessary for the management of aircraft operations in the vicinity of the specified area.

(2) Flight restricted area for a major sporting event— The amount of airspace needed to protect persons and property on the surface or in the air, to maintain air safety and efficiency, or to prevent the unsafe congestion of aircraft will vary depending on the size of the event and the factors listed in paragraph (b) of this section. The restricted airspace will normally be limited to a 3 nautical mile radius from the center of the event and 2500 feet above the surface but will not be greater than the minimum airspace necessary for the management of aircraft operations in the vicinity of the specified area.

(f) A NOTAM issued under this section will be issued at least 30 days in advance of an aerial demonstration or a major sporting event, unless the FAA finds good cause for a shorter period and explains this in the NOTAM.

(g) When warranted, the FAA Administrator may exclude the following flights from the provisions of this section:

(1) Essential military.

(2) Medical and rescue.

(3) Presidential and Vice Presidential.

(4) Visiting heads of state.

(5) Law enforcement and security.

(6) Public health and welfare.

§ 91.146

Passenger-carrying flights for the benefit of a charitable, nonprofit, or community event.

(a) Definitions. For purposes of this section, the following definitions apply:

Charitable event means an event that raises funds for the benefit of a charitable organization recognized by the Department of the Treasury whose donors may deduct contributions under section 170 of the Internal Revenue Code (26 U.S.C. Section 170).

Community event means an event that raises funds for the benefit of any local or community cause that is not a charitable event or non-profit event.

Non-profit event means an event that raises funds for the benefit of a non-profit organization recognized under State or Federal law, as long as one of the organization's purposes is the promotion of aviation safety.

(b) Passenger-carrying flights in airplanes, powered-lift, or rotorcraft for the benefit of a charitable, nonprofit, or community event identified in paragraph (c) of this section are not subject to the certification requirements of part 119 of this chapter or the drug and alcohol testing requirements in part 120 of this chapter, provided the following conditions are satisfied and the limitations in paragraphs (c) and (d) of this section are not exceeded:

(1) The flight is nonstop and begins and ends at the same airport and is conducted within a 25-statute mile radius of that airport;

(2) The flight is conducted from a public airport that is adequate for the aircraft used, or from another location the FAA approves for the operation;

(3) The aircraft has a maximum of 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds;

(4) The flight is not an aerobatic or a formation flight;

(5) Each aircraft holds a standard airworthiness certificate, is airworthy, and is operated in compliance with the applicable requirements of subpart E of this part;

(6) Each flight is made during day VFR conditions;

(7) Reimbursement of the operator of the aircraft is limited to that portion of the passenger payment for the flight that does not exceed the pro rata cost of owning, operating, and maintaining the aircraft for that flight, which may include fuel, oil, airport expenditures, and rental fees;

(8) The beneficiary of the funds raised is not in the business of transportation by air;

(9) A private pilot acting as pilot in command has at least 500 hours of flight time;

(10) Each flight is conducted in accordance with the safety provisions of part 136, subpart A of this chapter; and

(11) Flights are not conducted over a national park, unit of a national park, or abutting tribal lands, unless the operator has secured a letter of agreement from the FAA, as specified under subpart B of part 136 of this chapter, and is operating in accordance with that agreement during the flights.

(c) (1) Passenger-carrying flights or series of flights are limited to a total of four charitable events or non-profit events per year, with no event lasting more than three consecutive days.

(2) Passenger-carrying flights or series of flights are limited to one community event per year, with no event lasting more than three consecutive days.

(d) Pilots and sponsors of events described in this section are limited to no more than 4 events per calendar year.

(e) At least seven days before the event, each sponsor of an event described in this section must furnish to the responsible Flight Standards office for the area where the event is scheduled:

(1) A signed letter detailing the name of the sponsor, the purpose of the event, the date and time of the event, the location of the event, all prior events under this section participated in by the sponsor in the current calendar year;

(2) A photocopy of each pilot in command's pilot certificate, medical certificate, and logbook entries that show the pilot is current in accordance with §§ 61.56 and 61.57 of this chapter and that any private pilot has at least 500 hours of flight time; and

(3) A signed statement from each pilot that lists all prior events under this section in which the pilot has participated during the current calendar year.

§ 91.147

Passenger-carrying flights for compensation or hire.

(a) Definitions. For the purposes of this section, Operator means any person conducting nonstop passenger-carrying flights in an airplane, powered-lift, or rotorcraft for compensation or hire in accordance with §§ 119.1(e)(2), 135.1(a)(5), or 121.1(d) of this chapter that begin and end at the same airport and are conducted within a 25-statute mile radius of that airport.

(b) General requirements. An Operator conducting passenger-carrying flights for compensation or hire must meet the following requirements unless all flights are conducted under § 91.146. The Operator must:

(1) Comply with the safety provisions of part 136, subpart A of this chapter.

(2) Register and implement its drug and alcohol testing programs in accordance with part 120 of this chapter.

(3) Comply with the applicable requirements of part 5 of this chapter.

(4) Apply for and receive a Letter of Authorization from the responsible Flight Standards office.

(c) Letter of Authorization. Each application for a Letter of Authorization must include the following information:

(1) Name of Operator, agent, and any d/b/a (doing-business-as) under which that Operator does business.

(2) Principal business address and mailing address.

(3) Principal place of business (if different from business address).

(4) Name of person responsible for management of the business.

(5) Name of person responsible for aircraft maintenance.

(6) Type of aircraft, registration number(s), and make/model/series.

(7) Antidrug and Alcohol Misuse Prevention Program registration.

(d) Compliance. The Operator must comply with the provisions of the Letter of Authorization received.

§§ 91.148-91.149

§ 91.151

Fuel requirements for flight in VFR conditions.

(a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed—

(1) During the day, to fly after that for at least 30 minutes; or

(2) At night, to fly after that for at least 45 minutes.

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.

§ 91.153

VFR flight plan: Information required.

(a) Information required. Unless otherwise authorized by ATC, each person filing a VFR flight plan shall include in it the following information:

(1) The aircraft identification number and, if necessary, its radio call sign.

(2) The type of the aircraft or, in the case of a formation flight, the type of each aircraft and the number of aircraft in the formation.

(3) The full name and address of the pilot in command or, in the case of a formation flight, the formation commander.

(4) The point and proposed time of departure.

(5) The proposed route, cruising altitude (or flight level), and true airspeed at that altitude.

(6) The point of first intended landing and the estimated elapsed time until over that point.

(7) The amount of fuel on board (in hours).

(8) The number of persons in the aircraft, except where that information is otherwise readily available to the FAA.

(9) Any other information the pilot in command or ATC believes is necessary for ATC purposes.

(b) Cancellation. When a flight plan has been activated, the pilot in command, upon canceling or completing the flight under the flight plan, shall notify an FAA Flight Service Station or ATC facility.

§ 91.155

Basic VFR weather minimums.

(a) Except as provided in paragraph (b) of this section and § 91.157, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude and class of airspace in the following table:

(b) Class G Airspace. Notwithstanding the provisions of paragraph (a) of this section, the following operations may be conducted in Class G airspace below 1,200 feet above the surface:

(1) Helicopter. A helicopter may be operated clear of clouds in an airport traffic pattern within 1/2 mile of the runway or helipad of intended landing if the flight visibility is not less than 1/2 statute mile.

(2) Airplane, powered parachute, or weight-shift-control aircraft. If the visibility is less than 3 statute miles but not less than 1 statute mile during night hours and you are operating in an airport traffic pattern within 1/2 mile of the runway, you may operate an airplane, powered parachute, or weight-shift-control aircraft clear of clouds.

(c) Except as provided in § 91.157, no person may operate an aircraft beneath the ceiling under VFR within the lateral boundaries of controlled airspace designated to the surface for an airport when the ceiling is less than 1,000 feet.

(d) Except as provided in § 91.157 of this part, no person may take off or land an aircraft, or enter the traffic pattern of an airport, under VFR, within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport—

(1) Unless ground visibility at that airport is at least 3 statute miles; or

(2) If ground visibility is not reported at that airport, unless flight visibility during landing or takeoff, or while operating in the traffic pattern is at least 3 statute miles.

(e) For the purpose of this section, an aircraft operating at the base altitude of a Class E airspace area is considered to be within the airspace directly below that area.

§ 91.157

Special VFR weather minimums.

(a) Except as provided in appendix D, section 3, of this part, special VFR operations may be conducted under the weather minimums and requirements of this section, instead of those contained in § 91.155, below 10,000 feet MSL within the airspace contained by the upward extension of the lateral boundaries of the controlled airspace designated to the surface for an airport.

(b) Special VFR operations may only be conducted—

(1) With an ATC clearance;

(2) Clear of clouds;

(3) Except for helicopters, when flight visibility is at least 1 statute mile; and

(4) Except for helicopters, between sunrise and sunset (or in Alaska, when the sun is 6 degrees or less below the horizon) unless—

(i) The person being granted the ATC clearance meets the applicable requirements for instrument flight under part 61 of this chapter; and

(ii) The aircraft is equipped as required in § 91.205(d).

(c) No person may take off or land an aircraft (other than a helicopter) under special VFR—

(1) Unless ground visibility is at least 1 statute mile; or

(2) If ground visibility is not reported, unless flight visibility is at least 1 statute mile. For the purposes of this paragraph, the term flight visibility includes the visibility from the cockpit of an aircraft in takeoff position if:

(i) The flight is conducted under this part 91; and

(ii) The airport at which the aircraft is located is a satellite airport that does not have weather reporting capabilities.

(d) The determination of visibility by a pilot in accordance with paragraph (c)(2) of this section is not an official weather report or an official ground visibility report.

§ 91.159

VFR cruising altitude or flight level.

Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC:

(a) When operating below 18,000 feet MSL and—

(1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude + 500 feet (such as 3,500, 5,500, or 7,500); or

(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude + 500 feet (such as 4,500, 6,500, or 8,500).

(b) When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC.

§ 91.161

Special awareness training required for pilots flying under visual flight rules within a 60-nautical mile radius of the Washington, DC VOR/DME.

(a) Operations within a 60-nautical mile radius of the Washington, DC VOR/DME under visual flight rules (VFR). Except as provided under paragraph (e) of this section, no person may serve as a pilot in command or as second in command of an aircraft while flying within a 60-nautical mile radius of the DCA VOR/DME, under VFR, unless that pilot has completed Special Awareness Training and holds a certificate of training completion.

(b) Special Awareness Training. The Special Awareness Training consists of information to educate pilots about the procedures for flying in the Washington, DC area and, more generally, in other types of special use airspace. This free training is available on the FAA's Web site. Upon completion of the training, each person will need to print out a copy of the certificate of training completion.

(c) Inspection of certificate of training completion. Each person who holds a certificate for completing the Special Awareness Training must present it for inspection upon request from:

(1) An authorized representative of the FAA;

(2) An authorized representative of the National Transportation Safety Board;

(3) Any Federal, State, or local law enforcement officer; or

(4) An authorized representative of the Transportation Security Administration.

(d) Emergency declared. The failure to complete the Special Awareness Training course on flying in and around the Washington, DC Metropolitan Area is not a violation of this section if an emergency is declared by the pilot, as described under § 91.3(b), or there was a failure of two-way radio communications when operating under IFR as described under § 91.185.

(e) Exceptions. The requirements of this section do not apply if the flight is being performed in an aircraft of an air ambulance operator certificated to conduct part 135 operations under this chapter, the U.S. Armed Forces, or a law enforcement agency.

§§ 91.162-91.165

§ 91.167

Fuel requirements for flight in IFR conditions.

(a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to—

(1) Complete the flight to the first airport of intended landing;

(2) Except as provided in paragraph (b) of this section, fly from that airport to the alternate airport; and

(3) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed.

(b) Paragraph (a)(2) of this section does not apply if:

(1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument approach procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and

(2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following:

(i) For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.

(ii) For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.

§ 91.169

IFR flight plan: Information required.

(a) Information required. Unless otherwise authorized by ATC, each person filing an IFR flight plan must include in it the following information:

(1) Information required under § 91.153 (a) of this part;

(2) Except as provided in paragraph (b) of this section, an alternate airport.

(b) Paragraph (a)(2) of this section does not apply if :

(1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument approach procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and

(2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following:

(i) For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.

(ii) For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.

(c) IFR alternate airport weather minima. Unless otherwise authorized by the Administrator, no person may include an alternate airport in an IFR flight plan unless appropriate weather reports or weather forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or above the following weather minima:

(1) If an instrument approach procedure has been published in part 97 of this chapter, or a special instrument approach procedure has been issued by the Administrator to the operator, for that airport, the following minima:

(i) For aircraft other than helicopters: The alternate airport minima specified in that procedure, or if none are specified the following standard approach minima:

(A) For a precision approach procedure. Ceiling 600 feet and visibility 2 statute miles.

(B) For a nonprecision approach procedure. Ceiling 800 feet and visibility 2 statute miles.

(ii) For helicopters: Ceiling 200 feet above the minimum for the approach to be flown, and visibility at least 1 statute mile but never less than the minimum visibility for the approach to be flown, and

(2) If no instrument approach procedure has been published in part 97 of this chapter and no special instrument approach procedure has been issued by the Administrator to the operator, for the alternate airport, the ceiling and visibility minima are those allowing descent from the MEA, approach, and landing under basic VFR.

(d) Cancellation. When a flight plan has been activated, the pilot in command, upon canceling or completing the flight under the flight plan, shall notify an FAA Flight Service Station or ATC facility.

§ 91.171

VOR equipment check for IFR operations.

(a) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR equipment of that aircraft—

(1) Is maintained, checked, and inspected under an approved procedure; or

(2) Has been operationally checked within the preceding 30 days, and was found to be within the limits of the permissible indicated bearing error set forth in paragraph (b) or (c) of this section.

(b) Except as provided in paragraph (c) of this section, each person conducting a VOR check under paragraph (a)(2) of this section shall—

(1) Use, at the airport of intended departure, an FAA-operated or approved test signal or a test signal radiated by a certificated and appropriately rated radio repair station or, outside the United States, a test signal operated or approved by an appropriate authority to check the VOR equipment (the maximum permissible indicated bearing error is plus or minus 4 degrees); or

(2) Use, at the airport of intended departure, a point on the airport surface designated as a VOR system checkpoint by the Administrator, or, outside the United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 4 degrees);

(3) If neither a test signal nor a designated checkpoint on the surface is available, use an airborne checkpoint designated by the Administrator or, outside the United States, by an appropriate authority (the maximum permissible bearing error is plus or minus 6 degrees); or

(4) If no check signal or point is available, while in flight—

(i) Select a VOR radial that lies along the centerline of an established VOR airway;

(ii) Select a prominent ground point along the selected radial preferably more than 20 nautical miles from the VOR ground facility and maneuver the aircraft directly over the point at a reasonably low altitude; and

(iii) Note the VOR bearing indicated by the receiver when over the ground point (the maximum permissible variation between the published radial and the indicated bearing is 6 degrees).

(c) If dual system VOR (units independent of each other except for the antenna) is installed in the aircraft, the person checking the equipment may check one system against the other in place of the check procedures specified in paragraph (b) of this section. Both systems shall be tuned to the same VOR ground facility and note the indicated bearings to that station. The maximum permissible variation between the two indicated bearings is 4 degrees.

(d) Each person making the VOR operational check, as specified in paragraph (b) or (c) of this section, shall enter the date, place, bearing error, and sign the aircraft log or other record. In addition, if a test signal radiated by a repair station, as specified in paragraph (b)(1) of this section, is used, an entry must be made in the aircraft log or other record by the repair station certificate holder or the certificate holder's representative certifying to the bearing transmitted by the repair station for the check and the date of transmission.

§ 91.173

ATC clearance and flight plan required.

No person may operate an aircraft in controlled airspace under IFR unless that person has—

(a) Filed an IFR flight plan; and

(b) Received an appropriate ATC clearance.

§ 91.175

Takeoff and landing under IFR.

(a) Instrument approaches to civil airports. Unless otherwise authorized by the FAA, when it is necessary to use an instrument approach to a civil airport, each person operating an aircraft must use a standard instrument approach procedure prescribed in part 97 of this chapter for that airport. This paragraph does not apply to United States military aircraft.

(b) Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following:

(1) The DA/DH or MDA prescribed by the approach procedure.

(2) The DA/DH or MDA prescribed for the pilot in command.

(3) The DA/DH or MDA appropriate for the aircraft equipment available and used during the approach.

(c) Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and

(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual glideslope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights.

(d) Landing. No pilot operating an aircraft, except a military aircraft of the United States, may land that aircraft when—

(1) For operations conducted under § 91.176 of this part, the requirements of paragraphs (a)(3)(iii) or (b)(3)(iii), as applicable, of that section are not met; or

(2) For all other operations under this part and parts 121, 125, 129, and 135, the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used.

(e) Missed approach procedures. Each pilot operating an aircraft, except a military aircraft of the United States, shall immediately execute an appropriate missed approach procedure when either of the following conditions exist:

(1) Whenever operating an aircraft pursuant to paragraph (c) of this section or § 91.176 of this part, and the requirements of that paragraph or section are not met at either of the following times:

(i) When the aircraft is being operated below MDA; or

(ii) Upon arrival at the missed approach point, including a DA/DH where a DA/DH is specified and its use is required, and at any time after that until touchdown.

(2) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach.

(f) Civil airport takeoff minimums. This paragraph applies to persons operating an aircraft under part 121, 125, 129, or 135 of this chapter.

(1) Unless otherwise authorized by the FAA, no pilot may takeoff from a civil airport under IFR unless the weather conditions at time of takeoff are at or above the weather minimums for IFR takeoff prescribed for that airport under part 97 of this chapter.

(2) If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following weather minimums apply to takeoffs under IFR:

(i) For aircraft, other than helicopters, having two engines or less—1 statute mile visibility.

(ii) For aircraft having more than two engines— 1/2 statute mile visibility.

(iii) For helicopters— 1/2 statute mile visibility.

(3) Except as provided in paragraph (f)(4) of this section, no pilot may takeoff under IFR from a civil airport having published obstacle departure procedures (ODPs) under part 97 of this chapter for the takeoff runway to be used, unless the pilot uses such ODPs or an alternative procedure or route assigned by air traffic control.

(4) Notwithstanding the requirements of paragraph (f)(3) of this section, no pilot may takeoff from an airport under IFR unless:

(i) For part 121 and part 135 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the applicable airplane performance operating limitations requirements under part 121, subpart I or part 135, subpart I for takeoff at that airport; or

(ii) For part 129 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the airplane performance operating limitations prescribed by the State of the operator for takeoff at that airport.

(g) Military airports. Unless otherwise prescribed by the Administrator, each person operating a civil aircraft under IFR into or out of a military airport shall comply with the instrument approach procedures and the takeoff and landing minimum prescribed by the military authority having jurisdiction of that airport.

(h) Comparable values of RVR and ground visibility. (1) Except for Category II or Category III minimums, if RVR minimums for takeoff or landing are prescribed in an instrument approach procedure, but RVR is not reported for the runway of intended operation, the RVR minimum shall be converted to ground visibility in accordance with the table in paragraph (h)(2) of this section and shall be the visibility minimum for takeoff or landing on that runway.

(2)

(i) Operations on unpublished routes and use of radar in instrument approach procedures. When radar is approved at certain locations for ATC purposes, it may be used not only for surveillance and precision radar approaches, as applicable, but also may be used in conjunction with instrument approach procedures predicated on other types of radio navigational aids. Radar vectors may be authorized to provide course guidance through the segments of an approach to the final course or fix. When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, shall, in addition to complying with § 91.177, maintain the last altitude assigned to that pilot until the aircraft is established on a segment of a published route or instrument approach procedure unless a different altitude is assigned by ATC. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC. Upon reaching the final approach course or fix, the pilot may either complete the instrument approach in accordance with a procedure approved for the facility or continue a surveillance or precision radar approach to a landing.

(j) Limitation on procedure turns. In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.

(k) ILS components. The basic components of an ILS are the localizer, glide slope, and outer marker, and, when installed for use with Category II or Category III instrument approach procedures, an inner marker. The following means may be used to substitute for the outer marker: Compass locator; precision approach radar (PAR) or airport surveillance radar (ASR); DME, VOR, or nondirectional beacon fixes authorized in the standard instrument approach procedure; or a suitable RNAV system in conjunction with a fix identified in the standard instrument approach procedure. Applicability of, and substitution for, the inner marker for a Category II or III approach is determined by the appropriate 14 CFR part 97 approach procedure, letter of authorization, or operations specifications issued to an operator.

§ 91.176

Straight-in landing operations below DA/DH or MDA using an enhanced flight vision system (EFVS) under IFR.

(a) EFVS operations to touchdown and rollout. Unless otherwise authorized by the Administrator to use an MDA as a DA/DH with vertical navigation on an instrument approach procedure, or unless paragraph (d) of this section applies, no person may conduct an EFVS operation in an aircraft, except a military aircraft of the United States, at any airport below the authorized DA/DH to touchdown and rollout unless the minimums used for the particular approach procedure being flown include a DA or DH, and the following requirements are met:

(1) Equipment. (i) The aircraft must be equipped with an operable EFVS that meets the applicable airworthiness requirements. The EFVS must:

(A) Have an electronic means to provide a display of the forward external scene topography (the applicable natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, including but not limited to forward-looking infrared, millimeter wave radiometry, millimeter wave radar, or low-light level image intensification.

(B) Present EFVS sensor imagery, aircraft flight information, and flight symbology on a head up display, or an equivalent display, so that the imagery, information and symbology are clearly visible to the pilot flying in his or her normal position with the line of vision looking forward along the flight path. Aircraft flight information and flight symbology must consist of at least airspeed, vertical speed, aircraft attitude, heading, altitude, height above ground level such as that provided by a radio altimeter or other device capable of providing equivalent performance, command guidance as appropriate for the approach to be flown, path deviation indications, flight path vector, and flight path angle reference cue. Additionally, for aircraft other than rotorcraft, the EFVS must display flare prompt or flare guidance.

(C) Present the displayed EFVS sensor imagery, attitude symbology, flight path vector, and flight path angle reference cue, and other cues, which are referenced to the EFVS sensor imagery and external scene topography, so that they are aligned with, and scaled to, the external view.

(D) Display the flight path angle reference cue with a pitch scale. The flight path angle reference cue must be selectable by the pilot to the desired descent angle for the approach and be sufficient to monitor the vertical flight path of the aircraft.

(E) Display the EFVS sensor imagery, aircraft flight information, and flight symbology such that they do not adversely obscure the pilot's outside view or field of view through the cockpit window.

(F) Have display characteristics, dynamics, and cues that are suitable for manual control of the aircraft to touchdown in the touchdown zone of the runway of intended landing and during rollout.

(ii) When a minimum flightcrew of more than one pilot is required, the aircraft must be equipped with a display that provides the pilot monitoring with EFVS sensor imagery. Any symbology displayed may not adversely obscure the sensor imagery of the runway environment.

(2) Operations. (i) The pilot conducting the EFVS operation may not use circling minimums.

(ii) Each required pilot flightcrew member must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used.

(iii) The aircraft must be equipped with, and the pilot flying must use, an operable EFVS that meets the equipment requirements of paragraph (a)(1) of this section.

(iv) When a minimum flightcrew of more than one pilot is required, the pilot monitoring must use the display specified in paragraph (a)(1)(ii) to monitor and assess the safe conduct of the approach, landing, and rollout.

(v) The aircraft must continuously be in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers.

(vi) The descent rate must allow touchdown to occur within the touchdown zone of the runway of intended landing.

(vii) Each required pilot flightcrew member must meet the following requirements—

(A) A person exercising the privileges of a pilot certificate issued under this chapter, any person serving as a required pilot flightcrew member of a U.S.-registered aircraft, or any person serving as a required pilot flightcrew member for a part 121, 125, or 135 operator, must be qualified in accordance with part 61 and, as applicable, the training, testing, and qualification provisions of subpart K of this part, part 121, 125, or 135 of this chapter that apply to the operation; or

(B) Each person acting as a required pilot flightcrew member for a foreign air carrier subject to part 129, or any person serving as a required pilot flightcrew member of a foreign registered aircraft, must be qualified in accordance with the training requirements of the civil aviation authority of the State of the operator for the EFVS operation to be conducted.

(viii) A person conducting operations under this part must conduct the operation in accordance with a letter of authorization for the use of EFVS unless the operation is conducted in an aircraft that has been issued an experimental certificate under § 21.191 of this chapter for the purpose of research and development or showing compliance with regulations, or the operation is being conducted by a person otherwise authorized to conduct EFVS operations under paragraphs (a)(2)(ix) through (xii) of this section. A person applying to the FAA for a letter of authorization must submit an application in a form and manner prescribed by the Administrator.

(ix) A person conducting operations under subpart K of this part must conduct the operation in accordance with management specifications authorizing the use of EFVS.

(x) A person conducting operations under part 121, 129, or 135 of this chapter must conduct the operation in accordance with operations specifications authorizing the use of EFVS.

(xi) A person conducting operations under part 125 of this chapter must conduct the operation in accordance with operations specifications authorizing the use of EFVS or, for a holder of a part 125 letter of deviation authority, a letter of authorization for the use of EFVS.

(xii) A person conducting an EFVS operation during an authorized Category II or Category III operation must conduct the operation in accordance with operations specifications, management specifications, or a letter of authorization authorizing EFVS operations during authorized Category II or Category III operations.

(3) Visibility and visual reference requirements. No pilot operating under this section or §§ 121.651, 125.381, or 135.225 of this chapter may continue an approach below the authorized DA/DH and land unless:

(i) The pilot determines that the enhanced flight visibility observed by use of an EFVS is not less than the visibility prescribed in the instrument approach procedure being used.

(ii) From the authorized DA/DH to 100 feet above the touchdown zone elevation of the runway of intended landing, any approach light system or both the runway threshold and the touchdown zone are distinctly visible and identifiable to the pilot using an EFVS.

(A) The pilot must identify the runway threshold using at least one of the following visual references—

( 1 ) The beginning of the runway landing surface;

( 2 ) The threshold lights; or

( 3 ) The runway end identifier lights.

(B) The pilot must identify the touchdown zone using at least one of the following visual references—

( 1 ) The runway touchdown zone landing surface;

( 2 ) The touchdown zone lights;

( 3 ) The touchdown zone markings; or

( 4 ) The runway lights.

(iii) At 100 feet above the touchdown zone elevation of the runway of intended landing and below that altitude, the enhanced flight visibility using EFVS must be sufficient for one of the following visual references to be distinctly visible and identifiable to the pilot—

(A) The runway threshold;

(B) The lights or markings of the threshold;

(C) The runway touchdown zone landing surface; or

(D) The lights or markings of the touchdown zone.

(4) Additional requirements. The Administrator may prescribe additional equipment, operational, and visibility and visual reference requirements to account for specific equipment characteristics, operational procedures, or approach characteristics. These requirements will be specified in an operator's operations specifications, management specifications, or letter of authorization authorizing the use of EFVS.

(b) EFVS operations to 100 feet above the touchdown zone elevation. Except as specified in paragraph (d) of this section, no person may conduct an EFVS operation in an aircraft, except a military aircraft of the United States, at any airport below the authorized DA/DH or MDA to 100 feet above the touchdown zone elevation unless the following requirements are met:

(1) Equipment. (i) The aircraft must be equipped with an operable EFVS that meets the applicable airworthiness requirements.

(ii) The EFVS must meet the requirements of paragraph (a)(1)(i)(A) through (F) of this section, but need not present flare prompt, flare guidance, or height above ground level.

(2) Operations. (i) The pilot conducting the EFVS operation may not use circling minimums.

(ii) Each required pilot flightcrew member must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used.

(iii) The aircraft must be equipped with, and the pilot flying must use, an operable EFVS that meets the equipment requirements of paragraph (b)(1) of this section.

(iv) The aircraft must continuously be in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers.

(v) For operations conducted under part 121 or part 135 of this chapter, the descent rate must allow touchdown to occur within the touchdown zone of the runway of intended landing.

(vi) Each required pilot flightcrew member must meet the following requirements—

(A) A person exercising the privileges of a pilot certificate issued under this chapter, any person serving as a required pilot flightcrew member of a U.S.-registered aircraft, or any person serving as a required pilot flightcrew member for a part 121, 125, or 135 operator, must be qualified in accordance with part 61 and, as applicable, the training, testing, and qualification provisions of subpart K of this part, part 121, 125, or 135 of this chapter that apply to the operation; or

(B) Each person acting as a required pilot flightcrew member for a foreign air carrier subject to part 129, or any person serving as a required pilot flightcrew member of a foreign registered aircraft, must be qualified in accordance with the training requirements of the civil aviation authority of the State of the operator for the EFVS operation to be conducted.

(vii) A person conducting operations under subpart K of this part must conduct the operation in accordance with management specifications authorizing the use of EFVS.

(viii) A person conducting operations under part 121, 129, or 135 of this chapter must conduct the operation in accordance with operations specifications authorizing the use of EFVS.

(ix) A person conducting operations under part 125 of this chapter must conduct the operation in accordance with operations specifications authorizing the use of EFVS or, for a holder of a part 125 letter of deviation authority, a letter of authorization for the use of EFVS.

(x) A person conducting an EFVS operation during an authorized Category II or Category III operation must conduct the operation in accordance with operations specifications, management specifications, or a letter of authorization authorizing EFVS operations during authorized Category II or Category III operations.

(3) Visibility and Visual Reference Requirements. No pilot operating under this section or § 121.651, § 125.381, or § 135.225 of this chapter may continue an approach below the authorized MDA or continue an approach below the authorized DA/DH and land unless:

(i) The pilot determines that the enhanced flight visibility observed by use of an EFVS is not less than the visibility prescribed in the instrument approach procedure being used.

(ii) From the authorized MDA or DA/DH to 100 feet above the touchdown zone elevation of the runway of intended landing, any approach light system or both the runway threshold and the touchdown zone are distinctly visible and identifiable to the pilot using an EFVS.

(A) The pilot must identify the runway threshold using at least one of the following visual references-

( 1 ) The beginning of the runway landing surface;

( 2 ) The threshold lights; or

( 3 ) The runway end identifier lights.

(B) The pilot must identify the touchdown zone using at least one of the following visual references—

( 1 ) The runway touchdown zone landing surface;

( 2 ) The touchdown zone lights;

( 3 ) The touchdown zone markings; or

( 4 ) The runway lights.

(iii) At 100 feet above the touchdown zone elevation of the runway of intended landing and below that altitude, the flight visibility must be sufficient for one of the following visual references to be distinctly visible and identifiable to the pilot without reliance on the EFVS—

(A) The runway threshold;

(B) The lights or markings of the threshold;

(C) The runway touchdown zone landing surface; or

(D) The lights or markings of the touchdown zone.

(4) Compliance Date. Beginning on March 13, 2018, a person conducting an EFVS operation to 100 feet above the touchdown zone elevation must comply with the requirements of paragraph (b) of this section.

(c) Public aircraft certification and training requirements. A public aircraft operator, other than the U.S. military, may conduct an EFVS operation under paragraph (a) or (b) of this section only if:

(1) The aircraft meets all of the civil certification and airworthiness requirements of paragraph (a)(1) or (b)(1) of this section, as applicable to the EFVS operation to be conducted; and

(2) The pilot flightcrew member, or any other person who manipulates the controls of an aircraft during an EFVS operation, meets the training, recent flight experience and refresher training requirements of § 61.66 of this chapter applicable to EFVS operations.

(d) Exception for Experimental Aircraft. The requirement to use an EFVS that meets the applicable airworthiness requirements specified in paragraphs (a)(1)(i), (a)(2)(iii), (b)(1)(i), and (b)(2)(iii) of this section does not apply to operations conducted in an aircraft issued an experimental certificate under § 21.191 of this chapter for the purpose of research and development or showing compliance with regulations, provided the Administrator has determined that the operations can be conducted safely in accordance with operating limitations issued for that purpose.

§ 91.177

Minimum altitudes for IFR operations.

(a) Operation of aircraft at minimum altitudes. Except when necessary for takeoff or landing, or unless otherwise authorized by the FAA, no person may operate an aircraft under IFR below—

(1) The applicable minimum altitudes prescribed in parts 95 and 97 of this chapter. However, if both a MEA and a MOCA are prescribed for a particular route or route segment, a person may operate an aircraft below the MEA down to, but not below, the MOCA, provided the applicable navigation signals are available. For aircraft using VOR for navigation, this applies only when the aircraft is within 22 nautical miles of that VOR (based on the reasonable estimate by the pilot operating the aircraft of that distance); or

(2) If no applicable minimum altitude is prescribed in parts 95 and 97 of this chapter, then—

(i) In the case of operations over an area designated as a mountainous area in part 95 of this chapter, an altitude of 2,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or

(ii) In any other case, an altitude of 1,000 feet above the highest obstacle within a horizontal distance of 4 nautical miles from the course to be flown.

(b) Climb. Climb to a higher minimum IFR altitude shall begin immediately after passing the point beyond which that minimum altitude applies, except that when ground obstructions intervene, the point beyond which that higher minimum altitude applies shall be crossed at or above the applicable MCA.

§ 91.179

IFR cruising altitude or flight level.

Unless otherwise authorized by ATC, the following rules apply—

(a) In controlled airspace. Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain the altitude or flight level assigned that aircraft by ATC. However, if the ATC clearance assigns “VFR conditions on-top,” that person shall maintain an altitude or flight level as prescribed by § 91.159.

(b) In uncontrolled airspace. Except while in a holding pattern of 2 minutes or less or while turning, each person operating an aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude as follows:

(1) When operating below 18,000 feet MSL and—

(i) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude (such as 3,000, 5,000, or 7,000); or

(ii) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude (such as 2,000, 4,000, or 6,000).

(2) When operating at or above 18,000 feet MSL but below flight level 290, and—

(i) On a magnetic course of zero degrees through 179 degrees, any odd flight level (such as 190, 210, or 230); or

(ii) On a magnetic course of 180 degrees through 359 degrees, any even flight level (such as 180, 200, or 220).

(3) When operating at flight level 290 and above in non-RVSM airspace, and—

(i) On a magnetic course of zero degrees through 179 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 290 (such as flight level 290, 330, or 370); or

(ii) On a magnetic course of 180 degrees through 359 degrees, any flight level, at 4,000-foot intervals, beginning at and including flight level 310 (such as flight level 310, 350, or 390).

(4) When operating at flight level 290 and above in airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace and—

(i) On a magnetic course of zero degrees through 179 degrees, any odd flight level, at 2,000-foot intervals beginning at and including flight level 290 (such as flight level 290, 310, 330, 350, 370, 390, 410); or

(ii) On a magnetic course of 180 degrees through 359 degrees, any even flight level, at 2000-foot intervals beginning at and including flight level 300 (such as 300, 320, 340, 360, 380, 400).

§ 91.180

Operations within airspace designated as Reduced Vertical Separation Minimum airspace.

(a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft in airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace unless:

(1) The operator and the operator's aircraft comply with the minimum standards of appendix G of this part; and

(2) The operator is authorized by the Administrator or the country of registry to conduct such operations.

(b) The Administrator may authorize a deviation from the requirements of this section.

§ 91.181

Course to be flown.

Unless otherwise authorized by ATC, no person may operate an aircraft within controlled airspace under IFR except as follows:

(a) On an ATS route, along the centerline of that airway.

(b) On any other route, along the direct course between the navigational aids or fixes defining that route. However, this section does not prohibit maneuvering the aircraft to pass well clear of other air traffic or the maneuvering of the aircraft in VFR conditions to clear the intended flight path both before and during climb or descent.

§ 91.183

IFR communications.

Unless otherwise authorized by ATC, the pilot in command of each aircraft operated under IFR in controlled airspace must ensure that a continuous watch is maintained on the appropriate frequency and must report the following as soon as possible—

(a) The time and altitude of passing each designated reporting point, or the reporting points specified by ATC, except that while the aircraft is under radar control, only the passing of those reporting points specifically requested by ATC need be reported;

(b) Any unforecast weather conditions encountered; and

(c) Any other information relating to the safety of flight.

§ 91.185

IFR operations: Two-way radio communications failure.

(a) General. Unless otherwise authorized by ATC, each pilot who has two-way radio communications failure when operating under IFR shall comply with the rules of this section.

(b) VFR conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.

(c) IFR conditions. If the failure occurs in IFR conditions, or if paragraph (b) of this section cannot be complied with, each pilot shall continue the flight according to the following:

(1) Route. (i) By the route assigned in the last ATC clearance received;

(ii) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;

(iii) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or

(iv) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance, by the route filed in the flight plan.

(2) Altitude. At the highest of the following altitudes or flight levels for the route segment being flown:

(i) The altitude or flight level assigned in the last ATC clearance received;

(ii) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in § 91.121(c)) for IFR operations; or

(iii) The altitude or flight level ATC has advised may be expected in a further clearance.

(3) Leave clearance limit. (i) When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect-further-clearance time if one has been received, or if one has not been received, as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.

(ii) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect-further-clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.

§ 91.187

Operation under IFR in controlled airspace: Malfunction reports.

(a) The pilot in command of each aircraft operated in controlled airspace under IFR shall report as soon as practical to ATC any malfunctions of navigational, approach, or communication equipment occurring in flight.

(b) In each report required by paragraph (a) of this section, the pilot in command shall include the—

(1) Aircraft identification;

(2) Equipment affected;

(3) Degree to which the capability of the pilot to operate under IFR in the ATC system is impaired; and

(4) Nature and extent of assistance desired from ATC.

§ 91.189

Category II and III operations: General operating rules.

(a) No person may operate a civil aircraft in a Category II or III operation unless—

(1) The flight crew of the aircraft consists of a pilot in command and a second in command who hold the appropriate authorizations and ratings prescribed in § 61.3 of this chapter;

(2) Each flight crewmember has adequate knowledge of, and familiarity with, the aircraft and the procedures to be used; and

(3) The instrument panel in front of the pilot who is controlling the aircraft has appropriate instrumentation for the type of flight control guidance system that is being used.

(b) Unless otherwise authorized by the Administrator, no person may operate a civil aircraft in a Category II or Category III operation unless each ground component required for that operation and the related airborne equipment is installed and operating.

(c) Authorized DA/DH. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH, the authorized DA/DH is the highest of the following:

(1) The DA/DH prescribed by the approach procedure.

(2) The DA/DH prescribed for the pilot in command.

(3) The DA/DH for which the aircraft is equipped.

(d) Except as provided in § 91.176 of this part or unless otherwise authorized by the Administrator, no pilot operating an aircraft in a Category II or Category III approach that provides and requires the use of a DA/DH may continue the approach below the authorized decision height unless the following conditions are met:

(1) The aircraft is in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing.

(2) At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The touchdown zone or touchdown zone markings.

(vi) The touchdown zone lights.

(e) Except as provided in § 91.176 of this part or unless otherwise authorized by the Administrator, each pilot operating an aircraft shall immediately execute an appropriate missed approach whenever, prior to touchdown, the requirements of paragraph (d) of this section are not met.

(f) No person operating an aircraft using a Category III approach without decision height may land that aircraft except in accordance with the provisions of the letter of authorization issued by the Administrator.

(g) Paragraphs (a) through (f) of this section do not apply to operations conducted by certificate holders operating under part 121, 125, 129, or 135 of this chapter, or holders of management specifications issued in accordance with subpart K of this part. Holders of operations specifications or management specifications may operate a civil aircraft in a Category II or Category III operation only in accordance with their operations specifications or management specifications, as applicable.

§ 91.191

Category II and Category III manual.

(a) Except as provided in paragraph (c) of this section, after August 4, 1997, no person may operate a U.S.-registered civil aircraft in a Category II or a Category III operation unless—

(1) There is available in the aircraft a current and approved Category II or Category III manual, as appropriate, for that aircraft;

(2) The operation is conducted in accordance with the procedures, instructions, and limitations in the appropriate manual; and

(3) The instruments and equipment listed in the manual that are required for a particular Category II or Category III operation have been inspected and maintained in accordance with the maintenance program contained in the manual.

(b) Each operator must keep a current copy of each approved manual at its principal base of operations and must make each manual available for inspection upon request by the Administrator.

(c) This section does not apply to operations conducted by a certificate holder operating under part 121 or part 135 of this chapter or a holder of management specifications issued in accordance with subpart K of this part.

§ 91.193

Certificate of authorization for certain Category II operations.

The Administrator may issue a certificate of authorization authorizing deviations from the requirements of §§ 91.189, 91.191, and 91.205(f) for the operation of small aircraft identified as Category A aircraft in § 97.3 of this chapter in Category II operations if the Administrator finds that the proposed operation can be safely conducted under the terms of the certificate. Such authorization does not permit operation of the aircraft carrying persons or property for compensation or hire.

§§ 91.195-91.199

§ 91.201

§ 91.203

Civil aircraft: Certifications required.

(a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following:

(1) An appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used to comply with this subparagraph (except a special flight permit, a copy of the applicable operations specifications issued under § 21.197(c) of this chapter, appropriate sections of the air carrier manual required by parts 121 and 135 of this chapter containing that portion of the operations specifications issued under § 21.197(c), or an authorization under § 91.611) must have on it the registration number assigned to the aircraft under part 47 or 48 of this chapter. However, the airworthiness certificate need not have on it an assigned special identification number before 10 days after that number is first affixed to the aircraft. A revised airworthiness certificate having on it an assigned special identification number, that has been affixed to an aircraft, may only be obtained upon application to the responsible Flight Standards office.

(2) An effective U.S. registration certificate issued to its owner or, for operation within the United States, the second copy of the Aircraft registration Application as provided for in § 47.31(c), a Certificate of Aircraft registration as provided in part 48, or a registration certification issued under the laws of a foreign country.

(b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under § 91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.

(c) No person may operate an aircraft with a fuel tank installed within the passenger compartment or a baggage compartment unless the installation was accomplished pursuant to part 43 of this chapter, and a copy of FAA Form 337 authorizing that installation is on board the aircraft.

(d) No person may operate a civil airplane (domestic or foreign) into or out of an airport in the United States unless it complies with the fuel venting and exhaust emissions requirements of part 34 of this chapter.

§ 91.205

Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.

(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition.

(b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required:

(1) Airspeed indicator.

(2) Altimeter.

(3) Magnetic direction indicator.

(4) Tachometer for each engine.

(5) Oil pressure gauge for each engine using pressure system.

(6) Temperature gauge for each liquid-cooled engine.

(7) Oil temperature gauge for each air-cooled engine.

(8) Manifold pressure gauge for each altitude engine.

(9) Fuel gauge indicating the quantity of fuel in each tank.

(10) Landing gear position indicator, if the aircraft has a retractable landing gear.

(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made.

(12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, “shore” means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water.

(13) An approved safety belt with an approved metal-to-metal latching device, or other approved restraint system for each occupant 2 years of age or older.

(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness or restraint system for each front seat. For small civil airplanes manufactured after December 12, 1986, an approved shoulder harness or restraint system for all seats. Shoulder harnesses installed at flightcrew stations must permit the flightcrew member, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph—

(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and

(ii) A front seat is a seat located at a flightcrew member station or any seat located alongside such a seat.

(15) An emergency locator transmitter, if required by § 91.207.

(16) [Reserved]

(17) For rotorcraft manufactured after September 16, 1992, a shoulder harness for each seat that meets the requirements of § 27.2 or § 29.2 of this chapter in effect on September 16, 1991.

(c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required:

(1) Instruments and equipment specified in paragraph (b) of this section.

(2) Approved position lights.

(3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of part 23, 25, 27, or 29 of this chapter, as applicable, that were in effect on August 10, 1971, except that the color may be either aviation red or aviation white. In the event of failure of any light of the anticollision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

(4) If the aircraft is operated for hire, one electric landing light.

(5) An adequate source of electrical energy for all installed electrical and radio equipment.

(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight.

(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required:

(1) Instruments and equipment specified in paragraph (b) of this section, and, for night flight, instruments and equipment specified in paragraph (c) of this section.

(2) Two-way radio communication and navigation equipment suitable for the route to be flown.

(3) Gyroscopic rate-of-turn indicator, except on the following aircraft:

(i) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch and roll and installed in accordance with the instrument requirements prescribed in § 121.305(j) of this chapter; and

(ii) Rotorcraft with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with § 29.1303(g) of this chapter.

(4) Slip-skid indicator.

(5) Sensitive altimeter adjustable for barometric pressure.

(6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.

(7) Generator or alternator of adequate capacity.

(8) Gyroscopic pitch and bank indicator (artificial horizon).

(9) Gyroscopic direction indicator (directional gyro or equivalent).

(e) Flight at and above 24,000 feet MSL (FL 240). If VOR navigation equipment is required under paragraph (d)(2) of this section, no person may operate a U.S.-registered civil aircraft within the 50 states and the District of Columbia at or above FL 240 unless that aircraft is equipped with approved DME or a suitable RNAV system. When the DME or RNAV system required by this paragraph fails at and above FL 240, the pilot in command of the aircraft must notify ATC immediately, and then may continue operations at and above FL 240 to the next airport of intended landing where repairs or replacement of the equipment can be made.

(f) Category II operations. The requirements for Category II operations are the instruments and equipment specified in—

(1) Paragraph (d) of this section; and

(2) Appendix A to this part.

(g) Category III operations. The instruments and equipment required for Category III operations are specified in paragraph (d) of this section.

(h) Night vision goggle operations. For night vision goggle operations, the following instruments and equipment must be installed in the aircraft, functioning in a normal manner, and approved for use by the FAA:

(1) Instruments and equipment specified in paragraph (b) of this section, instruments and equipment specified in paragraph (c) of this section;

(2) Night vision goggles;

(3) Interior and exterior aircraft lighting system required for night vision goggle operations;

(4) Two-way radio communications system;

(5) Gyroscopic pitch and bank indicator (artificial horizon);

(6) Generator or alternator of adequate capacity for the required instruments and equipment; and

(7) Radar altimeter.

(i) Exclusions. Paragraphs (f) and (g) of this section do not apply to operations conducted by a holder of a certificate issued under part 121 or part 135 of this chapter.

§ 91.207

Emergency locator transmitters.

(a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a U.S.-registered civil airplane unless—

(1) There is attached to the airplane an approved automatic type emergency locator transmitter that is in operable condition for the following operations, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations:

(i) Those operations governed by the supplemental air carrier and commercial operator rules of parts 121 and 125;

(ii) Charter flights governed by the domestic and flag air carrier rules of part 121 of this chapter; and

(iii) Operations governed by part 135 of this chapter; or

(2) For operations other than those specified in paragraph (a)(1) of this section, there must be attached to the airplane an approved personal type or an approved automatic type emergency locator transmitter that is in operable condition, except that after June 21, 1995, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations.

(b) Each emergency locator transmitter required by paragraph (a) of this section must be attached to the airplane in such a manner that the probability of damage to the transmitter in the event of crash impact is minimized. Fixed and deployable automatic type transmitters must be attached to the airplane as far aft as practicable.

(c) Batteries used in the emergency locator transmitters required by paragraphs (a) and (b) of this section must be replaced (or recharged, if the batteries are rechargeable)—

(1) When the transmitter has been in use for more than 1 cumulative hour; or

(2) When 50 percent of their useful life (or, for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval.

The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter and entered in the aircraft maintenance record. Paragraph (c)(2) of this section does not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(d) Each emergency locator transmitter required by paragraph (a) of this section must be inspected within 12 calendar months after the last inspection for—

(1) Proper installation;

(2) Battery corrosion;

(3) Operation of the controls and crash sensor; and

(4) The presence of a sufficient signal radiated from its antenna.

(e) Notwithstanding paragraph (a) of this section, a person may—

(1) Ferry a newly acquired airplane from the place where possession of it was taken to a place where the emergency locator transmitter is to be installed; and

(2) Ferry an airplane with an inoperative emergency locator transmitter from a place where repairs or replacements cannot be made to a place where they can be made.

No person other than required crewmembers may be carried aboard an airplane being ferried under paragraph (e) of this section.

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

(1) Before January 1, 2004, turbojet-powered aircraft;

(2) Aircraft while engaged in scheduled flights by scheduled air carriers;

(3) Aircraft while engaged in training operations conducted entirely within a 50-nautical mile radius of the airport from which such local flight operations began;

(4) Aircraft while engaged in flight operations incident to design and testing;

(5) New aircraft while engaged in flight operations incident to their manufacture, preparation, and delivery;

(6) Aircraft while engaged in flight operations incident to the aerial application of chemicals and other substances for agricultural purposes;

(7) Aircraft certificated by the Administrator for research and development purposes;

(8) Aircraft while used for showing compliance with regulations, crew training, exhibition, air racing, or market surveys;

(9) Aircraft equipped to carry not more than one person.

(10) An aircraft during any period for which the transmitter has been temporarily removed for inspection, repair, modification, or replacement, subject to the following:

(i) No person may operate the aircraft unless the aircraft records contain an entry which includes the date of initial removal, the make, model, serial number, and reason for removing the transmitter, and a placard located in view of the pilot to show “ELT not installed.”

(ii) No person may operate the aircraft more than 90 days after the ELT is initially removed from the aircraft; and

(11) On and after January 1, 2004, aircraft with a maximum payload capacity of more than 18,000 pounds when used in air transportation.

§ 91.209

Aircraft lights.

No person may:

(a) During the period from sunset to sunrise (or, in Alaska, during the period a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than 6 degrees below the horizon)—

(1) Operate an aircraft unless it has lighted position lights;

(2) Park or move an aircraft in, or in dangerous proximity to, a night flight operations area of an airport unless the aircraft—

(i) Is clearly illuminated;

(ii) Has lighted position lights; or

(iii) is in an area that is marked by obstruction lights;

(3) Anchor an aircraft unless the aircraft—

(i) Has lighted anchor lights; or

(ii) Is in an area where anchor lights are not required on vessels; or

(b) Operate an aircraft that is equipped with an anticollision light system, unless it has lighted anticollision lights. However, the anticollision lights need not be lighted when the pilot-in-command determines that, because of operating conditions, it would be in the interest of safety to turn the lights off.

§ 91.211

Supplemental oxygen.

(a) General. No person may operate a civil aircraft of U.S. registry—

(1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;

(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

(b) Pressurized cabin aircraft. (1) No person may operate a civil aircraft of U.S. registry with a pressurized cabin—

(i) At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph (a) of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and

(ii) At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.

(2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember's station.

§ 91.213

Inoperative instruments and equipment.

(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that aircraft.

(2) The aircraft has within it a letter of authorization, issued by the responsible Flight Standards office, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

(3) The approved Minimum Equipment List must—

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section; and

(ii) Provide for the operation of the aircraft with the instruments and equipment in an inoperable condition.

(4) The aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment.

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the letter authorizing the use of the list.

(b) The following instruments and equipment may not be included in a Minimum Equipment List:

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions.

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

(3) Instruments and equipment required for specific operations by this part.

(c) A person authorized to use an approved Minimum Equipment List issued for a specific aircraft under subpart K of this part, part 121, 125, or 135 of this chapter must use that Minimum Equipment List to comply with the requirements in this section.

(d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided—

(1) The flight operation is conducted in a—

(i) Rotorcraft, non-turbine-powered airplane, glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or

(ii) Small rotorcraft, nonturbine-powered small airplane, glider, or lighter-than-air aircraft for which a Master Minimum Equipment List has been developed; and

(2) The inoperative instruments and equipment are not—

(i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated;

(ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted;

(iii) Required by § 91.205 or any other rule of this part for the specific kind of flight operation being conducted; or

(iv) Required to be operational by an airworthiness directive; and

(3) The inoperative instruments and equipment are—

(i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with § 43.9 of this chapter; or

(ii) Deactivated and placarded “Inoperative.” If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; and

(4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.

An aircraft with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a properly altered condition acceptable to the Administrator.

(e) Notwithstanding any other provision of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit issued in accordance with §§ 21.197 and 21.199 of this chapter.

§ 91.215

ATC transponder and altitude reporting equipment and use.

(a) All airspace: U.S.-registered civil aircraft. For operations not conducted under part 121 or 135 of this chapter, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability) as appropriate, or the appropriate class of TSO-C112 (Mode S).

(b) All airspace. Unless otherwise authorized or directed by ATC, and except as provided in paragraph (e)(1) of this section, no person may operate an aircraft in the airspace described in paragraphs (b)(1) through (5) of this section, unless that aircraft is equipped with an operable coded radar beacon transponder having either Mode A 4096 code capability, replying to Mode A interrogations with the code specified by ATC, or a Mode S capability, replying to Mode A interrogations with the code specified by ATC and Mode S interrogations in accordance with the applicable provisions specified in TSO-C112, and that aircraft is equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. The requirements of this paragraph (b) apply to—

(1) All aircraft. In Class A, Class B, and Class C airspace areas;

(2) All aircraft. In all airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part from the surface upward to 10,000 feet MSL;

(3) Notwithstanding paragraph (b)(2) of this section, any aircraft which was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with such a system installed, balloon or glider may conduct operations in the airspace within 30 nautical miles of an airport listed in appendix D, section 1 of this part provided such operations are conducted—

(i) Outside any Class A, Class B, or Class C airspace area; and

(ii) Below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport or 10,000 feet MSL, whichever is lower; and

(4) All aircraft in all airspace above the ceiling and within the lateral boundaries of a Class B or Class C airspace area designated for an airport upward to 10,000 feet MSL; and

(5) All aircraft except any aircraft which was not originally certificated with an engine-driven electrical system or which has not subsequently been certified with such a system installed, balloon, or glider—

(i) In all airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface; and

(ii) In the airspace from the surface to 10,000 feet MSL within a 10-nautical-mile radius of any airport listed in appendix D, section 2 of this part, excluding the airspace below 1,200 feet outside of the lateral boundaries of the surface area of the airspace designated for that airport.

(c) Transponder-on operation. Except as provided in paragraph (e)(2) of this section, while in the airspace as specified in paragraph (b) of this section or in all controlled airspace, each person operating an aircraft equipped with an operable ATC transponder maintained in accordance with § 91.413 shall operate the transponder, including Mode C equipment if installed, and shall reply on the appropriate code or as assigned by ATC, unless otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions.

(d) ATC authorized deviations. Requests for ATC authorized deviations must be made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified as follows:

(1) For operation of an aircraft with an operating transponder but without operating automatic pressure altitude reporting equipment having a Mode C capability, the request may be made at any time.

(2) For operation of an aircraft with an inoperative transponder to the airport of ultimate destination, including any intermediate stops, or to proceed to a place where suitable repairs can be made or both, the request may be made at any time.

(3) For operation of an aircraft that is not equipped with a transponder, the request must be made at least one hour before the proposed operation.

(e) Unmanned aircraft. (1) The requirements of paragraph (b) of this section do not apply to a person operating an unmanned aircraft under this part unless the operation is conducted under a flight plan and the person operating the unmanned aircraft maintains two-way communication with ATC.

(2) No person may operate an unmanned aircraft under this part with a transponder on unless:

(i) The operation is conducted under a flight plan and the person operating the unmanned aircraft maintains two-way communication with ATC; or

(ii) The use of a transponder is otherwise authorized by the Administrator.

§ 91.217

Data correspondence between automatically reported pressure altitude data and the pilot's altitude reference.

(a) No person may operate any automatic pressure altitude reporting equipment associated with a radar beacon transponder—

(1) When deactivation of that equipment is directed by ATC;

(2) Unless, as installed, that equipment was tested and calibrated to transmit altitude data corresponding within 125 feet (on a 95 percent probability basis) of the indicated or calibrated datum of the altimeter normally used to maintain flight altitude, with that altimeter referenced to 29.92 inches of mercury for altitudes from sea level to the maximum operating altitude of the aircraft; or

(3) Unless the altimeters and digitizers in that equipment meet the standards of TSO-C10b and TSO-C88, respectively.

(b) No person may operate any automatic pressure altitude reporting equipment associated with a radar beacon transponder or with ADS-B Out equipment unless the pressure altitude reported for ADS-B Out and Mode C/S is derived from the same source for aircraft equipped with both a transponder and ADS-B Out.

§ 91.219

Altitude alerting system or device: Turbojet-powered civil airplanes.

(a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered U.S.-registered civil airplane unless that airplane is equipped with an approved altitude alerting system or device that is in operable condition and meets the requirements of paragraph (b) of this section.

(b) Each altitude alerting system or device required by paragraph (a) of this section must be able to—

(1) Alert the pilot—

(i) Upon approaching a preselected altitude in either ascent or descent, by a sequence of both aural and visual signals in sufficient time to establish level flight at that preselected altitude; or

(ii) Upon approaching a preselected altitude in either ascent or descent, by a sequence of visual signals in sufficient time to establish level flight at that preselected altitude, and when deviating above and below that preselected altitude, by an aural signal;

(2) Provide the required signals from sea level to the highest operating altitude approved for the airplane in which it is installed;

(3) Preselect altitudes in increments that are commensurate with the altitudes at which the aircraft is operated;

(4) Be tested without special equipment to determine proper operation of the alerting signals; and

(5) Accept necessary barometric pressure settings if the system or device operates on barometric pressure. However, for operation below 3,000 feet AGL, the system or device need only provide one signal, either visual or aural, to comply with this paragraph. A radio altimeter may be included to provide the signal if the operator has an approved procedure for its use to determine DA/DH or MDA, as appropriate.

(c) Each operator to which this section applies must establish and assign procedures for the use of the altitude alerting system or device and each flight crewmember must comply with those procedures assigned to him.

(d) Paragraph (a) of this section does not apply to any operation of an airplane that has an experimental certificate or to the operation of any airplane for the following purposes:

(1) Ferrying a newly acquired airplane from the place where possession of it was taken to a place where the altitude alerting system or device is to be installed.

(2) Continuing a flight as originally planned, if the altitude alerting system or device becomes inoperative after the airplane has taken off; however, the flight may not depart from a place where repair or replacement can be made.

(3) Ferrying an airplane with any inoperative altitude alerting system or device from a place where repairs or replacements cannot be made to a place where it can be made.

(4) Conducting an airworthiness flight test of the airplane.

(5) Ferrying an airplane to a place outside the United States for the purpose of registering it in a foreign country.

(6) Conducting a sales demonstration of the operation of the airplane.

(7) Training foreign flight crews in the operation of the airplane before ferrying it to a place outside the United States for the purpose of registering it in a foreign country.

§ 91.221

Traffic alert and collision avoidance system equipment and use.

(a) All airspace: U.S.-registered civil aircraft. Any traffic alert and collision avoidance system installed in a U.S.-registered civil aircraft must be approved by the Administrator.

(b) Traffic alert and collision avoidance system, operation required. Each person operating an aircraft equipped with an operable traffic alert and collision avoidance system shall have that system on and operating.

§ 91.223

Terrain awareness and warning system.

(a) Airplanes manufactured after March 29, 2002. Except as provided in paragraph (d) of this section, no person may operate a turbine-powered U.S.-registered airplane configured with six or more passenger seats, excluding any pilot seat, unless that airplane is equipped with an approved terrain awareness and warning system that as a minimum meets the requirements for Class B equipment in Technical Standard Order (TSO)-C151.

(b) Airplanes manufactured on or before March 29, 2002. Except as provided in paragraph (d) of this section, no person may operate a turbine-powered U.S.-registered airplane configured with six or more passenger seats, excluding any pilot seat, after March 29, 2005, unless that airplane is equipped with an approved terrain awareness and warning system that as a minimum meets the requirements for Class B equipment in Technical Standard Order (TSO)-C151.

(c) Airplane Flight Manual. The Airplane Flight Manual shall contain appropriate procedures for—

(1) The use of the terrain awareness and warning system; and

(2) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings.

(d) Exceptions. Paragraphs (a) and (b) of this section do not apply to—

(1) Parachuting operations when conducted entirely within a 50 nautical mile radius of the airport from which such local flight operations began.

(2) Firefighting operations.

(3) Flight operations when incident to the aerial application of chemicals and other substances.

§ 91.225

Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use.

(a) After January 1, 2020, unless otherwise authorized by ATC, no person may operate an aircraft in Class A airspace unless the aircraft has equipment installed that—

(1) Meets the performance requirements in-

(i) TSO-C166b and Section 2 of RTCA DO-260B (as referenced in TSO-C166b); or

(ii) TSO-C166c and Section 2 of RTCA DO-260C as modified by DO-260C—Change 1 (as referenced in TSO-C166c); and

(2) Meets the requirements of § 91.227.

(b) After January 1, 2020, except as prohibited in paragraph (h)(2) of this section or unless otherwise authorized by ATC, no person may operate an aircraft below 18,000 feet MSL and in airspace described in paragraph (d) of this section unless the aircraft has equipment installed that—

(1) Meets the performance requirements in—

(i) TSO-C166b and Section 2 of RTCA DO-260B (as referenced in TSO-C166b);

(ii) TSO-C166c and Section 2 of RTCA DO-260C as modified by DO-260C—Change 1 (as referenced in TSO-C166c);

(iii) TSO-C154c and Section 2 of RTCA DO-282B (as referenced in TSO-C154c); or

(iv) TSO-C154d and Section 2 of RTCA DO-282C (as referenced in TSO-C154d);

(2) Meets the requirements of § 91.227.

(c) Operators with equipment installed with an approved deviation under § 21.618 of this chapter also are in compliance with this section.

(d) After January 1, 2020, except as prohibited in paragraph (h)(2) of this section or unless otherwise authorized by ATC, no person may operate an aircraft in the following airspace unless the aircraft has equipment installed that meets the requirements in paragraph (b) of this section:

(1) Class B and Class C airspace areas;

(2) Except as provided for in paragraph (e) of this section, within 30 nautical miles of an airport listed in appendix D, section 1 to this part from the surface upward to 10,000 feet MSL;

(3) Above the ceiling and within the lateral boundaries of a Class B or Class C airspace area designated for an airport upward to 10,000 feet MSL;

(4) Except as provided in paragraph (e) of this section, Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface; and

(5) Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles.

(e) The requirements of paragraph (b) of this section do not apply to any aircraft that was not originally certificated with an engine-driven electrical system, or that has not subsequently been certified with such a system installed, including balloons and gliders. These aircraft may conduct operations without ADS-B Out in the airspace specified in paragraph (d)(4) of this section. These aircraft may also conduct operations in the airspace specified in paragraph (d)(2) of this section if those operations are conducted—

(1) Outside any Class B or Class C airspace area; and

(2) Below the altitude of the ceiling of a Class B or Class C airspace area designated for an airport, or 10,000 feet MSL, whichever is lower.

(f) Except as prohibited in paragraph (h)(2) of this section, each person operating an aircraft equipped with ADS-B Out must operate this equipment in the transmit mode at all times unless—

(1) Otherwise authorized by the FAA when the aircraft is performing a sensitive government mission for national defense, homeland security, intelligence or law enforcement purposes and transmitting would compromise the operations security of the mission or pose a safety risk to the aircraft, crew, or people and property in the air or on the ground; or

(2) Otherwise directed by ATC when transmitting would jeopardize the safe execution of air traffic control functions.

(g) Requests for ATC authorized deviations from the requirements of this section must be made to the ATC facility having jurisdiction over the concerned airspace within the time periods specified as follows:

(1) For operation of an aircraft with an inoperative ADS-B Out, to the airport of ultimate destination, including any intermediate stops, or to proceed to a place where suitable repairs can be made or both, the request may be made at any time.

(2) For operation of an aircraft that is not equipped with ADS-B Out, the request must be made at least 1 hour before the proposed operation.

(h) For unmanned aircraft:

(1) No person may operate an unmanned aircraft under a flight plan and in two way communication with ATC unless:

(i) That aircraft has equipment installed that meets the performance requirements in TSO-C166b (including Section 2 of RTCA DO-260B, as referenced in TSO-C166b), TSO-C166c (including Section 2 of RTCA DO-260C as modified by DO-260C—Change 1, as referenced in TSO-C166c), TSO-C154c (including Section 2 of RTCA DO-282B, as referenced in TSO-C154c), or TSO-C154d (including Section 2 of RTCA DO-282C, as referenced in TSO-C154d); and

(ii) The equipment meets the requirements of § 91.227.

(2) No person may operate an unmanned aircraft under this part with Automatic Dependent Surveillance-Broadcast Out equipment in transmit mode unless:

(i) The operation is conducted under a flight plan and the person operating that unmanned aircraft maintains two-way communication with ATC; or

(ii) The use of ADS-B Out is otherwise authorized by the Administrator.

(i) The standards required in this section are incorporated by reference with the approval of the Director of the Office of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. This incorporation by reference (IBR) material is available for inspection at the FAA and the National Archives and Records Administration (NARA). Contact the FAA at: Office of Rulemaking (ARM-1), 800 Independence Avenue SW, Washington, DC 20590 (telephone 202-267-9677). For information on the availability of this material at NARA, visit https://www.archives.gov/federal-register/cfr/ibr-locations.html or email fr.inspection@nara.gov. This material is also available from the following sources in this paragraph (i).

(1) U.S. Department of Transportation, Subsequent Distribution Office, DOT Warehouse M30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785; telephone (301) 322-5377; website: www.faa.gov/aircraft/air_cert/design_approvals/tso/ (select the link “Search Technical Standard Orders”).

(i) TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz), December 2, 2009.

(ii) TSO-C166c, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz), March 10, 2023.

(iii) TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Frequency of 978 MHz, December 2, 2009.

(iv) TSO-C154d, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Radio Frequency of 978 Megahertz (MHz), March 10, 2023.

(2) RTCA, Inc., 1150 18th St. NW, Suite 910, Washington, DC 20036; telephone (202) 833-9339; website: www.rtca.org/products.

(i) RTCA DO-260B, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 2, 2009.

(ii) RTCA DO-260C, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 17, 2020.

(iii) RTCA DO-260C, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance—Broadcast (ADS-B) and Traffic Information Services—Broadcast (TIS-B), Change 1, January 25, 2022.

(iv) RTCA DO-282B, Minimum Operational Performance Standards for Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 2, 2009.

(v) RTCA DO-282C, Minimum Operational Performance Standards (MOPS) for Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B), Section 2, Equipment Performance Requirements and Test Procedures, June 23, 2022.

§ 91.227

Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment performance requirements.

(a) Definitions. For the purposes of this section:

ADS-B Out is a function of an aircraft's onboard avionics that periodically broadcasts the aircraft's state vector (3-dimensional position and 3-dimensional velocity) and other required information as described in this section.

Navigation Accuracy Category for Position ( NAC P ) specifies the accuracy of a reported aircraft's position.

Navigation Accuracy Category for Velocity ( NAC V ) specifies the accuracy of a reported aircraft's velocity.

Navigation Integrity Category (NIC) specifies an integrity containment radius around an aircraft's reported position.

Position Source refers to the equipment installed onboard an aircraft used to process and provide aircraft position (for example, latitude, longitude, and velocity) information.

Source Integrity Level (SIL) indicates the probability of the reported horizontal position exceeding the containment radius defined by the NIC on a per sample or per hour basis.

System Design Assurance (SDA) indicates the probability of an aircraft malfunction causing false or misleading information to be transmitted.

Total latency is the total time between when the position is measured and when the position is transmitted by the aircraft.

Uncompensated latency is the time for which the aircraft does not compensate for latency.

(b) 1090 MHz ES and UAT Broadcast Links and Power Requirements —

(1) Aircraft operating in Class A airspace must have equipment installed that meets the antenna and power output requirements of Class A1S, A1, A2, A3, B1S, or B1 equipment as defined in TSO-C166b and Section 2 of RTCA DO-260B (as referenced in TSO-C166b), or TSO-C166c and Section 2 of RTCA DO-260C as modified by DO-260C—Change 1 (as referenced in TSO-C166c).

(2) Aircraft operating in airspace designated for ADS-B Out, but outside of Class A airspace, must have equipment installed that meets the antenna and output power requirements of either:

(i) Class A1S, A1, A2, A3, B1S, or B1 as defined in TSO-C166b and Section 2 of RTCA DO-260B (as referenced in TSO-C166b) or TSO-C166c and Section 2 of RTCA DO-260C as modified by DO-260C—Change 1 (as referenced in TSO-C166c); or

(ii) Class A1S, A1H, A2, A3, B1S, or B1 equipment as defined in TSO-C154c and Section 2 of RTCA DO-282B (as referenced in TSO-C154c), or TSO-C154d and Section 2 of RTCA DO-282C (as referenced in TSO-C154d).

(c) ADS-B Out Performance Requirements for NAC P, NAC V , NIC, SDA , and SIL —

(1) For aircraft broadcasting ADS-B Out as required under § 91.225 (a) and (b)—

(i) The aircraft's NAC P must be less than 0.05 nautical miles;

(ii) The aircraft's NAC V must be less than 10 meters per second;

(iii) The aircraft's NIC must be less than 0.2 nautical miles;

(iv) The aircraft's SDA must be less than or equal to 10 −5 per flight hour; and

(v) The aircraft's SIL must be less than or equal to 10 −7 per flight hour or per sample.

(2) Changes in NAC P , NAC V , SDA, and SIL must be broadcast within 10 seconds.

(3) Changes in NIC must be broadcast within 12 seconds.

(d) Minimum Broadcast Message Element Set for ADS-B Out. Each aircraft must broadcast the following information, as defined in TSO-C166b (including Section 2 of RTCA DO-260B, as referenced in TSO-C166b), TSO-C166c (including Section 2 of RTCA DO-260C as modified by DO-260C—Change 1, as referenced in TSO-C166c), TSO-C154c (including Section 2 of RTCA DO-282B, as referenced in TSO-C154c), or TSO-C154d (including Section 2 of RTCA DO-282C, as referenced in TSO-C154d). The pilot must enter information for message elements listed in paragraphs (d)(7) through (10) of this section during the appropriate phase of flight.

(1) The length and width of the aircraft;

(2) An indication of the aircraft's latitude and longitude;

(3) An indication of the aircraft's barometric pressure altitude;

(4) An indication of the aircraft's velocity;

(5) An indication if a collision avoidance system is installed and operating in a mode that can generate resolution advisory alerts;

(6) If an operable collision avoidance system is installed, an indication if a resolution advisory is in effect;

(7) An indication of the Mode A transponder code specified by ATC;

(8) An indication of the aircraft identification that is submitted on the flight plan or used for communicating with ATC, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c or TSO-C154d self-assigned temporary 24-bit address;

(9) An indication if the flightcrew has identified an emergency, radio communication failure, or unlawful interference;

(10) An indication of the aircraft's “IDENT” to ATC;

(11) An indication of the aircraft assigned ICAO 24-bit address, except when the pilot has not filed a flight plan, has not requested ATC services, and is using a TSO-C154c or TSO-C154d self-assigned temporary 24-bit address;

(12) An indication of the aircraft's emitter category;

(13) An indication of whether an ADS-B In capability is available;

(14) An indication of the aircraft's geometric altitude;

(15) An indication of the Navigation Accuracy Category for Position (NAC P );

(16) An indication of the Navigation Accuracy Category for Velocity (NAC V );

(17) An indication of the Navigation Integrity Category (NIC);

(18) An indication of the System Design Assurance (SDA); and

(19) An indication of the Source Integrity Level (SIL).

(e) ADS-B Latency Requirements —

(1) The aircraft must transmit its geometric position no later than 2.0 seconds from the time of measurement of the position to the time of transmission.

(2) Within the 2.0 total latency allocation, a maximum of 0.6 seconds can be uncompensated latency. The aircraft must compensate for any latency above 0.6 seconds up to the maximum 2.0 seconds total by extrapolating the geometric position to the time of message transmission.

(3) The aircraft must transmit its position and velocity at least once per second while airborne or while moving on the airport surface.

(4) The aircraft must transmit its position at least once every 5 seconds while stationary on the airport surface.

(f) Equipment with an approved deviation. Operators with equipment installed with an approved deviation under § 21.618 of this chapter also are in compliance with this section.

(g) Incorporation by reference. The standards required in this section are incorporated by reference with the approval of the Director of the Office of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. This incorporation by reference (IBR) material is available for inspection at the FAA and the National Archives and Records Administration (NARA). Contact the FAA at: Office of Rulemaking (ARM-1), 800 Independence Avenue SW, Washington, DC 20590 (telephone 202-267-9677). For information on the availability of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations.html or email fr.inspection@nara.gov. This material is also available from the following sources indicated in this paragraph (g).

(1) U.S. Department of Transportation, Subsequent Distribution Office, DOT Warehouse M30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785; telephone (301) 322-5377; website: www.faa.gov/aircraft/air_cert/design_approvals/tso/ (select the link “Search Technical Standard Orders”).

(i) TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz), December 2, 2009.

(ii) TSO-C166c, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Service-Broadcast (TIS-B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz), March 10, 2023.

(iii) TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Frequency of 978 MHz, December 2, 2009.

(iv) TSO-C154d, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B) Equipment Operating on the Radio Frequency of 978 Megahertz (MHz), March 10, 2023.

(2) RTCA, Inc., 1150 18th St. NW, Suite 910, Washington, DC 20036; telephone (202) 833-9339; website: www.rtca.org/products.

(i) RTCA DO-260B, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 2, 2009.

(ii) RTCA DO-260C, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 17, 2020.

(iii) RTCA DO-260C, Minimum Operational Performance Standards for 1090 MHz Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic Information Services-Broadcast (TIS-B), Change 1, January 25, 2022.

(iv) RTCA DO-282B, Minimum Operational Performance Standards for Universal Access Transceiver (UAT) Automatic Dependent Surveillance- Broadcast (ADS-B), Section 2, Equipment Performance Requirements and Test Procedures, December 2, 2009.

(v) RTCA DO-282C, Minimum Operational Performance Standards (MOPS) for Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS-B), Section 2, Equipment Performance Requirements and Test Procedures, June 23, 2022.

§§ 91.228-91.299

§ 91.301

§ 91.303

Aerobatic flight.

No person may operate an aircraft in aerobatic flight—

(a) Over any congested area of a city, town, or settlement;

(b) Over an open air assembly of persons;

(c) Within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport;

(d) Within 4 nautical miles of the center line of any Federal airway;

(e) Below an altitude of 1,500 feet above the surface; or

(f) When flight visibility is less than 3 statute miles.

For the purposes of this section, aerobatic flight means an intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight.

§ 91.305

Flight test areas.

No person may flight test an aircraft except over open water, or sparsely populated areas, having light air traffic.

§ 91.307

Parachutes and parachuting.

(a) No pilot of a civil aircraft may allow a parachute that is available for emergency use to be carried in that aircraft unless it is an approved type and has been packed by a certificated and appropriately rated parachute rigger—

(1) Within the preceding 180 days, if its canopy, shrouds, and harness are composed exclusively of nylon, rayon, or other similar synthetic fiber or materials that are substantially resistant to damage from mold, mildew, or other fungi and other rotting agents propagated in a moist environment; or

(2) Within the preceding 60 days, if any part of the parachute is composed of silk, pongee, or other natural fiber or materials not specified in paragraph (a)(1) of this section.

(b) Except in an emergency, no pilot in command may allow, and no person may conduct, a parachute operation from an aircraft within the United States except in accordance with part 105 of this chapter.

(c) Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds—

(1) A bank of 60 degrees relative to the horizon; or

(2) A nose-up or nose-down attitude of 30 degrees relative to the horizon.

(d) Paragraph (c) of this section does not apply to—

(1) Flight tests for pilot certification or rating; or

(2) Spins and other flight maneuvers required by the regulations for any certificate or rating when given by—

(i) A certificated flight instructor; or

(ii) An airline transport pilot instructing in accordance with § 61.67 of this chapter.

(e) For the purposes of this section, approved parachute means—

(1) A parachute manufactured under a type certificate or a technical standard order (C-23 series); or

(2) A personnel-carrying military parachute identified by an NAF, AAF, or AN drawing number, an AAF order number, or any other military designation or specification number.

§ 91.309

Towing: Gliders and unpowered ultralight vehicles.

(a) No person may operate a civil aircraft towing a glider or unpowered ultralight vehicle unless—

(1) The pilot in command of the towing aircraft is qualified under § 61.69 of this chapter;

(2) The towing aircraft is equipped with a tow-hitch of a kind, and installed in a manner, that is approved by the Administrator;

(3) The towline used has breaking strength not less than 80 percent of the maximum certificated operating weight of the glider or unpowered ultralight vehicle and not more than twice this operating weight. However, the towline used may have a breaking strength more than twice the maximum certificated operating weight of the glider or unpowered ultralight vehicle if—

(4) Before conducting any towing operation within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport, or before making each towing flight within such controlled airspace if required by ATC, the pilot in command notifies the control tower. If a control tower does not exist or is not in operation, the pilot in command must notify the FAA flight service station serving that controlled airspace before conducting any towing operations in that airspace; and

(5) The pilots of the towing aircraft and the glider or unpowered ultralight vehicle have agreed upon a general course of action, including takeoff and release signals, airspeeds, and emergency procedures for each pilot.

(b) No pilot of a civil aircraft may intentionally release a towline, after release of a glider or unpowered ultralight vehicle, in a manner that endangers the life or property of another.

§ 91.311

Towing: Other than under § 91.309.

No pilot of a civil aircraft may tow anything with that aircraft (other than under § 91.309) except in accordance with the terms of a certificate of waiver issued by the Administrator.

§ 91.313

Restricted category civil aircraft: Operating limitations.

(a) No person may operate a restricted category civil aircraft—

(1) For other than the special purpose for which it is certificated; or

(2) In an operation other than one necessary to accomplish the work activity directly associated with that special purpose.

(b) For the purpose of paragraph (a) of this section, the following operations are considered necessary to accomplish the work activity directly associated with a special purpose operation:

(1) Flights conducted for flight crewmember training in a special purpose operation for which the aircraft is certificated.

(2) Flights conducted to satisfy proficiency check and recent flight experience requirements under part 61 of this chapter provided the flight crewmember holds the appropriate category, class, and type ratings and is employed by the operator to perform the appropriate special purpose operation.

(3) Flights conducted to relocate the aircraft for delivery, repositioning, or maintenance.

(c) No person may operate a restricted category civil aircraft carrying persons or property for compensation or hire. For the purposes of this paragraph (c), a special purpose operation involving the carriage of persons or material necessary to accomplish that operation, such as crop dusting, seeding, spraying, and banner towing (including the carrying of required persons or material to the location of that operation), an operation for the purpose of providing flight crewmember training in a special purpose operation, and an operation conducted under the authority provided in paragraph (h) of this section are not considered to be the carriage of persons or property for compensation or hire.

(d) No person may be carried on a restricted category civil aircraft unless that person—

(1) Is a flight crewmember;

(2) Is a flight crewmember trainee;

(3) Performs an essential function in connection with a special purpose operation for which the aircraft is certificated;

(4) Is necessary to accomplish the work activity directly associated with that special purpose; or

(5) Is necessary to accomplish an operation under paragraph (h) of this section.

(e) Except when operating in accordance with the terms and conditions of a certificate of waiver or special operating limitations issued by the Administrator, no person may operate a restricted category civil aircraft within the United States—

(1) Over a densely populated area;

(2) In a congested airway; or

(3) Near a busy airport where passenger transport operations are conducted.

(f) This section does not apply to nonpassenger-carrying civil rotorcraft external-load operations conducted under part 133 of this chapter.

(g) No person may operate a small restricted-category civil airplane manufactured after July 18, 1978, unless an approved shoulder harness or restraint system is installed for each front seat. The shoulder harness or restraint system installation at each flightcrew station must permit the flightcrew member, when seated and with the safety belt and shoulder harness fastened or the restraint system engaged, to perform all functions necessary for flight operation. For purposes of this paragraph—

(1) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and

(2) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat.

(h)(1) An operator may apply for deviation authority from the provisions of paragraph (a) of this section to conduct operations for the following purposes:

(i) Flight training and the practical test for issuance of a type rating provided—

(A) The pilot being trained and tested holds at least a commercial pilot certificate with the appropriate category and class ratings for the aircraft type;

(B) The pilot receiving flight training is employed by the operator to perform a special purpose operation; and

(C) The flight training is conducted by the operator who employs the pilot to perform a special purpose operation.

(ii) Flights to designate an examiner or qualify an FAA inspector in the aircraft type and flights necessary to provide continuing oversight and evaluation of an examiner.

(2) The FAA will issue this deviation authority as a letter of deviation authority.

(3) The FAA may cancel or amend a letter of deviation authority at any time.

(4) An applicant must submit a request for deviation authority in a form and manner acceptable to the Administrator at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the proposed operation and justification that establishes a level of safety equivalent to that provided under the regulations for the deviation requested.

§ 91.315

Limited category civil aircraft: Operating limitations.

Except as provided in § 91.326, no person may operate a limited category civil aircraft carrying persons or property for compensation or hire in operations that:

(a) Require an air carrier or commercial operator certificate issued under part 119 of this chapter;

(b) Are listed in § 119.1(e) of this chapter;

(c) Require management specifications for a fractional ownership program issued in accordance with subpart K of this part; or

(d) Are conducted under part 129, 133, or 137 of this chapter.

§ 91.317

Provisionally certificated civil aircraft: Operating limitations.

(a) No person may operate a provisionally certificated civil aircraft unless that person is eligible for a provisional airworthiness certificate under § 21.213 of this chapter.

(b) No person may operate a provisionally certificated civil aircraft outside the United States unless that person has specific authority to do so from the Administrator and each foreign country involved.

(c) Unless otherwise authorized by the Executive Director, Flight Standards Service, no person may operate a provisionally certificated civil aircraft in air transportation.

(d) Unless otherwise authorized by the Administrator, no person may operate a provisionally certificated civil aircraft except—

(1) In direct conjunction with the type or supplemental type certification of that aircraft;

(2) For training flight crews, including simulated air carrier operations;

(3) Demonstration flight by the manufacturer for prospective purchasers;

(4) Market surveys by the manufacturer;

(5) Flight checking of instruments, accessories, and equipment that do not affect the basic airworthiness of the aircraft; or

(6) Service testing of the aircraft.

(e) Each person operating a provisionally certificated civil aircraft shall operate within the prescribed limitations displayed in the aircraft or set forth in the provisional aircraft flight manual or other appropriate document. However, when operating in direct conjunction with the type or supplemental type certification of the aircraft, that person shall operate under the experimental aircraft limitations of § 21.191 of this chapter and when flight testing, shall operate under the requirements of § 91.305 of this part.

(f) Each person operating a provisionally certificated civil aircraft shall establish approved procedures for—

(1) The use and guidance of flight and ground personnel in operating under this section; and

(2) Operating in and out of airports where takeoffs or approaches over populated areas are necessary. No person may operate that aircraft except in compliance with the approved procedures.

(g) Each person operating a provisionally certificated civil aircraft shall ensure that each flight crewmember is properly certificated and has adequate knowledge of, and familiarity with, the aircraft and procedures to be used by that crewmember.

(h) Each person operating a provisionally certificated civil aircraft shall maintain it as required by applicable regulations and as may be specially prescribed by the Administrator.

(i) Whenever the manufacturer, or the Administrator, determines that a change in design, construction, or operation is necessary to ensure safe operation, no person may operate a provisionally certificated civil aircraft until that change has been made and approved. Section 21.99 of this chapter applies to operations under this section.

(j) Each person operating a provisionally certificated civil aircraft—

(1) May carry in that aircraft only persons who have a proper interest in the operations allowed by this section or who are specifically authorized by both the manufacturer and the Administrator; and

(2) Shall advise each person carried that the aircraft is provisionally certificated.

(k) The Administrator may prescribe additional limitations or procedures that the Administrator considers necessary, including limitations on the number of persons who may be carried in the aircraft.

§ 91.319

Aircraft having experimental certificates: Operating limitations.

(a) Except as provided in § 91.326, no person may operate an aircraft that has an experimental certificate—

(1) For other than the purpose for which the certificate was issued; or

(2) Carrying persons or property for compensation or hire in operations that:

(i) Require an air carrier or commercial operator certificate issued under part 119 of this chapter;

(ii) Are listed in § 119.1(e) of this chapter;

(iii) Require management specifications for a fractional ownership program issued in accordance with subpart K of this part; or

(iv) Are conducted under part 129, 133, or 137 of this chapter.

(b) No person may operate an aircraft that has an experimental certificate outside of an area assigned by the Administrator until it is shown that—

(1) The aircraft is controllable throughout its normal range of speeds and throughout all the maneuvers to be executed; and

(2) The aircraft has no hazardous operating characteristics or design features.

(c) Unless otherwise authorized by the Administrator in special operating limitations, no person may operate an aircraft that has an experimental certificate over a densely populated area or in a congested airway. The Administrator may issue special operating limitations for particular aircraft to permit takeoffs and landings to be conducted over a densely populated area or in a congested airway, in accordance with terms and conditions specified in the authorization in the interest of safety in air commerce.

(d) Each person operating an aircraft that has an experimental certificate shall—

(1) Advise each person carried of the experimental nature of the aircraft;

(2) Operate under VFR, day only, unless otherwise specifically authorized by the Administrator; and

(3) Notify air traffic control of the experimental nature of the aircraft when utilizing air traffic services.

(e) No person may operate a light-sport aircraft that is issued an experimental certificate under § 21.191 of this chapter for compensation or hire, except:

(1) A person may operate an aircraft issued an experimental certificate under § 21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or unpowered ultralight vehicle in accordance with § 91.309; or

(2) A person may operate a light-sport aircraft issued an experimental certificate under § 21.191 of this chapter to conduct operations authorized under § 91.326.

(f) No person may lease a light-sport aircraft that is issued an experimental certificate under § 21.191 of this chapter, except—

(1) In accordance with paragraph (e)(1) of this section; or

(2) To conduct a solo flight in accordance with a training program included as part of the deviation authority specified under § 91.326(b).

(g) No person may operate an aircraft issued an experimental certificate under § 21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or unpowered ultralight vehicle for compensation or hire or to conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has—

(1) Been inspected by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA; or

(2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

(h) [Reserved]

(i) The Administrator may prescribe additional limitations that the Administrator considers necessary, including limitations on the persons that may be carried in the aircraft.

(j) No person may operate an aircraft that has an experimental certificate under § 61.113(i) of this chapter unless the aircraft is carrying not more than 7 occupants.

§ 91.321

Carriage of candidates in elections.

(a) As an aircraft operator, you may receive payment for carrying a candidate, agent of a candidate, or person traveling on behalf of a candidate, running for Federal, State, or local election, without having to comply with the rules in parts 121, 125 or 135 of this chapter, under the following conditions:

(1) Your primary business is not as an air carrier or commercial operator;

(2) You carry the candidate, agent, or person traveling on behalf of a candidate, under the rules of part 91; and

(3) By Federal, state or local law, you are required to receive payment for carrying the candidate, agent, or person traveling on behalf of a candidate. For federal elections, the payment may not exceed the amount required by the Federal Election Commission. For a state or local election, the payment may not exceed the amount required under the applicable state or local law.

(b) For the purposes of this section, for Federal elections, the terms candidate and election have the same meaning as set forth in the regulations of the Federal Election Commission. For State or local elections, the terms candidate and election have the same meaning as provided by the applicable State or local law and those terms relate to candidates for election to public office in State and local government elections.

§ 91.323

Increased maximum certificated weights for certain airplanes operated in Alaska.

(a) Notwithstanding any other provision of the Federal Aviation Regulations, the Administrator will approve, as provided in this section, an increase in the maximum certificated weight of an airplane type certificated under Aeronautics Bulletin No. 7-A of the U.S. Department of Commerce dated January 1, 1931, as amended, or under the normal category of part 4a of the former Civil Air Regulations (14 CFR part 4a, 1964 ed.) if that airplane is operated in the State of Alaska by—

(1) A certificate holder conducting operations under part 121 or part 135 of this chapter; or

(2) The U.S. Department of Interior in conducting its game and fish law enforcement activities or its management, fire detection, and fire suppression activities concerning public lands.

(b) The maximum certificated weight approved under this section may not exceed—

(1) 12,500 pounds;

(2) 115 percent of the maximum weight listed in the FAA aircraft specifications;

(3) The weight at which the airplane meets the positive maneuvering load factor n, where n =2.1+(24,000/(W+10,000)) and W=design maximum takeoff weight, except that n need not be more than 3.8; or

(4) The weight at which the airplane meets the climb performance requirements under which it was type certificated.

(c) In determining the maximum certificated weight, the Administrator considers the structural soundness of the airplane and the terrain to be traversed.

(d) The maximum certificated weight determined under this section is added to the airplane's operation limitations and is identified as the maximum weight authorized for operations within the State of Alaska.

§ 91.325

Primary category aircraft: Operating limitations.

(a) Unless provided for in this section, no person may operate a primary category aircraft carrying persons or property for compensation or hire in operations that:

(1) Require an air carrier or commercial operator certificate issued under part 119 of this chapter;

(2) Are listed in § 119.1(e) of this chapter;

(3) Require management specifications for a fractional ownership program issued in accordance with subpart K of this part; or

(4) Are conducted under part 129, 133, or 137 of this chapter.

(b) Except as provided in § 91.326(c), no person may operate a primary category aircraft that is maintained by the pilot-owner under an approved special inspection and maintenance program except—

(1) The pilot-owner; or

(2) A designee of the pilot-owner, provided that the pilot-owner does not receive compensation for the use of the aircraft.

(c) A primary category aircraft that is maintained by an appropriately rated mechanic or an authorized certificated repair station in accordance with the applicable provisions of part 43 of this chapter may be used to conduct flight training, checking, and testing for compensation or hire.

§ 91.326

Exception to operating certain aircraft for the purposes of flight training, flightcrew member checking, or flightcrew member testing.

(a) General. Notwithstanding the prohibitions in §§ 91.315, 91.319(a), and 91.325, a person may conduct flight training, checking, or testing in a limited category aircraft, experimental aircraft, or primary category aircraft under the provisions of this section.

(b) Operations requiring a letter of deviation authority. Except as provided in paragraphs (c) and (d) of this section, no person may conduct flight training, checking, or testing in a limited category or experimental aircraft without deviation authority issued under this paragraph (b).

(1) No person may operate under this section without a letter of deviation authority (LODA) issued by the Administrator.

(2) The FAA may deny an application for a letter of deviation authority if it determines the deviation would not be in the interest of safety or is unnecessary. The FAA may cancel or amend a letter of deviation authority if it determines that the deviation holder has failed to comply with the conditions and limitations or at any time if the Administrator determines that the deviation is no longer necessary or in the interest of safety.

(3) An applicant must submit a request for deviation authority in a form and manner acceptable to the Administrator at least 60 days before the date of intended operations. A request for deviation authority must contain a complete description of the proposed operation that establishes a level of safety equivalent to that provided under the regulations for the deviation requested, including:

(i) A letter identifying the name and address of the applicant;

(ii) The name and contact information of the individual with ultimate responsibility for operations authorized under the deviation authority;

(iii) Specific aircraft make(s), model(s), registration number(s), and serial number(s) to be used;

(iv) Copies of each aircraft's airworthiness certificate, including the FAA-issued operating limitations, if applicable;

(v) Ejection seat information, if applicable;

(vi) A detailed training program that demonstrates the proposed activities will meet the intended training objectives;

(vii) A description of the applicant's process to determine whether a trainee has a specific need for formation or aerobatic training, or training leading to the issuance of an endorsement, if those types of training are being requested; and

(viii) Any other information that the Administrator deems necessary to evaluate the application.

(4) The holder of a letter of deviation authority must comply with any conditions and limitations provided in that letter of deviation authority. Unless otherwise authorized by the Administrator, the deviation authority will include the following conditions and limitations:

(i) The operator must use the aircraft-specific flight and ground training program for the training authorized by the letter of deviation authority. Demonstration flights, discovery flights, experience flights, and other flights not related to the training program are not authorized.

(ii) As appropriate to the aircraft being flown, all trainees must hold category and class ratings; a type rating, Authorized Experimental Aircraft authorization, or temporary Letter of Authorization; and endorsements listed in § 61.31 of this chapter, as appropriate, with the following exceptions:

(A) Persons receiving gyroplane training or training leading to the initial issuance of a sport pilot certificate or flight instructor certificate with a sport pilot rating in a low mass, high drag aircraft with an empty weight less than 650 pounds and a V H ≤87 Knots Calibrated Airspeed (KCAS) are not required to hold category or class ratings. For training leading to an endorsement for additional sport pilot privileges, the pilot receiving the training must hold at least a sport pilot certificate with appropriate category and class ratings and endorsements issued under § 61.31 of this chapter, as appropriate.

(B) Persons with a specific need to receive training toward the issuance of an endorsement are not required to hold the § 61.31 of this chapter endorsement sought. Any endorsements being provided must be authorized in the LODA.

(C) Persons receiving jet unusual attitude and upset recovery training, limited category type rating training, or authorized experimental aircraft authorization training, if required for the type of aircraft being flown, are not required to hold the applicable type rating, authorized experimental authorization rating, or a temporary Letter of Authorization prior to the commencement of training.

(D) For ultralight-style training, the person receiving training is not required to meet category and class ratings or § 61.31 of this chapter endorsement requirements. However, if the flight training includes a solo flight segment, this does not relieve the person receiving training from the requirements of part 61, subpart C, of this chapter. This training is limited to a low mass, high drag aircraft with an empty weight less than 650 pounds and a maximum speed in level flight with maximum continuous power less than 87 KCAS.

(iii) If the aircraft is equipped with ejection seats and systems, such systems must be rigged, maintained, and inspected in accordance with the manufacturer's recommendations. Before providing training in aircraft equipped with operable ejection systems, whether armed or not armed, all aircraft occupants must complete a course of ejection seat training.

(iv) When conducting spin and upset training, the operator must maintain a minimum recovery altitude of 6,000 feet above ground level unless the Administrator authorizes a lower altitude.

(v) A copy of the LODA must be carried on board the aircraft during flight training conducted under the LODA.

(vi) The LODA holder must keep a record of the training given for a period of 36 calendar months from the completion date of the training. The authorized instructor must sign the trainee's training record certifying that the flight training or ground training was given. The training record must include the following:

(A) The name and certificate number (if applicable) of the trainee;

(B) The name, signature, and certificate number of the instructor;

(C) The date trained;

(D) The training received;

(E) The trainee's specific need for training, if applicable.

(vii) Notwithstanding § 43.1(b) of this chapter or § 91.409(c)(1), all aircraft must:

(A) Except for turbine powered or large aircraft, within the preceding 100 hours of time in service, have received an annual, 100-hour, or condition inspection equivalent to the scope and detail of appendix D to part 43 of this chapter and been approved for return to service in accordance with part 43. The 100-hour limitation may be exceeded by not more than 10 hours while enroute to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service; or

(B) Except for turbine powered or large aircraft, be inspected in accordance with an FAA-approved inspection program that includes provisions for ensuring continued airworthiness and recording the current status on life-limited parts and in accordance with the manufacturer's instructions.

(C) For turbine-powered or large aircraft, be inspected in accordance with an FAA-approved inspection program that meets the scope and detail of the requirements of § 91.409(e), (f)(4), and (g) for ensuring continued airworthiness and recording time remaining on life-limited parts in accordance with the manufacturer's instructions.

(viii) Notwithstanding any exception due to the experimental airworthiness certification of the aircraft, LODA holders with experimental aircraft must comply with FAA Airworthiness Directives applicable to any corresponding make or model aircraft holding a different type of airworthiness certificate or applicable to any article installed on the aircraft. The LODA holder must evaluate the aircraft and its articles to determine if compliance with the FAA Airworthiness Directive is necessary for the continued safe operation of the aircraft. LODA holders must keep a maintenance record entry of those FAA Airworthiness Directives evaluated. For those FAA Airworthiness Directives for which the LODA holder determined compliance was necessary for the continued safe operation of the aircraft, the record must also include the method of compliance, and if the FAA Airworthiness Directive requires recurring action, the time and date when the next action is required.

(5) Only the following persons may be on board the aircraft during operations conducted under the deviation authority:

(i) The authorized instructor, designated examiner, person receiving flight training or being checked or tested, or persons essential for the safe operation of the aircraft; and

(ii) Notwithstanding any operating limitation applicable under § 91.9(a) that prohibits the carriage of passengers for compensation or hire, up to two persons enrolled in a LODA training course for the same aircraft may observe the flight training from a forwardmost observer seat with an unobstructed view of the flight deck, provided carriage of those persons is not prohibited by any other regulation.

(6) The Administrator may limit the types of training, testing, and checking authorized under this deviation authority. Training, testing, and checking under this deviation authority must be conducted consistent with the training program submitted for FAA review.

(c) Operations not requiring a letter of deviation authority. The following operations may be conducted without a letter of deviation authority.

(1) An authorized instructor, registered owner, lessor, or lessee of an aircraft is not required to obtain a letter of deviation authority from the Administrator to allow, conduct, or receive flight training, checking, or testing in a limited category aircraft, experimental aircraft, or primary category aircraft if—

(i) The authorized instructor is not providing both the training and the aircraft;

(ii) No person advertises or broadly offers the aircraft as available for flight training, checking, or testing; and

(iii) No person receives compensation for the use of the aircraft for any flight during which flight training, checking, or testing was received, other than expenses for owning, operating, and maintaining the aircraft. Compensation for the use of the aircraft for profit is prohibited.

(2) A person may operate a limited category aircraft, experimental aircraft, or primary category aircraft to conduct flight training, checking, or testing without a letter of deviation authority if no person provides and no person receives compensation for the flight training, checking, or testing, or for the use of the aircraft.

(d) Previously issued letters of deviation authority. For deviation authority issued under § 91.319 prior to December 2, 2024, the following requirements apply—

(1) The deviation holder may continue to operate under the letter of deviation authority until December 1, 2026;

(2) The deviation holder must continue to comply with the conditions and limitations in the letter of deviation authority when conducting an operation under the letter of deviation authority in accordance with paragraph (b)(1) of this section;

(3) The letter of deviation authority may be cancelled or amended at any time; and

(4) The letter of deviation authority terminates on December 1, 2026.

§ 91.327

Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.

(a) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category for compensation or hire except—

(1) To tow a glider or an unpowered ultralight vehicle in accordance with § 91.309 of this chapter; or

(2) To conduct flight training, checking, and testing.

(b) No person may operate an aircraft that has a special airworthiness certificate in the light-sport category unless—

(1) The aircraft is maintained by a certificated repairman with a light-sport aircraft maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with the applicable provisions of part 43 of this chapter and maintenance and inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA;

(2) A condition inspection is performed once every 12 calendar months by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA;

(3) The owner or operator complies with all applicable airworthiness directives;

(4) The owner or operator complies with each safety directive applicable to the aircraft that corrects an existing unsafe condition. In lieu of complying with a safety directive an owner or operator may—

(i) Correct the unsafe condition in a manner different from that specified in the safety directive provided the person issuing the directive concurs with the action; or

(ii) Obtain an FAA waiver from the provisions of the safety directive based on a conclusion that the safety directive was issued without adhering to the applicable consensus standard;

(5) Each alteration accomplished after the aircraft's date of manufacture meets the applicable and current consensus standard and has been authorized by either the manufacturer or a person acceptable to the FAA;

(6) Each major alteration to an aircraft product produced under a consensus standard is authorized, performed and inspected in accordance with maintenance and inspection procedures developed by the manufacturer or a person acceptable to the FAA; and

(7) The owner or operator complies with the requirements for the recording of major repairs and major alterations performed on type-certificated products in accordance with § 43.9(d) of this chapter, and with the retention requirements in § 91.417.

(c) No person may operate an aircraft issued a special airworthiness certificate in the light-sport category to tow a glider or unpowered ultralight vehicle for compensation or hire or conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has—

(1) Been inspected by a certificated repairman with a light-sport aircraft maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA and been approved for return to service in accordance with part 43 of this chapter; or

(2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

(d) Each person operating an aircraft issued a special airworthiness certificate in the light-sport category must operate the aircraft in accordance with the aircraft's operating instructions, including any provisions for necessary operating equipment specified in the aircraft's equipment list.

(e) Each person operating an aircraft issued a special airworthiness certificate in the light-sport category must advise each person carried of the special nature of the aircraft and that the aircraft does not meet the airworthiness requirements for an aircraft issued a standard airworthiness certificate.

(f) The FAA may prescribe additional limitations that it considers necessary.

§§ 91.328-91.399

§ 91.401

Applicability.

(a) This subpart prescribes rules governing the maintenance, preventive maintenance, and alterations of U.S.-registered civil aircraft operating within or outside of the United States.

(b) Sections 91.405, 91.409, 91.411, 91.417, and 91.419 of this subpart do not apply to an aircraft maintained in accordance with a continuous airworthiness maintenance program as provided in part 121, 129, or §§ 91.1411 or 135.411(a)(2) of this chapter.

(c) Sections 91.405 and 91.409 of this part do not apply to an airplane inspected in accordance with part 125 of this chapter.

§ 91.403

General.

(a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

(b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.

(c) No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under § 91.409(e) have been complied with.

(d) A person must not alter an aircraft based on a supplemental type certificate unless the owner or operator of the aircraft is the holder of the supplemental type certificate, or has written permission from the holder.

§ 91.405

Maintenance required.

Each owner or operator of an aircraft—

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter;

(b) Shall ensure that maintenance personnel make appropriate entries in the aircraft maintenance records indicating the aircraft has been approved for return to service;

(c) Shall have any inoperative instrument or item of equipment, permitted to be inoperative by § 91.213(d)(2) of this part, repaired, replaced, removed, or inspected at the next required inspection; and

(d) When listed discrepancies include inoperative instruments or equipment, shall ensure that a placard has been installed as required by § 43.11 of this chapter.

§ 91.407

Operation after maintenance, preventive maintenance, rebuilding, or alteration.

(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless—

(1) It has been approved for return to service by a person authorized under § 43.7 of this chapter; and

(2) The maintenance record entry required by § 43.9 or § 43.11, as applicable, of this chapter has been made.

(b) No person may carry any person (other than crewmembers) in an aircraft that has been maintained, rebuilt, or altered in a manner that may have appreciably changed its flight characteristics or substantially affected its operation in flight until an appropriately rated pilot with at least a private pilot certificate flies the aircraft, makes an operational check of the maintenance performed or alteration made, and logs the flight in the aircraft records.

(c) The aircraft does not have to be flown as required by paragraph (b) of this section if, prior to flight, ground tests, inspection, or both show conclusively that the maintenance, preventive maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or substantially affected the flight operation of the aircraft.

§ 91.409

Inspections.

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had—

(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by § 43.7 of this chapter; or

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

No inspection performed under paragraph (b) of this section may be substituted for any inspection required by this paragraph unless it is performed by a person authorized to perform annual inspections and is entered as an “annual” inspection in the required maintenance records.

(b) Except as provided in paragraph (c) of this section, no person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.

(c) Paragraphs (a) and (b) of this section do not apply to—

(1) An aircraft that carries a special flight permit, a current experimental certificate, or a light-sport or provisional airworthiness certificate;

(2) An aircraft inspected in accordance with an approved aircraft inspection program under part 125 or 135 of this chapter and so identified by the registration number in the operations specifications of the certificate holder having the approved inspection program;

(3) An aircraft subject to the requirements of paragraph (d) or (e) of this section; or

(4) Turbine-powered rotorcraft when the operator elects to inspect that rotorcraft in accordance with paragraph (e) of this section.

(d) Progressive inspection. Each registered owner or operator of an aircraft desiring to use a progressive inspection program must submit a written request to the responsible Flight Standards office, and shall provide—

(1) A certificated mechanic holding an inspection authorization, a certificated airframe repair station, or the manufacturer of the aircraft to supervise or conduct the progressive inspection;

(2) A current inspection procedures manual available and readily understandable to pilot and maintenance personnel containing, in detail—

(i) An explanation of the progressive inspection, including the continuity of inspection responsibility, the making of reports, and the keeping of records and technical reference material;

(ii) An inspection schedule, specifying the intervals in hours or days when routine and detailed inspections will be performed and including instructions for exceeding an inspection interval by not more than 10 hours while en route and for changing an inspection interval because of service experience;

(iii) Sample routine and detailed inspection forms and instructions for their use; and

(iv) Sample reports and records and instructions for their use;

(3) Enough housing and equipment for necessary disassembly and proper inspection of the aircraft; and

(4) Appropriate current technical information for the aircraft.

The frequency and detail of the progressive inspection shall provide for the complete inspection of the aircraft within each 12 calendar months and be consistent with the manufacturer's recommendations, field service experience, and the kind of operation in which the aircraft is engaged. The progressive inspection schedule must ensure that the aircraft, at all times, will be airworthy and will conform to all applicable FAA aircraft specifications, type certificate data sheets, airworthiness directives, and other approved data. If the progressive inspection is discontinued, the owner or operator shall immediately notify the responsible Flight Standards office, in writing, of the discontinuance. After the discontinuance, the first annual inspection under § 91.409(a)(1) is due within 12 calendar months after the last complete inspection of the aircraft under the progressive inspection. The 100-hour inspection under § 91.409(b) is due within 100 hours after that complete inspection. A complete inspection of the aircraft, for the purpose of determining when the annual and 100-hour inspections are due, requires a detailed inspection of the aircraft and all its components in accordance with the progressive inspection. A routine inspection of the aircraft and a detailed inspection of several components is not considered to be a complete inspection.

(e) Large airplanes (to which part 125 is not applicable), turbojet multiengine airplanes, turbopropeller-powered multiengine airplanes, and turbine-powered rotorcraft. No person may operate a large airplane, turbojet multiengine airplane, turbopropeller-powered multiengine airplane, or turbine-powered rotorcraft unless the replacement times for life-limited parts specified in the aircraft specifications, type data sheets, or other documents approved by the Administrator are complied with and the airplane or turbine-powered rotorcraft, including the airframe, engines, propellers, rotors, appliances, survival equipment, and emergency equipment, is inspected in accordance with an inspection program selected under the provisions of paragraph (f) of this section, except that, the owner or operator of a turbine-powered rotorcraft may elect to use the inspection provisions of § 91.409(a), (b), (c), or (d) in lieu of an inspection option of § 91.409(f).

(f) Selection of inspection program under paragraph (e) of this section. The registered owner or operator of each airplane or turbine-powered rotorcraft described in paragraph (e) of this section must select, identify in the aircraft maintenance records, and use one of the following programs for the inspection of the aircraft:

(1) A continuous airworthiness inspection program that is part of a continuous airworthiness maintenance program currently in use by a person holding an air carrier operating certificate or an operating certificate issued under part 121 or 135 of this chapter and operating that make and model aircraft under part 121 of this chapter or operating that make and model under part 135 of this chapter and maintaining it under § 135.411(a)(2) of this chapter.

(2) An approved aircraft inspection program approved under § 135.419 of this chapter and currently in use by a person holding an operating certificate issued under part 135 of this chapter.

(3) A current inspection program recommended by the manufacturer.

(4) Any other inspection program established by the registered owner or operator of that airplane or turbine-powered rotorcraft and approved by the Administrator under paragraph (g) of this section. However, the Administrator may require revision of this inspection program in accordance with the provisions of § 91.415.

Each operator shall include in the selected program the name and address of the person responsible for scheduling the inspections required by the program and make a copy of that program available to the person performing inspections on the aircraft and, upon request, to the Administrator.

(g) Inspection program approved under paragraph (e) of this section. Each operator of an airplane or turbine-powered rotorcraft desiring to establish or change an approved inspection program under paragraph (f)(4) of this section must submit the program for approval to the responsible Flight Standards office. The program must be in writing and include at least the following information:

(1) Instructions and procedures for the conduct of inspections for the particular make and model airplane or turbine-powered rotorcraft, including necessary tests and checks. The instructions and procedures must set forth in detail the parts and areas of the airframe, engines, propellers, rotors, and appliances, including survival and emergency equipment required to be inspected.

(2) A schedule for performing the inspections that must be performed under the program expressed in terms of the time in service, calendar time, number of system operations, or any combination of these.

(h) Changes from one inspection program to another. When an operator changes from one inspection program under paragraph (f) of this section to another, the time in service, calendar times, or cycles of operation accumulated under the previous program must be applied in determining inspection due times under the new program.

§ 91.410

§ 91.411

Altimeter system and altitude reporting equipment tests and inspections.

(a) No person may operate an airplane, or helicopter, in controlled airspace under IFR unless—

(1) Within the preceding 24 calendar months, each static pressure system, each altimeter instrument, and each automatic pressure altitude reporting system has been tested and inspected and found to comply with appendices E and F of part 43 of this chapter;

(2) Except for the use of system drain and alternate static pressure valves, following any opening and closing of the static pressure system, that system has been tested and inspected and found to comply with paragraph (a), appendix E, of part 43 of this chapter; and

(3) Following installation or maintenance on the automatic pressure altitude reporting system of the ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), appendix E, of part 43 of this chapter.

(b) The tests required by paragraph (a) of this section must be conducted by—

(1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to be performed;

(2) A certificated repair station properly equipped to perform those functions and holding—

(i) An instrument rating, Class I;

(ii) A limited instrument rating appropriate to the make and model of appliance to be tested;

(iii) A limited rating appropriate to the test to be performed;

(iv) An airframe rating appropriate to the airplane, or helicopter, to be tested; or

(3) A certificated mechanic with an airframe rating (static pressure system tests and inspections only).

(c) Altimeter and altitude reporting equipment approved under Technical Standard Orders are considered to be tested and inspected as of the date of their manufacture.

(d) No person may operate an airplane, or helicopter, in controlled airspace under IFR at an altitude above the maximum altitude at which all altimeters and the automatic altitude reporting system of that airplane, or helicopter, have been tested.

§ 91.413

ATC transponder tests and inspections.

(a) No persons may use an ATC transponder that is specified in 91.215(a), 121.345(c), or § 135.143(c) of this chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and found to comply with appendix F of part 43 of this chapter; and

(b) Following any installation or maintenance on an ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to comply with paragraph (c), appendix E, of part 43 of this chapter.

(c) The tests and inspections specified in this section must be conducted by—

(1) A certificated repair station properly equipped to perform those functions and holding—

(i) A radio rating, Class III;

(ii) A limited radio rating appropriate to the make and model transponder to be tested;

(iii) A limited rating appropriate to the test to be performed;

(2) A holder of a continuous airworthiness maintenance program as provided in part 121 or § 135.411(a)(2) of this chapter; or

(3) The manufacturer of the aircraft on which the transponder to be tested is installed, if the transponder was installed by that manufacturer.

§ 91.415

Changes to aircraft inspection programs.

(a) Whenever the Administrator finds that revisions to an approved aircraft inspection program under § 91.409(f)(4) or § 91.1109 are necessary for the continued adequacy of the program, the owner or operator must, after notification by the Administrator, make any changes in the program found to be necessary by the Administrator.

(b) The owner or operator may petition the Administrator to reconsider the notice to make any changes in a program in accordance with paragraph (a) of this section.

(c) The petition must be filed with the Executive Director, Flight Standards Service within 30 days after the certificate holder or fractional ownership program manager receives the notice.

(d) Except in the case of an emergency requiring immediate action in the interest of safety, the filing of the petition stays the notice pending a decision by the Administrator.

§ 91.417

Maintenance records.

(a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section:

(1) Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include—

(i) A description (or reference to data acceptable to the Administrator) of the work performed; and

(ii) The date of completion of the work performed; and

(iii) The signature, and certificate number of the person approving the aircraft for return to service.

(2) Records containing the following information:

(i) The total time in service of the airframe, each engine, each propeller, and each rotor.

(ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance.

(iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.

(iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.

(v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required.

(vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances.

(b) The owner or operator shall retain the following records for the periods prescribed:

(1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed.

(2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.

(3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service.

(c) The owner or operator shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB). In addition, the owner or operator shall present Form 337 described in paragraph (d) of this section for inspection upon request of any law enforcement officer.

(d) When a fuel tank is installed within the passenger compartment or a baggage compartment pursuant to part 43 of this chapter, a copy of FAA Form 337 shall be kept on board the modified aircraft by the owner or operator.

§ 91.419

Transfer of maintenance records.

Any owner or operator who sells a U.S.-registered aircraft shall transfer to the purchaser, at the time of sale, the following records of that aircraft, in plain language form or in coded form at the election of the purchaser, if the coded form provides for the preservation and retrieval of information in a manner acceptable to the Administrator:

(a) The records specified in § 91.417(a)(2).

(b) The records specified in § 91.417(a)(1) which are not included in the records covered by paragraph (a) of this section, except that the purchaser may permit the seller to keep physical custody of such records. However, custody of records by the seller does not relieve the purchaser of the responsibility under § 91.417(c) to make the records available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).

§ 91.421

Rebuilt engine maintenance records.

(a) The owner or operator may use a new maintenance record, without previous operating history, for an aircraft engine rebuilt by the manufacturer or by an agency approved by the manufacturer.

(b) Each manufacturer or agency that grants zero time to an engine rebuilt by it shall enter in the new record—

(1) A signed statement of the date the engine was rebuilt;

(2) Each change made as required by airworthiness directives; and

(3) Each change made in compliance with manufacturer's service bulletins, if the entry is specifically requested in that bulletin.

(c) For the purposes of this section, a rebuilt engine is a used engine that has been completely disassembled, inspected, repaired as necessary, reassembled, tested, and approved in the same manner and to the same tolerances and limits as a new engine with either new or used parts. However, all parts used in it must conform to the production drawing tolerances and limits for new parts or be of approved oversized or undersized dimensions for a new engine.

§§ 91.423-91.499

§ 91.501

Applicability.

(a) This subpart prescribes operating rules, in addition to those prescribed in other subparts of this part, governing the operation of large airplanes of U.S. registry, turbojet-powered multiengine civil airplanes of U.S. registry, and fractional ownership program aircraft of U.S. registry that are operating under subpart K of this part in operations not involving common carriage. The operating rules in this subpart do not apply to those aircraft when they are required to be operated under parts 121, 125, 129, 135, and 137 of this chapter. (Section 91.409 prescribes an inspection program for large and for turbine-powered (turbojet and turboprop) multiengine airplanes and turbine-powered rotorcraft of U.S. registry when they are operated under this part or part 129 or 137.)

(b) Operations that may be conducted under the rules in this subpart instead of those in parts 121, 129, 135, and 137 of this chapter when common carriage is not involved, include—

(1) Ferry or training flights;

(2) Aerial work operations such as aerial photography or survey, or pipeline patrol, but not including fire fighting operations;

(3) Flights for the demonstration of an airplane to prospective customers when no charge is made except for those specified in paragraph (d) of this section;

(4) Flights conducted by the operator of an airplane for his personal transportation, or the transportation of his guests when no charge, assessment, or fee is made for the transportation;

(5) Carriage of officials, employees, guests, and property of a company on an airplane operated by that company, or the parent or a subsidiary of the company or a subsidiary of the parent, when the carriage is within the scope of, and incidental to, the business of the company (other than transportation by air) and no charge, assessment or fee is made for the carriage in excess of the cost of owning, operating, and maintaining the airplane, except that no charge of any kind may be made for the carriage of a guest of a company, when the carriage is not within the scope of, and incidental to, the business of that company;

(6) The carriage of company officials, employees, and guests of the company on an airplane operated under a time sharing, interchange, or joint ownership agreement as defined in paragraph (c) of this section;

(7) The carriage of property (other than mail) on an airplane operated by a person in the furtherance of a business or employment (other than transportation by air) when the carriage is within the scope of, and incidental to, that business or employment and no charge, assessment, or fee is made for the carriage other than those specified in paragraph (d) of this section;

(8) The carriage on an airplane of an athletic team, sports group, choral group, or similar group having a common purpose or objective when there is no charge, assessment, or fee of any kind made by any person for that carriage; and

(9) The carriage of persons on an airplane operated by a person in the furtherance of a business other than transportation by air for the purpose of selling them land, goods, or property, including franchises or distributorships, when the carriage is within the scope of, and incidental to, that business and no charge, assessment, or fee is made for that carriage.

(10) Any operation identified in paragraphs (b)(1) through (b)(9) of this section when conducted—

(i) By a fractional ownership program manager, or

(ii) By a fractional owner in a fractional ownership program aircraft operated under subpart K of this part, except that a flight under a joint ownership arrangement under paragraph (b)(6) of this section may not be conducted. For a flight under an interchange agreement under paragraph (b)(6) of this section, the exchange of equal time for the operation must be properly accounted for as part of the total hours associated with the fractional owner's share of ownership.

(c) As used in this section—

(1) A time sharing agreement means an arrangement whereby a person leases his airplane with flight crew to another person, and no charge is made for the flights conducted under that arrangement other than those specified in paragraph (d) of this section;

(2) An interchange agreement means an arrangement whereby a person leases his airplane to another person in exchange for equal time, when needed, on the other person's airplane, and no charge, assessment, or fee is made, except that a charge may be made not to exceed the difference between the cost of owning, operating, and maintaining the two airplanes;

(3) A joint ownership agreement means an arrangement whereby one of the registered joint owners of an airplane employs and furnishes the flight crew for that airplane and each of the registered joint owners pays a share of the charge specified in the agreement.

(d) The following may be charged, as expenses of a specific flight, for transportation as authorized by paragraphs (b) (3) and (7) and (c)(1) of this section:

(1) Fuel, oil, lubricants, and other additives.

(2) Travel expenses of the crew, including food, lodging, and ground transportation.

(3) Hangar and tie-down costs away from the aircraft's base of operation.

(4) Insurance obtained for the specific flight.

(5) Landing fees, airport taxes, and similar assessments.

(6) Customs, foreign permit, and similar fees directly related to the flight.

(7) In flight food and beverages.

(8) Passenger ground transportation.

(9) Flight planning and weather contract services.

(10) An additional charge equal to 100 percent of the expenses listed in paragraph (d)(1) of this section.

§ 91.503

Flying equipment and operating information.

(a) The pilot in command of an airplane shall ensure that the following flying equipment and aeronautical charts and data, in current and appropriate form, are accessible for each flight at the pilot station of the airplane:

(1) A flashlight having at least two size “D” cells, or the equivalent, that is in good working order.

(2) A cockpit checklist containing the procedures required by paragraph (b) of this section.

(3) Pertinent aeronautical charts.

(4) For IFR, VFR over-the-top, or night operations, each pertinent navigational en route, terminal area, and approach and letdown chart.

(5) In the case of multiengine airplanes, one-engine inoperative climb performance data.

(b) Each cockpit checklist must contain the following procedures and shall be used by the flight crewmembers when operating the airplane:

(1) Before starting engines.

(2) Before takeoff.

(3) Cruise.

(4) Before landing.

(5) After landing.

(6) Stopping engines.

(7) Emergencies.

(c) Each emergency cockpit checklist procedure required by paragraph (b)(7) of this section must contain the following procedures, as appropriate:

(1) Emergency operation of fuel, hydraulic, electrical, and mechanical systems.

(2) Emergency operation of instruments and controls.

(3) Engine inoperative procedures.

(4) Any other procedures necessary for safety.

(d) The equipment, charts, and data prescribed in this section shall be used by the pilot in command and other members of the flight crew, when pertinent.

§ 91.505

Familiarity with operating limitations and emergency equipment.

(a) Each pilot in command of an airplane shall, before beginning a flight, become familiar with the Airplane Flight Manual for that airplane, if one is required, and with any placards, listings, instrument markings, or any combination thereof, containing each operating limitation prescribed for that airplane by the Administrator, including those specified in § 91.9(b).

(b) Each required member of the crew shall, before beginning a flight, become familiar with the emergency equipment installed on the airplane to which that crewmember is assigned and with the procedures to be followed for the use of that equipment in an emergency situation.

§ 91.507

Equipment requirements: Over-the-top or night VFR operations.

No person may operate an airplane over-the-top or at night under VFR unless that airplane is equipped with the instruments and equipment required for IFR operations under § 91.205(d) and one electric landing light for night operations. Each required instrument and item of equipment must be in operable condition.

§ 91.509

Survival equipment for overwater operations.

(a) No person may take off an airplane for a flight over water more than 50 nautical miles from the nearest shore unless that airplane is equipped with a life preserver or an approved flotation means for each occupant of the airplane.

(b) Except as provided in paragraph (c) of this section, no person may take off an airplane for flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore, whichever is less, unless it has on board the following survival equipment:

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

(2) Enough liferafts (each equipped with an approved survival locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane.

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

(4) One self-buoyant, water-resistant, portable emergency radio signaling device that is capable of transmission on the appropriate emergency frequency or frequencies and not dependent upon the airplane power supply.

(5) A lifeline stored in accordance with § 25.1411(g) of this chapter.

(c) A fractional ownership program manager under subpart K of this part may apply for a deviation from paragraphs (b)(2) through (5) of this section for a particular over water operation or the Administrator may amend the management specifications to require the carriage of all or any specific items of the equipment listed in paragraphs (b)(2) through (5) of this section.

(d) The required life rafts, life preservers, and signaling devices must be installed in conspicuously marked locations and easily accessible in the event of a ditching without appreciable time for preparatory procedures.

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

(f) As used in this section, the term shore means that area of the land adjacent to the water that is above the high water mark and excludes land areas that are intermittently under water.

§ 91.511

Communication and navigation equipment for overwater operations.

(a) Except as provided in paragraphs (c), (d), and (f) of this section, no person operating under this subpart may take off an airplane for a flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore unless it has at least the following operable equipment:

(1) Radio communication equipment appropriate to the facilities to be used and able to transmit to, and receive from, at least one communication facility from any place along the route:

(i) Two transmitters.

(ii) Two microphones.

(iii) Two headsets or one headset and one speaker.

(iv) Two independent receivers.

(2) Appropriate electronic navigational equipment consisting of at least two independent electronic navigation units capable of providing the pilot with the information necessary to navigate the airplane within the airspace assigned by air traffic control. However, a receiver that can receive both communications and required navigational signals may be used in place of a separate communications receiver and a separate navigational signal receiver or unit.

(b) For the purposes of paragraphs (a)(1)(iv) and (a)(2) of this section, a receiver or electronic navigation unit is independent if the function of any part of it does not depend on the functioning of any part of another receiver or electronic navigation unit.

(c) Notwithstanding the provisions of paragraph (a) of this section, a person may operate an airplane on which no passengers are carried from a place where repairs or replacement cannot be made to a place where they can be made, if not more than one of each of the dual items of radio communication and navigational equipment specified in paragraphs (a)(1) (i) through (iv) and (a)(2) of this section malfunctions or becomes inoperative.

(d) Notwithstanding the provisions of paragraph (a) of this section, when both VHF and HF communications equipment are required for the route and the airplane has two VHF transmitters and two VHF receivers for communications, only one HF transmitter and one HF receiver is required for communications.

(e) As used in this section, the term shore means that area of the land adjacent to the water which is above the high-water mark and excludes land areas which are intermittently under water.

(f) Notwithstanding the requirements in paragraph (a)(2) of this section, a person may operate in the Gulf of Mexico, the Caribbean Sea, and the Atlantic Ocean west of a line which extends from 44°47′00″ N / 67°00′00″ W to 39°00′00″ N / 67°00′00″ W to 38°30′00″ N / 60°00′00″ W south along the 60°00′00″ W longitude line to the point where the line intersects with the northern coast of South America, when:

(1) A single long-range navigation system is installed, operational, and appropriate for the route; and

(2) Flight conditions and the aircraft's capabilities are such that no more than a 30-minute gap in two-way radio very high frequency communications is expected to exist.

§ 91.513

Emergency equipment.

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

(b) Each item of equipment—

(1) Must be inspected in accordance with § 91.409 to ensure its continued serviceability and immediate readiness for its intended purposes;

(2) Must be readily accessible to the crew;

(3) Must clearly indicate its method of operation; and

(4) When carried in a compartment or container, must have that compartment or container marked as to contents and date of last inspection.

(c) Hand fire extinguishers must be provided for use in crew, passenger, and cargo compartments in accordance with the following:

(1) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used.

(2) At least one hand fire extinguisher must be provided and located on or near the flight deck in a place that is readily accessible to the flight crew.

(3) At least one hand fire extinguisher must be conveniently located in the passenger compartment of each airplane accommodating more than six but less than 31 passengers, and at least two hand fire extinguishers must be conveniently located in the passenger compartment of each airplane accommodating more than 30 passengers.

(4) Hand fire extinguishers must be installed and secured in such a manner that they will not interfere with the safe operation of the airplane or adversely affect the safety of the crew and passengers. They must be readily accessible and, unless the locations of the fire extinguishers are obvious, their stowage provisions must be properly identified.

(d) First aid kits for treatment of injuries likely to occur in flight or in minor accidents must be provided.

(e) Each airplane accommodating more than 19 passengers must be equipped with a crash axe.

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

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

(2) On each airplane with a seating capacity of 100 or more passengers, one megaphone installed at the forward end and one installed at the most rearward location where it would be readily accessible to a normal flight attendant seat.

§ 91.515

Flight altitude rules.

(a) Notwithstanding § 91.119, and except as provided in paragraph (b) of this section, no person may operate an airplane under VFR at less than—

(1) One thousand feet above the surface, or 1,000 feet from any mountain, hill, or other obstruction to flight, for day operations; and

(2) The altitudes prescribed in § 91.177, for night operations.

(b) This section does not apply—

(1) During takeoff or landing;

(2) When a different altitude is authorized by a waiver to this section under subpart J of this part; or

(3) When a flight is conducted under the special VFR weather minimums of § 91.157 with an appropriate clearance from ATC.

§ 91.517

Passenger information.

(a) Except as provided in paragraph (b) of this section, no person may operate an airplane carrying passengers unless it is equipped with signs that are visible to passengers and flight attendants to notify them when smoking is prohibited and when safety belts must be fastened.

(1) The signs that notify when safety belts must be fastened must be so constructed that the crew can turn them on and off.

(2) The signs that prohibit smoking and signs that notify when safety belts must be fastened must be illuminated during airplane movement on the surface, for each takeoff, for each landing, and when otherwise considered to be necessary by the pilot in command.

(b) The pilot in command of an airplane that is not required, in accordance with applicable aircraft and equipment requirements of this chapter, to be equipped as provided in paragraph (a) of this section shall ensure that the passengers are notified orally each time that it is necessary to fasten their safety belts and when smoking is prohibited.

(c) If passenger information signs are installed, no passenger or crewmember may smoke while any “no smoking” sign is lighted nor may any passenger or crewmember smoke in any lavatory.

(d) Each passenger required by § 91.107(a)(3) to occupy a seat or berth shall fasten his or her safety belt about him or her and keep it fastened while any “fasten seat belt” sign is lighted.

(e) Each passenger shall comply with instructions given him or her by crewmembers regarding compliance with paragraphs (b), (c), and (d) of this section.

§ 91.519

Passenger briefing.

(a) Before each takeoff the pilot in command of an airplane carrying passengers shall ensure that all passengers have been orally briefed on—

(1) Smoking. Each passenger shall be briefed on when, where, and under what conditions smoking is prohibited. This briefing shall include a statement, as appropriate, that the Federal Aviation Regulations require passenger compliance with lighted passenger information signs and no smoking placards, prohibit smoking in lavatories, and require compliance with crewmember instructions with regard to these items;

(2) Use of safety belts and shoulder harnesses. Each passenger shall be briefed on when, where, and under what conditions it is necessary to have his or her safety belt and, if installed, his or her shoulder harness fastened about him or her. This briefing shall include a statement, as appropriate, that Federal Aviation Regulations require passenger compliance with the lighted passenger sign and/or crewmember instructions with regard to these items;

(3) Location and means for opening the passenger entry door and emergency exits;

(4) Location of survival equipment;

(5) Ditching procedures and the use of flotation equipment required under § 91.509 for a flight over water; and

(6) The normal and emergency use of oxygen equipment installed on the airplane.

(b) The oral briefing required by paragraph (a) of this section shall be given by the pilot in command or a member of the crew, but need not be given when the pilot in command determines that the passengers are familiar with the contents of the briefing. It may be supplemented by printed cards for the use of each passenger containing—

(1) A diagram of, and methods of operating, the emergency exits; and

(2) Other instructions necessary for use of emergency equipment.

(c) Each card used under paragraph (b) must be carried in convenient locations on the airplane for the use of each passenger and must contain information that is pertinent only to the type and model airplane on which it is used.

(d) For operations under subpart K of this part, the passenger briefing requirements of § 91.1035 apply, instead of the requirements of paragraphs (a) through (c) of this section.

§ 91.521

Shoulder harness.

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

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

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

(b) No person may operate a transport category airplane unless it is equipped at each required flight attendant seat in the passenger compartment with a combined safety belt and shoulder harness that meets the applicable requirements specified in § 25.785 of this chapter, except that—

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

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

§ 91.523

Carry-on baggage.

No pilot in command of an airplane having a seating capacity of more than 19 passengers may permit a passenger to stow baggage aboard that airplane except—

(a) In a suitable baggage or cargo storage compartment, or as provided in § 91.525; or

(b) Under a passenger seat in such a way that it will not slide forward under crash impacts severe enough to induce the ultimate inertia forces specified in § 25.561(b)(3) of this chapter, or the requirements of the regulations under which the airplane was type certificated. Restraining devices must also limit sideward motion of under-seat baggage and be designed to withstand crash impacts severe enough to induce sideward forces specified in § 25.561(b)(3) of this chapter.

§ 91.525

Carriage of cargo.

(a) No pilot in command may permit cargo to be carried in any airplane unless—

(1) It is carried in an approved cargo rack, bin, or compartment installed in the airplane;

(2) It is secured by means approved by the Administrator; or

(3) It is carried in accordance with each of the following:

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

(ii) It is packaged or covered to avoid possible injury to passengers.

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

(iv) It is not located in a position that restricts the access to or use of any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment.

(v) It is not carried directly above seated passengers.

(b) When cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand fire extinguisher.

§ 91.527

Operating in icing conditions.

(a) No pilot may take off an airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost under the wing in the area of the fuel tanks if authorized by the FAA.

(b) No pilot may fly under IFR into known or forecast light or moderate icing conditions, or under VFR into known light or moderate icing conditions, unless—

(1) The aircraft has functioning deicing or anti-icing equipment protecting each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system;

(2) The airplane has ice protection provisions that meet section 34 of Special Federal Aviation Regulation No. 23; or

(3) The airplane meets transport category airplane type certification provisions, including the requirements for certification for flight in icing conditions.

(c) Except for an airplane that has ice protection provisions that meet the requirements in section 34 of Special Federal Aviation Regulation No. 23, or those for transport category airplane type certification, no pilot may fly an airplane into known or forecast severe icing conditions.

(d) If current weather reports and briefing information relied upon by the pilot in command indicate that the forecast icing conditions that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraphs (b) and (c) of this section based on forecast conditions do not apply.

§ 91.529

Flight engineer requirements.

(a) No person may operate the following airplanes without a flight crewmember holding a current flight engineer certificate:

(1) An airplane for which a type certificate was issued before January 2, 1964, having a maximum certificated takeoff weight of more than 80,000 pounds.

(2) An airplane type certificated after January 1, 1964, for which a flight engineer is required by the type certification requirements.

(b) No person may serve as a required flight engineer on an airplane unless, within the preceding 6 calendar months, that person has had at least 50 hours of flight time as a flight engineer on that type airplane or has been checked by the Administrator on that type airplane and is found to be familiar and competent with all essential current information and operating procedures.

§ 91.531

Second in command requirements.

(a) Except as provided in paragraph (b) of this section, no person may operate the following airplanes without a pilot designated as second in command:

(1) Any airplane that is type certificated for more than one required pilot.

(2) Any large airplane.

(3) Any commuter category airplane.

(b) A person may operate the following airplanes without a pilot designated as second in command:

(1) Any airplane certificated for operation with one pilot.

(2) A large airplane or turbojet-powered multiengine airplane that holds a special airworthiness certificate, if:

(i) The airplane was originally designed with only one pilot station; or

(ii) The airplane was originally designed with more than one pilot station, but single pilot operations were permitted by the airplane flight manual or were otherwise permitted by a branch of the United States Armed Forces or the armed forces of a foreign contracting State to the Convention on International Civil Aviation.

(c) No person may designate a pilot to serve as second in command, nor may any pilot serve as second in command, of an airplane required under this section to have two pilots unless that pilot meets the qualifications for second in command prescribed in § 61.55 of this chapter.

§ 91.533

Flight attendant requirements.

(a) No person may operate an airplane unless at least the following number of flight attendants are on board the airplane:

(1) For airplanes having more than 19 but less than 51 passengers on board, one flight attendant.

(2) For airplanes having more than 50 but less than 101 passengers on board, two flight attendants.

(3) For airplanes having more than 100 passengers on board, two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passengers above 100.

(b) No person may serve as a flight attendant on an airplane when required by paragraph (a) of this section unless that person has demonstrated to the pilot in command familiarity with the necessary functions to be performed in an emergency or a situation requiring emergency evacuation and is capable of using the emergency equipment installed on that airplane.

§ 91.535

Stowage of food, beverage, and passenger service equipment during aircraft movement on the surface, takeoff, and landing.

(a) No operator may move an aircraft on the surface, take off, or land when any food, beverage, or tableware furnished by the operator is located at any passenger seat.

(b) No operator may move an aircraft on the surface, take off, or land unless each food and beverage tray and seat back tray table is secured in its stowed position.

(c) No operator may permit an aircraft to move on the surface, take off, or land unless each passenger serving cart is secured in its stowed position.

(d) No operator may permit an aircraft to move on the surface, take off, or land unless each movie screen that extends into the aisle is stowed.

(e) Each passenger shall comply with instructions given by a crewmember with regard to compliance with this section.

§§ 91.536-91.599

§ 91.601

Applicability.

This subpart applies to operation of large and transport category U.S.-registered civil aircraft.

§ 91.603

Aural speed warning device.

No person may operate a transport category airplane in air commerce unless that airplane is equipped with an aural speed warning device that complies with § 25.1303(c)(1).

§ 91.605

Transport category civil airplane weight limitations.

(a) No person may take off any transport category airplane (other than a turbine-engine-powered airplane certificated after September 30, 1958) unless—

(1) The takeoff weight does not exceed the authorized maximum takeoff weight for the elevation of the airport of takeoff;

(2) The elevation of the airport of takeoff is within the altitude range for which maximum takeoff weights have been determined;

(3) Normal consumption of fuel and oil in flight to the airport of intended landing will leave a weight on arrival not in excess of the authorized maximum landing weight for the elevation of that airport; and

(4) The elevations of the airport of intended landing and of all specified alternate airports are within the altitude range for which the maximum landing weights have been determined.

(b) No person may operate a turbine-engine-powered transport category airplane certificated after September 30, 1958, contrary to the Airplane Flight Manual, or take off that airplane unless—

(1) The takeoff weight does not exceed the takeoff weight specified in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at the time of takeoff;

(2) Normal consumption of fuel and oil in flight to the airport of intended landing and to the alternate airports will leave a weight on arrival not in excess of the landing weight specified in the Airplane Flight Manual for the elevation of each of the airports involved and for the ambient temperatures expected at the time of landing;

(3) The takeoff weight does not exceed the weight shown in the Airplane Flight Manual to correspond with the minimum distances required for takeoff, considering the elevation of the airport, the runway to be used, the effective runway gradient, the ambient temperature and wind component at the time of takeoff, and, if operating limitations exist for the minimum distances required for takeoff from wet runways, the runway surface condition (dry or wet). Wet runway distances associated with grooved or porous friction course runways, if provided in the Airplane Flight Manual, may be used only for runways that are grooved or treated with a porous friction course (PFC) overlay, and that the operator determines are designed, constructed, and maintained in a manner acceptable to the Administrator.

(4) Where the takeoff distance includes a clearway, the clearway distance is not greater than one-half of—

(i) The takeoff run, in the case of airplanes certificated after September 30, 1958, and before August 30, 1959; or

(ii) The runway length, in the case of airplanes certificated after August 29, 1959.

(c) No person may take off a turbine-engine-powered transport category airplane certificated after August 29, 1959, unless, in addition to the requirements of paragraph (b) of this section—

(1) The accelerate-stop distance is no greater than the length of the runway plus the length of the stopway (if present); and

(2) The takeoff distance is no greater than the length of the runway plus the length of the clearway (if present); and

(3) The takeoff run is no greater than the length of the runway.

§ 91.607

Emergency exits for airplanes carrying passengers for hire.

(a) Notwithstanding any other provision of this chapter, no person may operate a large airplane (type certificated under the Civil Air Regulations effective before April 9, 1957) in passenger-carrying operations for hire, with more than the number of occupants—

(1) Allowed under Civil Air Regulations § 4b.362 (a), (b), and (c) as in effect on December 20, 1951; or

(2) Approved under Special Civil Air Regulations SR-387, SR-389, SR-389A, or SR-389B, or under this section as in effect.

However, an airplane type listed in the following table may be operated with up to the listed number of occupants (including crewmembers) and the corresponding number of exits (including emergency exits and doors) approved for the emergency exit of passengers or with an occupant-exit configuration approved under paragraph (b) or (c) of this section.

(b) Occupants in addition to those authorized under paragraph (a) of this section may be carried as follows:

(1) For each additional floor-level exit at least 24 inches wide by 48 inches high, with an unobstructed 20-inch-wide access aisleway between the exit and the main passenger aisle, 12 additional occupants.

(2) For each additional window exit located over a wing that meets the requirements of the airworthiness standards under which the airplane was type certificated or that is large enough to inscribe an ellipse 19 × 26 inches, eight additional occupants.

(3) For each additional window exit that is not located over a wing but that otherwise complies with paragraph (b)(2) of this section, five additional occupants.

(4) For each airplane having a ratio (as computed from the table in paragraph (a) of this section) of maximum number of occupants to number of exits greater than 14:1, and for each airplane that does not have at least one full-size, door-type exit in the side of the fuselage in the rear part of the cabin, the first additional exit must be a floor-level exit that complies with paragraph (b)(1) of this section and must be located in the rear part of the cabin on the opposite side of the fuselage from the main entrance door. However, no person may operate an airplane under this section carrying more than 115 occupants unless there is such an exit on each side of the fuselage in the rear part of the cabin.

(c) No person may eliminate any approved exit except in accordance with the following:

(1) The previously authorized maximum number of occupants must be reduced by the same number of additional occupants authorized for that exit under this section.

(2) Exits must be eliminated in accordance with the following priority schedule: First, non-over-wing window exits; second, over-wing window exits; third, floor-level exits located in the forward part of the cabin; and fourth, floor-level exits located in the rear of the cabin.

(3) At least one exit must be retained on each side of the fuselage regardless of the number of occupants.

(4) No person may remove any exit that would result in a ratio of maximum number of occupants to approved exits greater than 14:1.

(d) This section does not relieve any person operating under part 121 of this chapter from complying with § 121.291.

§ 91.609

Flight data recorders and cockpit voice recorders.

(a) No holder of an air carrier operating certificate or an operating certificate may conduct any operation under this part with an aircraft listed in the holder's operations specifications or current list of aircraft used in air transportation unless that aircraft complies with any applicable flight recorder and cockpit voice recorder requirements of the part under which its certificate is issued except that the operator may—

(1) Ferry an aircraft with an inoperative flight recorder or cockpit voice recorder from a place where repair or replacement cannot be made to a place where they can be made;

(2) Continue a flight as originally planned, if the flight recorder or cockpit voice recorder becomes inoperative after the aircraft has taken off;

(3) Conduct an airworthiness flight test during which the flight recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical equipment installed in the aircraft; or

(4) Ferry a newly acquired aircraft from the place where possession of it is taken to a place where the flight recorder or cockpit voice recorder is to be installed.

(b) Notwithstanding paragraphs (c) and (e) of this section, an operator other than the holder of an air carrier or a commercial operator certificate may—

(1) Ferry an aircraft with an inoperative flight recorder or cockpit voice recorder from a place where repair or replacement cannot be made to a place where they can be made;

(2) Continue a flight as originally planned if the flight recorder or cockpit voice recorder becomes inoperative after the aircraft has taken off;

(3) Conduct an airworthiness flight test during which the flight recorder or cockpit voice recorder is turned off to test it or to test any communications or electrical equipment installed in the aircraft;

(4) Ferry a newly acquired aircraft from a place where possession of it was taken to a place where the flight recorder or cockpit voice recorder is to be installed; or

(5) Operate an aircraft:

(i) For not more than 15 days while the flight recorder and/or cockpit voice recorder is inoperative and/or removed for repair provided that the aircraft maintenance records contain an entry that indicates the date of failure, and a placard is located in view of the pilot to show that the flight recorder or cockpit voice recorder is inoperative.

(ii) For not more than an additional 15 days, provided that the requirements in paragraph (b)(5)(i) are met and that a certificated pilot, or a certificated person authorized to return an aircraft to service under § 43.7 of this chapter, certifies in the aircraft maintenance records that additional time is required to complete repairs or obtain a replacement unit.

(c)(1) No person may operate a U.S. civil registered, multiengine, turbine-powered airplane or rotorcraft having a passenger seating configuration, excluding any pilot seats of 10 or more that has been manufactured after October 11, 1991, unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium, that are capable of recording the data specified in appendix E to this part, for an airplane, or appendix F to this part, for a rotorcraft, of this part within the range, accuracy, and recording interval specified, and that are capable of retaining no less than 8 hours of aircraft operation.

(2) All airplanes subject to paragraph (c)(1) of this section that are manufactured before April 7, 2010, by April 7, 2012, must meet the requirements of § 23.1459(a)(7) or § 25.1459(a)(8) of this chapter, as applicable.

(3) All airplanes and rotorcraft subject to paragraph (c)(1) of this section that are manufactured on or after April 7, 2010, must meet the flight data recorder requirements of § 23.1459, § 25.1459, § 27.1459, or § 29.1459 of this chapter, as applicable, and retain at least the last 25 hours of recorded information using a recorder that meets the standards of TSO-C124a, or later revision.

(d) Whenever a flight recorder, required by this section, is installed, it must be operated continuously from the instant the airplane begins the takeoff roll or the rotorcraft begins lift-off until the airplane has completed the landing roll or the rotorcraft has landed at its destination.

(e) Unless otherwise authorized by the Administrator, after October 11, 1991, no person may operate a U.S. civil registered multiengine, turbine-powered airplane or rotorcraft having a passenger seating configuration of six passengers or more and for which two pilots are required by type certification or operating rule unless it is equipped with an approved cockpit voice recorder that:

(1) Is installed in compliance with § 23.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); § 25.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); § 27.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); or § 29.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g) of this chapter, as applicable; and

(2) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(f) In complying with this section, an approved cockpit voice recorder having an erasure feature may be used, so that at any time during the operation of the recorder, information recorded more than 15 minutes earlier may be erased or otherwise obliterated.

(g) In the event of an accident or occurrence requiring immediate notification to the National Transportation Safety Board under 49 CFR part 830 of its regulations that results in the termination of the flight, any operator who has installed approved flight recorders and approved cockpit voice recorders shall keep the recorded information for at least 60 days or, if requested by the Administrator or the Board, for a longer period. Information obtained from the record is used to assist in determining the cause of accidents or occurrences in connection with the investigation under 49 CFR part 830. The Administrator does not use the cockpit voice recorder record in any civil penalty or certificate action.

(h) All airplanes required by this section to have a cockpit voice recorder and a flight data recorder, that are manufactured before April 7, 2010, must by April 7, 2012, have a cockpit voice recorder that also—

(1) Meets the requirements of § 23.1457(d)(6) or § 25.1457(d)(6) of this chapter, as applicable; and

(2) If transport category, meets the requirements of § 25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

(i) All airplanes or rotorcraft required by this section to have a cockpit voice recorder and flight data recorder, that are manufactured on or after April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Is installed in accordance with the requirements of § 23.1457 (except for paragraphs (a)(6) and (d)(5)); § 25.1457 (except for paragraphs (a)(6) and (d)(5)); § 27.1457 (except for paragraphs (a)(6) and (d)(5)); or § 29.1457 (except for paragraphs (a)(6) and (d)(5)) of this chapter, as applicable; and

(2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision.

(3) For all airplanes or rotorcraft manufactured on or after April 6, 2012, also meets the requirements of § 23.1457(a)(6) and (d)(5); § 25.1457(a)(6) and (d)(5); § 27.1457(a)(6) and (d)(5); or § 29.1457(a)(6) and (d)(5) of this chapter, as applicable.

(j) All airplanes or rotorcraft required by this section to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after April 6, 2012, must record all datalink messages as required by the certification rule applicable to the aircraft.

(k) An aircraft operated under this part under deviation authority from part 125 of this chapter must comply with all of the applicable flight data recorder requirements of part 125 applicable to the aircraft, notwithstanding such deviation authority.

§ 91.611

Authorization for ferry flight with one engine inoperative.

(a) General. The holder of an air carrier operating certificate or an operating certificate issued under part 125 may conduct a ferry flight of a four-engine airplane or a turbine-engine-powered airplane equipped with three engines, with one engine inoperative, to a base for the purpose of repairing that engine subject to the following:

(1) The airplane model has been test flown and found satisfactory for safe flight in accordance with paragraph (b) or (c) of this section, as appropriate. However, each operator who before November 19, 1966, has shown that a model of airplane with an engine inoperative is satisfactory for safe flight by a test flight conducted in accordance with performance data contained in the applicable Airplane Flight Manual under paragraph (a)(2) of this section need not repeat the test flight for that model.

(2) The approved Airplane Flight Manual contains the following performance data and the flight is conducted in accordance with that data:

(i) Maximum weight.

(ii) Center of gravity limits.

(iii) Configuration of the inoperative propeller (if applicable).

(iv) Runway length for takeoff (including temperature accountability).

(v) Altitude range.

(vi) Certificate limitations.

(vii) Ranges of operational limits.

(viii) Performance information.

(ix) Operating procedures.

(3) The operator has FAA approved procedures for the safe operation of the airplane, including specific requirements for—

(i) Limiting the operating weight on any ferry flight to the minimum necessary for the flight plus the necessary reserve fuel load;

(ii) A limitation that takeoffs must be made from dry runways unless, based on a showing of actual operating takeoff techniques on wet runways with one engine inoperative, takeoffs with full controllability from wet runways have been approved for the specific model aircraft and included in the Airplane Flight Manual:

(iii) Operations from airports where the runways may require a takeoff or approach over populated areas; and

(iv) Inspection procedures for determining the operating condition of the operative engines.

(4) No person may take off an airplane under this section if—

(i) The initial climb is over thickly populated areas; or

(ii) Weather conditions at the takeoff or destination airport are less than those required for VFR flight.

(5) Persons other than required flight crewmembers shall not be carried during the flight.

(6) No person may use a flight crewmember for flight under this section unless that crewmember is thoroughly familiar with the operating procedures for one-engine inoperative ferry flight contained in the certificate holder's manual and the limitations and performance information in the Airplane Flight Manual.

(b) Flight tests: reciprocating-engine-powered airplanes. The airplane performance of a reciprocating-engine-powered airplane with one engine inoperative must be determined by flight test as follows:

(1) A speed not less than 1.3 V S1 must be chosen at which the airplane may be controlled satisfactorily in a climb with the critical engine inoperative (with its propeller removed or in a configuration desired by the operator and with all other engines operating at the maximum power determined in paragraph (b)(3) of this section.

(2) The distance required to accelerate to the speed listed in paragraph (b)(1) of this section and to climb to 50 feet must be determined with—

(i) The landing gear extended;

(ii) The critical engine inoperative and its propeller removed or in a configuration desired by the operator; and

(iii) The other engines operating at not more than maximum power established under paragraph (b)(3) of this section.

(3) The takeoff, flight and landing procedures, such as the approximate trim settings, method of power application, maximum power, and speed must be established.

(4) The performance must be determined at a maximum weight not greater than the weight that allows a rate of climb of at least 400 feet per minute in the en route configuration set forth in § 25.67(d) of this chapter in effect on January 31, 1977, at an altitude of 5,000 feet.

(5) The performance must be determined using temperature accountability for the takeoff field length, computed in accordance with § 25.61 of this chapter in effect on January 31, 1977.

(c) Flight tests: Turbine-engine-powered airplanes. The airplane performance of a turbine-engine-powered airplane with one engine inoperative must be determined by flight tests, including at least three takeoff tests, in accordance with the following:

(1) Takeoff speeds V R and V 2 , not less than the corresponding speeds under which the airplane was type certificated under § 25.107 of this chapter, must be chosen at which the airplane may be controlled satisfactorily with the critical engine inoperative (with its propeller removed or in a configuration desired by the operator, if applicable) and with all other engines operating at not more than the power selected for type certification as set forth in § 25.101 of this chapter.

(2) The minimum takeoff field length must be the horizontal distance required to accelerate and climb to the 35-foot height at V 2 speed (including any additional speed increment obtained in the tests) multiplied by 115 percent and determined with—

(i) The landing gear extended;

(ii) The critical engine inoperative and its propeller removed or in a configuration desired by the operator (if applicable); and

(iii) The other engine operating at not more than the power selected for type certification as set forth in § 25.101 of this chapter.

(3) The takeoff, flight, and landing procedures such as the approximate trim setting, method of power application, maximum power, and speed must be established. The airplane must be satisfactorily controllable during the entire takeoff run when operated according to these procedures.

(4) The performance must be determined at a maximum weight not greater than the weight determined under § 25.121(c) of this chapter but with—

(i) The actual steady gradient of the final takeoff climb requirement not less than 1.2 percent at the end of the takeoff path with two critical engines inoperative; and

(ii) The climb speed not less than the two-engine inoperative trim speed for the actual steady gradient of the final takeoff climb prescribed by paragraph (c)(4)(i) of this section.

(5) The airplane must be satisfactorily controllable in a climb with two critical engines inoperative. Climb performance may be shown by calculations based on, and equal in accuracy to, the results of testing.

(6) The performance must be determined using temperature accountability for takeoff distance and final takeoff climb computed in accordance with § 25.101 of this chapter.

For the purpose of paragraphs (c)(4) and (5) of this section, two critical engines means two adjacent engines on one side of an airplane with four engines, and the center engine and one outboard engine on an airplane with three engines.

§ 91.613

Materials for compartment interiors.

(a) No person may operate an airplane that conforms to an amended or supplemental type certificate issued in accordance with SFAR No. 41 for a maximum certificated takeoff weight in excess of 12,500 pounds unless within 1 year after issuance of the initial airworthiness certificate under that SFAR the airplane meets the compartment interior requirements set forth in § 25.853 (a), (b), (b-1), (b-2), and (b-3) of this chapter in effect on September 26, 1978.

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

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

(i) Of a blanket construction or

(ii) Installed around air ducting.

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

§§ 91.615-91.699

§ 91.701

Applicability.

(a) This subpart applies to the operations of civil aircraft of U.S. registry outside of the United States and the operations of foreign civil aircraft within the United States.

(b) Section 91.702 of this subpart also applies to each person on board an aircraft operated as follows:

(1) A U.S. registered civil aircraft operated outside the United States;

(2) Any aircraft operated outside the United States—

(i) That has its next scheduled destination or last place of departure in the United States if the aircraft next lands in the United States; or

(ii) If the aircraft lands in the United States with the individual still on the aircraft regardless of whether it was a scheduled or otherwise planned landing site.

§ 91.702

Persons on board.

Section 91.11 of this part (Prohibitions on interference with crewmembers) applies to each person on board an aircraft.

§ 91.703

Operations of civil aircraft of U.S. registry outside of the United States.

(a) Each person operating a civil aircraft of U.S. registry outside of the United States shall—

(1) When over the high seas, comply with Annex 2 (Rules of the Air) to the Convention on International Civil Aviation and with §§ 91.117(c), 91.127, 91.129, and 91.131;

(2) When within a foreign country, comply with the regulations relating to the flight and maneuver of aircraft there in force;

(3) Except for §§ 91.117(a), 91.307(b), 91.309, 91.323, and 91.711, comply with this part so far as it is not inconsistent with applicable regulations of the foreign country where the aircraft is operated or Annex 2 of the Convention on International Civil Aviation; and

(4) When operating within airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace, comply with § 91.706.

(5) For aircraft subject to ICAO Annex 16, carry on board the aircraft documents that summarize the noise operating characteristics and certifications of the aircraft that demonstrate compliance with this part and part 36 of this chapter.

(b) Annex 2 to the Convention on International Civil Aviation, Rules of the Air, Tenth Edition—July 2005, with Amendments through Amendment 45, applicable November 10, 2016, is incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the FAA must publish a document in the Federal Register and the material must be available to the public. All approved material is available for inspection at U.S. Department of Transportation, Docket Operations, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590 and is available from the International Civil Aviation Organization (ICAO), Marketing and Customer Relations Unit, 999 Robert Bourassa Boulevard, Montreal, Quebec H3C 5H7, Canada; http://store1.icao.int/; or by contacting the ICAO Marketing and Customer Relations Unit by telephone at 514-954-8022 or by email at sales@icao.int. For questions about ICAO Annex 2, contact the FAA's Office of International Affairs at (202) 267-1000. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

§ 91.705

§ 91.706

Operations within airspace designed as Reduced Vertical Separation Minimum Airspace.

(a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft of U.S. registry in airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace unless:

(1) The operator and the operator's aircraft comply with the requirements of appendix G of this part; and

(2) The operator is authorized by the Administrator to conduct such operations.

(b) The Administrator may authorize a deviation from the requirements of this section in accordance with Section 5 of appendix G to this part.

§ 91.707

Flights between Mexico or Canada and the United States.

Unless otherwise authorized by ATC, no person may operate a civil aircraft between Mexico or Canada and the United States without filing an IFR or VFR flight plan, as appropriate.

§ 91.709

Operations to Cuba.

No person may operate a civil aircraft from the United States to Cuba unless—

(a) Departure is from an international airport of entry designated in § 6.13 of the Air Commerce Regulations of the Bureau of Customs (19 CFR 6.13); and

(b) In the case of departure from any of the 48 contiguous States or the District of Columbia, the pilot in command of the aircraft has filed—

(1) A DVFR or IFR flight plan as prescribed in § 99.11 or § 99.13 of this chapter; and

(2) A written statement, within 1 hour before departure, with the Office of Immigration and Naturalization Service at the airport of departure, containing—

(i) All information in the flight plan;

(ii) The name of each occupant of the aircraft;

(iii) The number of occupants of the aircraft; and

(iv) A description of the cargo, if any.

This section does not apply to the operation of aircraft by a scheduled air carrier over routes authorized in operations specifications issued by the Administrator.

§ 91.711

Special rules for foreign civil aircraft.

(a) General. In addition to the other applicable regulations of this part, each person operating a foreign civil aircraft within the United States shall comply with this section.

(b) VFR. No person may conduct VFR operations which require two-way radio communications under this part unless at least one crewmember of that aircraft is able to conduct two-way radio communications in the English language and is on duty during that operation.

(c) IFR. No person may operate a foreign civil aircraft under IFR unless—

(1) That aircraft is equipped with—

(i) Radio equipment allowing two-way radio communication with ATC when it is operated in controlled airspace; and

(ii) Navigation equipment suitable for the route to be flown.

(2) Each person piloting the aircraft—

(i) Holds a current United States instrument rating or is authorized by his foreign airman certificate to pilot under IFR; and

(ii) Is thoroughly familiar with the United States en route, holding, and letdown procedures; and

(3) At least one crewmember of that aircraft is able to conduct two-way radiotelephone communications in the English language and that crewmember is on duty while the aircraft is approaching, operating within, or leaving the United States.

(d) Over water. Each person operating a foreign civil aircraft over water off the shores of the United States shall give flight notification or file a flight plan in accordance with the Supplementary Procedures for the ICAO region concerned.

(e) Flight at and above FL 240. If VOR navigation equipment is required under paragraph (c)(1)(ii) of this section, no person may operate a foreign civil aircraft within the 50 States and the District of Columbia at or above FL 240, unless the aircraft is equipped with approved DME or a suitable RNAV system. When the DME or RNAV system required by this paragraph fails at and above FL 240, the pilot in command of the aircraft must notify ATC immediately and may then continue operations at and above FL 240 to the next airport of intended landing where repairs or replacement of the equipment can be made. A foreign civil aircraft may be operated within the 50 States and the District of Columbia at or above FL 240 without DME or an RNAV system when operated for the following purposes, and ATC is notified before each takeoff:

(1) Ferry flights to and from a place in the United States where repairs or alterations are to be made.

(2) Ferry flights to a new country of registry.

(3) Flight of a new aircraft of U.S. manufacture for the purpose of—

(i) Flight testing the aircraft;

(ii) Training foreign flight crews in the operation of the aircraft; or

(iii) Ferrying the aircraft for export delivery outside the United States.

(4) Ferry, demonstration, and test flight of an aircraft brought to the United States for the purpose of demonstration or testing the whole or any part thereof.

§ 91.713

Operation of civil aircraft of Cuban registry.

No person may operate a civil aircraft of Cuban registry except in controlled airspace and in accordance with air traffic clearance or air traffic control instructions that may require use of specific airways or routes and landings at specific airports.

§ 91.715

Special flight authorizations for foreign civil aircraft.

(a) Foreign civil aircraft may be operated without airworthiness certificates required under § 91.203 if a special flight authorization for that operation is issued under this section. Application for a special flight authorization must be made to the appropriate Flight Standards Division Manager, or Aircraft Certification Service Division Director. However, in the case of an aircraft to be operated in the U.S. for the purpose of demonstration at an airshow, the application may be made to the appropriate Flight Standards Division Manager or Aircraft Certification Service Division Director responsible for the airshow location.

(b) The Administrator may issue a special flight authorization for a foreign civil aircraft subject to any conditions and limitations that the Administrator considers necessary for safe operation in the U.S. airspace.

(c) No person may operate a foreign civil aircraft under a special flight authorization unless that operation also complies with part 375 of the Special Regulations of the Department of Transportation (14 CFR part 375).

§§ 91.717-91.799

§ 91.801

Applicability: Relation to part 36.

(a) This subpart prescribes operating noise limits and related requirements that apply, as follows, to the operation of civil aircraft in the United States.

(1) Sections 91.803, 91.805, 91.807, 91.809, and 91.811 apply to civil subsonic jet (turbojet) airplanes with maximum weights of more than 75,000 pounds and—

(i) If U.S. registered, that have standard airworthiness certificates; or

(ii) If foreign registered, that would be required by this chapter to have a U.S. standard airworthiness certificate in order to conduct the operations intended for the airplane were it registered in the United States. Those sections apply to operations to or from airports in the United States under this part and parts 121, 125, 129, and 135 of this chapter.

(2) Section 91.813 applies to U.S. operators of civil subsonic jet (turbojet) airplanes covered by this subpart. This section applies to operators operating to or from airports in the United States under this part and parts 121, 125, and 135, but not to those operating under part 129 of this chapter.

(3) Sections 91.803, 91.819, and 91.821 apply to U.S.-registered civil supersonic airplanes having standard airworthiness certificates and to foreign-registered civil supersonic airplanes that, if registered in the United States, would be required by this chapter to have U.S. standard airworthiness certificates in order to conduct the operations intended for the airplane. Those sections apply to operations under this part and under parts 121, 125, 129, and 135 of this chapter.

(b) Unless otherwise specified, as used in this subpart “part 36” refers to 14 CFR part 36, including the noise levels under appendix C of that part, notwithstanding the provisions of that part excepting certain airplanes from the specified noise requirements. For purposes of this subpart, the various stages of noise levels, the terms used to describe airplanes with respect to those levels, and the terms “subsonic airplane” and “supersonic airplane” have the meanings specified under part 36 of this chapter. For purposes of this subpart, for subsonic airplanes operated in foreign air commerce in the United States, the Administrator may accept compliance with the noise requirements under annex 16 of the International Civil Aviation Organization when those requirements have been shown to be substantially compatible with, and achieve results equivalent to those achievable under, part 36 for that airplane. Determinations made under these provisions are subject to the limitations of § 36.5 of this chapter as if those noise levels were part 36 noise levels.

(c) Sections 91.851 through 91.877 of this subpart prescribe operating noise limits and related requirements that apply to any civil subsonic jet (turbojet) airplane (for which an airworthiness certificate other than an experimental certificate has been issued by the Administrator) with a maximum certificated takeoff weight of more than 75,000 pounds operating to or from an airport in the 48 contiguous United States and the District of Columbia under this part, parts 121, 125, 129, or 135 of this chapter on and after September 25, 1991.

(d) Section 91.877 prescribes reporting requirements that apply to any civil subsonic jet (turbojet) airplane with a maximum weight of more than 75,000 pounds operated by an air carrier or foreign air carrier between the contiguous United States and the State of Hawaii, between the State of Hawaii and any point outside of the 48 contiguous United States, or between the islands of Hawaii in turnaround service, under part 121 or 129 of this chapter on or after November 5, 1990.

(e) Sections 91.881 through 91.883 of this subpart prescribe operating noise limits and related requirements that apply to any civil subsonic jet airplane with a maximum takeoff weight of 75,000 pounds or less and for which an airworthiness certificate (other than an experimental certificate) has been issued, operating to or from an airport in the contiguous United States under this part, part 121, 125, 129, or 135 of this chapter on and after December 31, 2015.

§ 91.803

Part 125 operators: Designation of applicable regulations.

For airplanes covered by this subpart and operated under part 125 of this chapter, the following regulations apply as specified:

(a) For each airplane operation to which requirements prescribed under this subpart applied before November 29, 1980, those requirements of this subpart continue to apply.

(b) For each subsonic airplane operation to which requirements prescribed under this subpart did not apply before November 29, 1980, because the airplane was not operated in the United States under this part or part 121, 129, or 135 of this chapter, the requirements prescribed under § 91.805 of this subpart apply.

(c) For each supersonic airplane operation to which requirements prescribed under this subpart did not apply before November 29, 1980, because the airplane was not operated in the United States under this part or part 121, 129, or 135 of this chapter, the requirements of §§ 91.819 and 91.821 of this subpart apply.

(d) For each airplane required to operate under part 125 for which a deviation under that part is approved to operate, in whole or in part, under this part or part 121, 129, or 135 of this chapter, notwithstanding the approval, the requirements prescribed under paragraphs (a), (b), and (c) of this section continue to apply.

§ 91.805

Final compliance: Subsonic airplanes.

Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane covered by this subpart unless that airplane has been shown to comply with Stage 2 or Stage 3 noise levels under part 36 of this chapter.

§§ 91.807-91.813

§ 91.815

Agricultural and fire fighting airplanes: Noise operating limitations.

(a) This section applies to propeller-driven, small airplanes having standard airworthiness certificates that are designed for “agricultural aircraft operations” (as defined in § 137.3 of this chapter, as effective on January 1, 1966) or for dispensing fire fighting materials.

(b) If the Airplane Flight Manual, or other approved manual material information, markings, or placards for the airplane indicate that the airplane has not been shown to comply with the noise limits under part 36 of this chapter, no person may operate that airplane, except—

(1) To the extent necessary to accomplish the work activity directly associated with the purpose for which it is designed;

(2) To provide flight crewmember training in the special purpose operation for which the airplane is designed; and

(3) To conduct “nondispensing aerial work operations” in accordance with the requirements under § 137.29(c) of this chapter.

§ 91.817

Civil aircraft sonic boom.

(a) No person may operate a civil aircraft in the United States at a true flight Mach number greater than 1 except in compliance with conditions and limitations in an authorization to exceed Mach 1 issued to the operator in accordance with § 91.818.

(b) In addition, no person may operate a civil aircraft for which the maximum operating limit speed M M0 exceeds a Mach number of 1, to or from an airport in the United States, unless—

(1) Information available to the flight crew includes flight limitations that ensure that flights entering or leaving the United States will not cause a sonic boom to reach the surface within the United States; and

(2) The operator complies with the flight limitations prescribed in paragraph (b)(1) of this section or complies with conditions and limitations in an authorization to exceed Mach 1 issued in accordance with § 91.818.

§ 91.818

Special flight authorization to exceed Mach 1.

For all civil aircraft, any operation that exceeds Mach 1 may be conducted only in accordance with a special flight authorization issued to an operator in accordance with the requirements of this section.

(a) Application. Application for a special flight authorization to exceed Mach 1 must be made to the FAA Office of Environment and Energy for consideration by the Administrator. Each application must include:

(1) The name of the operator;

(2) The number and model(s) of the aircraft to be operated;

(3) The number of proposed flights;

(4) The date range during which the flight(s) would be conducted;

(5) The time of day the flight(s) would be conducted. Proposed night operations may require further justification for their necessity;

(6) A description of the flight area requested by the applicant, including any environmental information required to be submitted pursuant to paragraph (c) of this section;

(7) All conditions and limitations on the flight(s) that will ensure that no measurable sonic boom overpressure will reach the surface outside of the proposed flight area; and

(8) The reason(s) that operation at a speed greater than Mach 1 is necessary. A special flight authorization to exceed Mach 1 may be granted only for operations that are intended to:

(i) Show compliance with airworthiness requirements;

(ii) Determine the sonic boom characteristics of an aircraft;

(iii) Establish a means of reducing or eliminating the effects of sonic boom, including flight profiles and special features of an aircraft;

(iv) Demonstrate the conditions and limitations under which speeds in excess of Mach 1 will not cause a measurable sonic boom overpressure to reach the surface; or

(v) Measure the noise characteristics of an aircraft to demonstrate compliance with noise requirements imposed under this chapter, or to determine the limits for operation in accordance with § 91.817(b).

(9) For any purpose listed in paragraph (a)(8) of this section, each applicant must indicate why its intended operation cannot be safely or properly accomplished over the ocean at a distance ensuring that no sonic boom overpressure reaches any land surface in the United States.

(b) Operation outside a test area. An applicant may apply for an authorization to conduct flights outside a test area under certain conditions and limitations upon a conservative showing that:

(1) Flight(s) within a test area have been conducted in accordance with an authorization issued for the purpose specified in paragraph (a)(8)(iv) of this section;

(2) The results of the flight test(s) required by paragraph (b)(1) of this section demonstrate that a speed in excess of Mach 1 does not cause a measurable sonic boom overpressure to reach the surface; and

(3) The conditions and limitations determined by the test(s) represent all foreseeable operating conditions and are effective on all flights conducted under an authorization.

(c) Environmental findings. (1) No special flight authorization will be granted if the Administrator finds that such action is necessary to protect or enhance the environment.

(2) The Administrator is required to consider the potential environmental impacts resulting from the issuance of an authorization for a particular flight area pursuant to the National Environmental Policy Act of 1969 (NEPA) (42 U.S.C 4321 et seq. ), all applicable regulations implementing NEPA, and related Executive orders and guidance. Accordingly, each applicant must provide information that sufficiently describes the potential environmental impact of any flight in excess of Mach 1, including the effect of a sonic boom reaching the surface in the proposed flight area, to enable the FAA to determine whether such impacts are significant within the meaning of NEPA.

(d) Issuance. An authorization to operate a civil aircraft in excess of Mach 1 may be issued only after an applicant has submitted the information described in this section and the Administrator has taken the required action regarding the environmental findings described in paragraph (c) of this section.

(e) Duration. (1) An authorization to exceed Mach 1 will be granted for the time the Administrator determines necessary to conduct the flights for the described purposes.

(2) An authorization to exceed Mach 1 is effective until it expires or is surrendered.

(3) An authorization to exceed Mach 1 may be terminated, suspended, or amended by the Administrator at any time the Administrator finds that such action is necessary to protect the environment.

(4) The holder of an authorization to exceed Mach 1 may request reconsideration of a termination, amendment, or suspension issued under paragraph (e)(3) of this section within 30 days of notice of the action. Failure to request reconsideration and provide information why the Administrator's action is not appropriate will result in permanent termination of the authorization.

(5) Findings made by and actions taken by the Administrator under this section do not affect any certificate issued under chapter 447 of Title 49 of the United States Code.

§ 91.819

Civil supersonic airplanes that do not comply with part 36.

(a) Applicability. This section applies to civil supersonic airplanes that have not been shown to comply with the Stage 2 noise limits of part 36 in effect on October 13, 1977, using applicable trade-off provisions, and that are operated in the United States, after July 31, 1978.

(b) Airport use. Except in an emergency, the following apply to each person who operates a civil supersonic airplane to or from an airport in the United States:

(1) Regardless of whether a type design change approval is applied for under part 21 of this chapter, no person may land or take off an airplane covered by this section for which the type design is changed, after July 31, 1978, in a manner constituting an “acoustical change” under § 21.93 unless the acoustical change requirements of part 36 are complied with.

(2) No flight may be scheduled, or otherwise planned, for takeoff or landing after 10 p.m. and before 7 a.m. local time.

§ 91.821

Civil supersonic airplanes: Noise limits.

Except for Concorde airplanes having flight time before January 1, 1980, no person may operate in the United States, a civil supersonic airplane that does not comply with Stage 2 noise limits of part 36 in effect on October 13, 1977, using applicable trade-off provisions.

§§ 91.823-91.849

§ 91.851

Definitions.

For the purposes of §§ 91.851 through 91.877 of this subpart:

Chapter 4 noise level means a noise level at or below the maximum noise level prescribed in Chapter 4, Paragraph 4.4, Maximum Noise Levels, of the International Civil Aviation Organization (ICAO) Annex 16, Volume I, Amendment 7, effective March 21, 2002. The Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 approved the incorporation by reference of this document, which can be obtained from the International Civil Aviation Organization (ICAO), Document Sales Unit, 999 University Street, Montreal, Quebec H3C 5H7, Canada. Also, you may obtain documents on the Internet at http://www.ICAO.int/eshop/index.cfm. Copies may be reviewed at the U.S. Department of Transportation, Docket Operations, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590 or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

Contiguous United States means the area encompassed by the 48 contiguous United States and the District of Columbia.

Fleet means those civil subsonic jet (turbojet) airplanes with a maximum certificated weight of more than 75,000 pounds that are listed on an operator's operations specifications as eligible for operation in the contiguous United States.

Import means a change in ownership of an airplane from a non-U.S. person to a U.S. person when the airplane is brought into the United States for operation.

Operations specifications means an enumeration of airplanes by type, model, series, and serial number operated by the operator or foreign air carrier on a given day, regardless of how or whether such airplanes are formally listed or designated by the operator.

Owner means any person that has indicia of ownership sufficient to register the airplane in the United States pursuant to part 47 of this chapter.

New entrant means an air carrier or foreign air carrier that, on or before November 5, 1990, did not conduct operations under part 121 or 129 of this chapter using an airplane covered by this subpart to or from any airport in the contiguous United States, but that initiates such operation after that date.

Stage 2 noise levels mean the requirements for Stage 2 noise levels as defined in part 36 of this chapter in effect on November 5, 1990.

Stage 3 noise levels mean the requirements for Stage 3 noise levels as defined in part 36 of this chapter in effect on November 5, 1990.

Stage 4 noise level means a noise level at or below the Stage 4 noise limit prescribed in part 36 of this chapter.

Stage 2 airplane means a civil subsonic jet (turbojet) airplane with a maximum certificated weight of 75,000 pounds or more that complies with Stage 2 noise levels as defined in part 36 of this chapter.

Stage 3 airplane means a civil subsonic jet (turbojet) airplane with a maximum certificated weight of 75,000 pounds or more that complies with Stage 3 noise levels as defined in part 36 of this chapter.

Stage 4 airplane means an airplane that has been shown not to exceed the Stage 4 noise limit prescribed in part 36 of this chapter. A Stage 4 airplane complies with all of the noise operating rules of this part.

Stage 5 airplane means an airplane that has been shown not to exceed the Stage 5 noise limit prescribed in part 36 of this chapter. A Stage 5 airplane complies with all of the noise operating rules of this part.

Stage 5 noise level means a noise level at or below the Stage 5 noise limit prescribed in part 36 of this chapter.

§ 91.853

Final compliance: Civil subsonic airplanes.

Except as provided in § 91.873, after December 31, 1999, no person shall operate to or from any airport in the contiguous United States any airplane subject to § 91.801(c), unless that airplane has been shown to comply with Stage 3, Stage 4, or Stage 5 noise levels.

§ 91.855

Entry and nonaddition rule.

No person may operate any airplane subject to § 91.801(c) of this subpart to or from an airport in the contiguous United States unless one or more of the following apply:

(a) The airplane complies with Stage 3, Stage 4, or Stage 5 noise levels.

(b) The airplane complies with Stage 2 noise levels and was owned by a U.S. person on and since November 5, 1990. Stage 2 airplanes that meet these criteria and are leased to foreign airlines are also subject to the return provisions of paragraph (e) of this section.

(c) The airplane complies with Stage 2 noise levels, is owned by a non-U.S. person, and is the subject of a binding lease to a U.S. person effective before and on September 25, 1991. Any such airplane may be operated for the term of the lease in effect on that date, and any extensions thereof provided for in that lease.

(d) The airplane complies with Stage 2 noise levels and is operated by a foreign air carrier.

(e) The airplane complies with Stage 2 noise levels and is operated by a foreign operator other than for the purpose of foreign air commerce.

(f) The airplane complies with Stage 2 noise levels and—

(1) On November 5, 1990, was owned by:

(i) A corporation, trust, or partnership organized under the laws of the United States or any State (including individual States, territories, possessions, and the District of Columbia);

(ii) An individual who is a citizen of the United States; or

(iii) An entity owned or controlled by a corporation, trust, partnership, or individual described in paragraph (f)(1) (i) or (ii) of this section; and

(2) Enters into the United States not later than 6 months after the expiration of a lease agreement (including any extensions thereof) between an owner described in paragraph (f)(1) of this section and a foreign airline.

(g) The airplane complies with Stage 2 noise levels and was purchased by the importer under a written contract executed before November 5, 1990.

(h) Any Stage 2 airplane described in this section is eligible for operation in the contiguous United States only as provided under § 91.865 or 91.867.

§ 91.857

Stage 2 operations outside of the 48 contiguous United States.

An operator of a Stage 2 airplane that is operating only between points outside the contiguous United States on or after November 5, 1990, must include in its operations specifications a statement that such airplane may not be used to provide air transportation to or from any airport in the contiguous United States.

§ 91.858

Special flight authorizations for non-revenue Stage 2 operations.

(a) After December 31, 1999, any operator of a Stage 2 airplane over 75,000 pounds may operate that airplane in nonrevenue service in the contiguous United States only for the following purposes:

(1) Sell, lease, or scrap the airplane;

(2) Obtain modifications to meet Stage 3, Stage 4, or Stage 5 noise levels.

(3) Obtain scheduled heavy maintenance or significant modifications;

(4) Deliver the airplane to a lessee or return it to a lessor;

(5) Park or store the airplane; and

(6) Prepare the airplane for any of the purposes listed in paragraph (a)(1) thru (a)(5) of this section.

(b) An operator of a Stage 2 airplane that needs to operate in the contiguous United States for any of the purposes listed above may apply to FAA's Office of Environment and Energy for a special flight authorization. The applicant must file in advance. Applications are due 30 days in advance of the planned flight and must provide the information necessary for the FAA to determine that the planned flight is within the limits prescribed in the law.

§ 91.859

Modification to meet Stage 3, Stage 4, or Stage 5 noise levels.

For an airplane subject to § 91.801(c) of this subpart and otherwise prohibited from operation to or from an airport in the contiguous United States by § 91.855, any person may apply for a special flight authorization for that airplane to operate in the contiguous United States for the purpose of obtaining modifications to meet Stage 3, Stage 4, or Stage 5 noise levels.

§ 91.861

Base level.

(a) U.S. Operators. The base level of a U.S. operator is equal to the number of owned or leased Stage 2 airplanes subject to § 91.801(c) of this subpart that were listed on that operator's operations specifications for operations to or from airports in the contiguous United States on any one day selected by the operator during the period January 1, 1990, through July 1, 1991, plus or minus adjustments made pursuant to paragraphs (a) (1) and (2).

(1) The base level of a U.S. operator shall be increased by a number equal to the total of the following—

(i) The number of Stage 2 airplanes returned to service in the United States pursuant to § 91.855(f);

(ii) The number of Stage 2 airplanes purchased pursuant to § 91.855(g); and

(iii) Any U.S. operator base level acquired with a Stage 2 airplane transferred from another person under § 91.863.

(2) The base level of a U.S. operator shall be decreased by the amount of U.S. operator base level transferred with the corresponding number of Stage 2 airplanes to another person under § 91.863.

(b) Foreign air carriers. The base level of a foreign air carrier is equal to the number of owned or leased Stage 2 airplanes that were listed on that carrier's U.S. operations specifications on any one day during the period January 1, 1990, through July 1, 1991, plus or minus any adjustments to the base levels made pursuant to paragraphs (b) (1) and (2).

(1) The base level of a foreign air carrier shall be increased by the amount of foreign air carrier base level acquired with a Stage 2 airplane from another person under § 91.863.

(2) The base level of a foreign air carrier shall be decreased by the amount of foreign air carrier base level transferred with a Stage 2 airplane to another person under § 91.863.

(c) New entrants do not have a base level.

§ 91.863

Transfers of Stage 2 airplanes with base level.

(a) Stage 2 airplanes may be transferred with or without the corresponding amount of base level. Base level may not be transferred without the corresponding number of Stage 2 airplanes.

(b) No portion of a U.S. operator's base level established under § 91.861(a) may be used for operations by a foreign air carrier. No portion of a foreign air carrier's base level established under § 91.861(b) may be used for operations by a U.S. operator.

(c) Whenever a transfer of Stage 2 airplanes with base level occurs, the transferring and acquiring parties shall, within 10 days, jointly submit written notification of the transfer to the FAA, Office of Environment and Energy. Such notification shall state:

(1) The names of the transferring and acquiring parties;

(2) The name, address, and telephone number of the individual responsible for submitting the notification on behalf of the transferring and acquiring parties;

(3) The total number of Stage 2 airplanes transferred, listed by airplane type, model, series, and serial number;

(4) The corresponding amount of base level transferred and whether it is U.S. operator or foreign air carrier base level; and

(5) The effective date of the transaction.

(d) If, taken as a whole, a transaction or series of transactions made pursuant to this section does not produce an increase or decrease in the number of Stage 2 airplanes for either the acquiring or transferring operator, such transaction or series of transactions may not be used to establish compliance with the requirements of § 91.865.

§ 91.865

Phased compliance for operators with base level.

Except as provided in paragraph (a) of this section, each operator that operates an airplane under part 91, 121, 125, 129, or 135 of this chapter, regardless of the national registry of the airplane, shall comply with paragraph (b) or (d) of this section at each interim compliance date with regard to its subsonic airplane fleet covered by § 91.801(c) of this subpart.

(a) This section does not apply to new entrants covered by § 91.867 or to foreign operators not engaged in foreign air commerce.

(b) Each operator that chooses to comply with this paragraph pursuant to any interim compliance requirement shall reduce the number of Stage 2 airplanes it operates that are eligible for operation in the contiguous United States to a maximum of:

(1) After December 31, 1994, 75 percent of the base level held by the operator;

(2) After December 31, 1996, 50 percent of the base level held by the operator;

(3) After December 31, 1998, 25 percent of the base level held by the operator.

(c) Except as provided under § 91.871, the number of Stage 2 airplanes that must be reduced at each compliance date contained in paragraph (b) of this section shall be determined by reference to the amount of base level held by the operator on that compliance date, as calculated under § 91.861.

(d) Each operator that chooses to comply with this paragraph pursuant to any interim compliance requirement shall operate a fleet that consists of:

(1) After December 31, 1994, not less than 55 percent Stage 3 airplanes;

(2) After December 31, 1996, not less than 65 percent Stage 3 airplanes;

(3) After December 31, 1998, not less than 75 percent Stage 3 airplanes.

(e) Calculations resulting in fractions may be rounded to permit the continued operation of the next whole number of Stage 2 airplanes.

§ 91.867

Phased compliance for new entrants.

(a) New entrant U.S. air carriers.

(1) A new entrant initiating operations under part 121 of this chapter on or before December 31, 1994, may initiate service without regard to the percentage of its fleet composed of Stage 3 airplanes.

(2) After December 31, 1994, at least 25 percent of the fleet of a new entrant must comply with Stage 3 noise levels.

(3) After December 31, 1996, at least 50 percent of the fleet of a new entrant must comply with Stage 3 noise levels.

(4) After December 31, 1998, at least 75 percent of the fleet of a new entrant must comply with Stage 3 noise levels.

(b) New entrant foreign air carriers.

(1) A new entrant foreign air carrier initiating part 129 operations on or before December 31, 1994, may initiate service without regard to the percentage of its fleet composed of Stage 3 airplanes.

(2) After December 31, 1994, at least 25 percent of the fleet on U.S. operations specifications of a new entrant foreign air carrier must comply with Stage 3 noise levels.

(3) After December 31, 1996, at least 50 percent of the fleet on U.S. operations specifications of a new entrant foreign air carrier must comply with Stage 3 noise levels.

(4) After December 31, 1998, at least 75 percent of the fleet on U.S. operations specifications of a new entrant foreign air carrier must comply with Stage 3 noise levels.

(c) Calculations resulting in fractions may be rounded to permit the continued operation of the next whole number of Stage 2 airplanes.

§ 91.869

Carry-forward compliance.

(a) Any operator that exceeds the requirements of paragraph (b) of § 91.865 of this part on or before December 31, 1994, or on or before December 31, 1996, may claim a credit that may be applied at a subsequent interim compliance date.

(b) Any operator that eliminates or modifies more Stage 2 airplanes pursuant to § 91.865(b) than required as of December 31, 1994, or December 31, 1996, may count the number of additional Stage 2 airplanes reduced as a credit toward—

(1) The number of Stage 2 airplanes it would otherwise be required to reduce following a subsequent interim compliance date specified in § 91.865(b); or

(2) The number of Stage 3 airplanes it would otherwise be required to operate in its fleet following a subsequent interim compliance date to meet the percentage requirements specified in § 91.865(d).

§ 91.871

Waivers from interim compliance requirements.

(a) Any U.S. operator or foreign air carrier subject to the requirements of § 91.865 or 91.867 of this subpart may request a waiver from any individual compliance requirement.

(b) Applications must be filed with the Secretary of Transportation at least 120 days prior to the compliance date from which the waiver is requested.

(c) Applicants must show that a grant of waiver would be in the public interest, and must include in its application its plans and activities for modifying its fleet, including evidence of good faith efforts to comply with the requirements of § 91.865 or § 91.867. The application should contain all information the applicant considers relevant, including, as appropriate, the following:

(1) The applicant's balance sheet and cash flow positions;

(2) The composition of the applicant's current fleet; and

(3) The applicant's delivery position with respect to new airplanes or noise-abatement equipment.

(d) Waivers will be granted only upon a showing by the applicant that compliance with the requirements of § 91.865 or 91.867 at a particular interim compliance date is financially onerous, physically impossible, or technologically infeasible, or that it would have an adverse effect on competition or on service to small communities.

(e) The conditions of any waiver granted under this section shall be determined by the circumstances presented in the application, but in no case may the term extend beyond the next interim compliance date.

(f) A summary of any request for a waiver under this section will be published in the Federal Register, and public comment will be invited. Unless the Secretary finds that circumstances require otherwise, the public comment period will be at least 14 days.

§ 91.873

Waivers from final compliance.

(a) A U.S. air carrier or a foreign air carrier may apply for a waiver from the prohibition contained in § 91.853 of this part for its remaining Stage 2 airplanes, provided that, by July 1, 1999, at least 85 percent of the airplanes used by the carrier to provide service to or from an airport in the contiguous United States will comply with the Stage 3 noise levels.

(b) An application for the waiver described in paragraph (a) of this section must be filed with the Secretary of Transportation no later than January 1, 1999, or, in the case of a foreign air carrier, no later than April 20, 2000. Such application must include a plan with firm orders for replacing or modifying all airplanes to comply with Stage 3 noise levels at the earliest practicable time.

(c) To be eligible to apply for the waiver under this section, a new entrant U.S. air carrier must initiate service no later than January 1, 1999, and must comply fully with all provisions of this section.

(d) The Secretary may grant a waiver under this section if the Secretary finds that granting such waiver is in the public interest. In making such a finding, the Secretary shall include consideration of the effect of granting such waiver on competition in the air carrier industry and the effect on small community air service, and any other information submitted by the applicant that the Secretary considers relevant.

(e) The term of any waiver granted under this section shall be determined by the circumstances presented in the application, but in no case will the waiver permit the operation of any Stage 2 airplane covered by this subchapter in the contiguous United States after December 31, 2003.

(f) A summary of any request for a waiver under this section will be published in the Federal Register, and public comment will be invited. Unless the secretary finds that circumstances require otherwise, the public comment period will be at least 14 days.

§ 91.875

Annual progress reports.

(a) Each operator subject to § 91.865 or § 91.867 of this chapter shall submit an annual report to the FAA, Office of Environment and Energy, on the progress it has made toward complying with the requirements of that section. Such reports shall be submitted no later than 45 days after the end of a calendar year. All progress reports must provide the information through the end of the calendar year, be certified by the operator as true and complete (under penalty of 18 U.S.C. 1001), and include the following information:

(1) The name and address of the operator;

(2) The name, title, and telephone number of the person designated by the operator to be responsible for ensuring the accuracy of the information in the report;

(3) The operator's progress during the reporting period toward compliance with the requirements of § 91.853, § 91.865 or § 91.867. For airplanes on U.S. operations specifications, each operator shall identify the airplanes by type, model, series, and serial number.

(i) Each Stage 2 airplane added or removed from operation or U.S. operations specifications (grouped separately by those airplanes acquired with and without base level);

(ii) Each Stage 2 airplane modified to Stage 3 noise levels (identifying the manufacturer and model of noise abatement retrofit equipment;

(iii) Each Stage 3 airplane on U.S. operations specifications as of the last day of the reporting period; and

(iv) For each Stage 2 airplane transferred or acquired, the name and address of the recipient or transferor; and, if base level was transferred, the person to or from whom base level was transferred or acquired pursuant to Section 91.863 along with the effective date of each base level transaction, and the type of base level transferred or acquired.

(b) Each operator subject to § 91.865 or § 91.867 of this chapter shall submit an initial progress report covering the period from January 1, 1990, through December 31, 1991, and provide:

(1) For each operator subject to § 91.865:

(i) The date used to establish its base level pursuant to § 91.861(a); and

(ii) A list of those Stage 2 airplanes (by type, model, series and serial number) in its base level, including adjustments made pursuant to § 91.861 after the date its base level was established.

(2) For each U.S. operator:

(i) A plan to meet the compliance schedules in § 91.865 or § 91.867 and the final compliance date of § 91.853, including the schedule for delivery of replacement Stage 3 airplanes or the installation of noise abatement retrofit equipment; and

(ii) A separate list (by type, model, series, and serial number) of those airplanes included in the operator's base level, pursuant to § 91.861(a)(1) (i) and (ii), under the categories “returned” or “purchased,” along with the date each was added to its operations specifications.

(c) Each operator subject to § 91.865 or § 91.867 of this chapter shall submit subsequent annual progress reports covering the calendar year preceding the report and including any changes in the information provided in paragraphs (a) and (b) of this section; including the use of any carry-forward credits pursuant to § 91.869.

(d) An operator may request, in any report, that specific planning data be considered proprietary.

(e) If an operator's actions during any reporting period cause it to achieve compliance with § 91.853, the report should include a statement to that effect. Further progress reports are not required unless there is any change in the information reported pursuant to paragraph (a) of this section.

(f) For each U.S. operator subject to § 91.865, progress reports submitted for calendar years 1994, 1996, and 1998, shall also state how the operator achieved compliance with the requirements of that section, i.e.—

(1) By reducing the number of Stage 2 airplanes in its fleet to no more than the maximum permitted percentage of its base level under § 91.865(b), or

(2) By operating a fleet that consists of at least the minimum required percentage of Stage 3 airplanes under § 91.865(d).

§ 91.877

Annual reporting of Hawaiian operations.

(a) Each air carrier or foreign air carrier subject to § 91.865 or § 91.867 of this part that conducts operations between the contiguous United States and the State of Hawaii, between the State of Hawaii and any point outside of the contiguous United States, or between the islands of Hawaii in turnaround service, on or since November 5, 1990, shall include in its annual report the information described in paragraph (c) of this section.

(b) Each air carrier or foreign air carrier not subject to § 91.865 or § 91.867 of this part that conducts operations between the contiguous U.S. and the State of Hawaii, between the State of Hawaii and any point outside of the contiguous United States, or between the islands of Hawaii in turnaround service, on or since November 5, 1990, shall submit an annual report to the FAA, Office of Environment and Energy, on its compliance with the Hawaiian operations provisions of 49 U.S.C. 47528. Such reports shall be submitted no later than 45 days after the end of a calendar year. All progress reports must provide the information through the end of the calendar year, be certified by the operator as true and complete (under penalty of 18 U.S.C. 1001), and include the following information—

(1) The name and address of the air carrier or foreign air carrier;

(2) The name, title, and telephone number of the person designated by the air carrier or foreign air carrier to be responsible for ensuring the accuracy of the information in the report; and

(3) The information specified in paragraph (c) of this section.

(c) The following information must be included in reports filed pursuant to this section—

(1) For operations conducted between the contiguous United States and the State of Hawaii—

(i) The number of Stage 2 airplanes used to conduct such operations as of November 5, 1990;

(ii) Any change to that number during the calendar year being reported, including the date of such change;

(2) For air carriers that conduct inter-island turnaround service in the State of Hawaii—

(i) The number of Stage 2 airplanes used to conduct such operations as of November 5, 1990;

(ii) Any change to that number during the calendar year being reported, including the date of such change;

(iii) For an air carrier that provided inter-island trunaround service within the state of Hawaii on November 5, 1990, the number reported under paragraph (c)(2)(i) of this section may include all Stage 2 airplanes with a maximum certificated takeoff weight of more than 75,000 pounds that were owned or leased by the air carrier on November 5, 1990, regardless of whether such airplanes were operated by that air carrier or foreign air carrier on that date.

(3) For operations conducted between the State of Hawaii and a point outside the contiguous United States—

(i) The number of Stage 2 airplanes used to conduct such operations as of November 5, 1990; and

(ii) Any change to that number during the calendar year being reported, including the date of such change.

(d) Reports or amended reports for years predating this regulation are required to be filed concurrently with the next annual report.

§§ 91.879-91.880

§ 91.881

Final compliance: Civil subsonic jet airplanes weighing 75,000 pounds or less.

Except as provided in § 91.883, after December 31, 2015, a person may not operate to or from an airport in the contiguous United States a civil subsonic jet airplane subject to § 91.801(e) of this subpart that weighs less than 75,000 pounds unless that airplane has been shown to comply with Stage 3, Stage 4, or Stage 5 noise levels.

§ 91.883

Special flight authorizations for jet airplanes weighing 75,000 pounds or less.

(a) After December 31, 2015, an operator of a jet airplane weighing 75,000 pounds or less that does not comply with Stage 3 noise levels may, when granted a special flight authorization by the FAA, operate that airplane in the contiguous United States only for one of the following purposes:

(1) To sell, lease, or use the airplane outside the 48 contiguous States;

(2) To scrap the airplane;

(3) To obtain modifications to the airplane to meet Stage 3, Stage 4, or Stage 5 noise levels.

(4) To perform scheduled heavy maintenance or significant modifications on the airplane at a maintenance facility located in the contiguous 48 States;

(5) To deliver the airplane to an operator leasing the airplane from the owner or return the airplane to the lessor;

(6) To prepare, park, or store the airplane in anticipation of any of the activities described in paragraphs (a)(1) through (a)(5) of this section;

(7) To provide transport of persons and goods in the relief of an emergency situation; or

(8) To divert the airplane to an alternative airport in the 48 contiguous States on account of weather, mechanical, fuel, air traffic control, or other safety reasons while conducting a flight in order to perform any of the activities described in paragraphs (a)(1) through (a)(7) of this section.

(b) An operator of an affected airplane may apply for a special flight authorization for one of the purposes listed in paragraph (a) of this section by filing an application with the FAA's Office of Environment and Energy. Except for emergency relief authorizations sought under paragraph (a)(7) of this section, applications must be filed at least 30 days in advance of the planned flight. All applications must provide the information necessary for the FAA to determine that the planned flight is within the limits prescribed in the law.

§§ 91.884-91.899

§ 91.901

§ 91.903

Policy and procedures.

(a) The Administrator may issue a certificate of waiver authorizing the operation of aircraft in deviation from any rule listed in this subpart if the Administrator finds that the proposed operation can be safely conducted under the terms of that certificate of waiver.

(b) An application for a certificate of waiver under this part is made on a form and in a manner prescribed by the Administrator and may be submitted to any FAA office.

(c) A certificate of waiver is effective as specified in that certificate of waiver.

§ 91.905

List of rules subject to waivers.

§§ 91.907-91.999

§ 91.1001

Applicability.

(a) This subpart prescribes rules, in addition to those prescribed in other subparts of this part, that apply to fractional owners and fractional ownership program managers governing—

(1) The provision of program management services in a fractional ownership program;

(2) The operation of a fractional ownership program aircraft in a fractional ownership program; and

(3) The operation of a program aircraft included in a fractional ownership program managed by an affiliate of the manager of the program to which the owner belongs.

(b) As used in this part—

(1) Affiliate of a program manager means a manager that, directly, or indirectly, through one or more intermediaries, controls, is controlled by, or is under common control with, another program manager. The holding of at least forty percent (40 percent) of the equity and forty percent (40 percent) of the voting power of an entity will be presumed to constitute control for purposes of determining an affiliation under this subpart.

(2) A dry-lease aircraft exchange means an arrangement, documented by the written program agreements, under which the program aircraft are available, on an as needed basis without crew, to each fractional owner.

(3) A fractional owner or owner means an individual or entity that possesses a minimum fractional ownership interest in a program aircraft and that has entered into the applicable program agreements; provided, however, that in the case of the flight operations described in paragraph (b)(6)(ii) of this section, and solely for purposes of requirements pertaining to those flight operations, the fractional owner operating the aircraft will be deemed to be a fractional owner in the program managed by the affiliate.

(4) A fractional ownership interest means the ownership of an interest or holding of a multi-year leasehold interest and/or a multi-year leasehold interest that is convertible into an ownership interest in a program aircraft.

(5) A fractional ownership program or program means any system of aircraft ownership and exchange that consists of all of the following elements:

(i) The provision for fractional ownership program management services by a single fractional ownership program manager on behalf of the fractional owners.

(ii) Two or more airworthy aircraft.

(iii) One or more fractional owners per program aircraft, with at least one program aircraft having more than one owner.

(iv) Possession of at least a minimum fractional ownership interest in one or more program aircraft by each fractional owner.

(v) A dry-lease aircraft exchange arrangement among all of the fractional owners.

(vi) Multi-year program agreements covering the fractional ownership, fractional ownership program management services, and dry-lease aircraft exchange aspects of the program.

(6) A fractional ownership program aircraft or program aircraft means:

(i) An aircraft in which a fractional owner has a minimal fractional ownership interest and that has been included in the dry-lease aircraft exchange pursuant to the program agreements, or

(ii) In the case of a fractional owner from one program operating an aircraft in a different fractional ownership program managed by an affiliate of the operating owner's program manager, the aircraft being operated by the fractional owner, so long as the aircraft is:

(A) Included in the fractional ownership program managed by the affiliate of the operating owner's program manager, and

(B) Included in the operating owner's program's dry-lease aircraft exchange pursuant to the program agreements of the operating owner's program.

(iii) An aircraft owned in whole or in part by the program manager that has been included in the dry-lease aircraft exchange and is used to supplement program operations.

(7) A Fractional Ownership Program Flight or Program Flight means a flight under this subpart when one or more passengers or property designated by a fractional owner are on board the aircraft.

(8) Fractional ownership program management services or program management services mean administrative and aviation support services furnished in accordance with the applicable requirements of this subpart or provided by the program manager on behalf of the fractional owners, including, but not limited to, the—

(i) Establishment and implementation of program safety guidelines;

(ii) Employment, furnishing, or contracting of pilots and other crewmembers;

(iii) Training and qualification of pilots and other crewmembers and personnel;

(iv) Scheduling and coordination of the program aircraft and crews;

(v) Maintenance of program aircraft;

(vi) Satisfaction of recordkeeping requirements;

(vii) Development and use of a program operations manual and procedures; and

(viii) Application for and maintenance of management specifications and other authorizations and approvals.

(9) A fractional ownership program manager or program manager means the entity that offers fractional ownership program management services to fractional owners, and is designated in the multi-year program agreements referenced in paragraph (b)(5)(vi) of this section to fulfill the requirements of this chapter applicable to the manager of the program containing the aircraft being flown. When a fractional owner is operating an aircraft in a fractional ownership program managed by an affiliate of the owner's program manager, the references in this subpart to the flight-related responsibilities of the program manager apply, with respect to that particular flight, to the affiliate of the owner's program manager rather than to the owner's program manager.

(10) A minimum fractional ownership interest means—

(i) A fractional ownership interest equal to, or greater than, one-sixteenth ( 1/16 ) of at least one subsonic, fixed-wing or powered-lift program aircraft; or

(ii) A fractional ownership interest equal to, or greater than, one-thirty-second ( 1/32 ) of at least one rotorcraft program aircraft.

(c) The rules in this subpart that refer to a fractional owner or a fractional ownership program manager also apply to any person who engages in an operation governed by this subpart without the management specifications required by this subpart.

§ 91.1002

Compliance date.

No person that conducted flights before November 17, 2003 under a program that meets the definition of fractional ownership program in § 91.1001 may conduct such flights after February 17, 2005 unless it has obtained management specifications under this subpart.

§ 91.1003

Management contract between owner and program manager.

Each owner must have a contract with the program manager that—

(a) Requires the program manager to ensure that the program conforms to all applicable requirements of this chapter.

(b) Provides the owner the right to inspect and to audit, or have a designee of the owner inspect and audit, the records of the program manager pertaining to the operational safety of the program and those records required to show compliance with the management specifications and all applicable regulations. These records include, but are not limited to, the management specifications, authorizations, approvals, manuals, log books, and maintenance records maintained by the program manager.

(c) Designates the program manager as the owner's agent to receive service of notices pertaining to the program that the FAA seeks to provide to owners and authorizes the FAA to send such notices to the program manager in its capacity as the agent of the owner for such service.

(d) Acknowledges the FAA's right to contact the owner directly if the Administrator determines that direct contact is necessary.

§ 91.1005

Prohibitions and limitations.

(a) Except as provided in § 91.321 or § 91.501, no owner may carry persons or property for compensation or hire on a program flight.

(b) During the term of the multi-year program agreements under which a fractional owner has obtained a minimum fractional ownership interest in a program aircraft, the flight hours used during that term by the owner on program aircraft must not exceed the total hours associated with the fractional owner's share of ownership.

(c) No person may sell or lease an aircraft interest in a fractional ownership program that is smaller than that prescribed in the definition of “minimum fractional ownership interest” in § 91.1001(b)(10) unless flights associated with that interest are operated under part 121 or 135 of this chapter and are conducted by an air carrier or commercial operator certificated under part 119 of this chapter.

§ 91.1007

Flights conducted under part 121 or part 135 of this chapter.

(a) Except as provided in § 91.501(b), when a nonprogram aircraft is used to substitute for a program flight, the flight must be operated in compliance with part 121 or part 135 of this chapter, as applicable.

(b) A program manager who holds a certificate under part 119 of this chapter may conduct a flight for the use of a fractional owner under part 121 or part 135 of this chapter if the aircraft is listed on that certificate holder's operations specifications for part 121 or part 135, as applicable.

(c) The fractional owner must be informed when a flight is being conducted as a program flight or is being conducted under part 121 or part 135 of this chapter.

§ 91.1009

Clarification of operational control.

(a) An owner is in operational control of a program flight when the owner—

(1) Has the rights and is subject to the limitations set forth in §§ 91.1003 through 91.1013;

(2) Has directed that a program aircraft carry passengers or property designated by that owner; and

(3) The aircraft is carrying those passengers or property.

(b) An owner is not in operational control of a flight in the following circumstances:

(1) A program aircraft is used for a flight for administrative purposes such as demonstration, positioning, ferrying, maintenance, or crew training, and no passengers or property designated by such owner are being carried; or

(2) The aircraft being used for the flight is being operated under part 121 or 135 of this chapter.

§ 91.1011

Operational control responsibilities and delegation.

(a) Each owner in operational control of a program flight is ultimately responsible for safe operations and for complying with all applicable requirements of this chapter, including those related to airworthiness and operations in connection with the flight. Each owner may delegate some or all of the performance of the tasks associated with carrying out this responsibility to the program manager, and may rely on the program manager for aviation expertise and program management services. When the owner delegates performance of tasks to the program manager or relies on the program manager's expertise, the owner and the program manager are jointly and individually responsible for compliance.

(b) The management specifications, authorizations, and approvals required by this subpart are issued to, and in the sole name of, the program manager on behalf of the fractional owners collectively. The management specifications, authorizations, and approvals will not be affected by any change in ownership of a program aircraft, as long as the aircraft remains a program aircraft in the identified program.

§ 91.1013

Operational control briefing and acknowledgment.

(a) Upon the signing of an initial program management services contract, or a renewal or extension of a program management services contract, the program manager must brief the fractional owner on the owner's operational control responsibilities, and the owner must review and sign an acknowledgment of these operational control responsibilities. The acknowledgment must be included with the program management services contract. The acknowledgment must define when a fractional owner is in operational control and the owner's responsibilities and liabilities under the program. These include:

(1) Responsibility for compliance with the management specifications and all applicable regulations.

(2) Enforcement actions for any noncompliance.

(3) Liability risk in the event of a flight-related occurrence that causes personal injury or property damage.

(b) The fractional owner's signature on the acknowledgment will serve as the owner's affirmation that the owner has read, understands, and accepts the operational control responsibilities described in the acknowledgment.

(c) Each program manager must ensure that the fractional owner or owner's representatives have access to the acknowledgments for such owner's program aircraft. Each program manager must ensure that the FAA has access to the acknowledgments for all program aircraft.

§ 91.1014

Issuing or denying management specifications.

(a) A person applying to the Administrator for management specifications under this subpart must submit an application—

(1) In a form and manner prescribed by the Administrator; and

(2) Containing any information the Administrator requires the applicant to submit.

(b) Management specifications will be issued to the program manager on behalf of the fractional owners if, after investigation, the Administrator finds that the applicant:

(1) Meets the applicable requirements of this subpart; and

(2) Is properly and adequately equipped in accordance with the requirements of this chapter and is able to conduct safe operations under appropriate provisions of part 91 of this chapter and management specifications issued under this subpart.

(c) An application for management specifications will be denied if the Administrator finds that the applicant is not properly or adequately equipped or is not able to conduct safe operations under this part.

§ 91.1015

Management specifications.

(a) Each person conducting operations under this subpart or furnishing fractional ownership program management services to fractional owners must do so in accordance with management specifications issued by the Administrator to the fractional ownership program manager under this subpart. Management specifications must include:

(1) The current list of all fractional owners and types of aircraft, registration markings and serial numbers;

(2) The authorizations, limitations, and certain procedures under which these operations are to be conducted,

(3) Certain other procedures under which each class and size of aircraft is to be operated;

(4) Authorization for an inspection program approved under § 91.1109, including the type of aircraft, the registration markings and serial numbers of each aircraft to be operated under the program. No person may conduct any program flight using any aircraft not listed.

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

(6) The specific location of the program manager's principal base of operations and, if different, the address that will serve as the primary point of contact for correspondence between the FAA and the program manager and the name and mailing address of the program manager's agent for service;

(7) Other business names the program manager may use;

(8) Authorization for the method of controlling weight and balance of aircraft;

(9) Any authorized deviation and exemption that applies to the person conducting operations under this subpart; and

(10) Any other information the Administrator determines is necessary.

(b) The program manager may keep the current list of all fractional owners required by paragraph (a)(1) of this section at its principal base of operation or other location approved by the Administrator and referenced in its management specifications. Each program manager shall make this list of owners available for inspection by the Administrator.

(c) Management specifications issued under this subpart are effective unless—

(1) The management specifications are amended as provided in § 91.1017; or

(2) The Administrator suspends or revokes the management specifications.

(d) At least 30 days before it proposes to establish or change the location of its principal base of operations, its main operations base, or its main maintenance base, a program manager must provide written notification to the Flight Standards office that issued the program manager's management specifications.

(e) Each program manager must maintain a complete and separate set of its management specifications at its principal base of operations, or at a place approved by the Administrator, and must make its management specifications available for inspection by the Administrator and the fractional owner(s) to whom the program manager furnishes its services for review and audit.

(f) Each program manager must insert pertinent excerpts of its management specifications, or references thereto, in its program manual and must—

(1) Clearly identify each such excerpt as a part of its management specifications; and

(2) State that compliance with each management specifications requirement is mandatory.

(g) Each program manager must keep each of its employees and other persons who perform duties material to its operations informed of the provisions of its management specifications that apply to that employee's or person's duties and responsibilities.

(h) A program manager may obtain approval to provide a temporary document verifying a flightcrew member's airman certificate and medical certificate privileges under an approved certificate verification plan set forth in the program manager's management specifications. A document provided by the program manager may be carried as an airman certificate or medical certificate on flights within the United States for up to 72 hours.

§ 91.1017

Amending program manager's management specifications.

(a) The Administrator may amend any management specifications issued under this subpart if—

(1) The Administrator determines that safety and the public interest require the amendment of any management specifications; or

(2) The program manager applies for the amendment of any management specifications, and the Administrator determines that safety and the public interest allows the amendment.

(b) Except as provided in paragraph (e) of this section, when the Administrator initiates an amendment of a program manager's management specifications, the following procedure applies:

(1) The Flight Standards office that issued the program manager's management specifications will notify the program manager in writing of the proposed amendment.

(2) The Flight Standards office that issued the program manager's management specifications will set a reasonable period (but not less than 7 days) within which the program manager may submit written information, views, and arguments on the amendment.

(3) After considering all material presented, the Flight Standards office that issued the program manager's management specifications will notify the program manager of—

(i) The adoption of the proposed amendment,

(ii) The partial adoption of the proposed amendment, or

(iii) The withdrawal of the proposed amendment.

(4) If the Flight Standards office that issued the program manager's management specifications issues an amendment of the management specifications, it becomes effective not less than 30 days after the program manager receives notice of it unless—

(i) The Flight Standards office that issued the program manager's management specifications finds under paragraph (e) of this section that there is an emergency requiring immediate action with respect to safety; or

(ii) The program manager petitions for reconsideration of the amendment under paragraph (d) of this section.

(c) When the program manager applies for an amendment to its management specifications, the following procedure applies:

(1) The program manager must file an application to amend its management specifications—

(i) At least 90 days before the date proposed by the applicant for the amendment to become effective, unless a shorter time is approved, in cases such as mergers, acquisitions of operational assets that require an additional showing of safety (for example, proving tests or validation tests), and resumption of operations following a suspension of operations as a result of bankruptcy actions.

(ii) At least 15 days before the date proposed by the applicant for the amendment to become effective in all other cases.

(2) The application must be submitted to the Flight Standards office that issued the program manager's management specifications in a form and manner prescribed by the Administrator.

(3) After considering all material presented, the Flight Standards office that issued the program manager's management specifications will notify the program manager of—

(i) The adoption of the applied for amendment;

(ii) The partial adoption of the applied for amendment; or

(iii) The denial of the applied for amendment. The program manager may petition for reconsideration of a denial under paragraph (d) of this section.

(4) If the Flight Standards office that issued the program manager's management specifications approves the amendment, following coordination with the program manager regarding its implementation, the amendment is effective on the date the Administrator approves it.

(d) When a program manager seeks reconsideration of a decision of the Flight Standards office that issued the program manager's management specifications concerning the amendment of management specifications, the following procedure applies:

(1) The program manager must petition for reconsideration of that decision within 30 days of the date that the program manager receives a notice of denial of the amendment of its management specifications, or of the date it receives notice of an FAA-initiated amendment of its management specifications, whichever circumstance applies.

(2) The program manager must address its petition to the Executive Director, Flight Standards Service.

(3) A petition for reconsideration, if filed within the 30-day period, suspends the effectiveness of any amendment issued by the Flight Standards office that issued the program manager's management specifications unless that office has found, under paragraph (e) of this section, that an emergency exists requiring immediate action with respect to safety.

(4) If a petition for reconsideration is not filed within 30 days, the procedures of paragraph (c) of this section apply.

(e) If the Flight Standards office that issued the program manager's management specifications finds that an emergency exists requiring immediate action with respect to safety that makes the procedures set out in this section impracticable or contrary to the public interest—

(1) The Flight Standards office amends the management specifications and makes the amendment effective on the day the program manager receives notice of it; and

(2) In the notice to the program manager, the Flight Standards office will articulate the reasons for its finding that an emergency exists requiring immediate action with respect to safety or that makes it impracticable or contrary to the public interest to stay the effectiveness of the amendment.

§ 91.1019

Conducting tests and inspections.

(a) At any time or place, the Administrator may conduct an inspection or test, other than an en route inspection, to determine whether a program manager under this subpart is complying with title 49 of the United States Code, applicable regulations, and the program manager's management specifications.

(b) The program manager must—

(1) Make available to the Administrator at the program manager's principal base of operations, or at a place approved by the Administrator, the program manager's management specifications; and

(2) Allow the Administrator to make any test or inspection, other than an en route inspection, to determine compliance respecting any matter stated in paragraph (a) of this section.

(c) Each employee of, or person used by, the program manager who is responsible for maintaining the program manager's records required by or necessary to demonstrate compliance with this subpart must make those records available to the Administrator.

(d) The Administrator may determine a program manager's continued eligibility to hold its management specifications on any grounds listed in paragraph (a) of this section, or any other appropriate grounds.

(e) Failure by any program manager to make available to the Administrator upon request, the management specifications, or any required record, document, or report is grounds for suspension of all or any part of the program manager's management specifications.

§ 91.1021

Internal safety reporting and incident/accident response.

(a) Each program manager must establish an internal anonymous safety reporting procedure that fosters an environment of safety without any potential for retribution for filing the report.

(b) Each program manager must establish procedures to respond to an aviation incident/accident.

§ 91.1023

Program operating manual requirements.

(a) Each program manager must prepare and keep current a program operating manual setting forth procedures and policies acceptable to the Administrator. The program manager's management, flight, ground, and maintenance personnel must use this manual to conduct operations under this subpart. However, the Administrator may authorize a deviation from this paragraph if the Administrator finds that, because of the limited size of the operation, part of the manual is not necessary for guidance of management, flight, ground, or maintenance personnel.

(b) Each program manager must maintain at least one copy of the manual at its principal base of operations.

(c) No manual may be contrary to any applicable U.S. regulations, foreign regulations applicable to the program flights in foreign countries, or the program manager's management specifications.

(d) The program manager must make a copy of the manual, or appropriate portions of the manual (and changes and additions), available to its maintenance and ground operations personnel and must furnish the manual to—

(1) Its crewmembers; and

(2) Representatives of the Administrator assigned to the program manager.

(e) Each employee of the program manager to whom a manual or appropriate portions of it are furnished under paragraph (d)(1) of this section must keep it up-to-date with the changes and additions furnished to them.

(f) The program manager must ensure the appropriate parts of the manual are accessible to flight, ground, and maintenance personnel at all times when such personnel are performing their assigned duties.

(g) The information and instructions contained in the manual must be displayed clearly and be retrievable in the English language.

(h) Program managers that are also certificated to operate under part 121 or 135 of this chapter may be authorized to use the operating manual required by those parts to meet the manual requirements of subpart K, provided:

(1) The policies and procedures are consistent for both operations, or

(2) When policies and procedures are different, the applicable policies and procedures are identified and used.

§ 91.1025

Program operating manual contents.

Each program operating manual accessed in paper format must display the date of last revision on each page. Each program operating manual accessed in electronic format must display the date of last revision in a manner in which a person can immediately ascertain it. Unless otherwise authorized by the Administrator, the manual must include the following:

(a) Procedures for ensuring compliance with aircraft weight and balance limitations;

(b) Copies of the program manager's management specifications or appropriate extracted information, including area of operations authorized, category and class of aircraft authorized, crew complements, and types of operations authorized;

(c) Procedures for complying with accident notification requirements;

(d) Procedures for ensuring that the pilot in command knows that required airworthiness inspections have been made and that the aircraft has been approved for return to service in compliance with applicable maintenance requirements;

(e) Procedures for reporting and recording mechanical irregularities that come to the attention of the pilot in command before, during, and after completion of a flight;

(f) Procedures to be followed by the pilot in command for determining that mechanical irregularities or defects reported for previous flights have been corrected or that correction of certain mechanical irregularities or defects have been deferred;

(g) Procedures to be followed by the pilot in command to obtain maintenance, preventive maintenance, and servicing of the aircraft at a place where previous arrangements have not been made by the program manager or owner, when the pilot is authorized to so act for the operator;

(h) Procedures under § 91.213 for the release of, and continuation of flight if any item of equipment required for the particular type of operation becomes inoperative or unserviceable en route;

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

(j) Procedures to be followed by the pilot in command in the briefing under § 91.1035.

(k) Procedures for ensuring compliance with emergency procedures, including a list of the functions assigned each category of required crewmembers in connection with an emergency and emergency evacuation duties;

(l) The approved aircraft inspection program, when applicable;

(m) Procedures for the evacuation of persons who may need the assistance of another person to move expeditiously to an exit if an emergency occurs;

(n) Procedures for performance planning that take into account take off, landing and en route conditions;

(o) An approved Destination Airport Analysis, when required by § 91.1037(c), that includes the following elements, supported by aircraft performance data supplied by the aircraft manufacturer for the appropriate runway conditions—

(1) Pilot qualifications and experience;

(2) Aircraft performance data to include normal, abnormal and emergency procedures as supplied by the aircraft manufacturer;

(3) Airport facilities and topography;

(4) Runway conditions (including contamination);

(5) Airport or area weather reporting;

(6) Appropriate additional runway safety margins, if required;

(7) Airplane inoperative equipment;

(8) Environmental conditions; and

(9) Other criteria that affect aircraft performance.

(p) A suitable system (which may include a coded or electronic system) that provides for preservation and retrieval of maintenance recordkeeping information required by § 91.1113 in a manner acceptable to the Administrator that provides—

(1) A description (or reference to date acceptable to the Administrator) of the work performed:

(2) The name of the person performing the work if the work is performed by a person outside the organization of the program manager; and

(3) The name or other positive identification of the individual approving the work.

(q) Flight locating and scheduling procedures; and

(r) Other procedures and policy instructions regarding program operations that are issued by the program manager or required by the Administrator.

§ 91.1027

Recordkeeping.

(a) Each program manager must keep at its principal base of operations or at other places approved by the Administrator, and must make available for inspection by the Administrator all of the following:

(1) The program manager's management specifications.

(2) A current list of the aircraft used or available for use in operations under this subpart, the operations for which each is equipped (for example, RNP5/10, RVSM.).

(3) An individual record of each pilot used in operations under this subpart, including the following information:

(i) The full name of the pilot.

(ii) The pilot certificate (by type and number) and ratings that the pilot holds.

(iii) The pilot's aeronautical experience in sufficient detail to determine the pilot's qualifications to pilot aircraft in operations under this subpart.

(iv) The pilot's current duties and the date of the pilot's assignment to those duties.

(v) The effective date and class of the medical certificate that the pilot holds.

(vi) The date and result of each of the initial and recurrent competency tests and proficiency checks required by this subpart and the type of aircraft flown during that test or check.

(vii) The pilot's flight time in sufficient detail to determine compliance with the flight time limitations of this subpart.

(viii) The pilot's check pilot authorization, if any.

(ix) Any action taken concerning the pilot's release from employment for physical or professional disqualification; and

(x) The date of the satisfactory completion of initial, transition, upgrade, and differences training and each recurrent training phase required by this subpart.

(4) An individual record for each flight attendant used in operations under this subpart, including the following information:

(i) The full name of the flight attendant, and

(ii) The date and result of training required by § 91.1063, as applicable.

(5) A current list of all fractional owners and associated aircraft. This list or a reference to its location must be included in the management specifications and should be of sufficient detail to determine the minimum fractional ownership interest of each aircraft.

(b) Each program manager must keep each record required by paragraph (a)(2) of this section for at least 6 months, and must keep each record required by paragraphs (a)(3) and (a)(4) of this section for at least 12 months. When an employee is no longer employed or affiliated with the program manager or fractional owner, each record required by paragraphs (a)(3) and (a)(4) of this section must be retained for at least 12 months.

(c) Each program manager is responsible for the preparation and accuracy of a load manifest in duplicate containing information concerning the loading of the aircraft. The manifest must be prepared before each takeoff and must include—

(1) The number of passengers;

(2) The total weight of the loaded aircraft;

(3) The maximum allowable takeoff weight for that flight;

(4) The center of gravity limits;

(5) The center of gravity of the loaded aircraft, except that the actual center of gravity need not be computed if the aircraft is loaded according to a loading schedule or other approved method that ensures that the center of gravity of the loaded aircraft is within approved limits. In those cases, an entry must be made on the manifest indicating that the center of gravity is within limits according to a loading schedule or other approved method;

(6) The registration number of the aircraft or flight number;

(7) The origin and destination; and

(8) Identification of crewmembers and their crew position assignments.

(d) The pilot in command of the aircraft for which a load manifest must be prepared must carry a copy of the completed load manifest in the aircraft to its destination. The program manager must keep copies of completed load manifest for at least 30 days at its principal operations base, or at another location used by it and approved by the Administrator.

(e) Each program manager is responsible for providing a written document that states the name of the entity having operational control on that flight and the part of this chapter under which the flight is operated. The pilot in command of the aircraft must carry a copy of the document in the aircraft to its destination. The program manager must keep a copy of the document for at least 30 days at its principal operations base, or at another location used by it and approved by the Administrator.

(f) Records may be kept either in paper or other form acceptable to the Administrator.

(g) Program managers that are also certificated to operate under part 121 or 135 of this chapter may satisfy the recordkeeping requirements of this section and of § 91.1113 with records maintained to fulfill equivalent obligations under part 121 or 135 of this chapter.

§ 91.1029

Flight scheduling and locating requirements.

(a) Each program manager must establish and use an adequate system to schedule and release program aircraft.

(b) Except as provided in paragraph (d) of this section, each program manager must have adequate procedures established for locating each flight, for which a flight plan is not filed, that—

(1) Provide the program manager with at least the information required to be included in a VFR flight plan;

(2) Provide for timely notification of an FAA facility or search and rescue facility, if an aircraft is overdue or missing; and

(3) Provide the program manager with the location, date, and estimated time for reestablishing radio or telephone communications, if the flight will operate in an area where communications cannot be maintained.

(c) Flight locating information must be retained at the program manager's principal base of operations, or at other places designated by the program manager in the flight locating procedures, until the completion of the flight.

(d) The flight locating requirements of paragraph (b) of this section do not apply to a flight for which an FAA flight plan has been filed and the flight plan is canceled within 25 nautical miles of the destination airport.

§ 91.1031

Pilot in command or second in command: Designation required.

(a) Each program manager must designate a—

(1) Pilot in command for each program flight; and

(2) Second in command for each program flight requiring two pilots.

(b) The pilot in command, as designated by the program manager, must remain the pilot in command at all times during that flight.

§ 91.1033

Operating information required.

(a) Each program manager must, for all program operations, provide the following materials, in current and appropriate form, accessible to the pilot at the pilot station, and the pilot must use them—

(1) A cockpit checklist;

(2) For multiengine aircraft or for aircraft with retractable landing gear, an emergency cockpit checklist containing the procedures required by paragraph (c) of this section, as appropriate;

(3) At least one set of pertinent aeronautical charts; and

(4) For IFR operations, at least one set of pertinent navigational en route, terminal area, and instrument approach procedure charts.

(b) Each cockpit checklist required by paragraph (a)(1) of this section must contain the following procedures:

(1) Before starting engines;

(2) Before takeoff;

(3) Cruise;

(4) Before landing;

(5) After landing; and

(6) Stopping engines.

(c) Each emergency cockpit checklist required by paragraph (a)(2) of this section must contain the following procedures, as appropriate:

(1) Emergency operation of fuel, hydraulic, electrical, and mechanical systems.

(2) Emergency operation of instruments and controls.

(3) Engine inoperative procedures.

(4) Any other emergency procedures necessary for safety.

§ 91.1035

Passenger awareness.

(a) Prior to each takeoff, the pilot in command of an aircraft carrying passengers on a program flight must ensure that all passengers have been orally briefed on—

(1) Smoking: Each passenger must be briefed on when, where, and under what conditions smoking is prohibited. This briefing must include a statement, as appropriate, that the regulations require passenger compliance with lighted passenger information signs and no smoking placards, prohibit smoking in lavatories, and require compliance with crewmember instructions with regard to these items;

(2) Use of safety belts, shoulder harnesses, and child restraint systems: Each passenger must be briefed on when, where and under what conditions it is necessary to have his or her safety belt and, if installed, his or her shoulder harness fastened about him or her, and if a child is being transported, the appropriate use of child restraint systems, if available. This briefing must include a statement, as appropriate, that the regulations require passenger compliance with the lighted passenger information sign and/or crewmember instructions with regard to these items;

(3) The placement of seat backs in an upright position before takeoff and landing;

(4) Location and means for opening the passenger entry door and emergency exits;

(5) Location of survival equipment;

(6) Ditching procedures and the use of flotation equipment required under § 91.509 for a flight over water;

(7) The normal and emergency use of oxygen installed in the aircraft; and

(8) Location and operation of fire extinguishers.

(b) Prior to each takeoff, the pilot in command of an aircraft carrying passengers on a program flight must ensure that each person who may need the assistance of another person to move expeditiously to an exit if an emergency occurs and that person's attendant, if any, has received a briefing as to the procedures to be followed if an evacuation occurs. This paragraph does not apply to a person who has been given a briefing before a previous leg of that flight in the same aircraft.

(c) Prior to each takeoff, the pilot in command must advise the passengers of the name of the entity in operational control of the flight.

(d) The oral briefings required by paragraphs (a), (b), and (c) of this section must be given by the pilot in command or another crewmember.

(e) The oral briefing required by paragraph (a) of this section may be delivered by means of an approved recording playback device that is audible to each passenger under normal noise levels.

(f) The oral briefing required by paragraph (a) of this section must be supplemented by printed cards that must be carried in the aircraft in locations convenient for the use of each passenger. The cards must—

(1) Be appropriate for the aircraft on which they are to be used;

(2) Contain a diagram of, and method of operating, the emergency exits; and

(3) Contain other instructions necessary for the use of emergency equipment on board the aircraft.

§ 91.1037

Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports.

(a) No program manager or any other person may permit a turbine engine powered large transport category airplane on a program flight to take off that airplane at a weight that (allowing for normal consumption of fuel and oil in flight to the destination or alternate airport) the weight of the airplane on arrival would exceed the landing weight in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature expected at the time of landing.

(b) Except as provided in paragraph (c) of this section, no program manager or any other person may permit a turbine engine powered large transport category airplane on a program flight to take off that airplane unless its weight on arrival, allowing for normal consumption of fuel and oil in flight (in accordance with the landing distance in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions expected there at the time of landing), would allow a full stop landing at the intended destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For the purpose of determining the allowable landing weight at the destination airport, the following is assumed:

(1) The airplane is landed on the most favorable runway and in the most favorable direction, in still air.

(2) The airplane is landed on the most suitable runway considering the probable wind velocity and direction and the ground handling characteristics of that airplane, and considering other conditions such as landing aids and terrain.

(c) A program manager or other person flying a turbine engine powered large transport category airplane on a program flight may permit that airplane to take off at a weight in excess of that allowed by paragraph (b) of this section if all of the following conditions exist:

(1) The operation is conducted in accordance with an approved Destination Airport Analysis in that person's program operating manual that contains the elements listed in § 91.1025(o).

(2) The airplane's weight on arrival, allowing for normal consumption of fuel and oil in flight (in accordance with the landing distance in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions expected there at the time of landing), would allow a full stop landing at the intended destination airport within 80 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For the purpose of determining the allowable landing weight at the destination airport, the following is assumed:

(i) The airplane is landed on the most favorable runway and in the most favorable direction, in still air.

(ii) The airplane is landed on the most suitable runway considering the probable wind velocity and direction and the ground handling characteristics of that airplane, and considering other conditions such as landing aids and terrain.

(3) The operation is authorized by management specifications.

(d) No program manager or other person may select an airport as an alternate airport for a turbine engine powered large transport category airplane unless (based on the assumptions in paragraph (b) of this section) that airplane, at the weight expected at the time of arrival, can be brought to a full stop landing within 80 percent of the effective length of the runway from a point 50 feet above the intersection of the obstruction clearance plane and the runway.

(e) Unless, based on a showing of actual operating landing techniques on wet runways, a shorter landing distance (but never less than that required by paragraph (b) or (c) of this section) has been approved for a specific type and model airplane and included in the Airplane Flight Manual, no person may take off a turbojet airplane when the appropriate weather reports or forecasts, or any combination of them, indicate that the runways at the destination or alternate airport may be wet or slippery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required under paragraph (b) or (c) of this section.

§ 91.1039

IFR takeoff, approach and landing minimums.

(a) No pilot on a program aircraft operating a program flight may begin an instrument approach procedure to an airport unless—

(1) Either that airport or the alternate airport has a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator; and

(2) The latest weather report issued by the weather reporting facility includes a current local altimeter setting for the destination airport. If no local altimeter setting is available at the destination airport, the pilot must obtain the current local altimeter setting from a source provided by the facility designated on the approach chart for the destination airport.

(b) For flight planning purposes, if the destination airport does not have a weather reporting facility described in paragraph (a)(1) of this section, the pilot must designate as an alternate an airport that has a weather reporting facility meeting that criteria.

(c) The MDA or Decision Altitude and visibility landing minimums prescribed in part 97 of this chapter or in the program manager's management specifications are increased by 100 feet and 1/2 mile respectively, but not to exceed the ceiling and visibility minimums for that airport when used as an alternate airport, for each pilot in command of a turbine-powered aircraft who has not served at least 100 hours as pilot in command in that type of aircraft.

(d) No person may take off an aircraft under IFR from an airport where weather conditions are at or above takeoff minimums but are below authorized IFR landing minimums unless there is an alternate airport within one hour's flying time (at normal cruising speed, in still air) of the airport of departure.

(e) Except as provided in § 91.176 of this chapter, each pilot making an IFR takeoff or approach and landing at an airport must comply with applicable instrument approach procedures and takeoff and landing weather minimums prescribed by the authority having jurisdiction over the airport. In addition, no pilot may take off at that airport when the visibility is less than 600 feet, unless otherwise authorized in the program manager's management specifications for EFVS operations.

§ 91.1041

Aircraft proving and validation tests.

(a) No program manager may permit the operation of an aircraft, other than a turbojet aircraft, for which two pilots are required by the type certification requirements of this chapter for operations under VFR, if it has not previously proved such an aircraft in operations under this part in at least 25 hours of proving tests acceptable to the Administrator including—

(1) Five hours of night time, if night flights are to be authorized;

(2) Five instrument approach procedures under simulated or actual conditions, if IFR flights are to be authorized; and

(3) Entry into a representative number of en route airports as determined by the Administrator.

(b) No program manager may permit the operation of a turbojet airplane if it has not previously proved a turbojet airplane in operations under this part in at least 25 hours of proving tests acceptable to the Administrator including—

(1) Five hours of night time, if night flights are to be authorized;

(2) Five instrument approach procedures under simulated or actual conditions, if IFR flights are to be authorized; and

(3) Entry into a representative number of en route airports as determined by the Administrator.

(c) No program manager may carry passengers in an aircraft during proving tests, except those needed to make the tests and those designated by the Administrator to observe the tests. However, pilot flight training may be conducted during the proving tests.

(d) Validation testing is required to determine that a program manager is capable of conducting operations safely and in compliance with applicable regulatory standards. Validation tests are required for the following authorizations:

(1) The addition of an aircraft for which two pilots are required for operations under VFR or a turbojet airplane, if that aircraft or an aircraft of the same make or similar design has not been previously proved or validated in operations under this part.

(2) Operations outside U.S. airspace.

(3) Class II navigation authorizations.

(4) Special performance or operational authorizations.

(e) Validation tests must be accomplished by test methods acceptable to the Administrator. Actual flights may not be required when an applicant can demonstrate competence and compliance with appropriate regulations without conducting a flight.

(f) Proving tests and validation tests may be conducted simultaneously when appropriate.

(g) The Administrator may authorize deviations from this section if the Administrator finds that special circumstances make full compliance with this section unnecessary.

§ 91.1043

§ 91.1045

Additional equipment requirements.

No person may operate a program aircraft on a program flight unless the aircraft is equipped with the following—

(a) Airplanes having a passenger-seat configuration of more than 30 seats or a payload capacity of more than 7,500 pounds:

(1) A cockpit voice recorder as required by § 121.359 of this chapter as applicable to the aircraft specified in that section.

(2) A flight recorder as required by § 121.343 or § 121.344 of this chapter as applicable to the aircraft specified in that section.

(3) A terrain awareness and warning system as required by § 121.354 of this chapter as applicable to the aircraft specified in that section.

(4) A traffic alert and collision avoidance system as required by § 121.356 of this chapter as applicable to the aircraft specified in that section.

(5) Airborne weather radar as required by § 121.357 of this chapter, as applicable to the aircraft specified in that section.

(b) Airplanes having a passenger-seat configuration of 30 seats or fewer, excluding each crewmember, and a payload capacity of 7,500 pounds or less, and any rotorcraft (as applicable):

(1) A cockpit voice recorder as required by § 135.151 of this chapter as applicable to the aircraft specified in that section.

(2) A flight recorder as required by § 135.152 of this chapter as applicable to the aircraft specified in that section.

(3) A terrain awareness and warning system as required by § 135.154 of this chapter as applicable to the aircraft specified in that section.

(4) A traffic alert and collision avoidance system as required by § 135.180 of this chapter as applicable to the aircraft specified in that section.

(5) As applicable to the aircraft specified in that section, either:

(i) Airborne thunderstorm detection equipment as required by § 135.173 of this chapter; or

(ii) Airborne weather radar as required by § 135.175 of this chapter.

§ 91.1047

Drug and alcohol misuse education program.

(a) Each program manager must provide each direct employee performing flight crewmember, flight attendant, flight instructor, or aircraft maintenance duties with drug and alcohol misuse education.

(b) No program manager may use any contract employee to perform flight crewmember, flight attendant, flight instructor, or aircraft maintenance duties for the program manager unless that contract employee has been provided with drug and alcohol misuse education.

(c) Program managers must disclose to their owners and prospective owners the existence of a company drug and alcohol misuse testing program. If the program manager has implemented a company testing program, the program manager's disclosure must include the following:

(1) Information on the substances that they test for, for example, alcohol and a list of the drugs;

(2) The categories of employees tested, the types of tests, for example, pre-employment, random, reasonable cause/suspicion, post accident, return to duty and follow-up; and

(3) The degree to which the program manager's company testing program is comparable to the federally mandated drug and alcohol testing program required under part 120 of this chapter regarding the information in paragraphs (c)(1) and (c)(2) of this section.

(d) If a program aircraft is operated on a program flight into an airport at which no maintenance personnel are available that are subject to the requirements of paragraphs (a) or (b) of this section and emergency maintenance is required, the program manager may use persons not meeting the requirements of paragraphs (a) or (b) of this section to provide such emergency maintenance under both of the following conditions:

(1) The program manager must notify the Drug Abatement Program Division, AAM-800, 800 Independence Avenue, SW., Washington, DC 20591 in writing within 10 days after being provided emergency maintenance in accordance with this paragraph. The program manager must retain copies of all such written notifications for two years.

(2) The aircraft must be reinspected by maintenance personnel who meet the requirements of paragraph (a) or (b) of this section when the aircraft is next at an airport where such maintenance personnel are available.

(e) For purposes of this section, emergency maintenance means maintenance that—

(1) Is not scheduled, and

(2) Is made necessary by an aircraft condition not discovered prior to the departure for that location.

(f) Notwithstanding paragraphs (a) and (b) of this section, drug and alcohol misuse education conducted under an FAA-approved drug and alcohol misuse prevention program may be used to satisfy these requirements.

§ 91.1049

Personnel.

(a) Each program manager and each fractional owner must use in program operations on program aircraft flight crews meeting § 91.1053 criteria and qualified under the appropriate regulations. The program manager must provide oversight of those crews.

(b) Each program manager must employ (either directly or by contract) an adequate number of pilots per program aircraft. Flight crew staffing must be determined based on the following factors, at a minimum:

(1) Number of program aircraft.

(2) Program manager flight, duty, and rest time considerations, and in all cases within the limits set forth in §§ 91.1057 through 91.1061.

(3) Vacations.

(4) Operational efficiencies.

(5) Training.

(6) Single pilot operations, if authorized by deviation under paragraph (d) of this section.

(c) Each program manager must publish pilot and flight attendant duty schedules sufficiently in advance to follow the flight, duty, and rest time limits in §§ 91.1057 through 91.1061 in program operations.

(d) Unless otherwise authorized by the Administrator, when any program aircraft is flown in program operations with passengers onboard, the crew must consist of at least two qualified pilots employed or contracted by the program manager or the fractional owner.

(e) The program manager must ensure that trained and qualified scheduling or flight release personnel are on duty to schedule and release program aircraft during all hours that such aircraft are available for program operations.

§ 91.1050

Employment of former FAA employees.

(a) Except as specified in paragraph (c) of this section, no fractional owner or fractional ownership program manager may knowingly employ or make a contractual arrangement which permits an individual to act as an agent or representative of the fractional owner or fractional ownership program manager in any matter before the Federal Aviation Administration if the individual, in the preceding 2 years—

(1) Served as, or was directly responsible for the oversight of, a Flight Standards Service aviation safety inspector; and

(2) Had direct responsibility to inspect, or oversee the inspection of, the operations of the fractional owner or fractional ownership program manager.

(b) For the purpose of this section, an individual shall be considered to be acting as an agent or representative of a fractional owner or fractional ownership program manager in a matter before the agency if the individual makes any written or oral communication on behalf of the fractional owner or fractional ownership program manager to the agency (or any of its officers or employees) in connection with a particular matter, whether or not involving a specific party and without regard to whether the individual has participated in, or had responsibility for, the particular matter while serving as a Flight Standards Service aviation safety inspector.

(c) The provisions of this section do not prohibit a fractional owner or fractional ownership program manager from knowingly employing or making a contractual arrangement which permits an individual to act as an agent or representative of the fractional owner or fractional ownership program manager in any matter before the Federal Aviation Administration if the individual was employed by the fractional owner or fractional ownership program manager before October 21, 2011.

§ 91.1053

Crewmember experience.

(a) No program manager or owner may use any person, nor may any person serve, as a pilot in command or second in command of a program aircraft, or as a flight attendant on a program aircraft, in program operations under this subpart unless that person has met the applicable requirements of part 61 of this chapter and has the following experience and ratings:

(1) Total flight time for all pilots:

(i) Pilot in command—A minimum of 1,500 hours.

(ii) Second in command—A minimum of 500 hours.

(2) For multi-engine turbine-powered fixed-wing and powered-lift aircraft, the following FAA certification and ratings requirements:

(i) Pilot in command—Airline transport pilot and applicable type ratings.

(ii) Second in command—Commercial pilot and instrument ratings.

(iii) Flight attendant (if required or used)—Appropriately trained personnel.

(3) For all other aircraft, the following FAA certification and rating requirements:

(i) Pilot in command—Commercial pilot and instrument ratings.

(ii) Second in command—Commercial pilot and instrument ratings.

(iii) Flight attendant (if required or used)—Appropriately trained personnel.

(b) The Administrator may authorize deviations from paragraph (a)(1) of this section if the Flight Standards office that issued the program manager's management specifications finds that the crewmember has comparable experience, and can effectively perform the functions associated with the position in accordance with the requirements of this chapter. Grants of deviation under this paragraph may be granted after consideration of the size and scope of the operation, the qualifications of the intended personnel and the circumstances set forth in § 91.1055(b)(1) through (3). The Administrator may, at any time, terminate any grant of deviation authority issued under this paragraph.

§ 91.1055

Pilot operating limitations and pairing requirement.

(a) If the second in command of a fixed-wing program aircraft has fewer than 100 hours of flight time as second in command flying in the aircraft make and model and, if a type rating is required, in the type aircraft being flown, and the pilot in command is not an appropriately qualified check pilot, the pilot in command shall make all takeoffs and landings in any of the following situations:

(1) Landings at the destination airport when a Destination Airport Analysis is required by § 91.1037(c); and

(2) In any of the following conditions:

(i) The prevailing visibility for the airport is at or below 3/4 mile.

(ii) The runway visual range for the runway to be used is at or below 4,000 feet.

(iii) The runway to be used has water, snow, slush, ice or similar contamination that may adversely affect aircraft performance.

(iv) The braking action on the runway to be used is reported to be less than “good.”

(v) The crosswind component for the runway to be used is in excess of 15 knots.

(vi) Windshear is reported in the vicinity of the airport.

(vii) Any other condition in which the pilot in command determines it to be prudent to exercise the pilot in command's authority.

(b) No program manager may release a program flight under this subpart unless, for that aircraft make or model and, if a type rating is required, for that type aircraft, either the pilot in command or the second in command has at least 75 hours of flight time, either as pilot in command or second in command. The Administrator may, upon application by the program manager, authorize deviations from the requirements of this paragraph by an appropriate amendment to the management specifications in any of the following circumstances:

(1) A newly authorized program manager does not employ any pilots who meet the minimum requirements of this paragraph.

(2) An existing program manager adds to its fleet a new category and class aircraft not used before in its operation.

(3) An existing program manager establishes a new base to which it assigns pilots who will be required to become qualified on the aircraft operated from that base.

(c) No person may be assigned in the capacity of pilot in command in a program operation to more than two aircraft types that require a separate type rating.

§ 91.1057

Flight, duty and rest time requirements: All crewmembers.

(a) For purposes of this subpart—

Augmented flight crew means at least three pilots.

Calendar day means the period of elapsed time, using Coordinated Universal Time or local time that begins at midnight and ends 24 hours later at the next midnight.

Duty period means the period of elapsed time between reporting for an assignment involving flight time and release from that assignment by the program manager. All time between these two points is part of the duty period, even if flight time is interrupted by nonflight-related duties. The time is calculated using either Coordinated Universal Time or local time to reflect the total elapsed time.

Extension of flight time means an increase in the flight time because of circumstances beyond the control of the program manager or flight crewmember (such as adverse weather) that are not known at the time of departure and that prevent the flightcrew from reaching the destination within the planned flight time.

Flight attendant means an individual, other than a flight crewmember, who is assigned by the program manager, in accordance with the required minimum crew complement under the program manager's management specifications or in addition to that minimum complement, to duty in an aircraft during flight time and whose duties include but are not necessarily limited to cabin-safety-related responsibilities.

Multi-time zone flight means an easterly or westerly flight or multiple flights in one direction in the same duty period that results in a time zone difference of 5 or more hours and is conducted in a geographic area that is south of 60 degrees north latitude and north of 60 degrees south latitude.

Reserve status means that status in which a flight crewmember, by arrangement with the program manager: Holds himself or herself fit to fly to the extent that this is within the control of the flight crewmember; remains within a reasonable response time of the aircraft as agreed between the flight crewmember and the program manager; and maintains a ready means whereby the flight crewmember may be contacted by the program manager. Reserve status is not part of any duty period or rest period.

Rest period means a period of time required pursuant to this subpart that is free of all responsibility for work or duty prior to the commencement of, or following completion of, a duty period, and during which the flight crewmember or flight attendant cannot be required to receive contact from the program manager. A rest period does not include any time during which the program manager imposes on a flight crewmember or flight attendant any duty or restraint, including any actual work or present responsibility for work should the occasion arise.

Standby means that portion of a duty period during which a flight crewmember is subject to the control of the program manager and holds himself or herself in a condition of readiness to undertake a flight. Standby is not part of any rest period.

(b) A program manager may assign a crewmember and a crewmember may accept an assignment for flight time only when the applicable requirements of this section and §§ 91.1059-91.1062 are met.

(c) No program manager may assign any crewmember to any duty during any required rest period.

(d) Time spent in transportation, not local in character, that a program manager requires of a crewmember and provides to transport the crewmember to an airport at which he or she is to serve on a flight as a crewmember, or from an airport at which he or she was relieved from duty to return to his or her home station, is not considered part of a rest period.

(e) A flight crewmember may continue a flight assignment if the flight to which he or she is assigned would normally terminate within the flight time limitations, but because of circumstances beyond the control of the program manager or flight crewmember (such as adverse weather conditions), is not at the time of departure expected to reach its destination within the planned flight time. The extension of flight time under this paragraph may not exceed the maximum time limits set forth in § 91.1059.

(f) Each flight assignment must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the completion time of the assignment.

(g) The program manager must provide each crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

(h) A flight crewmember may decline a flight assignment if, in the flight crewmember's determination, to do so would not be consistent with the standard of safe operation required under this subpart, this part, and applicable provisions of this title.

(i) Any rest period required by this subpart may occur concurrently with any other rest period.

(j) If authorized by the Administrator, a program manager may use the applicable unscheduled flight time limitations, duty period limitations, and rest requirements of part 121 or part 135 of this chapter instead of the flight time limitations, duty period limitations, and rest requirements of this subpart.

§ 91.1059

Flight time limitations and rest requirements: One or two pilot crews.

(a) No program manager may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of a one- or two-pilot crew if that crewmember's total flight time in all commercial flying will exceed—

(1) 500 hours in any calendar quarter;

(2) 800 hours in any two consecutive calendar quarters;

(3) 1,400 hours in any calendar year.

(b) Except as provided in paragraph (c) of this section, during any 24 consecutive hours the total flight time of the assigned flight, when added to any commercial flying by that flight crewmember, may not exceed—

(1) 8 hours for a flight crew consisting of one pilot; or

(2) 10 hours for a flight crew consisting of two pilots qualified under this subpart for the operation being conducted.

(c) No program manager may assign any flight crewmember, and no flight crewmember may accept an assignment, if that crewmember's flight time or duty period will exceed, or rest time will be less than—

§ 91.1061

Augmented flight crews.

(a) No program manager may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of an augmented crew if that crewmember's total flight time in all commercial flying will exceed—

(1) 500 hours in any calendar quarter;

(2) 800 hours in any two consecutive calendar quarters;

(3) 1,400 hours in any calendar year.

(b) No program manager may assign any pilot to an augmented crew, unless the program manager ensures:

(1) Adequate sleeping facilities are installed on the aircraft for the pilots.

(2) No more than 8 hours of flight deck duty is accrued in any 24 consecutive hours.

(3) For a three-pilot crew, the crew must consist of at least the following:

(i) A pilot in command (PIC) who meets the applicable flight crewmember requirements of this subpart and § 61.57 of this chapter.

(ii) A PIC qualified pilot who meets the applicable flight crewmember requirements of this subpart and § 61.57(c) and (d) of this chapter.

(iii) A second in command (SIC) who meets the SIC qualifications of this subpart. For flight under IFR, that person must also meet the recent instrument experience requirements of part 61 of this chapter.

(4) For a four-pilot crew, at least three pilots who meet the conditions of paragraph (b)(3) of this section, plus a fourth pilot who meets the SIC qualifications of this subpart. For flight under IFR, that person must also meet the recent instrument experience requirements of part 61 of this chapter.

(c) No program manager may assign any flight crewmember, and no flight crewmember may accept an assignment, if that crewmember's flight time or duty period will exceed, or rest time will be less than—

§ 91.1062

Duty periods and rest requirements: Flight attendants.

(a) Except as provided in paragraph (b) of this section, a program manager may assign a duty period to a flight attendant only when the assignment meets the applicable duty period limitations and rest requirements of this paragraph.

(1) Except as provided in paragraphs (a)(4), (a)(5), and (a)(6) of this section, no program manager may assign a flight attendant to a scheduled duty period of more than 14 hours.

(2) Except as provided in paragraph (a)(3) of this section, a flight attendant scheduled to a duty period of 14 hours or less as provided under paragraph (a)(1) of this section must be given a scheduled rest period of at least 9 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(3) The rest period required under paragraph (a)(2) of this section may be scheduled or reduced to 8 consecutive hours if the flight attendant is provided a subsequent rest period of at least 10 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(4) A program manager may assign a flight attendant to a scheduled duty period of more than 14 hours, but no more than 16 hours, if the program manager has assigned to the flight or flights in that duty period at least one flight attendant in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the program manager's management specifications.

(5) A program manager may assign a flight attendant to a scheduled duty period of more than 16 hours, but no more than 18 hours, if the program manager has assigned to the flight or flights in that duty period at least two flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the program manager's management specifications.

(6) A program manager may assign a flight attendant to a scheduled duty period of more than 18 hours, but no more than 20 hours, if the scheduled duty period includes one or more flights that land or take off outside the 48 contiguous states and the District of Columbia, and if the program manager has assigned to the flight or flights in that duty period at least three flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the program manager's management specifications.

(7) Except as provided in paragraph (a)(8) of this section, a flight attendant scheduled to a duty period of more than 14 hours but no more than 20 hours, as provided in paragraphs (a)(4), (a)(5), and (a)(6) of this section, must be given a scheduled rest period of at least 12 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(8) The rest period required under paragraph (a)(7) of this section may be scheduled or reduced to 10 consecutive hours if the flight attendant is provided a subsequent rest period of at least 14 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(9) Notwithstanding paragraphs (a)(4), (a)(5), and (a)(6) of this section, if a program manager elects to reduce the rest period to 10 hours as authorized by paragraph (a)(8) of this section, the program manager may not schedule a flight attendant for a duty period of more than 14 hours during the 24-hour period commencing after the beginning of the reduced rest period.

(b) Notwithstanding paragraph (a) of this section, a program manager may apply the flight crewmember flight time and duty limitations and rest requirements of this part to flight attendants for all operations conducted under this part provided that the program manager establishes written procedures that—

(1) Apply to all flight attendants used in the program manager's operation;

(2) Include the flight crewmember rest and duty requirements of §§ 91.1057, 91.1059, and 91.1061, as appropriate to the operation being conducted, except that rest facilities on board the aircraft are not required;

(3) Include provisions to add one flight attendant to the minimum flight attendant complement for each flight crewmember who is in excess of the minimum number required in the aircraft type certificate data sheet and who is assigned to the aircraft under the provisions of § 91.1061; and

(4) Are approved by the Administrator and described or referenced in the program manager's management specifications.

§ 91.1063

Testing and training: Applicability and terms used.

(a) Sections 91.1065 through 91.1107:

(1) Prescribe the tests and checks required for pilots and flight attendant crewmembers and for the approval of check pilots in operations under this subpart;

(2) Prescribe the requirements for establishing and maintaining an approved training program for crewmembers, check pilots and instructors, and other operations personnel employed or used by the program manager in program operations;

(3) Prescribe the requirements for the qualification, approval and use of aircraft simulators and flight training devices in the conduct of an approved training program; and

(4) Permits training center personnel authorized under part 142 of this chapter who meet the requirements of § 91.1075 to conduct training, testing and checking under contract or other arrangements to those persons subject to the requirements of this subpart.

(b) If authorized by the Administrator, a program manager may comply with the applicable training and testing sections of part 121, subparts N and O of this chapter instead of §§ 91.1065 through 91.1107, provided that the following additional limitations and allowances apply to program managers so authorized:

(1) Operating experience and operations familiarization. Program managers are not required to comply with the operating experience requirements of § 121.434 or the operations familiarization requirements of § 121.435 of this chapter.

(2) Upgrade training. (i) Each program manager must include in upgrade ground training for pilots, instruction in at least the subjects identified in § 121.419(a) of this chapter, as applicable to their assigned duties; and, for pilots serving in crews of two or more pilots, instruction and facilitated discussion in the subjects identified in § 121.419(c) of this chapter.

(ii) Each program manager must include in upgrade flight training for pilots, flight training for the maneuvers and procedures required in § 121.424(a), (c), (e), and (f) of this chapter; and, for pilots serving in crews of two or more pilots, the flight training required in § 121.424(b) of this chapter.

(3) Initial and recurrent leadership and command and mentoring training. Program managers are not required to include leadership and command training in §§ 121.409(b)(2)(ii)(B)( 6 ), 121.419(c)(1), 121.424(b) and 121.427(d)(1) of this chapter, and mentoring training in §§ 121.419(c)(2) and 121.427(d)(1) of this chapter in initial and recurrent training for pilots in command who serve in operations that use only one pilot.

(4) One-time leadership and command and mentoring training. Section 121.429 of this chapter does not apply to program managers conducting operations under this subpart when those operations use only one pilot.

(c) If authorized by the Administrator, a program manager may comply with the applicable training and testing sections of subparts G and H of part 135 of this chapter instead of §§ 91.1065 through 91.1107, except for the operating experience requirements of § 135.244 of this chapter.

(d) For the purposes of this subpart, the following terms and definitions apply:

(1) Initial training. The training required for crewmembers who have not qualified and served in the same capacity on an aircraft.

(2) Transition training. The training required for crewmembers who have qualified and served in the same capacity on another aircraft.

(3) Upgrade training. The training required for crewmembers who have qualified and served as second in command on a particular aircraft type, before they serve as pilot in command on that aircraft.

(4) Differences training. The training required for crewmembers who have qualified and served on a particular type aircraft, when the Administrator finds differences training is necessary before a crewmember serves in the same capacity on a particular variation of that aircraft.

(5) Recurrent training. The training required for crewmembers to remain adequately trained and currently proficient for each aircraft crewmember position, and type of operation in which the crewmember serves.

(6) In flight. The maneuvers, procedures, or functions that will be conducted in the aircraft.

(7) Training center. An organization governed by the applicable requirements of part 142 of this chapter that conducts training, testing, and checking under contract or other arrangement to program managers subject to the requirements of this subpart.

(8) Requalification training. The training required for crewmembers previously trained and qualified, but who have become unqualified because of not having met within the required period any of the following:

(i) Recurrent crewmember training requirements of § 91.1107.

(ii) Instrument proficiency check requirements of § 91.1069.

(iii) Testing requirements of § 91.1065.

(iv) Recurrent flight attendant testing requirements of § 91.1067.

§ 91.1065

Initial and recurrent pilot testing requirements.

(a) No program manager or owner may use a pilot, nor may any person serve as a pilot, unless, since the beginning of the 12th month before that service, that pilot has passed either a written or oral test (or a combination), given by the Administrator or an authorized check pilot, on that pilot's knowledge in the following areas—

(1) The appropriate provisions of parts 61 and 91 of this chapter and the management specifications and the operating manual of the program manager;

(2) For each type of aircraft to be flown by the pilot, the aircraft powerplant, major components and systems, major appliances, performance and operating limitations, standard and emergency operating procedures, and the contents of the accepted operating manual or equivalent, as applicable;

(3) For each type of aircraft to be flown by the pilot, the method of determining compliance with weight and balance limitations for takeoff, landing and en route operations;

(4) Navigation and use of air navigation aids appropriate to the operation or pilot authorization, including, when applicable, instrument approach facilities and procedures;

(5) Air traffic control procedures, including IFR procedures when applicable;

(6) Meteorology in general, including the principles of frontal systems, icing, fog, thunderstorms, and windshear, and, if appropriate for the operation of the program manager, high altitude weather;

(7) Procedures for—

(i) Recognizing and avoiding severe weather situations;

(ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft aircraft pilots are not required to be tested on escaping from low-altitude windshear); and

(iii) Operating in or near thunderstorms (including best penetration altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions; and

(8) New equipment, procedures, or techniques, as appropriate.

(b) No program manager or owner may use a pilot, nor may any person serve as a pilot, in any aircraft unless, since the beginning of the 12th month before that service, that pilot has passed a competency check given by the Administrator or an authorized check pilot in that class of aircraft, if single-engine aircraft other than turbojet, or that type of aircraft, if rotorcraft, multiengine aircraft, or turbojet airplane, to determine the pilot's competence in practical skills and techniques in that aircraft or class of aircraft. The extent of the competency check will be determined by the Administrator or authorized check pilot conducting the competency check. The competency check may include any of the maneuvers and procedures currently required for the original issuance of the particular pilot certificate required for the operations authorized and appropriate to the category, class and type of aircraft involved. For the purposes of this paragraph, type, as to an airplane, means any one of a group of airplanes determined by the Administrator to have a similar means of propulsion, the same manufacturer, and no significantly different handling or flight characteristics. For the purposes of this paragraph, type, as to a rotorcraft, means a basic make and model.

(c) The instrument proficiency check required by § 91.1069 may be substituted for the competency check required by this section for the type of aircraft used in the check.

(d) For the purpose of this subpart, competent performance of a procedure or maneuver by a person to be used as a pilot requires that the pilot be the obvious master of the aircraft, with the successful outcome of the maneuver never in doubt.

(e) The Administrator or authorized check pilot certifies the competency of each pilot who passes the knowledge or flight check in the program manager's pilot records.

(f) All or portions of a required competency check may be given in an aircraft simulator or other appropriate training device, if approved by the Administrator.

(g) If the program manager is authorized to conduct EFVS operations, the competency check in paragraph (b) of this section must include tasks appropriate to the EFVS operations the certificate holder is authorized to conduct.

§ 91.1067

Initial and recurrent flight attendant crewmember testing requirements.

No program manager or owner may use a flight attendant crewmember, nor may any person serve as a flight attendant crewmember unless, since the beginning of the 12th month before that service, the program manager has determined by appropriate initial and recurrent testing that the person is knowledgeable and competent in the following areas as appropriate to assigned duties and responsibilities—

(a) Authority of the pilot in command;

(b) Passenger handling, including procedures to be followed in handling deranged persons or other persons whose conduct might jeopardize safety;

(c) Crewmember assignments, functions, and responsibilities during ditching and evacuation of persons who may need the assistance of another person to move expeditiously to an exit in an emergency;

(d) Briefing of passengers;

(e) Location and operation of portable fire extinguishers and other items of emergency equipment;

(f) Proper use of cabin equipment and controls;

(g) Location and operation of passenger oxygen equipment;

(h) Location and operation of all normal and emergency exits, including evacuation slides and escape ropes; and

(i) Seating of persons who may need assistance of another person to move rapidly to an exit in an emergency as prescribed by the program manager's operations manual.

§ 91.1069

Flight crew: Instrument proficiency check requirements.

(a) No program manager or owner may use a pilot, nor may any person serve, as a pilot in command of an aircraft under IFR unless, since the beginning of the 6th month before that service, that pilot has passed an instrument proficiency check under this section administered by the Administrator or an authorized check pilot.

(b) No program manager or owner may use a pilot, nor may any person serve, as a second command pilot of an aircraft under IFR unless, since the beginning of the 12th month before that service, that pilot has passed an instrument proficiency check under this section administered by the Administrator or an authorized check pilot.

(c) No pilot may use any type of precision instrument approach procedure under IFR unless, since the beginning of the 6th month before that use, the pilot satisfactorily demonstrated that type of approach procedure. No pilot may use any type of nonprecision approach procedure under IFR unless, since the beginning of the 6th month before that use, the pilot has satisfactorily demonstrated either that type of approach procedure or any other two different types of nonprecision approach procedures. The instrument approach procedure or procedures must include at least one straight-in approach, one circling approach, and one missed approach. Each type of approach procedure demonstrated must be conducted to published minimums for that procedure.

(d) The instrument proficiency checks required by paragraphs (a) and (b) of this section consists of either an oral or written equipment test (or a combination) and a flight check under simulated or actual IFR conditions. The equipment test includes questions on emergency procedures, engine operation, fuel and lubrication systems, power settings, stall speeds, best engine-out speed, propeller and supercharger operations, and hydraulic, mechanical, and electrical systems, as appropriate. The flight check includes navigation by instruments, recovery from simulated emergencies, and standard instrument approaches involving navigational facilities which that pilot is to be authorized to use.

(e) Each pilot taking the instrument proficiency check must show that standard of competence required by § 91.1065(d).

(1) The instrument proficiency check must—

(i) For a pilot in command of an aircraft requiring that the PIC hold an airline transport pilot certificate, include the procedures and maneuvers for an airline transport pilot certificate in the particular type of aircraft, if appropriate; and

(ii) For a pilot in command of a rotorcraft or a second in command of any aircraft requiring that the SIC hold a commercial pilot certificate include the procedures and maneuvers for a commercial pilot certificate with an instrument rating and, if required, for the appropriate type rating.

(2) The instrument proficiency check must be given by an authorized check pilot or by the Administrator.

(f) If the pilot is assigned to pilot only one type of aircraft, that pilot must take the instrument proficiency check required by paragraph (a) of this section in that type of aircraft.

(g) If the pilot in command is assigned to pilot more than one type of aircraft, that pilot must take the instrument proficiency check required by paragraph (a) of this section in each type of aircraft to which that pilot is assigned, in rotation, but not more than one flight check during each period described in paragraph (a) of this section.

(h) If the pilot in command is assigned to pilot both single-engine and multiengine aircraft, that pilot must initially take the instrument proficiency check required by paragraph (a) of this section in a multiengine aircraft, and each succeeding check alternately in single-engine and multiengine aircraft, but not more than one flight check during each period described in paragraph (a) of this section.

(i) All or portions of a required flight check may be given in an aircraft simulator or other appropriate training device, if approved by the Administrator.

§ 91.1071

Crewmember: Tests and checks, grace provisions, training to accepted standards.

(a) If a crewmember who is required to take a test or a flight check under this subpart, completes the test or flight check in the month before or after the month in which it is required, that crewmember is considered to have completed the test or check in the month in which it is required.

(b) If a pilot being checked under this subpart fails any of the required maneuvers, the person giving the check may give additional training to the pilot during the course of the check. In addition to repeating the maneuvers failed, the person giving the check may require the pilot being checked to repeat any other maneuvers that are necessary to determine the pilot's proficiency. If the pilot being checked is unable to demonstrate satisfactory performance to the person conducting the check, the program manager may not use the pilot, nor may the pilot serve, as a flight crewmember in operations under this subpart until the pilot has satisfactorily completed the check. If a pilot who demonstrates unsatisfactory performance is employed as a pilot for a certificate holder operating under part 121, 125, or 135 of this chapter, he or she must notify that certificate holder of the unsatisfactory performance.

§ 91.1073

Training program: General.

(a) Each program manager must have a training program and must:

(1) Establish, obtain the appropriate initial and final approval of, and provide a training program that meets this subpart and that ensures that each crewmember, including each flight attendant if the program manager uses a flight attendant crewmember, flight instructor, check pilot, and each person assigned duties for the carriage and handling of hazardous materials (as defined in 49 CFR 171.8) is adequately trained to perform these assigned duties.

(2) Provide adequate ground and flight training facilities and properly qualified ground instructors for the training required by this subpart.

(3) Provide and keep current for each aircraft type used and, if applicable, the particular variations within the aircraft type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks required by this subpart.

(4) Provide enough flight instructors, check pilots, and simulator instructors to conduct required flight training and flight checks, and simulator training courses allowed under this subpart.

(b) Whenever a crewmember who is required to take recurrent training under this subpart completes the training in the month before, or the month after, the month in which that training is required, the crewmember is considered to have completed it in the month in which it was required.

(c) Each instructor, supervisor, or check pilot who is responsible for a particular ground training subject, segment of flight training, course of training, flight check, or competence check under this subpart must certify as to the proficiency and knowledge of the crewmember, flight instructor, or check pilot concerned upon completion of that training or check. That certification must be made a part of the crewmember's record. When the certification required by this paragraph is made by an entry in a computerized recordkeeping system, the certifying instructor, supervisor, or check pilot, must be identified with that entry. However, the signature of the certifying instructor, supervisor, or check pilot is not required for computerized entries.

(d) Training subjects that apply to more than one aircraft or crewmember position and that have been satisfactorily completed during previous training while employed by the program manager for another aircraft or another crewmember position, need not be repeated during subsequent training other than recurrent training.

(e) Aircraft simulators and other training devices may be used in the program manager's training program if approved by the Administrator.

(f) Each program manager is responsible for establishing safe and efficient crew management practices for all phases of flight in program operations including crew resource management training for all crewmembers used in program operations.

(g) If an aircraft simulator has been approved by the Administrator for use in the program manager's training program, the program manager must ensure that each pilot annually completes at least one flight training session in an approved simulator for at least one program aircraft. The training session may be the flight training portion of any of the pilot training or check requirements of this subpart, including the initial, transition, upgrade, requalification, differences, or recurrent training, or the accomplishment of a competency check or instrument proficiency check. If there is no approved simulator for that aircraft type in operation, then all flight training and checking must be accomplished in the aircraft.

§ 91.1075

Training program: Special rules.

Other than the program manager, only the following are eligible under this subpart to conduct training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(a) Another program manager operating under this subpart:

(b) A training center certificated under part 142 of this chapter to conduct training, testing, and checking required by this subpart if the training center—

(1) Holds applicable training specifications issued under part 142 of this chapter;

(2) Has facilities, training equipment, and courseware meeting the applicable requirements of part 142 of this chapter;

(3) Has approved curriculums, curriculum segments, and portions of curriculum segments applicable for use in training courses required by this subpart; and

(4) Has sufficient instructors and check pilots qualified under the applicable requirements of §§ 91.1089 through 91.1095 to conduct training, testing, and checking to persons subject to the requirements of this subpart.

(c) A part 119 certificate holder operating under part 121 or part 135 of this chapter.

(d) As authorized by the Administrator, a training center that is not certificated under part 142 of this chapter.

§ 91.1077

Training program and revision: Initial and final approval.

(a) To obtain initial and final approval of a training program, or a revision to an approved training program, each program manager must submit to the Administrator—

(1) An outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revision; and

(2) Additional relevant information that may be requested by the Administrator.

(b) If the proposed training program or revision complies with this subpart, the Administrator grants initial approval in writing after which the program manager may conduct the training under that program. The Administrator then evaluates the effectiveness of the training program and advises the program manager of deficiencies, if any, that must be corrected.

(c) The Administrator grants final approval of the proposed training program or revision if the program manager shows that the training conducted under the initial approval in paragraph (b) of this section ensures that each person who successfully completes the training is adequately trained to perform that person's assigned duties.

(d) Whenever the Administrator finds that revisions are necessary for the continued adequacy of a training program that has been granted final approval, the program manager must, after notification by the Administrator, make any changes in the program that are found necessary by the Administrator. Within 30 days after the program manager receives the notice, it may file a petition to reconsider the notice with the Administrator. The filing of a petition to reconsider stays the notice pending a decision by the Administrator. However, if the Administrator finds that there is an emergency that requires immediate action in the interest of safety, the Administrator may, upon a statement of the reasons, require a change effective without stay.

§ 91.1079

Training program: Curriculum.

(a) Each program manager must prepare and keep current a written training program curriculum for each type of aircraft for each crewmember required for that type aircraft. The curriculum must include ground and flight training required by this subpart.

(b) Each training program curriculum must include the following:

(1) A list of principal ground training subjects, including emergency training subjects, that are provided.

(2) A list of all the training devices, mock-ups, systems trainers, procedures trainers, or other training aids that the program manager will use.

(3) Detailed descriptions or pictorial displays of the approved normal, abnormal, and emergency maneuvers, procedures and functions that will be performed during each flight training phase or flight check, indicating those maneuvers, procedures and functions that are to be performed during the inflight portions of flight training and flight checks.

§ 91.1081

Crewmember training requirements.

(a) Each program manager must include in its training program the following initial and transition ground training as appropriate to the particular assignment of the crewmember:

(1) Basic indoctrination ground training for newly hired crewmembers including instruction in at least the—

(i) Duties and responsibilities of crewmembers as applicable;

(ii) Appropriate provisions of this chapter;

(iii) Contents of the program manager's management specifications (not required for flight attendants); and

(iv) Appropriate portions of the program manager's operating manual.

(2) The initial and transition ground training in §§ 91.1101 and 91.1105, as applicable.

(3) Emergency training in § 91.1083.

(b) Each training program must provide the initial and transition flight training in § 91.1103, as applicable.

(c) Each training program must provide recurrent ground and flight training as provided in § 91.1107.

(d) Upgrade training in §§ 91.1101 and 91.1103 for a particular type aircraft may be included in the training program for crewmembers who have qualified and served as second in command on that aircraft.

(e) In addition to initial, transition, upgrade and recurrent training, each training program must provide ground and flight training, instruction, and practice necessary to ensure that each crewmember—

(1) Remains adequately trained and currently proficient for each aircraft, crewmember position, and type of operation in which the crewmember serves; and

(2) Qualifies in new equipment, facilities, procedures, and techniques, including modifications to aircraft.

§ 91.1083

Crewmember emergency training.

(a) Each training program must provide emergency training under this section for each aircraft type, model, and configuration, each crewmember, and each kind of operation conducted, as appropriate for each crewmember and the program manager.

(b) Emergency training must provide the following:

(1) Instruction in emergency assignments and procedures, including coordination among crewmembers.

(2) Individual instruction in the location, function, and operation of emergency equipment including—

(i) Equipment used in ditching and evacuation;

(ii) First aid equipment and its proper use; and

(iii) Portable fire extinguishers, with emphasis on the type of extinguisher to be used on different classes of fires.

(3) Instruction in the handling of emergency situations including—

(i) Rapid decompression;

(ii) Fire in flight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas;

(iii) Ditching and evacuation;

(iv) Illness, injury, or other abnormal situations involving passengers or crewmembers; and

(v) Hijacking and other unusual situations.

(4) Review and discussion of previous aircraft accidents and incidents involving actual emergency situations.

(c) Each crewmember must perform at least the following emergency drills, using the proper emergency equipment and procedures, unless the Administrator finds that, for a particular drill, the crewmember can be adequately trained by demonstration:

(1) Ditching, if applicable.

(2) Emergency evacuation.

(3) Fire extinguishing and smoke control.

(4) Operation and use of emergency exits, including deployment and use of evacuation slides, if applicable.

(5) Use of crew and passenger oxygen.

(6) Removal of life rafts from the aircraft, inflation of the life rafts, use of lifelines, and boarding of passengers and crew, if applicable.

(7) Donning and inflation of life vests and the use of other individual flotation devices, if applicable.

(d) Crewmembers who serve in operations above 25,000 feet must receive instruction in the following:

(1) Respiration.

(2) Hypoxia.

(3) Duration of consciousness without supplemental oxygen at altitude.

(4) Gas expansion.

(5) Gas bubble formation.

(6) Physical phenomena and incidents of decompression.

§ 91.1085

Hazardous materials recognition training.

No program manager may use any person to perform, and no person may perform, any assigned duties and responsibilities for the handling or carriage of hazardous materials (as defined in 49 CFR 171.8), unless that person has received training in the recognition of hazardous materials.

§ 91.1087

Approval of aircraft simulators and other training devices.

(a) Training courses using aircraft simulators and other training devices may be included in the program manager's training program if approved by the Administrator.

(b) Each aircraft simulator and other training device that is used in a training course or in checks required under this subpart must meet the following requirements:

(1) It must be specifically approved for—

(i) The program manager; and

(ii) The particular maneuver, procedure, or crewmember function involved.

(2) It must maintain the performance, functional, and other characteristics that are required for approval.

(3) Additionally, for aircraft simulators, it must be—

(i) Approved for the type aircraft and, if applicable, the particular variation within type for which the training or check is being conducted; and

(ii) Modified to conform with any modification to the aircraft being simulated that changes the performance, functional, or other characteristics required for approval.

(c) A particular aircraft simulator or other training device may be used by more than one program manager.

(d) In granting initial and final approval of training programs or revisions to them, the Administrator considers the training devices, methods, and procedures listed in the program manager's curriculum under § 91.1079.

§ 91.1089

Qualifications: Check pilots (aircraft) and check pilots (simulator).

(a) For the purposes of this section and § 91.1093:

(1) A check pilot (aircraft) is a person who is qualified to conduct flight checks in an aircraft, in a flight simulator, or in a flight training device for a particular type aircraft.

(2) A check pilot (simulator) is a person who is qualified to conduct flight checks, but only in a flight simulator, in a flight training device, or both, for a particular type aircraft.

(3) Check pilots (aircraft) and check pilots (simulator) are those check pilots who perform the functions described in § 91.1073(a)(4) and (c).

(b) No program manager may use a person, nor may any person serve as a check pilot (aircraft) in a training program established under this subpart unless, with respect to the aircraft type involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command in operations under this subpart;

(2) Has satisfactorily completed the training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this subpart;

(3) Has satisfactorily completed the proficiency or competency checks that are required to serve as a pilot in command in operations under this subpart;

(4) Has satisfactorily completed the applicable training requirements of § 91.1093;

(5) Holds at least a Class III medical certificate unless serving as a required crewmember, in which case holds a Class I or Class II medical certificate as appropriate; and

(6) Has been approved by the Administrator for the check pilot duties involved.

(c) No program manager may use a person, nor may any person serve as a check pilot (simulator) in a training program established under this subpart unless, with respect to the aircraft type involved, that person meets the provisions of paragraph (b) of this section, or—

(1) Holds the applicable pilot certificates and ratings, except medical certificate, required to serve as a pilot in command in operations under this subpart;

(2) Has satisfactorily completed the appropriate training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this subpart;

(3) Has satisfactorily completed the appropriate proficiency or competency checks that are required to serve as a pilot in command in operations under this subpart;

(4) Has satisfactorily completed the applicable training requirements of § 91.1093; and

(5) Has been approved by the Administrator for the check pilot (simulator) duties involved.

(d) Completion of the requirements in paragraphs (b)(2), (3), and (4) or (c)(2), (3), and (4) of this section, as applicable, must be entered in the individual's training record maintained by the program manager.

(e) A check pilot who does not hold an appropriate medical certificate may function as a check pilot (simulator), but may not serve as a flightcrew member in operations under this subpart.

(f) A check pilot (simulator) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type, class, or category aircraft involved within the 12-month period preceding the performance of any check pilot duty in a flight simulator; or

(2) Before performing any check pilot duty in a flight simulator, satisfactorily complete an approved line-observation program within the period prescribed by that program.

(g) The flight segments or line-observation program required in paragraph (f) of this section are considered to be completed in the month required if completed in the month before or the month after the month in which they are due.

§ 91.1091

Qualifications: Flight instructors (aircraft) and flight instructors (simulator).

(a) For the purposes of this section and § 91.1095:

(1) A flight instructor (aircraft) is a person who is qualified to instruct in an aircraft, in a flight simulator, or in a flight training device for a particular type, class, or category aircraft.

(2) A flight instructor (simulator) is a person who is qualified to instruct in a flight simulator, in a flight training device, or in both, for a particular type, class, or category aircraft.

(3) Flight instructors (aircraft) and flight instructors (simulator) are those instructors who perform the functions described in § 91.1073(a)(4) and (c).

(b) No program manager may use a person, nor may any person serve as a flight instructor (aircraft) in a training program established under this subpart unless, with respect to the type, class, or category aircraft involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command in operations under this subpart or part 121 or 135 of this chapter;

(2) Has satisfactorily completed the training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this subpart;

(3) Has satisfactorily completed the proficiency or competency checks that are required to serve as a pilot in command in operations under this subpart;

(4) Has satisfactorily completed the applicable training requirements of § 91.1095; and

(5) Holds at least a Class III medical certificate.

(c) No program manager may use a person, nor may any person serve as a flight instructor (simulator) in a training program established under this subpart, unless, with respect to the type, class, or category aircraft involved, that person meets the provisions of paragraph (b) of this section, or—

(1) Holds the pilot certificates and ratings, except medical certificate, required to serve as a pilot in command in operations under this subpart or part 121 or 135 of this chapter;

(2) Has satisfactorily completed the appropriate training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this subpart;

(3) Has satisfactorily completed the appropriate proficiency or competency checks that are required to serve as a pilot in command in operations under this subpart; and

(4) Has satisfactorily completed the applicable training requirements of § 91.1095.

(d) Completion of the requirements in paragraphs (b)(2), (3), and (4) or (c)(2), (3), and (4) of this section, as applicable, must be entered in the individual's training record maintained by the program manager.

(e) A pilot who does not hold a medical certificate may function as a flight instructor in an aircraft if functioning as a non-required crewmember, but may not serve as a flightcrew member in operations under this subpart.

(f) A flight instructor (simulator) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type, class, or category aircraft involved within the 12-month period preceding the performance of any flight instructor duty in a flight simulator; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program preceding the performance of any flight instructor duty in a flight simulator.

(g) The flight segments or line-observation program required in paragraph (f) of this section are considered completed in the month required if completed in the month before, or in the month after, the month in which they are due.

§ 91.1093

Initial and transition training and checking: Check pilots (aircraft), check pilots (simulator).

(a) No program manager may use a person nor may any person serve as a check pilot unless—

(1) That person has satisfactorily completed initial or transition check pilot training; and

(2) Within the preceding 24 months, that person satisfactorily conducts a proficiency or competency check under the observation of an FAA inspector or an aircrew designated examiner employed by the program manager. The observation check may be accomplished in part or in full in an aircraft, in a flight simulator, or in a flight training device.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the month before or the month after the month in which it is due.

(c) The initial ground training for check pilots must include the following:

(1) Check pilot duties, functions, and responsibilities.

(2) The applicable provisions of the Code of Federal Regulations and the program manager's policies and procedures.

(3) The applicable methods, procedures, and techniques for conducting the required checks.

(4) Proper evaluation of student performance including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The corrective action in the case of unsatisfactory checks.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the aircraft.

(d) The transition ground training for a check pilot must include the approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the aircraft to which the check pilot is in transition.

(e) The initial and transition flight training for a check pilot (aircraft) must include the following—

(1) The safety measures for emergency situations that are likely to develop during a check;

(2) The potential results of improper, untimely, or nonexecution of safety measures during a check;

(3) Training and practice in conducting flight checks from the left and right pilot seats in the required normal, abnormal, and emergency procedures to ensure competence to conduct the pilot flight checks required by this subpart; and

(4) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during checking.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate.

(g) The initial and transition flight training for a check pilot (simulator) must include the following:

(1) Training and practice in conducting flight checks in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight checks required by this subpart. This training and practice must be accomplished in a flight simulator or in a flight training device.

(2) Training in the operation of flight simulators, flight training devices, or both, to ensure competence to conduct the flight checks required by this subpart.

§ 91.1095

Initial and transition training and checking: Flight instructors (aircraft), flight instructors (simulator).

(a) No program manager may use a person nor may any person serve as a flight instructor unless—

(1) That person has satisfactorily completed initial or transition flight instructor training; and

(2) Within the preceding 24 months, that person satisfactorily conducts instruction under the observation of an FAA inspector, a program manager check pilot, or an aircrew designated examiner employed by the program manager. The observation check may be accomplished in part or in full in an aircraft, in a flight simulator, or in a flight training device.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the month before, or the month after, the month in which it is due.

(c) The initial ground training for flight instructors must include the following:

(1) Flight instructor duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the program manager's policies and procedures.

(3) The applicable methods, procedures, and techniques for conducting flight instruction.

(4) Proper evaluation of student performance including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The corrective action in the case of unsatisfactory training progress.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the aircraft.

(7) Except for holders of a flight instructor certificate—

(i) The fundamental principles of the teaching-learning process;

(ii) Teaching methods and procedures; and

(iii) The instructor-student relationship.

(d) The transition ground training for flight instructors must include the approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the type, class, or category aircraft to which the flight instructor is in transition.

(e) The initial and transition flight training for flight instructors (aircraft) must include the following—

(1) The safety measures for emergency situations that are likely to develop during instruction;

(2) The potential results of improper or untimely safety measures during instruction;

(3) Training and practice from the left and right pilot seats in the required normal, abnormal, and emergency maneuvers to ensure competence to conduct the flight instruction required by this subpart; and

(4) The safety measures to be taken from either the left or right pilot seat for emergency situations that are likely to develop during instruction.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate.

(g) The initial and transition flight training for a flight instructor (simulator) must include the following:

(1) Training and practice in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight instruction required by this subpart. These maneuvers and procedures must be accomplished in full or in part in a flight simulator or in a flight training device.

(2) Training in the operation of flight simulators, flight training devices, or both, to ensure competence to conduct the flight instruction required by this subpart.

§ 91.1097

Pilot and flight attendant crewmember training programs.

(a) Each program manager must establish and maintain an approved pilot training program, and each program manager who uses a flight attendant crewmember must establish and maintain an approved flight attendant training program, that is appropriate to the operations to which each pilot and flight attendant is to be assigned, and will ensure that they are adequately trained to meet the applicable knowledge and practical testing requirements of §§ 91.1065 through 91.1071.

(b) Each program manager required to have a training program by paragraph (a) of this section must include in that program ground and flight training curriculums for—

(1) Initial training;

(2) Transition training;

(3) Upgrade training;

(4) Differences training;

(5) Recurrent training; and

(6) Requalification training.

(c) Each program manager must provide current and appropriate study materials for use by each required pilot and flight attendant.

(d) The program manager must furnish copies of the pilot and flight attendant crewmember training program, and all changes and additions, to the assigned representative of the Administrator. If the program manager uses training facilities of other persons, a copy of those training programs or appropriate portions used for those facilities must also be furnished. Curricula that follow FAA published curricula may be cited by reference in the copy of the training program furnished to the representative of the Administrator and need not be furnished with the program.

§ 91.1099

Crewmember initial and recurrent training requirements.

No program manager may use a person, nor may any person serve, as a crewmember in operations under this subpart unless that crewmember has completed the appropriate initial or recurrent training phase of the training program appropriate to the type of operation in which the crewmember is to serve since the beginning of the 12th month before that service.

§ 91.1101

Pilots: Initial, transition, and upgrade ground training.

Initial, transition, and upgrade ground training for pilots must include instruction in at least the following, as applicable to their duties:

(a) General subjects—

(1) The program manager's flight locating procedures;

(2) Principles and methods for determining weight and balance, and runway limitations for takeoff and landing;

(3) Enough meteorology to ensure a practical knowledge of weather phenomena, including the principles of frontal systems, icing, fog, thunderstorms, windshear and, if appropriate, high altitude weather situations;

(4) Air traffic control systems, procedures, and phraseology;

(5) Navigation and the use of navigational aids, including instrument approach procedures;

(6) Normal and emergency communication procedures;

(7) Visual cues before and during descent below Decision Altitude or MDA; and

(8) Other instructions necessary to ensure the pilot's competence.

(b) For each aircraft type—

(1) A general description;

(2) Performance characteristics;

(3) Engines and propellers;

(4) Major components;

(5) Major aircraft systems (that is, flight controls, electrical, and hydraulic), other systems, as appropriate, principles of normal, abnormal, and emergency operations, appropriate procedures and limitations;

(6) Knowledge and procedures for—

(i) Recognizing and avoiding severe weather situations;

(ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft pilots are not required to be trained in escaping from low-altitude windshear);

(iii) Operating in or near thunderstorms (including best penetration altitudes), turbulent air (including clear air turbulence), inflight icing, hail, and other potentially hazardous meteorological conditions; and

(iv) Operating airplanes during ground icing conditions, (that is, any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft), if the program manager expects to authorize takeoffs in ground icing conditions, including:

(A) The use of holdover times when using deicing/anti-icing fluids;

(B) Airplane deicing/anti-icing procedures, including inspection and check procedures and responsibilities;

(C) Communications;

(D) Airplane surface contamination (that is, adherence of frost, ice, or snow) and critical area identification, and knowledge of how contamination adversely affects airplane performance and flight characteristics;

(E) Types and characteristics of deicing/anti-icing fluids, if used by the program manager;

(F) Cold weather preflight inspection procedures;

(G) Techniques for recognizing contamination on the airplane;

(7) Operating limitations;

(8) Fuel consumption and cruise control;

(9) Flight planning;

(10) Each normal and emergency procedure; and

(11) The approved Aircraft Flight Manual or equivalent.

§ 91.1103

Pilots: Initial, transition, upgrade, requalification, and differences flight training.

(a) Initial, transition, upgrade, requalification, and differences training for pilots must include flight and practice in each of the maneuvers and procedures contained in each of the curriculums that are a part of the approved training program.

(b) The maneuvers and procedures required by paragraph (a) of this section must be performed in flight, except to the extent that certain maneuvers and procedures may be performed in an aircraft simulator, or an appropriate training device, as allowed by this subpart.

(c) If the program manager's approved training program includes a course of training using an aircraft simulator or other training device, each pilot must successfully complete—

(1) Training and practice in the simulator or training device in at least the maneuvers and procedures in this subpart that are capable of being performed in the aircraft simulator or training device; and

(2) A flight check in the aircraft or a check in the simulator or training device to the level of proficiency of a pilot in command or second in command, as applicable, in at least the maneuvers and procedures that are capable of being performed in an aircraft simulator or training device.

§ 91.1105

Flight attendants: Initial and transition ground training.

Initial and transition ground training for flight attendants must include instruction in at least the following—

(a) General subjects—

(1) The authority of the pilot in command; and

(2) Passenger handling, including procedures to be followed in handling deranged persons or other persons whose conduct might jeopardize safety.

(b) For each aircraft type—

(1) A general description of the aircraft emphasizing physical characteristics that may have a bearing on ditching, evacuation, and inflight emergency procedures and on other related duties;

(2) The use of both the public address system and the means of communicating with other flight crewmembers, including emergency means in the case of attempted hijacking or other unusual situations; and

(3) Proper use of electrical galley equipment and the controls for cabin heat and ventilation.

§ 91.1107

Recurrent training.

(a) Each program manager must ensure that each crewmember receives recurrent training and is adequately trained and currently proficient for the type aircraft and crewmember position involved.

(b) Recurrent ground training for crewmembers must include at least the following:

(1) A quiz or other review to determine the crewmember's knowledge of the aircraft and crewmember position involved.

(2) Instruction as necessary in the subjects required for initial ground training by this subpart, as appropriate, including low-altitude windshear training and training on operating during ground icing conditions, as prescribed in § 91.1097 and described in § 91.1101, and emergency training.

(c) Recurrent flight training for pilots must include, at least, flight training in the maneuvers or procedures in this subpart, except that satisfactory completion of the check required by § 91.1065 within the preceding 12 months may be substituted for recurrent flight training.

§ 91.1109

Aircraft maintenance: Inspection program.

Each program manager must establish an aircraft inspection program for each make and model program aircraft and ensure each aircraft is inspected in accordance with that inspection program.

(a) The inspection program must be in writing and include at least the following information:

(1) Instructions and procedures for the conduct of inspections for the particular make and model aircraft, including necessary tests and checks. The instructions and procedures must set forth in detail the parts and areas of the airframe, engines, propellers, rotors, and appliances, including survival and emergency equipment required to be inspected.

(2) A schedule for performing the inspections that must be accomplished under the inspection program expressed in terms of the time in service, calendar time, number of system operations, or any combination thereof.

(3) The name and address of the person responsible for scheduling the inspections required by the inspection program. A copy of the inspection program must be made available to the person performing inspections on the aircraft and, upon request, to the Administrator.

(b) Each person desiring to establish or change an approved inspection program under this section must submit the inspection program for approval to the Flight Standards office that issued the program manager's management specifications. The inspection program must be derived from one of the following programs:

(1) An inspection program currently recommended by the manufacturer of the aircraft, aircraft engines, propellers, appliances, and survival and emergency equipment;

(2) An inspection program that is part of a continuous airworthiness maintenance program currently in use by a person holding an air carrier or operating certificate issued under part 119 of this chapter and operating that make and model aircraft under part 121 or 135 of this chapter;

(3) An aircraft inspection program approved under § 135.419 of this chapter and currently in use under part 135 of this chapter by a person holding a certificate issued under part 119 of this chapter; or

(4) An airplane inspection program approved under § 125.247 of this chapter and currently in use under part 125 of this chapter.

(5) An inspection program that is part of the program manager's continuous airworthiness maintenance program under §§ 91.1411 through 91.1443.

(c) The Administrator may require revision of the inspection program approved under this section in accordance with the provisions of § 91.415.

§ 91.1111

Maintenance training.

The program manager must ensure that all employees who are responsible for maintenance related to program aircraft undergo appropriate initial and annual recurrent training and are competent to perform those duties.

§ 91.1113

Maintenance recordkeeping.

Each fractional ownership program manager must keep (using the system specified in the manual required in § 91.1025) the records specified in § 91.417(a) for the periods specified in § 91.417(b).

§ 91.1115

Inoperable instruments and equipment.

(a) No person may take off an aircraft with inoperable instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that aircraft.

(2) The program manager has been issued management specifications authorizing operations in accordance with an approved Minimum Equipment List. The flight crew must have direct access at all times prior to flight to all of the information contained in the approved Minimum Equipment List through printed or other means approved by the Administrator in the program manager's management specifications. An approved Minimum Equipment List, as authorized by the management specifications, constitutes an approved change to the type design without requiring recertification.

(3) The approved Minimum Equipment List must:

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section.

(ii) Provide for the operation of the aircraft with certain instruments and equipment in an inoperable condition.

(4) Records identifying the inoperable instruments and equipment and the information required by (a)(3)(ii) of this section must be available to the pilot.

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the management specifications authorizing use of the Minimum Equipment List.

(b) The following instruments and equipment may not be included in the Minimum Equipment List:

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the airplane is type certificated and that are essential for safe operations under all operating conditions.

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

(3) Instruments and equipment required for specific operations by this part.

(c) Notwithstanding paragraphs (b)(1) and (b)(3) of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit under §§ 21.197 and 21.199 of this chapter.

(d) A person authorized to use an approved Minimum Equipment List issued for a specific aircraft under part 121, 125, or 135 of this chapter must use that Minimum Equipment List to comply with this section.

§ 91.1411

Continuous airworthiness maintenance program use by fractional ownership program manager.

Fractional ownership program aircraft may be maintained under a continuous airworthiness maintenance program (CAMP) under §§ 91.1413 through 91.1443. Any program manager who elects to maintain the program aircraft using a continuous airworthiness maintenance program must comply with §§ 91.1413 through 91.1443.

§ 91.1413

CAMP: Responsibility for airworthiness.

(a) For aircraft maintained in accordance with a Continuous Airworthiness Maintenance Program, each program manager is primarily responsible for the following:

(1) Maintaining the airworthiness of the program aircraft, including airframes, aircraft engines, propellers, rotors, appliances, and parts.

(2) Maintaining its aircraft in accordance with the requirements of this chapter.

(3) Repairing defects that occur between regularly scheduled maintenance required under part 43 of this chapter.

(b) Each program manager who maintains program aircraft under a CAMP must—

(1) Employ a Director of Maintenance or equivalent position. The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who has responsibility for the maintenance program on all program aircraft maintained under a continuous airworthiness maintenance program. This person cannot also act as Chief Inspector.

(2) Employ a Chief Inspector or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and powerplant ratings who has overall responsibility for inspection aspects of the CAMP. This person cannot also act as Director of Maintenance.

(3) Have the personnel to perform the maintenance of program aircraft, including airframes, aircraft engines, propellers, rotors, appliances, emergency equipment and parts, under its manual and this chapter; or make arrangements with another person for the performance of maintenance. However, the program manager must ensure that any maintenance, preventive maintenance, or alteration that is performed by another person is performed under the program manager's operating manual and this chapter.

§ 91.1415

CAMP: Mechanical reliability reports.

(a) Each program manager who maintains program aircraft under a CAMP must report the occurrence or detection of each failure, malfunction, or defect in an aircraft concerning—

(1) Fires during flight and whether the related fire-warning system functioned properly;

(2) Fires during flight not protected by related fire-warning system;

(3) False fire-warning during flight;

(4) An exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components;

(5) An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or passenger cabin during flight;

(6) Engine shutdown during flight because of flameout;

(7) Engine shutdown during flight when external damage to the engine or aircraft structure occurs;

(8) Engine shutdown during flight because of foreign object ingestion or icing;

(9) Shutdown of more than one engine during flight;

(10) A propeller feathering system or ability of the system to control overspeed during flight;

(11) A fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage during flight;

(12) An unwanted landing gear extension or retraction or opening or closing of landing gear doors during flight;

(13) Brake system components that result in loss of brake actuating force when the aircraft is in motion on the ground;

(14) Aircraft structure that requires major repair;

(15) Cracks, permanent deformation, or corrosion of aircraft structures, if more than the maximum acceptable to the manufacturer or the FAA; and

(16) Aircraft components or systems that result in taking emergency actions during flight (except action to shut down an engine).

(b) For the purpose of this section, during flight means the period from the moment the aircraft leaves the surface of the earth on takeoff until it touches down on landing.

(c) In addition to the reports required by paragraph (a) of this section, each program manager must report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in the manager's opinion, the failure, malfunction, or defect has endangered or may endanger the safe operation of the aircraft.

(d) Each program manager must send each report required by this section, in writing, covering each 24-hour period beginning at 0900 hours local time of each day and ending at 0900 hours local time on the next day to the Flight Standards office that issued the program manager's management specifications. Each report of occurrences during a 24-hour period must be mailed or transmitted to that office within the next 72 hours. However, a report that is due on Saturday or Sunday may be mailed or transmitted on the following Monday and one that is due on a holiday may be mailed or transmitted on the next workday. For aircraft operated in areas where mail is not collected, reports may be mailed or transmitted within 72 hours after the aircraft returns to a point where the mail is collected.

(e) The program manager must transmit the reports required by this section on a form and in a manner prescribed by the Administrator, and must include as much of the following as is available:

(1) The type and identification number of the aircraft.

(2) The name of the program manager.

(3) The date.

(4) The nature of the failure, malfunction, or defect.

(5) Identification of the part and system involved, including available information pertaining to type designation of the major component and time since last overhaul, if known.

(6) Apparent cause of the failure, malfunction or defect (for example, wear, crack, design deficiency, or personnel error).

(7) Other pertinent information necessary for more complete identification, determination of seriousness, or corrective action.

(f) A program manager that is also the holder of a type certificate (including a supplemental type certificate), a Parts Manufacturer Approval, or a Technical Standard Order Authorization, or that is the licensee of a type certificate need not report a failure, malfunction, or defect under this section if the failure, malfunction, or defect has been reported by it under § 21.3 of this chapter or under the accident reporting provisions of part 830 of the regulations of the National Transportation Safety Board.

(g) No person may withhold a report required by this section even when not all information required by this section is available.

(h) When the program manager receives additional information, including information from the manufacturer or other agency, concerning a report required by this section, the program manager must expeditiously submit it as a supplement to the first report and reference the date and place of submission of the first report.

§ 91.1417

CAMP: Mechanical interruption summary report.

Each program manager who maintains program aircraft under a CAMP must mail or deliver, before the end of the 10th day of the following month, a summary report of the following occurrences in multiengine aircraft for the preceding month to the Flight Standards office that issued the management specifications:

(a) Each interruption to a flight, unscheduled change of aircraft en route, or unscheduled stop or diversion from a route, caused by known or suspected mechanical difficulties or malfunctions that are not required to be reported under § 91.1415.

(b) The number of propeller featherings in flight, listed by type of propeller and engine and aircraft on which it was installed. Propeller featherings for training, demonstration, or flight check purposes need not be reported.

§ 91.1423

CAMP: Maintenance organization.

(a) Each program manager who maintains program aircraft under a CAMP that has its personnel perform any of its maintenance (other than required inspections), preventive maintenance, or alterations, and each person with whom it arranges for the performance of that work, must have an organization adequate to perform the work.

(b) Each program manager who has personnel perform any inspections required by the program manager's manual under § 91.1427(b) (2) or (3), (in this subpart referred to as required inspections), and each person with whom the program manager arranges for the performance of that work, must have an organization adequate to perform that work.

(c) Each person performing required inspections in addition to other maintenance, preventive maintenance, or alterations, must organize the performance of those functions so as to separate the required inspection functions from the other maintenance, preventive maintenance, or alteration functions. The separation must be below the level of administrative control at which overall responsibility for the required inspection functions and other maintenance, preventive maintenance, or alterations is exercised.

§ 91.1425

CAMP: Maintenance, preventive maintenance, and alteration programs.

Each program manager who maintains program aircraft under a CAMP must have an inspection program and a program covering other maintenance, preventive maintenance, or alterations that ensures that—

(a) Maintenance, preventive maintenance, or alterations performed by its personnel, or by other persons, are performed under the program manager's manual;

(b) Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, or alterations; and

(c) Each aircraft released to service is airworthy and has been properly maintained for operation under this part.

§ 91.1427

CAMP: Manual requirements.

(a) Each program manager who maintains program aircraft under a CAMP must put in the operating manual the chart or description of the program manager's organization required by § 91.1423 and a list of persons with whom it has arranged for the performance of any of its required inspections, and other maintenance, preventive maintenance, or alterations, including a general description of that work.

(b) Each program manager must put in the operating manual the programs required by § 91.1425 that must be followed in performing maintenance, preventive maintenance, or alterations of that program manager's aircraft, including airframes, aircraft engines, propellers, rotors, appliances, emergency equipment, and parts, and must include at least the following:

(1) The method of performing routine and nonroutine maintenance (other than required inspections), preventive maintenance, or alterations.

(2) A designation of the items of maintenance and alteration that must be inspected (required inspections) including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.

(3) The method of performing required inspections and a designation by occupational title of personnel authorized to perform each required inspection.

(4) Procedures for the reinspection of work performed under previous required inspection findings (buy-back procedures).

(5) Procedures, standards, and limits necessary for required inspections and acceptance or rejection of the items required to be inspected and for periodic inspection and calibration of precision tools, measuring devices, and test equipment.

(6) Procedures to ensure that all required inspections are performed.

(7) Instructions to prevent any person who performs any item of work from performing any required inspection of that work.

(8) Instructions and procedures to prevent any decision of an inspector regarding any required inspection from being countermanded by persons other than supervisory personnel of the inspection unit, or a person at the level of administrative control that has overall responsibility for the management of both the required inspection functions and the other maintenance, preventive maintenance, or alterations functions.

(9) Procedures to ensure that maintenance (including required inspections), preventive maintenance, or alterations that are not completed because of work interruptions are properly completed before the aircraft is released to service.

(c) Each program manager must put in the manual a suitable system (which may include an electronic or coded system) that provides for the retention of the following information—

(1) A description (or reference to data acceptable to the Administrator) of the work performed;

(2) The name of the person performing the work if the work is performed by a person outside the organization of the program manager; and

(3) The name or other positive identification of the individual approving the work.

(d) For the purposes of this part, the program manager must prepare that part of its manual containing maintenance information and instructions, in whole or in part, in a format acceptable to the Administrator, that is retrievable in the English language.

§ 91.1429

CAMP: Required inspection personnel.

(a) No person who maintains an aircraft under a CAMP may use any person to perform required inspections unless the person performing the inspection is appropriately certificated, properly trained, qualified, and authorized to do so.

(b) No person may allow any person to perform a required inspection unless, at the time the work was performed, the person performing that inspection is under the supervision and control of the chief inspector.

(c) No person may perform a required inspection if that person performed the item of work required to be inspected.

(d) Each program manager must maintain, or must ensure that each person with whom it arranges to perform required inspections maintains, a current listing of persons who have been trained, qualified, and authorized to conduct required inspections. The persons must be identified by name, occupational title, and the inspections that they are authorized to perform. The program manager (or person with whom it arranges to perform its required inspections) must give written information to each person so authorized, describing the extent of that person's responsibilities, authorities, and inspectional limitations. The list must be made available for inspection by the Administrator upon request.

§ 91.1431

CAMP: Continuing analysis and surveillance.

(a) Each program manager who maintains program aircraft under a CAMP must establish and maintain a system for the continuing analysis and surveillance of the performance and effectiveness of its inspection program and the program covering other maintenance, preventive maintenance, and alterations and for the correction of any deficiency in those programs, regardless of whether those programs are carried out by employees of the program manager or by another person.

(b) Whenever the Administrator finds that the programs described in paragraph (a) of this section does not contain adequate procedures and standards to meet this part, the program manager must, after notification by the Administrator, make changes in those programs requested by the Administrator.

(c) A program manager may petition the Administrator to reconsider the notice to make a change in a program. The petition must be filed with the Executive Director, Flight Standards Service, within 30 days after the program manager receives the notice. Except in the case of an emergency requiring immediate action in the interest of safety, the filing of the petition stays the notice pending a decision by the Administrator.

§ 91.1433

CAMP: Maintenance and preventive maintenance training program.

Each program manager who maintains program aircraft under a CAMP or a person performing maintenance or preventive maintenance functions for it must have a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform that person's duties.

§ 91.1435

CAMP: Certificate requirements.

(a) Except for maintenance, preventive maintenance, alterations, and required inspections performed by repair stations located outside the United States certificated under the provisions of part 145 of this chapter, each person who is directly in charge of maintenance, preventive maintenance, or alterations for a CAMP, and each person performing required inspections for a CAMP must hold an appropriate airman certificate.

(b) For the purpose of this section, a person “directly in charge” is each person assigned to a position in which that person is responsible for the work of a shop or station that performs maintenance, preventive maintenance, alterations, or other functions affecting airworthiness. A person who is directly in charge need not physically observe and direct each worker constantly but must be available for consultation and decision on matters requiring instruction or decision from higher authority than that of the person performing the work.

§ 91.1437

CAMP: Authority to perform and approve maintenance.

A program manager who maintains program aircraft under a CAMP may employ maintenance personnel, or make arrangements with other persons to perform maintenance and preventive maintenance as provided in its maintenance manual. Unless properly certificated, the program manager may not perform or approve maintenance for return to service.

§ 91.1439

CAMP: Maintenance recording requirements.

(a) Each program manager who maintains program aircraft under a CAMP must keep (using the system specified in the manual required in § 91.1427) the following records for the periods specified in paragraph (b) of this section:

(1) All the records necessary to show that all requirements for the issuance of an airworthiness release under § 91.1443 have been met.

(2) Records containing the following information:

(i) The total time in service of the airframe, engine, propeller, and rotor.

(ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance.

(iii) The time since last overhaul of each item installed on the aircraft that are required to be overhauled on a specified time basis.

(iv) The identification of the current inspection status of the aircraft, including the time since the last inspections required by the inspection program under which the aircraft and its appliances are maintained.

(v) The current status of applicable airworthiness directives, including the date and methods of compliance, and, if the airworthiness directive involves recurring action, the time and date when the next action is required.

(vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor, and appliance.

(b) Each program manager must retain the records required to be kept by this section for the following periods:

(1) Except for the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance the records specified in paragraph (a)(1) of this section must be retained until the work is repeated or superseded by other work or for one year after the work is performed.

(2) The records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance must be retained until the work is superseded by work of equivalent scope and detail.

(3) The records specified in paragraph (a)(2) of this section must be retained as specified unless transferred with the aircraft at the time the aircraft is sold.

(c) The program manager must make all maintenance records required to be kept by this section available for inspection by the Administrator or any representative of the National Transportation Safety Board.

§ 91.1441

CAMP: Transfer of maintenance records.

When a U.S.-registered fractional ownership program aircraft maintained under a CAMP is removed from the list of program aircraft in the management specifications, the program manager must transfer to the purchaser, at the time of the sale, the following records of that aircraft, in plain language form or in coded form that provides for the preservation and retrieval of information in a manner acceptable to the Administrator:

(a) The records specified in § 91.1439(a)(2).

(b) The records specified in § 91.1439(a)(1) that are not included in the records covered by paragraph (a) of this section, except that the purchaser may allow the program manager to keep physical custody of such records. However, custody of records by the program manager does not relieve the purchaser of its responsibility under § 91.1439(c) to make the records available for inspection by the Administrator or any representative of the National Transportation Safety Board.

§ 91.1443

CAMP: Airworthiness release or aircraft maintenance log entry.

(a) No program aircraft maintained under a CAMP may be operated after maintenance, preventive maintenance, or alterations are performed unless qualified, certificated personnel employed by the program manager prepare, or cause the person with whom the program manager arranges for the performance of the maintenance, preventive maintenance, or alterations, to prepare—

(1) An airworthiness release; or

(2) An appropriate entry in the aircraft maintenance log.

(b) The airworthiness release or log entry required by paragraph (a) of this section must—

(1) Be prepared in accordance with the procedure in the program manager's manual;

(2) Include a certification that—

(i) The work was performed in accordance with the requirements of the program manager's manual;

(ii) All items required to be inspected were inspected by an authorized person who determined that the work was satisfactorily completed;

(iii) No known condition exists that would make the aircraft unairworthy;

(iv) So far as the work performed is concerned, the aircraft is in condition for safe operation; and

(3) Be signed by an authorized certificated mechanic.

(c) Notwithstanding paragraph (b)(3) of this section, after maintenance, preventive maintenance, or alterations performed by a repair station certificated under the provisions of part 145 of this chapter, the approval for return to service or log entry required by paragraph (a) of this section may be signed by a person authorized by that repair station.

(d) Instead of restating each of the conditions of the certification required by paragraph (b) of this section, the program manager may state in its manual that the signature of an authorized certificated mechanic or repairman constitutes that certification.

§ 91.1501

Purpose and definition.

(a) This subpart requires operators to support the continued airworthiness of each airplane. These requirements may include, but are not limited to, revising the inspection program, incorporating design changes, and incorporating revisions to Instructions for Continued Airworthiness.

(b) [Reserved]

§ 91.1503

§ 91.1505

Repairs assessment for pressurized fuselages.

(a) No person may operate an Airbus Model A300 (excluding the -600 series), British Aerospace Model BAC 1-11, Boeing Model 707, 720, 727, 737 or 747, McDonnell Douglas Model DC-8, DC-9/MD-80 or DC-10, Fokker Model F28, or Lockheed Model L-1011 airplane beyond applicable flight cycle implementation time specified below, or May 25, 2001, whichever occurs later, unless repair assessment guidelines applicable to the fuselage pressure boundary (fuselage skin, door skin, and bulkhead webs) are incorporated within its inspection program. The repair assessment guidelines must be approved by the responsible Aircraft Certification Service office for the type certificate for the affected airplane.

(1) For the Airbus Model A300 (excluding the -600 series), the flight cycle implementation time is:

(i) Model B2: 36,000 flights.

(ii) Model B4-100 (including Model B4-2C): 30,000 flights above the window line, and 36,000 flights below the window line.

(iii) Model B4-200: 25,500 flights above the window line, and 34,000 flights below the window line.

(2) For all models of the British Aerospace BAC 1-11, the flight cycle implementation time is 60,000 flights.

(3) For all models of the Boeing 707, the flight cycle implementation time is 15,000 flights.

(4) For all models of the Boeing 720, the flight cycle implementation time is 23,000 flights.

(5) For all models of the Boeing 727, the flight cycle implementation time is 45,000 flights.

(6) For all models of the Boeing 737, the flight cycle implementation time is 60,000 flights.

(7) For all models of the Boeing 747, the flight cycle implementation time is 15,000 flights.

(8) For all models of the McDonnell Douglas DC-8, the flight cycle implementation time is 30,000 flights.

(9) For all models of the McDonnell Douglas DC-9/MD-80, the flight cycle implementation time is 60,000 flights.

(10) For all models of the McDonnell Douglas DC-10, the flight cycle implementation time is 30,000 flights.

(11) For all models of the Lockheed L-1011, the flight cycle implementation time is 27,000 flights.

(12) For the Fokker F-28 Mark 1000, 2000, 3000, and 4000, the flight cycle implementation time is 60,000 flights.

(b) [Reserved]

§ 91.1507

Fuel tank system inspection program.

(a) Except as provided in paragraph (g) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) For each airplane on which an auxiliary fuel tank is installed under a field approval, before June 16, 2008, the operator must submit to the responsible Aircraft Certification Service Office proposed maintenance instructions for the tank that meet the requirements of Special Federal Aviation Regulation No. 88 (SFAR 88) of this chapter.

(c) After December 16, 2008, no operator may operate an airplane identified in paragraph (a) of this section unless the inspection program for that airplane has been revised to include applicable inspections, procedures, and limitations for fuel tank systems.

(d) The proposed fuel tank system inspection program revisions specified in paragraph (c) of this section must be based on fuel tank system Instructions for Continued Airworthiness (ICA) that have been developed in accordance with the applicable provisions of SFAR 88 of this chapter or § 25.1529 and part 25, Appendix H, of this chapter, in effect on June 6, 2001 (including those developed for auxiliary fuel tanks, if any, installed under supplemental type certificates or other design approval) and that have been approved by the responsible Aircraft Certification Service Office.

(e) After December 16, 2008, before returning an airplane to service after any alterations for which fuel tank ICA are developed under SFAR 88, or under § 25.1529 in effect on June 6, 2001, the operator must include in the inspection program for the airplane inspections and procedures for the fuel tank system based on those ICA.

(f) The fuel tank system inspection program changes identified in paragraphs (d) and (e) of this section and any later fuel tank system revisions must be submitted to the Flight Standards office responsible for review and approval.

(g) This section does not apply to the following airplane models:

(1) Bombardier CL-44

(2) Concorde

(3) deHavilland D.H. 106 Comet 4C

(4) VFW-Vereinigte Flugtechnische Werk VFW-614

(5) Illyushin Aviation IL 96T

(6) Bristol Aircraft Britannia 305

(7) Handley Page Herald Type 300

(8) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(9) Airbus Caravelle

(10) Lockheed L-300

§ 91.1603

Special Federal Aviation Regulation No. 112—Prohibition Against Certain Flights in the Territory and Airspace of Libya.

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the territory and airspace of Libya.

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the territory and airspace of Libya, provided that such flight operations occur under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the department, agency, or instrumentality and the person described in paragraph (a) of this section), with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards Office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until March 20, 2025. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1605

Special Federal Aviation Regulation No. 77—Prohibition Against Certain Flights in the Baghdad Flight Information Region (FIR) (ORBB).

(a) Applicability. This section applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of civil aircraft registered in the United States, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Baghdad Flight Information Region (FIR) (ORBB) at altitudes below Flight Level (FL) 320.

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Baghdad FIR (ORBB) at altitudes below FL320, provided that such flight operations occur under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the department, agency, or instrumentality, and the person described in paragraph (a) of this section) with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: first, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of part 119, 121, 125, or 135 of this chapter, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until October 26, 2027. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1607

§ 91.1609

Special Federal Aviation Regulation No. 114—Prohibition Against Certain Flights in the Damascus Flight Information Region (FIR) (OSTT).

(a) Applicability. This section applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Damascus Flight Information Region (FIR) (OSTT).

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Damascus Flight Information Region (FIR) (OSTT), provided that such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. government (or under a subcontract between the prime contractor of the department, agency, or instrumentality and the person described in paragraph (a) of this section) with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until December 30, 2028. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1611

Special Federal Aviation Regulation No. 115—Prohibition Against Certain Flights in Specified Areas of the Sanaa Flight Information Region (FIR) (OYSC).

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the portion of the Sanaa Flight Information Region (FIR) (OYSC) that is west of a line drawn direct from KAPET (163322N 0530614E) to NODMA (152603N 0533359E), northwest of a line drawn direct from NODMA to IMPAG (140638N 0503924E) then from IMPAG to TIMAD (115500N 0463500E), north of a line drawn direct from TIMAD to PARIM (123200N 0432720E), and east of a line drawn direct from PARIM to RIBOK (154700N 0415230E). Use of jet route UN303 is not authorized.

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Sanaa FIR (OYSC) under the following circumstances:

(1) Permitted operations that do not require an approval or exemption from the FAA. Flight operations may be conducted in the Sanaa FIR (OYSC) in that airspace east of a line drawn direct from KAPET (163322N 0530614E) to NODMA (152603N 0533359E), southeast of a line drawn direct from NODMA to IMPAG (140638N 0503924E) then from IMPAG to TIMAD (115500N 0463500E), south of a line drawn direct from TIMAD to PARIM (123200N 0432720E), and west of a line drawn direct from PARIM to RIBOK (154700N 0415230E). Use of jet routes UT702 and M999 are authorized. All flight operations conducted under this subparagraph must be conducted subject to the approval of, and in accordance with the conditions established by, the appropriate authorities of Yemen.

(2) Operations permitted under an approval or exemption issued by the FAA. Flight operations may be conducted in the Sanaa FIR (OYSC) in that airspace west of a line drawn direct from KAPET (163322N 0530614E) to NODMA (152603N 0533359E), northwest of a line drawn direct from NODMA to IMPAG (140638N 0503924E) then from IMPAG to TIMAD (115500N 0463500E), north of a line drawn direct from TIMAD to PARIM (123200N 0432720E), and east of a line drawn direct from PARIM to RIBOK (154700N 0415230E) if such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the U.S. Government department, agency, or instrumentality and the person subject to paragraph (a)), with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until January 7, 2028. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1613

Special Federal Aviation Regulation No. 107—Prohibition Against Certain Flights in the Territory and Airspace of Somalia.

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the territory and airspace of Somalia at altitudes below Flight Level (FL) 260.

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the territory and airspace of Somalia under the following circumstances:

(1) Overflights of Somalia may be conducted at altitudes at or above FL260 subject to the approval of, and in accordance with the conditions established by, the appropriate authorities of Somalia.

(2) Aircraft departing from Djibouti Ambouli International Airport (International Civil Aviation Organization (ICAO) code: HDAM) may operate overwater in the territory and airspace of Somalia at altitudes below FL260 only to the extent necessary to permit a climb during takeoff if the operator of that aircraft:

(i) Receives any necessary approval from the appropriate authorities of Djibouti;

(ii) Conducts operations that comply with applicable conditions established by the appropriate authorities of Djibouti and air traffic control instructions; and

(iii) Is either on a published instrument procedure or under the direction of air traffic control.

(3) Aircraft descending into Djibouti Ambouli International Airport (HDAM) may operate overwater at altitudes below FL260 in the territory and airspace of Somalia only to the extent necessary to permit descent for landing at Djibouti Ambouli International Airport (HDAM), if the operator of that aircraft:

(i) Receives any necessary approval from the appropriate authorities of Djibouti;

(ii) Conducts operations that comply with applicable conditions established by the appropriate authorities of Djibouti and air traffic control instructions; and

(iii) Is either on a published instrument procedure or under the direction of air traffic control.

(4) Flight operations may be conducted in the territory and airspace of Somalia at altitudes below FL260 if such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the U.S. Government department, agency, or instrumentality and the person described in paragraph (a) of this section) with the approval of the FAA or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until January 7, 2027. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1615

Special Federal Aviation Regulation No. 79—Prohibition Against Certain Flights in the Pyongyang Flight Information Region (FIR) (ZKKP).

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Pyongyang Flight Information Region (FIR) (ZKKP).

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Pyongyang Flight Information Region (FIR) (ZKKP), provided that such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. government (or under a subcontract between the prime contractor of the department, agency, or instrumentality and the person described in paragraph (a) of this section) with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards Office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until September 18, 2028. The FAA may amend, rescind, or extend this SFAR, as necessary.

§ 91.1617

Special Federal Aviation Regulation No. 117—Prohibition Against Certain Flights in the Tehran Flight Information Region (FIR) (OIIX).

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Tehran Flight Information Region (FIR) (OIIX).

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Tehran FIR (OIIX), provided that such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the department, agency, or instrumentality and the person described in paragraph (a) of this section) with the approval of the FAA, or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: First, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR parts 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards Office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until October 31, 2027. The FAA may amend, rescind, or extend this SFAR as necessary.

§ 91.1619

Special Federal Aviation Regulation No. 119—Prohibition Against Certain Flights in the Kabul Flight Information Region (FIR) (OAKX).

(a) Applicability. This Special Federal Aviation Regulation (SFAR) applies to the following persons:

(1) All U.S. air carriers and U.S. commercial operators;

(2) All persons exercising the privileges of an airman certificate issued by the FAA, except when such persons are operating U.S.-registered aircraft for a foreign air carrier; and

(3) All operators of U.S.-registered civil aircraft, except when the operator of such aircraft is a foreign air carrier.

(b) Flight prohibition. Except as provided in paragraphs (c) and (d) of this section, no person described in paragraph (a) of this section may conduct flight operations in the Kabul Flight Information Region (FIR) (OAKX).

(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Kabul Flight Information Region (FIR) (OAKX) under the following circumstances:

(1) Permitted operations that do not require an approval or exemption from the FAA. (i) Overflights of the Kabul Flight Information Region (FIR) (OAKX) may be conducted at altitudes at and above Flight Level (FL) 320, subject to the approval of, and in accordance with the conditions established by, the appropriate authorities of Afghanistan.

(ii) Transiting overflights of the Kabul Flight Information Region (FIR) (OAKX) may be conducted on jet routes P500-G500 at altitudes at and above FL300, subject to the approval of, and in accordance with the conditions established by, the appropriate authorities of Afghanistan.

(2) Operations permitted under an approval or exemption issued by the FAA. Flight operations may be conducted in the Kabul Flight Information Region (FIR) (OAKX) at altitudes below FL320, provided that such flight operations occur under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. Government (or under a subcontract between the prime contractor of the U.S. Government department, agency, or instrumentality and the person described in paragraph (a) of this section) with the approval of the FAA or under an exemption issued by the FAA. The FAA will consider requests for approval or exemption in a timely manner, with the order of preference being: first, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. Government department, agency, or instrumentality; and third, for all other operations.

(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of 14 CFR part 119, 121, 125, or 135, each person who deviates from this section must, within 10 days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the responsible Flight Standards Office a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.

(e) Expiration. This SFAR will remain in effect until July 25, 2025. The FAA may amend, rescind, or extend this SFAR as necessary.

§ 91.1701

Applicability.

(a) On and after November 7, 2016, all training conducted in an MU-2B must follow an approved MU-2B training program that meets the standards of this subpart.

(b) This subpart applies to all persons who operate a Mitsubishi MU-2B series airplane, including those who act as pilot in command, act as second-in-command, or other persons who manipulate the controls while under the supervision of a pilot in command.

(c) This subpart also applies to those persons who provide pilot training for a Mitsubishi MU-2B series airplane. The requirements in this subpart are in addition to the requirements of parts 61, 91, and 135 of this chapter.

§ 91.1703

Compliance and eligibility.

(a) Except as provided in paragraph (b) of this section, no person may manipulate the controls, act as PIC, act as second-in-command, or provide pilot training for a Mitsubishi MU-2B series airplane unless that person meets the requirements of this subpart.

(b) A person who does not meet the requirements of this subpart may manipulate the controls of a Mitsubishi MU-2B series airplane if a pilot in command who meets the requirements of this subpart is occupying a pilot station, no passengers or cargo are carried on board the airplane, and the flight is being conducted for one of the following reasons—

(1) The pilot in command is providing pilot training to the manipulator of the controls;

(2) The pilot in command is conducting a maintenance test flight with a second pilot or certificated mechanic; or

(3) The pilot in command is conducting simulated instrument flight and is using a safety pilot other than the pilot in command who manipulates the controls for the purposes of § 91.109(b).

(c) A person is required to complete Initial/transition training if that person has fewer than—

(1) 50 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU-2B series airplane in the preceding 24 months; or

(2) 500 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU-2B series airplane.

(d) A person is eligible to receive Requalification training in lieu of Initial/transition training if that person has at least—

(1) 50 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU-2B series airplane in the preceding 24 months; or

(2) 500 hours of documented flight time manipulating the controls while serving as pilot in command of a Mitsubishi MU-2B series airplane.

(e) A person is required to complete Recurrent training within the preceding 12 months. Successful completion of Initial/transition or Requalification training within the preceding 12 months satisfies the requirement of Recurrent training. A person must successfully complete Initial/transition training or Requalification training before being eligible to receive Recurrent training.

(f) Successful completion of Initial/transition training or Requalification training is a one-time requirement. A person may elect to retake Initial/transition training or Requalification training in lieu of Recurrent training.

(g) A person is required to complete Differences training in accordance with an FAA approved MU-2B training program if that person operates more than one MU-2B model as specified in § 91.1707(c).

§ 91.1705

Required pilot training.

(a) Except as provided in § 91.1703(b), no person may manipulate the controls, act as pilot in command, or act as second-in-command of a Mitsubishi MU-2B series airplane for the purpose of flight unless—

(1) The requirements for ground and flight training on Initial/transition, Requalification, Recurrent, and Differences training have been completed in accordance with an FAA approved MU-2B training program that meets the standards of this subpart; and

(2) That person's logbook has been endorsed in accordance with paragraph (f) of this section.

(b) Except as provided in § 91.1703(b), no person may manipulate the controls, act as pilot in command, or act as second-in-command, of a Mitsubishi MU-2B series airplane for the purpose of flight unless—

(1) That person satisfactorily completes, if applicable, annual Recurrent pilot training on the Special Emphasis Items, and all items listed in the Training Course Final Phase Check in accordance with an FAA approved MU-2B training program that meets the standards of this subpart; and

(2) That person's logbook has been endorsed in accordance with paragraph (f) of this section.

(c) Satisfactory completion of the competency check required by § 135.293 of this chapter within the preceding 12 calendar months may not be substituted for the Mitsubishi MU-2B series airplane annual recurrent flight training of this section.

(d) Satisfactory completion of a Federal Aviation Administration sponsored pilot proficiency program, as described in § 61.56(e) of this chapter may not be substituted for the Mitsubishi MU-2B series airplane annual recurrent flight training of this section.

(e) If a person complies with the requirements of paragraph (a) or (b) of this section in the calendar month before or the calendar month after the month in which compliance with these paragraphs are required, that person is considered to have accomplished the training requirement in the month the training is due.

(f) The endorsement required under paragraph (a) and (b) of this section must be made by—

(1) A certificated flight instructor or a simulator instructor authorized by a Training Center certificated under part 142 of this chapter and meeting the qualifications of § 91.1713; or

(2) For persons operating the Mitsubishi MU-2B series airplane for a 14 CFR part 119 certificate holder within the last 12 calendar months, the part 119 certificate holder's flight instructor if authorized by the FAA and if that flight instructor meets the requirements of § 91.1713.

(g) All training conducted for a Mitsubishi MU-2B series airplane must be completed in accordance with an MU-2B series airplane checklist that has been accepted by the Federal Aviation Administration's MU-2B Flight Standardization Board or the applicable MU-2B series checklist (incorporated by reference, see § 91.1721).

(h) MU-2B training programs must contain ground training and flight training sufficient to ensure pilot proficiency for the safe operation of MU-2B aircraft, including:

(1) A ground training curriculum sufficient to ensure pilot knowledge of MU-2B aircraft, aircraft systems, and procedures, necessary for safe operation; and

(2) Flight training curriculum including flight training maneuver profiles sufficient in number and detail to ensure pilot proficiency in all MU-2B operations for each MU-2B model in correlation with MU-2B limitations, procedures, aircraft performance, and MU-2B Cockpit Checklist procedures applicable to the MU-2B model being trained. A MU-2B training program must contain, at a minimum, the following flight training maneuver profiles applicable to the MU-2B model being trained:

(i) Normal takeoff with 5- and 20- degrees flaps;

(ii) Takeoff engine failure with 5- and 20- degrees flaps;

(iii) Takeoff engine failure on runway or rejected takeoff;

(iv) Takeoff engine failure after liftoff—unable to climb (may be completed in classroom or flight training device only);

(v) Steep turns;

(vi) Slow flight maneuvers;

(vii) One engine inoperative maneuvering with loss of directional control;

(viii) Approach to stall in clean configuration and with wings level;

(ix) Approach to stall in takeoff configuration with 15- to 30- degrees bank;

(x) Approach to stall in landing configuration with gear down and 40-degrees of flaps;

(xi) Accelerated stall with no flaps;

(xii) Emergency descent at low speed;

(xiii) Emergency descent at high speed;

(xiv) Unusual attitude recovery with the nose high;

(xv) Unusual attitude recovery with the nose low;

(xvi) Normal landing with 20- and 40- degrees flaps;

(xvii) Go around and rejected landing;

(xviii) No flap or 5- degrees flaps landing;

(xix) One engine inoperative landing with 5- and 20- degrees flaps;

(xx) Crosswind landing;

(xxi) Instrument landing system (ILS) and missed approach ;

(xxii) Two engine missed approach;

(xxiii) One engine inoperative ILS and missed approach;

(xxiv) One engine inoperative missed approach;

(xxv) Non-precision and missed approach;

(xxvi) Non-precision continuous descent final approach and missed approach;

(xxvii) One engine inoperative non-precision and missed approach;

(xxviii) One engine inoperative non-precision CDFA and missed approach;

(xxix) Circling approach at weather minimums;

(xxx) One engine inoperative circling approach at weather minimums.

(3) Flight training must include a final phase check sufficient to document pilot proficiency in the flight training maneuver profiles at the completion of training; and

(4) Differences training for applicable MU-2B model variants sufficient to ensure pilot proficiency in each model operated. Current MU-2B differences requirements are specified in § 91.1707(c). A person must complete Differences training if a person operates more than one MU-2B model as specified in § 91.1707(c). Differences training between the factory type design K and M models of the MU-2B airplane, and the factory type design J and L models of the MU-2B airplane, may be accomplished with Level A training. All other factory type design differences training must be accomplished with Level B training unless otherwise specified in § 91.1707(c) . A Level A or B differences training is not a recurring annual requirement. Once a person has completed Initial Level A or B Differences training between the applicable different models, no additional differences training between those models is required.

(5) Icing training sufficient to ensure pilot knowledge and safe operation of the MU-2B aircraft in icing conditions as established by the FAA;

(6) Ground and flight training programs must include training hours identified by § 91.1707(a) for ground instruction, § 91.1707(b) for flight instruction, and § 91.1707(c) for differences training.

(i) No training credit is given for second-in-command training and no credit is given for right seat time under this program. Only the sole manipulator of the controls of the MU-2B airplane, flight training device, or Level C or D simulator can receive training credit under this program;

(ii) An MU-2B airplane must be operated in accordance with an FAA approved MU-2B training program that meets the standards of this subpart and the training hours in § 91.1707.

(7) Endorsements given for compliance with paragraph (f) of this section must be appropriate to the content of that specific MU-2B training program's compliance with standards of this subpart.

§ 91.1707

Training program hours.

(a) Ground instruction hours are listed in the following table:

(b) Flight instruction hours are listed in the following table:

(c) Differences training hours are listed in the following table:

(d) Definitions of levels of training as used in this subpart:

(1) LEVEL A Training—Training that is conducted through self-instruction by the pilot.

(2) LEVEL B Training—Training that is conducted in the classroom environment with the aid of a qualified instructor who meets the requirements of this subpart.

(3) LEVEL C Training—Training that is accomplished in an FAA-approved Level 5 or 6 flight training device. In addition to the basic FTD requirements, the FTD must be representative of the MU-2B cockpit controls and be specifically approved by the FAA for the MU-2B airplane.

(4) Level E Training—Training that must be accomplished in the MU-2B airplane, Level C simulator, or Level D simulator.

§ 91.1709

Training program approval.

To obtain approval for an MU-2B training program, training providers must submit a proposed training program to the Administrator.

(a) Only training programs approved by the Administrator may be used to satisfy the standards of this subpart.

(b) For part 91 training providers, training programs will be approved for 24 months, unless sooner superseded or rescinded.

(c) The Administrator may require revision of an approved MU-2B training program at any time.

(d) A training provider must present its approved training program and FAA approval documentation to any representative of the Administrator, upon request.

§ 91.1711

Aeronautical experience.

No person may act as a pilot in command of a Mitsubishi MU-2B series airplane for the purpose of flight unless that person holds an airplane category and multi-engine land class rating, and has logged a minimum of 100 flight hours of PIC time in multi-engine airplanes.

§ 91.1713

Instruction, checking, and evaluation.

(a) Flight Instructor (Airplane). No flight instructor may provide instruction or conduct a flight review in a Mitsubishi MU-2B series airplane unless that flight instructor

(1) Meets the pilot training and documentation requirements of § 91.1705 before giving flight instruction in the Mitsubishi MU-2B series airplane;

(2) Meets the currency requirements of §§ 91.1715(a) and 91.1715(c)

(3) Has a minimum total pilot time of 2,000 pilot-in-command hours and 800 pilot-in-command hours in multiengine airplanes; and

(4) Has:

(i) 300 pilot-in-command hours in the Mitsubishi MU-2B series airplane, 50 hours of which must have been within the preceding 12 months; or

(ii) 100 pilot-in-command hours in the Mitsubishi MU-2B series airplane, 25 hours of which must have been within the preceding 12 months, and 300 hours providing instruction in a FAA-approved Mitsubishi MU-2B simulator or FAA-approved Mitsubishi MU-2B flight training device, 25 hours of which must have been within the preceding 12 months.

(b) Flight Instructor (Simulator/Flight Training Device). No flight instructor may provide instruction for the Mitsubishi MU-2B series airplane unless that instructor meets the requirements of this paragraph—

(1) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must meet the pilot training and documentation requirements of § 91.1705 before giving flight instruction for the Mitsubishi MU-2B series airplane;

(2) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must meet the currency requirements of § 91.1715(c) before giving flight instruction for the Mitsubishi MU-2B series airplane;

(3) Each flight instructor who provides flight training for the Mitsubishi MU-2B series airplane must have:

(i) A minimum total pilot time of 2000 pilot-in-command hours and 800 pilot-in-command hours in multiengine airplanes; and

(ii) Within the preceding 12 months, either 50 hours of Mitsubishi MU-2B series airplane pilot-in-command experience or 50 hours providing simulator or flight training device instruction for the Mitsubishi MU-2B.

(c) Checking and evaluation. No person may provide checking or evaluation for the Mitsubishi MU-2B series airplane unless that person meets the requirements of this paragraph—

(1) For the purpose of checking, designated pilot examiners, training center evaluators, and check airmen must have completed the appropriate training in the Mitsubishi MU-2B series airplane in accordance with § 91.1705;

(2) For checking conducted in the Mitsubishi MU-2B series airplane, each designated pilot examiner and check airman must have 100 hours pilot-in-command flight time in the Mitsubishi MU-2B series airplane and maintain currency in accordance with § 91.1715.

§ 91.1715

Currency requirements and flight review.

(a) The takeoff and landing currency requirements of § 61.57 of this chapter must be maintained in the Mitsubishi MU-2B series airplane. Takeoff and landings in other multiengine airplanes do not meet the takeoff and landing currency requirements for the Mitsubishi MU-2B series plane. Takeoff and landings in either the short-body or long-body Mitsubishi MU-2B model airplane may be credited toward takeoff and landing currency for both Mitsubishi MU-2B model groups.

(b) Instrument experience obtained in other category and class of aircraft may be used to satisfy the instrument currency requirements of § 61.57 of this chapter for the Mitsubishi MU-2B series airplane.

(c) Satisfactory completion of a flight review to satisfy the requirements of § 61.56 of this chapter is valid for operation of a Mitsubishi MU-2B series airplane only if that flight review is conducted in a Mitsubishi MU-2B series airplane or an MU-2B Simulator approved for landings with an approved course conducted under part 142 of this chapter. The flight review for Mitsubishi MU-2B series airplanes must include the Special Emphasis Items, and all items listed in the Training Course Final Phase Check in accordance with an approved MU-2B Training Program.

(d) A person who successfully completes the Initial/transition, Requalification, or Recurrent training requirements under § 91.1705 of this chapter also meet the requirements of § 61.56 of this chapter and need not accomplish a separate flight review provided that at least 1 hour of the flight training was conducted in the Mitsubishi MU-2B series airplane or an MU-2B Simulator approved for landings with an approved course conducted under part 142 of this chapter.

§ 91.1717

Operating requirements.

(a) Except as provided in paragraph (b) of this section, no person may operate a Mitsubishi MU-2B airplane in single pilot operations unless that airplane has a functional autopilot.

(b) A person may operate a Mitsubishi MU-2B airplane in single pilot operations without a functional autopilot when—

(1) Operating under day visual flight rule requirements; or

(2) Authorized under a FAA approved minimum equipment list for that airplane, operating under instrument flight rule requirements in daytime visual meteorological conditions.

(c) No person may operate a Mitsubishi MU-2B series airplane unless a copy of the appropriate Mitsubishi Heavy Industries MU-2B Airplane Flight Manual is carried on board the airplane and is accessible during each flight at the pilot station.

(d) No person may operate a Mitsubishi MU-2B series airplane unless an MU-2B series airplane checklist, appropriate for the model being operated and accepted by the Federal Aviation Administration MU-2B Flight Standardization Board, is accessible for each flight at the pilot station and is used by the flight crewmembers when operating the airplane.

(e) No person may operate a Mitsubishi MU-2B series airplane contrary to the standards of this subpart.

(f) If there are any differences between the training and operating requirements of this subpart and the MU-2B Airplane Flight Manual's procedures sections (Normal, Abnormal, and Emergency) and the MU-2B airplane series checklist incorporated by reference in § 91.1721, the person operating the airplane must operate the airplane in accordance with the training specified in this subpart.

§ 91.1719

Credit for prior training.

Initial/transition, requalification, recurrent or Level B differences training conducted prior to November 7, 2016, compliant with SFAR No. 108, Section 3 of this part, is considered to be compliant with this subpart, if the student met the eligibility requirements for the applicable category of training and the student's instructor met the experience requirements of this subpart.

§ 91.1721

Incorporation by reference.

(a) The Mitsubishi Heavy Industries MU-2B Cockpit Checklists are incorporated by reference into this part. The Director of the Federal Register approved this incorporation by reference in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. All approved material is available for inspection at U.S. Department of Transportation, Docket Management Facility, Room W 12-140, West Building Ground Floor, 1200 New Jersey Ave. SE., Washington, DC 20590-0001, or at the National Archives and Records Administration, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

(b) Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway, Suite 530, Addison, TX 75001.

(1) Mitsubishi Heavy Industries MU-2B Checklists:

(i) Cockpit Checklist, Model MU-2B-60, Type Certificate A10SW, MHI Document No. YET06220C, accepted by FSB on February 12, 2007.

(ii) Cockpit Checklist, Model MU-2B-40, Type Certificate A10SW, MHI Document No. YET06256A, accepted by FSB on February 12, 2007.

(iii) Cockpit Checklist, Model MU-2B-36A, Type Certificate A10SW, MHI Document No. YET06257B, accepted by FSB on February 12, 2007.

(iv) Cockpit Checklist, Model MU-2B-36, Type Certificate A2PC, MHI Document No. YET06252B, accepted by FSB on February 12, 2007.

(v) Cockpit Checklist, Model MU-2B-35, Type Certificate A2PC, MHI Document No. YET06251B, accepted by FSB on February 12, 2007.

(vi) Cockpit Checklist, Model MU-2B-30, Type Certificate A2PC, MHI Document No. YET06250A, accepted by FSB on March 2, 2007.

(vii) Cockpit Checklist, Model MU-2B-26A, Type Certificate A10SW, MHI Document No. YET06255A, accepted by FSB on February 12, 2007.

(viii) Cockpit Checklist, Model MU-2B-26, Type Certificate A2PC, MHI Document No. YET06249A, accepted by FSB on March 2, 2007.

(ix) Cockpit Checklist, Model MU-2B-26, Type Certificate A10SW, MHI Document No. YET06254A, accepted by FSB on March 2, 2007.

(x) Cockpit Checklist, Model MU-2B-25, Type Certificate A10SW, MHI Document No. YET06253A, accepted by FSB on March 2, 2007.

(xi) Cockpit Checklist, Model MU-2B-25, Type Certificate A2PC, MHI Document No. YET06248A, accepted by FSB on March 2, 2007.

(xii) Cockpit Checklist, Model MU-2B-20, Type Certificate A2PC, MHI Document No. YET06247A, accepted by FSB on February 12, 2007.

(xiii)-(xiv) [Reserved]

(xv) Cockpit Checklist, Model MU-2B-15, Type Certificate A2PC, MHI Document No. YET06246A, accepted by FSB on March 2, 2007.

(xvi) Cockpit Checklist, Model MU-2B-10, Type Certificate A2PC, MHI Document No. YET06245A, accepted by FSB on March 2, 2007.

(xvii) Cockpit Checklist, Model MU-2B, Type Certificate A2PC, MHI Document No. YET06244A, accepted by FSB on March 2, 2007.

(2) [Reserved]

Part 91 — CCAR-91 一般运行和飞行规则

CCAR-91 原文

CCAR-91

来源: 官方全文

一般运行和飞行规则（中国民用航空总局令第188号）

中国民用航空总局令 （第188号） 《一般运行和飞行规则》（CCAR-91-R2）已经2007年8月30日中国民用航空总局局务会议通过，现予公布，自2007年11月22日起施行。 局长 二00七年九月十日 一般运行和飞行规则

┌──────────┬─────────────────────┬──────────┐│指向航空器的灯光信号│          对于地面上航空器的含义          │ 对于飞行中航空器的 ││    的颜色和型式    │                                          │        含义        │├──────────┼─────────────────────┼──────────┤│绿色定光            │可以起飞                                  │允许着陆            │├──────────┼─────────────────────┼──────────┤│一连串绿色闪光      │可以滑行                                  │返航着陆(注)        │├──────────┼─────────────────────┼──────────┤│红色定光            │停止                                      │给其他航空器让出航路││                    │                                          │并继续盘旋飞行      │├──────────┼─────────────────────┼──────────┤│一连串红色闪光      │滑离所用着陆区                            │机场不安全，不要着陆│├──────────┼─────────────────────┼──────────┤│一连串白色闪光      │滑回机场的起始点                          │在此机场着陆并滑到停││                    │                                          │机坪（注）          │├──────────┴──────────┬──────────┴──────────┤│红色信号弹                                │不管以前有无指示暂时不要着陆              │├─────────────────────┴─────────────────────┤│注：着陆和滑行许可信号，在适当时发给                                                  │└───────────────────────────────────────────┘

┌────────────────────┬────────────────────┐│                跑道视程                │                 能见度                 │├────────────────────┼────────────────────┤│           500米（1600英尺）            │            400米（1/4英里）            │├────────────────────┼────────────────────┤│           720米（2400英尺）            │            800米（1/2英里）            │├────────────────────┼────────────────────┤│           1000米（3200英尺）           │           1000米（5/8英里）            │├────────────────────┼────────────────────┤│           1200米（4000英尺）           │           1200米（3/4英里）            │├────────────────────┼────────────────────┤│           1400米（4500英尺）           │           1400米（7/8英里）            │├────────────────────┼────────────────────┤│           1600米（5000英尺）           │           1600米（1.0英里）            │├────────────────────┼────────────────────┤│           2000米（6000英尺）           │           2000米（11/4英里）           │└────────────────────┴────────────────────┘

┌─────────────────────┬─────────────────────┐│正常排班                                  │运行延误后                                │├──────────┬──────────┴──────────┬──────────┤│飞行前休息时间      │不少于10小时                              │不少于10小时        │├──────────┼─────────────────────┼──────────┤│值勤时间            │不超过14小时                              │可超过14小时 不超过1││                    │                                          │6小时               │├──────────┼─────────────────────┼──────────┤│飞行时间            │不超过10小时                              │可超过10小时 不超过1││                    │                                          │2小时               │├──────────┼─────────────────────┼──────────┤│飞行后休息时间      │不少于10小时                              │不少于12小时        │├──────────┼─────────────────────┼──────────┤│多时区飞行后的休息时│不少于14小时                              │不少于18小时        ││间                  │                                          │                    │└──────────┴─────────────────────┴──────────┘

（c） 对于含三名驾驶员的扩编飞行机组，其飞行、值勤和休息时间安排应当满足下列表格中的要求：

┌─────────────────────┬─────────────────────┐│正常排班                                  │运行延误后                                │├──────────┬──────────┴──────────┬──────────┤│飞行前休息时间      │不少于10小时                              │不少于10小时        │├──────────┼─────────────────────┼──────────┤│值勤时间            │不超过18小时                              │可超过18小时        ││                    │                                          │不超过20小时        │├──────────┼─────────────────────┼──────────┤│飞行时间            │不超过14小时                              │不超过16小时        │├──────────┼─────────────────────┼──────────┤│飞行后休息时间      │不少于14小时                              │不少于18小时        │├──────────┼─────────────────────┼──────────┤│多时区飞行后的休息时│不少于18小时                              │不少于24小时        ││间                  │                                          │                    │└──────────┴─────────────────────┴──────────┘

┌─────────────┬─────────────┬─────────────┐│           高度           │        飞行能见度        │         离云距离         │├─────────────┼─────────────┼─────────────┤│离地面高度350米或以下，不 │          5千米           │        云下150米         ││考虑修正海平面气压高度    │                          │        云上300米         ││                          │                          │      水平距离600米       │└─────────────┴─────────────┴─────────────┘

┌─────────────┬─────────────┬─────────────┐│高于地面350米，但低于修正 │          5千米           │        云下150米         ││海平面气压3千米           │                          │        云上300米         ││                          │                          │      水平距离600米       │├─────────────┼─────────────┼─────────────┤│高于地面350米，并且高于修 │          8千米           │        云下300米         ││正海平面气压3千米         │                          │        云上300米         ││                          │                          │      水平距离2千米       │└─────────────┴─────────────┴─────────────┘

第91.1415条 日落至日出之间的跳伞 （a） 在日落至日出之间进行跳伞活动的跳伞员应当装备在5千米外可见的发光装置。 （b） 在日落至日出之间跳伞应当在跳离航空器直至抵达地面前一直打开本条（a）款要求的发光装置。 第91.1417条 酒精和药物 在下列情况下，任何人不得从航空器上实施跳伞，航空器的机长也不得允许其跳伞： （a） 该员正处于酒精作用下； （b） 该员使用了影响人体官能并可能影响安全的药物。 第91.1419条 检查 局方可以检查本章适用范围内的任何跳伞活动（包括检查跳伞场地），以确定其是否遵守本章的规定。 第91.1423条 跳伞装置和叠伞要求 （a） 从航空器上实施跳伞的人员应当配挂跳伞用的背带系统及两具伞，即一具主伞和一具可靠的备份伞，伞的包装应符合下列要求： （1） 主伞应当由专业包伞人员或跳伞者本人包伞，包好的伞应在120天内使用。 （2） 备份伞应由专业包伞人员包伞，包装好的伞的有效期视材料而定： （i） 由尼龙、人造丝或其他类似合成纤维，或由抗霉损与抗腐蚀材料制成的伞衣、伞绳和背带而组成的降落伞系统的包装有效期为120天，并应由专业包伞人员包伞； （ii） 由丝织绸、柞丝绸或其他天然纤维以及本条（a）（2）（i）款规定之外的材料制成的降落伞系统，其包装有效期为60天，并由专业人包伞人员包伞。 （b） 当用开伞拉绳进行强制开伞时，连接方法为：开伞拉绳由挂钩的一端与飞机相连，另一端与降落伞相连，且应使用拉断绳。拉断绳是用来帮助拉出伞包里的引导伞，从而使引导伞充气拉出主伞。如果不使用引导伞帮助开伞，可将拉断绳直接连在主伞顶部，以帮助拉出主伞衣，使主伞充气： （1） 拉断绳应有足够的长度，以确保开伞拉绳打开主伞包后，拉断绳再受力工作。 （2） 拉断绳的静载荷强度要求如下： （i） 对于使用引导伞来帮助拉出主伞的，拉断绳的静载荷强度应不小于13千克（28磅），但不得大于73千克（160磅）； （ii） 对于直接用拉断绳拉出主伞的，拉断绳的静载荷强度应不小于25千克（56磅），但不得大于145千克（320磅）。 （3） 拉断绳的一端应系在开伞拉绳上有封包插销的一端。如果开伞绳上无封包插销，则拉断绳应当系在开伞拉绳与主伞包锁锥连接处。拉断绳的另一端系在引导伞顶部限位带或限位环上；如果没有使用引导伞，则应直接系在主伞衣顶部。 （c） 本条（b）款要求的拉断绳应当由跳伞者本人或专业人员连接。 （d） 本章中的降落伞是指按型号鉴定试验合格或按技术标准规定生产出来的降落伞，或军方批准生产的降落伞。 Q章 偏离 第91.1501条 政策和程序 （a） 局方可以在保证安全的前提下为运行航空器的人员签发偏离证书，批准其按照偏离证书中所列的条件偏离本规则第91.1503条中所列的任一条款的规定。 （b） 申请偏离的人员应当按照局方规定的格式和方法向局方提交偏离申请书。 （c） 局方可以在偏离证书中规定偏离的生效条件和时间。 第91.1503条 可进行偏离申请的条款 对于下列条款，局方可以接受偏离申请：

┌─────────────────────────┬─────────────────────────┐│                     修订条款                     │                     修订内容                     │├─────────────────────────┼─────────────────────────┤│91.5                                              │-(a)款增加(1)、(2)段；                            ││                                                  │-(b)、(c)款重新改写；                             ││                                                  │-新增(d)、(e)款。                                 │├─────────────────────────┼─────────────────────────┤│91.8                                              │新增条款。                                        │├─────────────────────────┼─────────────────────────┤│91.102                                            │新增条款。                                        │├─────────────────────────┼─────────────────────────┤│91.104                                            │新增条款。                                        │├─────────────────────────┼─────────────────────────┤│91.151                                            │增加(c)款。                                       │├─────────────────────────┼─────────────────────────┤│91.153                                            │原(a)款改为(b)款，新增(a)款。                     │├─────────────────────────┼─────────────────────────┤│91.167                                            │重新改写。                                        │├─────────────────────────┼─────────────────────────┤│91.179                                            │-(b)(1)修订为“…，飞行高度由8900至12500千米，每隔││                                                  │600米为一个高度层；飞行高度12500米以上每隔1200米为││                                                  │一个高度层。”                                    ││                                                  │-(b)(2)修订为“…，飞行高度9200米至12200米，每隔60││                                                  │0米为一个高度层；飞行高度13100米以上，每隔1200米为││                                                  │一个高度层。”                                    │├─────────────────────────┼─────────────────────────┤│91.180                                            │新增条款。                                        │├─────────────────────────┼─────────────────────────┤│91.195                                            │新增条款。                                        │└─────────────────────────┴─────────────────────────┘

┌─────────────────────────┬─────────────────────────┐│91.439                                            │新增条款，内容为原第91.419条的要求；              │├─────────────────────────┼─────────────────────────┤│91.441                                            │新增条款，内容为新增要求；                        │├─────────────────────────┼─────────────────────────┤│91.443                                            │新增条款，内容为原第91.411条的要求；              │├─────────────────────────┼─────────────────────────┤│91.1007                                           │-删除；                                           ││                                                  │-原内容移至修订后的第91.407条。                   │├─────────────────────────┼─────────────────────────┤│91.1009                                           │-删除；                                           ││                                                  │-原内容移至修订后的第91.417条。                   │├─────────────────────────┼─────────────────────────┤│91.1011                                           │-删除；                                           ││                                                  │-原内容移至修订后的第91.411条。                   │├─────────────────────────┼─────────────────────────┤│91.1013                                           │-删除；                                           ││                                                  │-原内容移至修订后的第91.415条。                   │├─────────────────────────┼─────────────────────────┤│91.1021                                           │-删除；                                           ││                                                  │-原内容移至修订后的第91.415条。                   │├─────────────────────────┼─────────────────────────┤│附录A                                             │增加“航空作业”、“A级性能旋翼机”和“B级性能旋翼││                                                  │机”的定义                                        │├─────────────────────────┼─────────────────────────┤│附录D                                             │- 1.定义中：在缩小垂直间隔标准(RVSM)空域的定义中增││                                                  │加“一般…（国内是飞行高度8900米（29100英尺）至125││                                                  │00米（41100英尺））”；                           ││                                                  │- 1.定义中：在RVSM飞行包线的定义中：(1)中增加“（ ││                                                  │国内8900米（29100英尺））”，(2)中增加“（国内1250││                                                  │0米（41100英尺））”；                            ││                                                  │- 2.航空器批准中：将(d)(2)(5)中40米（200英尺）改为││                                                  │“60米（200英尺）”；                             ││                                                  │- 2.航空器批准中：(g)重新改写，原(g)的内容改为(h) ││                                                  │；                                                ││                                                  │-8.空域的划定删除。                               │└─────────────────────────┴─────────────────────────┘

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Part 121 — CCAR-121 大型飞机公共航空运输

大型飞机公共航空运输承运人的运行合格审定和运行规范。

Part 121 — CCAR-121 大型飞机公共航空运输

FAR Part 121 原文

Part 121

Authority:

§ 121.1

Applicability.

This part prescribes rules governing—

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

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

(c) Each person who applies for provisional approval of an Advanced Qualification Program curriculum, curriculum segment, or portion of a curriculum segment under subpart Y of this part, and each person employed or used by an air carrier or commercial operator under this part to perform training, qualification, or evaluation functions under an Advanced Qualification Program under subpart Y of this part.

(d) Nonstop Commercial Air Tours conducted for compensation or hire in accordance with § 119.1(e)(2) of this chapter must comply with drug and alcohol requirements in §§ 121.455, 121.457, 121.458 and 121.459, and with the provisions of part 136, subpart A of this chapter by September 11, 2007. An operator who does not hold an air carrier certificate or an operating certificate is permitted to use a person who is otherwise authorized to perform aircraft maintenance or preventive maintenance duties and who is not subject to anti-drug and alcohol misuse prevention programs to perform—

(1) Aircraft maintenance or preventive maintenance on the operator's aircraft if the operator would otherwise be required to transport the aircraft more than 50 nautical miles further than the repair point closest to the operator's principal base of operations to obtain these services; or

(2) Emergency repairs on the operator's aircraft if the aircraft cannot be safely operated to a location where an employee subject to FAA-approved programs can perform the repairs.

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

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

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

§ 121.2

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

(a) Applicability. This section applies to the following:

(1) Each certificate holder that was issued an air carrier or operating certificate and operations specifications under the requirements of part 135 of this chapter or under SFAR No. 38-2 of 14 CFR part 121 before January 19, 1996, and that conducts scheduled passenger-carrying operations with:

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

(ii) Transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats; or

(iii) Turbojet engine powered airplanes having a passenger seat configuration of 1-30 seats.

(2) Each person who, after January 19, 1996, applies for or obtains an initial air carrier or operating certificate and operations specifications to conduct scheduled passenger-carrying operations in the kinds of airplanes described in paragraphs (a)(1)(i), (a)(1)(ii), or paragraph (a)(1)(iii) of this section.

(b) Obtaining operations specifications. A certificate holder described in paragraph (a)(1) of this section may not, after March 20, 1997, operate an airplane described in paragraphs (a)(1)(i), (a)(1)(ii), or (a)(1)(iii) of this section in scheduled passenger-carrying operations, unless it obtains operations specifications to conduct its scheduled operations under this part on or before March 20, 1997.

(c) Regular or accelerated compliance. Except as provided in paragraphs (d), (e), and (i) of this section, each certificate holder described in paragraphs (a)(1) of this section shall comply with each applicable requirement of this part on and after March 20, 1997 or on and after the date on which the certificate holder is issued operations specifications under this part, whichever occurs first. Except as provided in paragraphs (d) and (e) of this section, each person described in paragraph (a)(2) of this section shall comply with each applicable requirement of this part on and after the date on which that person is issued a certificate and operations specifications under this part.

(d) Delayed compliance dates. Unless paragraph (e) of this section specifies an earlier compliance date, no certificate holder that is covered by paragraph (a) of this section may operate an airplane in 14 CFR part 121 operations on or after a date listed in this paragraph (d) unless that airplane meets the applicable requirement of this paragraph (d):

(1) Nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats. No certificate holder may operate under this part an airplane that is described in paragraph (a)(1)(i) of this section on or after a date listed in paragraph (d)(1) of this section unless that airplane meets the applicable requirement listed in paragraph (d)(1) of this section:

(i) December 20, 1997:

(A) Section 121.289, Landing gear aural warning.

(B) Section 121.308, Lavatory fire protection.

(C) Section 121.310(e), Emergency exit handle illumination.

(D) Section 121.337(b)(8), Protective breathing equipment.

(E) Section 121.340, Emergency flotation means.

(ii) December 20, 1999: Section 121.342, Pitot heat indication system.

(iii) December 20, 2010:

(A) For airplanes described in § 121.157(f), the Airplane Performance Operating Limitations in §§ 121.189 through 121.197.

(B) Section 121.161(b), Ditching approval.

(C) Section 121.305(j), Third attitude indicator.

(D) Section 121.312(c), Passenger seat cushion flammability.

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

(2) Transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats. No certificate holder may operate under this part an airplane that is described in paragraph (a)(1)(ii) of this section on or after a date listed in paragraph (d)(2) of this section unless that airplane meets the applicable requirement listed in paragraph (d)(2) of this section:

(i) December 20, 1997:

(A) Section 121.308, Lavatory fire protection.

(B) Section 121.337(b) (8) and (9), Protective breathing equipment.

(C) Section 121.340, Emergency flotation means.

(ii) December 20, 2010: § 121.305(j), third attitude indicator.

(e) Newly manufactured airplanes. No certificate holder that is described in paragraph (a) of this section may operate under this part an airplane manufactured on or after a date listed in this paragraph unless that airplane meets the applicable requirement listed in this paragraph (e).

(1) For nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats:

(i) Manufactured on or after March 20, 1997:

(A) Section 121.305(j), Third attitude indicator.

(B) Section 121.311(f), Safety belts and shoulder harnesses.

(ii) Manufactured on or after December 20, 1997; Section 121.317(a), Fasten seat belt light.

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

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

(2) For transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats manufactured on or after March 20, 1997: Section 121.305(j), Third attitude indicator.

(f) New type certification requirements. No person may operate an airplane for which the application for a type certificate was filed after March 29, 1995, in 14 CFR part 121 operations unless that airplane is type certificated under part 25 of this chapter.

(g) Transition plan. Before March 19, 1996 each certificate holder described in paragraph (a)(1) of this section must submit to the FAA a transition plan (containing a calendar of events) for moving from conducting its scheduled operations under the commuter requirements of part 135 of this chapter to the requirements for domestic or flag operations under this part. Each transition plan must contain details on the following:

(1) Plans for obtaining new operations specifications authorizing domestic or flag operations;

(2) Plans for being in compliance with the applicable requirements of this part on or before March 20, 1997; and

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

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

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

§ 121.4

Applicability of rules to unauthorized operators.

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

§ 121.7

Definitions.

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

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

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

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

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

ETOPS Area of Operation means one of the following areas:

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.9

Fraud and falsification.

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

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

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

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

(1) A civil penalty.

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

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

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

§ 121.11

Rules applicable to operations in a foreign country.

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

§ 121.15

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

If a certificate holder operating under this part permits any aircraft owned or leased by that holder to be engaged in any operation that the certificate holder knows to be in violation of § 91.19(a) of this chapter, that operation is a basis for suspending or revoking the certificate.

§ 121.91

Applicability.

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

§ 121.93

Route requirements: General.

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

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

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

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

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

§ 121.95

Route width.

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

(1) Terrain clearance.

(2) Minimum en route altitudes.

(3) Ground and airborne navigation aids.

(4) Air traffic density.

(5) ATC procedures.

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

§ 121.97

Airports: Required data.

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

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

(1) Airports.

(i) Facilities.

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

(iii) Navigational and communications aids.

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

(v) Air traffic facilities.

(2) Runways, clearways and stopways.

(i) Dimensions.

(ii) Surface.

(iii) Marking and lighting systems.

(iv) Elevation and gradient.

(3) Displaced thresholds.

(i) Location.

(ii) Dimensions.

(iii) Takeoff or landing or both.

(4) Obstacles.

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

(ii) Controlling obstacles.

(5) Instrument flight procedures.

(i) Departure procedure.

(ii) Approach procedure.

(iii) Missed approach procedure.

(6) Special information.

(i) Runway visual range measurement equipment.

(ii) Prevailing winds under low visibility conditions.

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

§ 121.99

Communications facilities—domestic and flag operations.

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

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

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

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

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

§ 121.101

Weather reporting facilities.

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

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

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

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

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

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

§ 121.103

En route navigation facilities.

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

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

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

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

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

§ 121.105

Servicing and maintenance facilities.

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

§ 121.106

ETOPS Alternate Airport: Rescue and fire fighting service.

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

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

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

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

§ 121.107

Dispatch centers.

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

§ 121.111

Applicability.

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

§ 121.113

Area and route requirements: General.

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

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

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

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

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

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

§ 121.115

Route width.

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

(1) Terrain clearance.

(2) Minimum en route altitudes.

(3) Ground and airborne navigation aids.

(4) Air traffic density.

(5) ATC procedures.

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

§ 121.117

Airports: Required data.

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

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

(1) Airports.

(i) Facilities.

(ii) Public protection.

(iii) Navigational and communications aids.

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

(v) Air traffic facilities.

(2) Runways, clearways, and stopways.

(i) Dimensions.

(ii) Surface.

(iii) Marking and lighting systems.

(iv) Elevation and gradient.

(3) Displaced thresholds.

(i) Location.

(ii) Dimensions.

(iii) Takeoff or landing or both.

(4) Obstacles.

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

(ii) Controlling obstacles.

(5) Instrument flight procedures.

(i) Departure procedure.

(ii) Approach procedure.

(iii) Missed approach procedure.

(6) Special information.

(i) Runway visual range measurement equipment.

(ii) Prevailing winds under low visibility conditions.

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

§ 121.119

Weather reporting facilities.

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

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

§ 121.121

En route navigation facilities.

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

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

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

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

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

§ 121.122

Communications facilities—supplemental operations.

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

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

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

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

§ 121.123

Servicing maintenance facilities.

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

§ 121.125

Flight following system.

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

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

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

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

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

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

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

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

§ 121.127

Flight following system; requirements.

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

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

(i) The flight crew of each aircraft; and

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

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

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

§ 121.131

Applicability.

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

§ 121.133

Preparation.

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

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

§ 121.135

Manual contents.

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

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

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

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

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

(1) General policies.

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

(3) Reference to appropriate Federal Aviation Regulations.

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

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

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

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

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

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

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

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

(iv) Instrument approach procedures;

(v) Landing and takeoff minimums; and

(vi) Any other pertinent information.

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

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

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

(12) Emergency equipment and procedures.

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

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

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

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

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

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

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

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

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

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

(23) Accident notification procedures.

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

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

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

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

(A) Acceptance;

(B) Rejection;

(C) Handling;

(D) Storage incidental to transport;

(E) Packaging of company material; or

(F) Loading.

(ii) Ensure that the procedures and information described in this paragraph are sufficient to assist the person in identifying packages that are marked or labeled as containing hazardous materials or that show signs of containing undeclared hazardous materials. The procedures and information must include:

(A) Procedures for rejecting packages that do not conform to the Hazardous Materials Regulations in 49 CFR parts 171 through 180 or that appear to contain undeclared hazardous materials;

(B) Procedures for complying with the hazardous materials incident reporting requirements of 49 CFR 171.15 and 171.16 and discrepancy reporting requirements of 49 CFR 175.31

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

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

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

( 2 ) That packages containing hazardous materials are properly handled, stored, packaged, loaded, and carried on board an aircraft in compliance with 49 CFR parts 171 through 180;

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

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

(26) Other information or instructions relating to safety.

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

§ 121.137

Distribution and availability.

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

(1) Its appropriate ground operations and maintenance personnel;

(2) Crewmembers; and

(3) Representatives of the Administrator assigned to it.

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

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

§ 121.139

Manual accessibility: Supplemental operations.

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

§ 121.141

Airplane flight manual.

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

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

(1) Approved by the Administrator; and

(2) Clearly identified as airplane flight manual requirements.

§ 121.151

Applicability.

This subpart prescribes aircraft requirements for all certificate holders.

§ 121.153

Aircraft requirements: General.

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

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

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

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

(c) A certificate holder may operate in common carriage, and for the carriage of mail, a civil aircraft which is leased or chartered to it without crew and is registered in a country which is a party to the Convention on International Civil Aviation if—

(1) The aircraft carries an appropriate airworthiness certificate issued by the country of registration and meets the registration and identification requirements of that country;

(2) The aircraft is of a type design which is approved under a U.S. type certificate and complies with all of the requirements of this chapter (14 CFR Chapter 1) that would be applicable to that aircraft were it registered in the United States, including the requirements which must be met for issuance of a U.S. standard airworthiness certificate (including type design conformity, condition for safe operation, and the noise, fuel venting, and engine emission requirements of this chapter), except that a U.S. registration certificate and a U.S. standard airworthiness certificate will not be issued for the aircraft;

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

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

§ 121.155

§ 121.157

Aircraft certification and equipment requirements.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(4) After December 31, 1964—

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

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

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

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

(1) Until December 20, 2010:

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

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

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

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

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

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

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

§ 121.159

Single-engine airplanes prohibited.

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

§ 121.161

Airplane limitations: Type of route.

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

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

(2) Within the North Polar Area; or

(3) Within the South Polar Area.

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

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

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

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

§ 121.162

ETOPS Type Design Approval Basis.

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

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

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

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

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

§ 121.163

Aircraft proving tests.

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

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

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

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

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

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

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

§ 121.171

Applicability.

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

(b) For purposes of this part, effective length of the runway for landing means the distance from the point at which the obstruction clearance plane associated with the approach end of the runway intersects the centerline of the runway to the far end thereof.

(c) For the purposes of this subpart, obstruction clearance plane means a plane sloping upward from the runway at a slope of 1:20 to the horizontal, and tangent to or clearing all obstructions within a specified area surrounding the runway as shown in a profile view of that area. In the plan view, the centerline of the specified area coincides with the centerline of the runway, beginning at the point where the obstruction clearance plane intersects the centerline of the runway and proceeding to a point at least 1,500 feet from the beginning point. Thereafter the centerline coincides with the takeoff path over the ground for the runway (in the case of takeoffs) or with the instrument approach counterpart (for landings), or, where the applicable one of these paths has not been established, it proceeds consistent with turns of at least 4,000 foot radius until a point is reached beyond which the obstruction clearance plane clears all obstructions. This area extends laterally 200 feet on each side of the centerline at the point where the obstruction clearance plane intersects the runway and continues at this width to the end of the runway; then it increases uniformly to 500 feet on each side of the centerline at a point 1,500 feet from the intersection of the obstruction clearance plane with the runway; thereafter it extends laterally 500 feet on each side of the centerline.

§ 121.173

General.

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

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

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

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

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

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

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

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

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

§ 121.175

Airplanes: Reciprocating engine-powered: Weight limitations.

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

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

(c) No person may specify, or have specified, an alternate airport that is located at an elevation outside of the range for which maximum landing weights have been determined for the reciprocating engine powered airplane concerned.

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

(e) No person may take off a reciprocating engine powered airplane if its weight on arrival at the airport of destination will be more than the maximum authorized landing weight for the elevation of that airport, allowing for normal consumption of fuel and oil en route.

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

§ 121.177

Airplanes: Reciprocating engine-powered: Takeoff limitations.

(a) No person operating a reciprocating engine powered airplane may takeoff that airplane unless it is possible—

(1) To stop the airplane safely on the runway, as shown by the accelerate stop distance data, at any time during takeoff until reaching critical-engine failure speed;

(2) If the critical engine fails at any time after the airplane reaches critical-engine failure speed V 1 , to continue the takeoff and reach a height of 50 feet, as indicated by the takeoff path data, before passing over the end of the runway; and

(3) To clear all obstacles either by at least 50 feet vertically (as shown by the takeoff path data) or 200 feet horizontally within the airport boundaries and 300 feet horizontally beyond the boundaries, without banking before reaching a height of 50 feet (as shown by the takeoff path data) and thereafter without banking more than 15 degrees.

(b) In applying this section, corrections must be made for the effective runway gradient. To allow for wind effect, takeoff data based on still air may be corrected by taking into account not more than 50 percent of any reported headwind component and not less than 150 percent of any reported tailwind component.

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

§ 121.179

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

(a) No person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that does not allow a rate of climb (in feet per minute), with all engines operating, of at least 6.90 V So (that is, the number of feet per minute is obtained by multiplying the number of knots by 6.90) at an altitude of at least 1,000 feet above the highest ground or obstruction within ten miles of each side of the intended track.

(b) This section does not apply to airplanes certificated under part 4a of the Civil Air Regulations.

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

§ 121.181

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

(a) Except as provided in paragraph (b) of this section, no person operating a reciprocating engine powered airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that does not allow a rate of climb (in feet per minute), with one engine inoperative, of at least

(0.079-0.106/N) V so 2

(where N is the number of engines installed and V So is expressed in knots) at an altitude of at least 1,000 feet above the highest ground or obstruction within 10 miles of each side of the intended track. However, for the purposes of this paragraph the rate of climb for airplanes certificated under part 4a of the Civil Air Regulations is 0.026 V so 2.

(b) In place of the requirements of paragraph (a) of this section, a person may, under an approved procedure, operate a reciprocating engine powered airplane, at an all-engines-operating altitude that allows the airplane to continue, after an engine failure, to an alternate airport where a landing can be made in accordance with § 121.187, allowing for normal consumption of fuel and oil. After the assumed failure, the flight path must clear the ground and any obstruction within five miles on each side of the intended track by at least 2,000 feet.

(c) If an approved procedure under paragraph (b) of this section is used, the certificate holder shall comply with the following:

(1) The rate of climb (as prescribed in the Airplane Flight Manual for the appropriate weight and altitude) used in calculating the airplane's flight path shall be diminished by an amount, in feet per minute, equal to

(0.079-0.106/N) V so 2

(when N is the number of engines installed and V S o is expressed in knots) for airplanes certificated under part 25 of this chapter and by 0.026 V so 2 for airplanes certificated under part 4a of the Civil Air Regulations.

(2) The all-engines-operating altitude shall be sufficient so that in the event the critical engine becomes inoperative at any point along the route, the flight will be able to proceed to a predetermined alternate airport by use of this procedure. In determining the takeoff weight, the airplane is assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the nearest approved radio navigational fix, unless the Administrator approves a procedure established on a different basis upon finding that adequate operational safeguards exist.

(3) The airplane must meet the provisions of paragraph (a) of this section at 1,000 feet above the airport used as an alternate in this procedure.

(4) The procedure must include an approved method of accounting for winds and temperatures that would otherwise adversely affect the flight path.

(5) In complying with this procedure fuel jettisoning is allowed if the certificate holder shows that it has an adequate training program, that proper instructions are given to the flight crew, and all other precautions are taken to insure a safe procedure.

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

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

§ 121.183

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

(a) No person may operate an airplane certificated under part 25 and having four or more engines unless—

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets the requirements of § 121.187; or

(2) It is operated at a weight allowing the airplane, with the two critical engines inoperative, to climb at 0.013 V so 2 feet per minute (that is, the number of feet per minute is obtained by multiplying the number of knots squared by 0.013) at an altitude of 1,000 feet above the highest ground or obstruction within 10 miles on each side of the intended track, or at an altitude of 5,000 feet, whichever is higher.

(b) For the purposes of paragraph (a)(2) of this section, it is assumed that—

(1) The two engines fail at the point that is most critical with respect to the takeoff weight:

(2) Consumption of fuel and oil is normal with all engines operating up to the point where the two engines fail and with two engines operating beyond that point;

(3) Where the engines are assumed to fail at an altitude above the prescribed minimum altitude, compliance with the prescribed rate of climb at the prescribed minimum altitude need not be shown during the descent from the cruising altitude to the prescribed minimum altitude, if those requirements can be met once the prescribed minimum altitude is reached, and assuming descent to be along a net flight path and the rate of descent to be 0.013 V so 2 greater than the rate in the approved performance data; and

(4) If fuel jettisoning is provided, the airplane's weight at the point where the two engines fail is considered to be not less than that which would include enough fuel to proceed to an airport meeting the requirements of § 121.187 and to arrive at an altitude of at least 1,000 feet directly over that airport.

§ 121.185

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

(a) Except as provided in paragraph (b) of this section no person operating a reciprocating engine powered airplane may take off that airplane, unless its weight on arrival, allowing for normal consumption of fuel and oil in flight, would allow a full stop landing at the intended destination within 60 percent of the effective length of each runway described below from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. For the purposes of determining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most favorable runway and in the most favorable direction in still air.

(2) The airplane is landed on the most suitable runway considering the probable wind velocity and direction (forecast for the expected time of arrival), the ground handling characteristics of the type of airplane, and other conditions such as landing aids and terrain, and allowing for the effect of the landing path and roll of not more than 50 percent of the headwind component or not less than 150 percent of the tailwind component.

(b) An airplane that would be prohibited from being taken off because it could not meet the requirements of paragraph (a)(2) of this section may be taken off if an alternate airport is specified that meets all of the requirements of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

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

§ 121.187

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

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

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

§ 121.189

Airplanes: Turbine engine powered: Takeoff limitations.

(a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at takeoff.

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

(c) No person operating a turbine engine powered airplane certificated after August 29, 1959 (SR422B), may take off that airplane at a weight greater than that listed in the Airplane Flight Manual at which compliance with the following may be shown:

(1) The accelerate-stop distance must not exceed the length of the runway plus the length of any stopway.

(2) The takeoff distance must not exceed the length of the runway plus the length of any clearway except that the length of any clearway included must not be greater than one-half the length of the runway.

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

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

(1) In the case of an airplane certificated after August 26, 1957, but before October 1, 1958 (SR422), that allows a takeoff path that clears all obstacles either by at least (35 + 0.01D) feet vertically (D is the distance along the intended flight path from the end of the runway in feet), or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries; or

(2) In the case of an airplane certificated after September 30, 1958 (SR 422A, 422B), that allows a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.

(e) In determining maximum weights, minimum distances, and flight paths under paragraphs (a) through (d) of this section, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, the ambient temperature and wind component at the time of takeoff, and, if operating limitations exist for the minimum distances required for takeoff from wet runways, the runway surface condition (dry or wet). Wet runway distances associated with grooved or porous friction course runways, if provided in the Airplane Flight Manual, may be used only for runways that are grooved or treated with a porous friction course (PFC) overlay, and that the operator determines are designed, constructed, and maintained in a manner acceptable to the Administrator.

(f) For the purposes of this section, it is assumed that the airplane is not banked before reaching a height of 50 feet, as shown by the takeoff path or net takeoff flight path data (as appropriate) in the Airplane Flight Manual, and thereafter that the maximum bank is not more than 15 degrees.

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

§ 121.191

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

(a) No person operating a turbine engine powered airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that is greater than that which (under the approved, one engine inoperative, en route net flight path data in the Airplane Flight Manual for that airplane) will allow compliance with paragraph (a) (1) or (2) of this section, based on the ambient temperatures expected en route:

(1) There is a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within five statute miles on each side of the intended track, and, in addition, if that airplane was certificated after August 29, 1959 (SR 422B) there is a positive slope at 1,500 feet above the airport where the airplane is assumed to land after an engine fails.

(2) The net flight path allows the airplane to continue flight from the cruising altitude to an airport where a landing can be made under § 121.197, clearing all terrain and obstructions within five statute miles of the intended track by at least 2,000 feet vertically and with a positive slope at 1,000 feet above the airport where the airplane lands after an engine fails, or, if that airplane was certificated after September 30, 1958 (SR 422A, 422B), with a positive slope at 1,500 feet above the airport where the airplane lands after an engine fails.

(b) For the purposes of paragraph (a)(2) of this section, it is assumed that—

(1) The engine fails at the most critical point en route;

(2) The airplane passes over the critical obstruction, after engine failure at a point that is no closer to the obstruction than the nearest approved radio navigation fix, unless the Administrator authorizes a different procedure based on adequate operational safeguards;

(3) An approved method is used to allow for adverse winds:

(4) Fuel jettisoning will be allowed if the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to insure a safe procedure;

(5) The alternate airport is specified in the dispatch or flight release and meets the prescribed weather minimums; and

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

§ 121.193

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

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

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets the requirements of § 121.197.

(2) Its weight, according to the two-engine-inoperative, en route, net flight path data in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets the requirements of § 121.197, with a net flight path (considering the ambient temperature anticipated along the track) having a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within five miles on each side of the intended track, or at an altitude of 5,000 feet, whichever is higher.

For the purposes of paragraph (a)(2) of this section, it is assumed that the two engines fail at the most critical point en route, that if fuel jettisoning is provided, the airplane's weight at the point where the engines fail includes enough fuel to continue to the airport and to arrive at an altitude of at least 1,000 feet directly over the airport, and that the fuel and oil consumption after engine failure is the same as the consumption allowed for in the net flight path data in the Airplane Flight Manual.

(b) Aircraft certificated after September 30, 1958, but before August 30, 1959 (SR 422A). No person may operate a turbine engine powered airplane along an intended route unless he complies with either of the following:

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets the requirements of § 121.197.

(2) Its weight, according to the two-engine-inoperative, en route, net flight path data in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets the requirements of § 121.197, with a net flight path (considering the ambient temperatures anticipated along the track) having a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within 5 miles on each side of the intended track, or at an altitude of 2,000 feet, whichever is higher.

For the purposes of paragraph (b)(2) of this section, it is assumed that the two engines fail at the most critical point en route, that the airplane's weight at the point where the engines fail includes enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and thereafter to fly for 15 minutes at cruise power or thrust, or both, and that the consumption of fuel and oil after engine failure is the same as the consumption allowed for in the net flight path data in the Airplane Flight Manual.

(c) Aircraft certificated after August 29, 1959 (SR 422B). No person may operate a turbine engine powered airplane along an intended route unless he complies with either of the following:

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets the requirements of § 121.197.

(2) Its weight, according to the two-engine inoperative, en route, net flight path data in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets the requirements of § 121.197, with the net flight path (considering the ambient temperatures anticipated along the track) clearing vertically by at least 2,000 feet all terrain and obstructions within five statute miles (4.34 nautical miles) on each side of the intended track. For the purposes of this subparagraph, it is assumed that—

(i) The two engines fail at the most critical point en route;

(ii) The net flight path has a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engines fail;

(iii) Fuel jettisoning will be approved if the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to ensure a safe procedure;

(iv) The airplane's weight at the point where the two engines are assumed to fail provides enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and thereafter to fly for 15 minutes at cruise power or thrust, or both; and

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

§ 121.195

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

(a) No person operating a turbine engine powered airplane may take off that airplane at such a weight that (allowing for normal consumption of fuel and oil in flight to the destination or alternate airport) the weight of the airplane on arrival would exceed the landing weight set forth in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature anticipated at the time of landing.

(b) Except as provided in paragraph (c), (d), or (e) of this section, no person operating a turbine engine powered airplane may take off that airplane unless its weight on arrival, allowing for normal consumption of fuel and oil in flight (in accordance with the landing distance set forth in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions anticipated there at the time of landing), would allow a full stop landing at the intended destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For the purpose of determining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most favorable runway and in the most favorable direction, in still air.

(2) The airplane is landed on the most suitable runway considering the probable wind velocity and direction and the ground handling characteristics of the airplane, and considering other conditions such as landing aids and terrain.

(c) A turbopropeller powered airplane that would be prohibited from being taken off because it could not meet the requirements of paragraph (b)(2) of this section, may be taken off if an alternate airport is specified that meets all the requirements of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

(d) Unless, based on a showing of actual operating landing techniques on wet runways, a shorter landing distance (but never less than that required by paragraph (b) of this section) has been approved for a specific type and model airplane and included in the Airplane Flight Manual, no person may takeoff a turbojet powered airplane when the appropriate weather reports and forecasts, or a combination thereof, indicate that the runways at the destination airport may be wet or slippery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required under paragraph (b) of this section.

(e) A turbojet powered airplane that would be prohibited from being taken off because it could not meet the requirements of paragraph (b)(2) of this section may be taken off if an alternate airport is specified that meets all the requirements of paragraph (b) of this section.

§ 121.197

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

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

§ 121.198

Cargo service airplanes: Increased zero fuel and landing weights.

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.199

Nontransport category airplanes: Takeoff limitations.

(a) No person operating a nontransport category airplane may take off that airplane at a weight greater than the weight that would allow the airplane to be brought to a safe stop within the effective length of the runway, from any point during the takeoff before reaching 105 percent of minimum control speed (the minimum speed at which an airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in the takeoff configuration, whichever is greater.

(b) For the purposes of this section—

(1) It may be assumed that takeoff power is used on all engines during the acceleration;

(2) Not more than 50 percent of the reported headwind component, or not less than 150 percent of the reported tailwind component, may be taken into account;

(3) The average runway gradient (the difference between the elevations of the endpoints of the runway divided by the total length) must be considered if it is more than one-half of 1 percent;

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

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

§ 121.201

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

(a) Except as provided in paragraph (b) of this section, no person operating a nontransport category airplane may take off that airplane at a weight that does not allow a rate of climb of at least 50 feet a minute, with the critical engine inoperative, at an altitude of at least 1,000 feet above the highest obstruction within five miles on each side of the intended track, or 5,000 feet, whichever is higher.

(b) Notwithstanding paragraph (a) of this section, if the Administrator finds that safe operations are not impaired, a person may operate the airplane at an altitude that allows the airplane, in case of engine failure, to clear all obstructions within 5 miles on each side of the intended track by 1,000 feet. If this procedure is used, the rate of descent for the appropriate weight and altitude is assumed to be 50 feet a minute greater than the rate in the approved performance data. Before approving such a procedure, the Administrator considers the following for the route, route segment, or area concerned:

(1) The reliability of wind and weather forecasting.

(2) The location and kinds of navigation aids.

(3) The prevailing weather conditions, particularly the frequency and amount of turbulence normally encountered.

(4) Terrain features.

(5) Air traffic control problems.

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

(c) For the purposes of this section, it is assumed that—

(1) The critical engine is inoperative;

(2) The propeller of the inoperative engine is in the minimum drag position;

(3) The wing flaps and landing gear are in the most favorable position;

(4) The operating engines are operating at the maximum continuous power available;

(5) The airplane is operating in standard atmosphere; and

(6) The weight of the airplane is progressively reduced by the anticipated consumption of fuel and oil.

§ 121.203

Nontransport category airplanes: Landing limitations: Destination airport.

(a) No person operating a nontransport category airplane may take off that airplane at a weight that—

(1) Allowing for anticipated consumption of fuel and oil, is greater than the weight that would allow a full stop landing within 60 percent of the effective length of the most suitable runway at the destination airport; and

(2) Is greater than the weight allowable if the landing is to be made on the runway—

(i) With the greatest effective length in still air; and

(ii) Required by the probable wind, taking into account not more than 50 percent of the headwind component or not less than 150 percent of the tailwind component.

(b) For the purposes of this section, it is assumed that—

(1) The airplane passes directly over the intersection of the obstruction clearance plane and the runway at a height of 50 feet in a steady gliding approach at a true indicated airspeed of at least 1.3 V S o ;

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

(3) The airplane is operating in standard atmosphere.

§ 121.205

Nontransport category airplanes: Landing limitations: Alternate airport.

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

§ 121.207

Provisionally certificated airplanes: Operating limitations.

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

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

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

§ 121.211

Applicability.

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

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

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

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

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

§ 121.213

§ 121.215

Cabin interiors.

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

(b) Materials must be at least flash resistant.

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

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

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

§ 121.217

Internal doors.

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

§ 121.219

Ventilation.

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

§ 121.221

Fire precautions.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.223

Proof of compliance with § 121.221.

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

§ 121.225

Propeller deicing fluid.

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

§ 121.227

Pressure cross-feed arrangements.

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

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

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

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

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

§ 121.229

Location of fuel tanks.

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

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

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

§ 121.231

Fuel system lines and fittings.

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

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

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

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

§ 121.233

Fuel lines and fittings in designated fire zones.

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

§ 121.235

Fuel valves.

Each fuel valve must—

(a) Comply with § 121.257;

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

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

§ 121.237

Oil lines and fittings in designated fire zones.

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

§ 121.239

Oil valves.

(a) Each oil valve must—

(1) Comply with § 121.257;

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

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

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

§ 121.241

Oil system drains.

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

§ 121.243

Engine breather lines.

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

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

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

§ 121.245

Fire walls.

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

§ 121.247

Fire-wall construction.

Each fire wall and shroud must—

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

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

(c) Be made of fireproof material; and

(d) Be protected against corrosion.

§ 121.249

Cowling.

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

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

§ 121.251

Engine accessory section diaphragm.

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

§ 121.253

Powerplant fire protection.

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

(b) Designated fire zones are—

(1) Engine accessory sections;

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

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

§ 121.255

Flammable fluids.

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

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

§ 121.257

Shutoff means.

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

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

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

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

§ 121.259

Lines and fittings.

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

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

§ 121.261

Vent and drain lines.

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

§ 121.263

Fire-extinguishing systems.

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

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

§ 121.265

Fire-extinguishing agents.

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

§ 121.267

Extinguishing agent container pressure relief.

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

§ 121.269

Extinguishing agent container compartment temperature.

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

§ 121.271

Fire-extinguishing system materials.

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

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

§ 121.273

Fire-detector systems.

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

§ 121.275

Fire detectors.

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

§ 121.277

Protection of other airplane components against fire.

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

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

§ 121.279

Control of engine rotation.

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

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

§ 121.281

Fuel system independence.

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

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

§ 121.283

Induction system ice prevention.

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

§ 121.285

Carriage of cargo in passenger compartments.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(d) Cargo, including carry-on baggage, may be carried anywhere in the passenger compartment of a nontransport category airplane type certificated after December 31, 1964, if it is carried in an approved cargo rack, bin, or compartment installed in or on the airplane, if it is secured by an approved means, or if it is carried in accordance with each of the following:

(1) For cargo, it is properly secured by a safety belt or other tie-down having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions, or for carry-on baggage, it is restrained so as to prevent its movement during air turbulence.

(2) It is packaged or covered to avoid possible injury to occupants.

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

(4) It is not located in a position that obstructs the access to, or use of, any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment, or is located in a position that obscures any passenger's view of the “seat belt” sign, “no smoking” sign or placard, or any required exit sign, unless an auxiliary sign or other approved means for proper notification of the passengers is provided.

(5) It is not carried directly above seated occupants.

(6) It is stowed in compliance with this section for takeoff and landing.

(7) For cargo-only operations, paragraph (d)(4) of this section does not apply if the cargo is loaded so that at least one emergency or regular exit is available to provide all occupants of the airplane a means of unobstructed exit from the airplane if an emergency occurs.

§ 121.287

Carriage of cargo in cargo compartments.

When cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand fire extinguisher.

§ 121.289

Landing gear: Aural warning device.

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

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

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

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

(1) May not have a manual shutoff;

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

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

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

§ 121.291

Demonstration of emergency evacuation procedures.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.293

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

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

§ 121.295

Location for a suspect device.

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

§ 121.301

Applicability.

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

§ 121.303

Airplane instruments and equipment.

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

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

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

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

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

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

§ 121.305

Flight and navigational equipment.

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

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

(b) A sensitive altimeter.

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

(d) A free-air temperature indicator.

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

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

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

(h) A magnetic compass.

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

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

(1) On each turbojet powered airplane.

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

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

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

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

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

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

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

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

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

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

§ 121.306

Portable electronic devices.

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

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

(1) Portable voice recorders;

(2) Hearing aids;

(3) Heart pacemakers;

(4) Electric shavers;

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

(6) Any other portable electronic device that the part 119 certificate holder has determined will not cause interference with the navigation or communication system of the aircraft on which it is to be used.

(c) The determination required by paragraph (b)(6) of this section shall be made by that part 119 certificate holder operating the particular device to be used.

§ 121.307

Engine instruments.

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

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

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

(c) A fuel pressure indicator for each engine.

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

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

(f) A manifold pressure indicator for each engine.

(g) An oil pressure indicator for each engine.

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

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

(j) A tachometer for each engine.

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

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

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

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

§ 121.308

Lavatory fire protection.

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

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

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

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

§ 121.309

Emergency equipment.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(d) [Reserved]

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

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

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

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

§ 121.310

Additional emergency equipment.

(a) Means for emergency evacuation. Each passenger-carrying landplane emergency exit (other than over-the-wing) that is more than 6 feet from the ground with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor-level emergency exit must meet the requirements of § 25.809(f)(1) of this chapter in effect on April 30, 1972, except that, for any airplane for which the application for the type certificate was filed after that date, it must meet the requirements under which the airplane was type certificated. An assisting means that deploys automatically must be armed during taxiing, takeoffs, and landings. However, if the Administrator finds that the design of the exit makes compliance impractical, he may grant a deviation from the requirement of automatic deployment if the assisting means automatically erects upon deployment and, with respect to required emergency exits, if an emergency evacuation demonstration is conducted in accordance with § 121.291(a). This paragraph does not apply to the rear window emergency exit of DC-3 airplanes operated with less than 36 occupants, including crewmembers and less than five exits authorized for passenger use.

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

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

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

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

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

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

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

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

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

(c) Lighting for interior emergency exit markings. Except for nontransport category airplanes type certificated after December 31, 1964, each passenger-carrying airplane must have an emergency lighting system, independent of the main lighting system. However, sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system.

The emergency lighting system must—

(1) Illuminate each passenger exit marking and locating sign;

(2) Provide enough general lighting in the passenger cabin so that the average illumination when measured at 40-inch intervals at seat armrest height, on the centerline of the main passenger aisle, is at least 0.05 foot-candles; and

(3) For airplanes type certificated after January 1, 1958, after November 26, 1986, include floor proximity emergency escape path marking which meets the requirements of § 25.812(e) of this chapter in effect on November 26, 1984.

(d) Emergency light operation. Except for lights forming part of emergency lighting subsystems provided in compliance with § 25.812(h) of this chapter (as prescribed in paragraph (h) of this section) that serve no more than one assist means, are independent of the airplane's main emergency lighting systems, and are automatically activated when the assist means is deployed, each light required by paragraphs (c) and (h) of this section must comply with the following:

(1) Each light must—

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

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

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

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

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

(4) Each light must have a cockpit control device that has an “on,” “off,” and “armed” position.

(e) Emergency exit operating handles. (1) For a passenger-carrying airplane for which the application for the type certificate was filed prior to May 1, 1972, the location of each passenger emergency exit operating handle, and instructions for opening the exit, must be shown by a marking on or near the exit that is readable from a distance of 30 inches. In addition, for each Type I and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by—

(i) A red arrow with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70° of arc at a radius approximately equal to three-fourths of the handle length; and

(ii) The word “open” in red letters 1 inch high placed horizontally near the head of the arrow.

(2) For a passenger-carrying airplane for which the application for the type certificate was filed on or after May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the requirements under which the airplane was type certificated. On these airplanes, no operating handle or operating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.

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

(1) Each passage way between individual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 20 inches wide.

(2) For each Type I or Type II emergency exit equipped with an assist means, there must be enough space next to the exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in paragraph (f)(1) of this section. In addition, all airplanes manufactured on or after November 26, 2008 must comply with the provisions of §§ 25.813(b)(1), (b)(2), (b)(3) and (b)(4) in effect on November 26, 2004. However, a deviation from this requirement may be authorized for an airplane certificated under the provisions of part 4b of the Civil Air Regulations in effect before December 20, 1951, if the Administrator finds that special circumstances exist that provide an equivalent level of safety.

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

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

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

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

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

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

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

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

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

(7) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach required emergency exit from any passenger seat, the door must have a means to latch it in open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, listed in § 25.561(b) of this chapter.

(g) Exterior exit markings. Each passenger emergency exit and the means of opening that exit from the outside must be marked on the outside of the airplane. There must be a 2-inch colored band outlining each passenger emergency exit on the side of the fuselage. Each outside marking, including the band, must be readily distinguishable from the surrounding fuselage area by contrast in color. The markings must comply with the following:

(1) If the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent.

(2) If the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided.

(3) Exits that are not in the side of the fuselage must have the external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background color, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side. Reflectance is the ratio of the luminous flux reflected by a body to the luminous flux it receives.

(h) Exterior emergency lighting and escape route. (1) Except for nontransport category airplanes certificated after December 31, 1964, each passenger-carrying airplane must be equipped with exterior lighting that meets the following requirements:

(i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of § 25.812 (f) and (g) of this chapter in effect on April 30, 1972.

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the exterior emergency lighting requirements under which the airplane was type certificated.

(2) Each passenger-carrying airplane must be equipped with a slip-resistant escape route that meets the following requirements:

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

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the slip-resistant escape route requirements under which the airplane was type certificated.

(i) Floor level exits. Each floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit (except the ventral exits on M-404 and CV-240 airplanes), and each tail cone exit, must meet the requirements of this section for floor level emergency exits. However, the Administrator may grant a deviation from this paragraph if he finds that circumstances make full compliance impractical and that an acceptable level of safety has been achieved.

(j) Additional emergency exits. Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits must meet all of the applicable provisions of this section except paragraphs (f)(1), (2), and (3) of this section and must be readily accessible.

(k) On each large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be—

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

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

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

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

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

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

§ 121.311

Seats, safety belts, and shoulder harnesses.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

( 4 ) That the seat or child restraint device furnished by the certificate holder, or one of the persons described in paragraph (b)(2)(i) of this section, was approved by the FAA in accordance with § 21.8(d) of this chapter or Technical Standard Order C-100b, or a later version. The child restraint device manufactured by AmSafe, Inc. (CARES, Part No. 4082) and approved by the FAA in accordance with § 21.305(d) (2010 ed.) of this chapter may continue to bear a label or markings showing FAA approval in accordance with § 21.305(d) (2010 ed.) of this chapter.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.312

Materials for compartment interiors.

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

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

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

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

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

(3) Airplane type certificated after January 1, 1958, with passenger capacity of 20 or more —(i) Substantially complete replacement of the cabin interior on or after March 6, 1995. Except as provided in paragraph (a)(3)(ii) of this section, each airplane that was type certificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986)(see app. L of this part), if there is a substantially complete replacement of the cabin interior components identified in § 25.853(d), on or after that date, except that the total heat release over the first 2 minutes of sample exposure shall not exceed 100 kilowatt-minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter.

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

(4) Contrary provisions of this section notwithstanding, the Director of the division of the Aircraft Certification Service responsible for the airworthiness rules may authorize deviation from the requirements of paragraph (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) of this section for specific components of the cabin interior that do not meet applicable flammability and smoke emission requirements, if the determination is made that special circumstances exist that make compliance impractical. Such grants of deviation will be limited to those airplanes manufactured within 1 year after the applicable date specified in this section and those airplanes in which the interior is replaced within 1 year of that date. A request for such grant of deviation must include a thorough and accurate analysis of each component subject to § 25.853(a-1), the steps being taken to achieve compliance, and, for the few components for which timely compliance will not be achieved, credible reasons for such noncompliance.

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

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

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

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

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

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

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

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

(i) Of a blanket construction or

(ii) Installed around air ducting.

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

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

§ 121.313

Miscellaneous equipment.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.314

Cargo and baggage compartments.

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

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

(1) Glass fiber reinforced resin;

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

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

(b) For compliance with paragraph (a) of this section, the term “liner” includes any design feature, such as a joint or fastener, which would affect the capability of the liner to safely contain a fire.

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

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

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

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

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

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

§ 121.315

Cockpit check procedure.

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

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

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

§ 121.316

Fuel tanks.

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

§ 121.317

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

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

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

(c) No person may operate an airplane on a flight on which smoking is prohibited by part 252 of this title unless either the “No Smoking” passenger information signs are lighted during the entire flight, or one or more “No Smoking” placards meeting the requirements of § 25.1541 of this chapter are posted during the entire flight segment. If both the lighted signs and the placards are used, the signs must remain lighted during the entire flight segment.

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

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

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

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

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

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

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

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

(2) Certain intrastate domestic operations. Except during airplane movement on the surface or during takeoff or landing, a pilot in command of an airplane engaged in a domestic operation may authorize smoking on the flight deck (if it is physically separated from the passenger compartment) if—

(i) Smoking on the flight deck is not otherwise prohibited by part 252 of this title;

(ii) The flight is conducted entirely within the same State of the United States (a flight from one place in Hawaii to another place in Hawaii through the airspace over a place outside of Hawaii is not entirely within the same State); and

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

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

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

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

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

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

§ 121.318

Public address system.

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

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

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

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

(d) For each required floor-level passenger emergency exit which has an adjacent flight attendant seat, has a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants;

(e) Is capable of operation within 10 seconds by a flight attendant at each of those stations in the passenger compartment from which its use is accessible;

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

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

§ 121.319

Crewmember interphone system.

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

(1) [Reserved]

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

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

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

(1) It must provide a means of two-way communication between the pilot compartment and—

(i) Each passenger compartment; and

(ii) Each galley located on other than the main passenger deck level.

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

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

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

(5) For large turbojet-powered airplanes:

(i) It must be accessible for use at enough flight attendant stations so that all floor-level emergency exits (or entryways to those exits in the case of exits located within galleys) in each passenger compartment are observable from one or more of those stations so equipped;

(ii) It must have an alerting system incorporating aural or visual signals for use by flight crewmembers to alert flight attendants and for use by flight attendants to alert flight crewmembers;

(iii) The alerting system required by paragraph (b)(5)(ii) of this section must have a means for the recipient of a call to determine whether it is a normal call or an emergency call; and

(iv) When the airplane is on the ground, it must provide a means of two-way communication between ground personnel and either of at least two flight crewmembers in the pilot compartment. The interphone system station for use by ground personnel must be so located that personnel using the system may avoid visible detection from within the airplane.

§ 121.321

Operations in icing.

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

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

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

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

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

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

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

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

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

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

(A) Takeoff climb after second segment,

(B) En route climb,

(C) Go-around climb,

(D) Holding,

(E) Maneuvering for approach and landing, and

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

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

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

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

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

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

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

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

(1) Continuous operation,

(2) Automatic cycling,

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

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

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

§ 121.323

Instruments and equipment for operations at night.

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

(a) Position lights.

(b) An anti-collision light.

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

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

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

(f) A sensitive altimeter.

§ 121.325

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

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

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

(b) A sensitive altimeter.

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

§ 121.327

Supplemental oxygen: Reciprocating engine powered airplanes.

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

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

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

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

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

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

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

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

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

§ 121.329

Supplemental oxygen for sustenance: Turbine engine powered airplanes.

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.331

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

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

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

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

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

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

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

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

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

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

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

§ 121.333

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.335

Equipment standards.

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

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

§ 121.337

Protective breathing equipment.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

§ 121.339

Emergency equipment for extended over-water operations.

(a) Except where the Administrator, by amending the operations specifications of the certificate holder, requires the carriage of all or any specific items of the equipment listed below for any overwater operation, or upon application of the certificate holder, the Administrator allows deviation for a particular extended overwater operation, no person may operate an airplane in extended overwater operations without having on the airplane the following equipment:

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

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

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

(4) An approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is rechargeable) when the transmitter has been in use for more than 1 cumulative hour, or when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

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

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

§ 121.340

Emergency flotation means.

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

(b) Upon application by the air carrier or commercial operator, the Administrator may approve the operation of an airplane over water without the life preservers or flotation means required by paragraph (a) of this section, if the air carrier or commercial operator shows that the water over which the airplane is to be operated is not of such size and depth that life preservers or flotation means would be required for the survival of its occupants in the event the flight terminates in that water.

§ 121.341

Equipment for operations in icing conditions.

(a) Except as permitted in paragraph (c)(2) of this section, unless an airplane is type certificated under the transport category airworthiness requirements relating to ice protection, or unless an airplane is a non-transport category airplane type certificated after December 31, 1964, that has the ice protection provisions that meet section 34 of appendix A of part 135 of this chapter, no person may operate an airplane in icing conditions unless it is equipped with means for the prevention or removal of ice on windshields, wings, empennage, propellers, and other parts of the airplane where ice formation will adversely affect the safety of the airplane.

(b) No person may operate an airplane in icing conditions at night unless means are provided for illuminating or otherwise determining the formation of ice on the parts of the wings that are critical from the standpoint of ice accumulation. Any illuminating that is used must be of a type that will not cause glare or reflection that would handicap crewmembers in the performance of their duties.

(c) Non-transport category airplanes type certificated after December 31, 1964. Except for an airplane that has ice protection provisions that meet section 34 of appendix A of part 135 of this chapter, or those for transport category airplane type certification, no person may operate—

(1) Under IFR into known or forecast light or moderate icing conditions;

(2) Under VFR into known light or moderate icing conditions; unless the airplane has functioning deicing anti-icing equipment protecting each propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system; or

(3) Into known or forecast severe icing conditions.

(d) If current weather reports and briefing information relied upon by the pilot in command indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraph (c) of this section based on forecast conditions do not apply.

§ 121.342

Pitot heat indication systems.

No person may operate a transport category airplane or, after December 20, 1999, a nontransport category airplane type certificated after December 31, 1964, that is equipped with a flight instrument pitot heating system unless the airplane is also equipped with an operable pitot heat indication system that complies § 25.1326 of this chapter in effect on April 12, 1978.

§ 121.343

Flight data recorders.

(a) Except as provided in paragraphs (b), (c), (d), (e), and (f) of this section, no person may operate a large airplane that is certificated for operations above 25,000 feet altitude or is turbine-engine powered unless it is equipped with one or more approved flight recorders that record data from which the following may be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading; and

(6) Time of each radio transmission either to or from air traffic control.

(b) No person may operate a large airplane type certificated up to and including September 30, 1969, for operations above 25,000 feet altitude, or a turbine-engine powered airplane certificated before the same date, unless it is equipped before May 26, 1989 with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading; and

(6) Time of each radio transmission either to or from air traffic control.

(c) Except as provided in paragraph (l) of this section, no person may operate an airplane specified in paragraph (b) of this section unless it is equipped, before May 26, 1995, with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading;

(6) Time of each radio transmission either to or from air traffic control;

(7) Pitch attitude;

(8) Roll attitude;

(9) Longitudinal acceleration;

(10) Control column or pitch control surface position; and

(11) Thrust of each engine.

(d) No person may operate an airplane specified in paragraph (b) of this section that is manufactured after May 26, 1989, as well as airplanes specified in paragraph (a) of this section that have been type certificated after September 30, 1969, unless it is equipped with one or more approved flight recorders that utlitize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and recording intervals specified in appendix B of this part:

(1) Time;

(2) Altitude;

(3) Airspeed;

(4) Vertical acceleration;

(5) Heading;

(6) Time of each radio transmission either to or from air traffic control;

(7) Pitch attitude;

(8) Roll attitude;

(9) Longitudinal acceleration;

(10) Pitch trim position;

(11) Control column or pitch control surface position;

(12) Control wheel or lateral control surface position;

(13) Rudder pedal or yaw control surface position;

(14) Thrust of each engine;

(15) Position of each thrust reverser;

(16) Trailing edge flap or cockpit flap control position; and

(17) Leading edge flap or cockpit flap control position.

For the purpose of this section, manufactured means the point in time at which the airplane inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data.

(e) After October 11, 1991, no person may operate a large airplane equipped with a digital data bus and ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. Any parameters specified in appendix B of this part that are available on the digital data bus must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(f) After October 11, 1991, no person may operate an airplane specified in paragraph (b) of this section that is manufactured after October 11, 1991, nor an airplane specified in paragraph (a) of this section that has been type certificated after September 30, 1969, and manufactured after October 11, 1991, unless it is equipped with one or more flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The parameters specified in appendix B of this part must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

(g) Whenever a flight recorder required by this section is installed, it must be operated continuously from the instant the airplane begins the takeoff roll until it has completed the landing roll at an airport.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed in paragraph (a), (b), (c), or (d) of this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in § 121.359(a). A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

(i) In the event of an accident or occurrence that requires immediate notification of the National Transportation Safety Board under part 830 of its regulations and that results in termination of the flight, the certificate holder shall remove the recording media from the airplane and keep the recorded data required by paragraph (a), (b), (c), or (d) of this section, as appropriate, for at least 60 days or for a longer period upon the request of the Board or the Administrator.

(j) Each flight recorder required by this section must be installed in accordance with the requirements of § 25.1459 of this chapter in effect on August 31, 1977. The correlation required by § 25.1459(c) of this chapter need be established only on one airplane of any group of airplanes—

(1) That are of the same type;

(2) On which the model flight recorder and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those first pilot's instruments associated with the flight recorder. The most recent instrument calibration, including the recording medium from which this calibration is derived, and the recorder correlation must be retained by the certificate holder.

(k) Each flight recorder required by this section that records the data specified in paragraph (a), (b), (c), or (d) of this section, as appropriate, must have an approved device to assist in locating that recorder under water.

(l) No person may operate an airplane specified in paragraph (b) of this section that meets the Stage 2 noise levels of part 36 of this chapter and is subject to § 91.801(c) of this chapter unless it is equipped with one or more approved flight data recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The information specified in paragraphs (c)(1) through (c)(11) of this section must be able to be determined within the ranges, accuracies and recording intervals specified in appendix B of this part. In addition—

(1) This flight data recorder must be installed at the next heavy maintenance check after May 26, 1994, but no later than May 26, 1995. A heavy maintenance check is considered to be any time an aircraft is scheduled to be out of service for 4 or more days.

(2) By June 23, 1994, each carrier must submit to the FAA Flight Standards Service, Air Transportation Division (AFS-200), documentation listing those airplanes covered under this paragraph and evidence that it has ordered a sufficient number of flight data recorders to meet the May 26, 1995, compliance date for all aircraft on that list.

(3) After May 26, 1994, any aircraft that is modified to meet Stage 3 noise levels must have the flight data recorder described in paragraph (c) of this section installed before operating under this part.

(m) After August 20, 2001, this section applies only to the airplane models listed in § 121.344(l)(2). All other airplanes must comply with the requirements of § 121.344, as applicable.

§ 121.344

Digital flight data recorders for transport category airplanes.

(a) Except as provided in paragraph (l) of this section, no person may operate under this part a turbine-engine-powered transport category airplane unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The operational parameters required to be recorded by digital flight data recorders required by this section are as follows: The phrase “when an information source is installed” following a parameter indicates that recording of that parameter is not intended to require a change in installed equipment:

(1) Time;

(2) Pressure altitude;

(3) Indicated airspeed;

(4) Heading—primary flight crew reference (if selectable, record discrete, true or magnetic);

(5) Normal acceleration (Vertical);

(6) Pitch attitude;

(7) Roll attitude;

(8) Manual radio transmitter keying, or CVR/DFDR synchronization reference;

(9) Thrust/power of each engine—primary flight crew reference;

(10) Autopilot engagement status;

(11) Longitudinal acceleration;

(12) Pitch control input;

(13) Lateral control input;

(14) Rudder pedal input;

(15) Primary pitch control surface position;

(16) Primary lateral control surface position;

(17) Primary yaw control surface position;

(18) Lateral acceleration;

(19) Pitch trim surface position or parameters of paragraph (a)(82) of this section if currently recorded;

(20) Trailing edge flap or cockpit flap control selection (except when parameters of paragraph (a)(85) of this section apply);

(21) Leading edge flap or cockpit flap control selection (except when parameters of paragraph (a)(86) of this section apply);

(22) Each Thrust reverser position (or equivalent for propeller airplane);

(23) Ground spoiler position or speed brake selection (except when parameters of paragraph (a)(87) of this section apply);

(24) Outside or total air temperature;

(25) Automatic Flight Control System (AFCS) modes and engagement status, including autothrottle;

(26) Radio altitude (when an information source is installed);

(27) Localizer deviation, MLS Azimuth;

(28) Glideslope deviation, MLS Elevation;

(29) Marker beacon passage;

(30) Master warning;

(31) Air/ground sensor (primary airplane system reference nose or main gear);

(32) Angle of attack (when information source is installed);

(33) Hydraulic pressure low (each system);

(34) Ground speed (when an information source is installed);

(35) Ground proximity warning system;

(36) Landing gear position or landing gear cockpit control selection;

(37) Drift angle (when an information source is installed);

(38) Wind speed and direction (when an information source is installed);

(39) Latitude and longitude (when an information source is installed);

(40) Stick shaker/pusher (when an information source is installed);

(41) Windshear (when an information source is installed);

(42) Throttle/power lever position;

(43) Additional engine parameters (as designated in Appendix M of this part);

(44) Traffic alert and collision avoidance system;

(45) DME 1 and 2 distances;

(46) Nav 1 and 2 selected frequency;

(47) Selected barometric setting (when an information source is installed);

(48) Selected altitude (when an information source is installed);

(49) Selected speed (when an information source is installed);

(50) Selected mach (when an information source is installed);

(51) Selected vertical speed (when an information source is installed);

(52) Selected heading (when an information source is installed);

(53) Selected flight path (when an information source is installed);

(54) Selected decision height (when an information source is installed);

(55) EFIS display format;

(56) Multi-function/engine/alerts display format;

(57) Thrust command (when an information source is installed);

(58) Thrust target (when an information source is installed);

(59) Fuel quantity in CG trim tank (when an information source is installed);

(60) Primary Navigation System Reference;

(61) Icing (when an information source is installed);

(62) Engine warning each engine vibration (when an information source is installed);

(63) Engine warning each engine over temp. (when an information source is installed);

(64) Engine warning each engine oil pressure low (when an information source is installed);

(65) Engine warning each engine over speed (when an information source is installed);

(66) Yaw trim surface position;

(67) Roll trim surface position;

(68) Brake pressure (selected system);

(69) Brake pedal application (left and right);

(70) Yaw or sideslip angle (when an information source is installed);

(71) Engine bleed valve position (when an information source is installed);

(72) De-icing or anti-icing system selection (when an information source is installed);

(73) Computed center of gravity (when an information source is installed);

(74) AC electrical bus status;

(75) DC electrical bus status;

(76) APU bleed valve position (when an information source is installed);

(77) Hydraulic pressure (each system);

(78) Loss of cabin pressure;

(79) Computer failure;

(80) Heads-up display (when an information source is installed);

(81) Para-visual display (when an information source is installed);

(82) Cockpit trim control input position—pitch;

(83) Cockpit trim control input position—roll;

(84) Cockpit trim control input position—yaw;

(85) Trailing edge flap and cockpit flap control position;

(86) Leading edge flap and cockpit flap control position;

(87) Ground spoiler position and speed brake selection;

(88) All cockpit flight control input forces (control wheel, control column, rudder pedal);

(89) Yaw damper status;

(90) Yaw damper command; and

(91) Standby rudder valve status.

(b) For all turbine-engine powered transport category airplanes manufactured on or before October 11, 1991, by August 20, 2001.

(1) For airplanes not equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the parameters listed in paragraphs (a)(1) through (a)(18) of this section must be recorded within the ranges and accuracies specified in Appendix B of this part, and—

(i) For airplanes with more than two engines, the parameter described in paragraph (a)(18) is not required unless sufficient capacity is available on the existing recorder to record that parameter;

(ii) Parameters listed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(2) For airplanes that were equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the parameters listed in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, and recording intervals specified in Appendix M of this part. Parameters listed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(3) The approved flight recorder required by this section must be installed at the earliest time practicable, but no later than the next heavy maintenance check after August 18, 1999 and no later than August 20, 2001. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service for 4 or more days and is scheduled to include access to major structural components.

(c) For all turbine-engine powered transport category airplanes manufactured on or before October 11, 1991—

(1) That were equipped as of July 16, 1996, with one or more digital data bus(es) and an ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent, the parameters specified in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system (DFDAU or equivalent and the DFDR), all additional parameters for which information sources are installed and which are connected to the recording system must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001.

(3) That were subject to § 121.343(e) of this part, all conditions of § 121.343(e) must continue to be met until compliance with paragraph (c)(1) of this section is accomplished.

(d) For all turbine-engine-powered transport category airplanes that were manufactured after October 11, 1991—

(1) The parameters listed in paragraph (a)(1) through (a)(34) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system, all additional parameters for which information sources are installed and which are connected to the recording system must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001.

(e) For all turbine-engine-powered transport category airplanes that are manufactured after August 18, 2000—

(1) The parameters listed in paragraph (a)(1) through (57) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system, all additional parameters for which information sources are installed and which are connected to the recording system, must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part.

(3) In addition to the requirements of paragraphs (e)(1) and (e)(2) of this section, all Boeing 737 model airplanes must also comply with the requirements of paragraph (n) of this section, as applicable.

(f) For all turbine-engine-powered transport category airplanes manufactured after August 19, 2002—

(1) The parameters listed in paragraphs (a)(1) through (a)(88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in appendix M to this part.

(2) In addition to the requirements of paragraphs (f)(1) of this section, all Boeing 737 model airplanes must also comply with the requirements of paragraph (n) of this section.

(g) Whenever a flight data recorder required by this section is installed, it must be operated continuously from the instant the airplane begins its takeoff roll until it has completed its landing roll.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed by this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in § 121.359(a) of this part. A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

(i) In the event of an accident or occurrence that requires immediate notification of the National Transportation Safety Board under 49 CFR 830 of its regulations and that results in termination of the flight, the certificate holder shall remove the recorder from the airplane and keep the recorder data prescribed by this section, as appropriate, for at least 60 days or for a longer period upon the request of the Board or the Administrator.

(j) Each flight data recorder system required by this section must be installed in accordance with the requirements of § 25.1459(a) (except paragraphs (a)(3)(ii) and (a)(7)), (b), (d) and (e) of this chapter. A correlation must be established between the values recorded by the flight data recorder and the corresponding values being measured. The correlation must contain a sufficient number of correlation points to accurately establish the conversion from the recorded values to engineering units or discrete state over the full operating range of the parameter. Except for airplanes having separate altitude and airspeed sensors that are an integral part of the flight data recorder system, a single correlation may be established for any group of airplanes—

(1) That are of the same type;

(2) On which the flight recorder system and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Documentation sufficient to convert recorded data into the engineering units and discrete values specified in the applicable appendix must be maintained by the certificate holder.

(k) Each flight data recorder required by this section must have an approved device to assist in locating that recorder under water.

(l) The following airplanes that were manufactured before August 18, 1997 need not comply with this section, but must continue to comply with applicable paragraphs of § 121.343 of this chapter, as appropriate:

(1) Airplanes that meet the State 2 noise levels of part 36 of this chapter and are subject to § 91.801(c) of this chapter, until January 1, 2000. On and after January 1, 2000, any Stage 2 airplane otherwise allowed to be operated under Part 91 of this chapter must comply with the applicable flight data recorder requirements of this section for that airplane.

(2) British Aerospace 1-11, General Dynamics Convair 580, General Dynamics Convair 600, General Dynamics Convair 640, deHavilland Aircraft Company Ltd. DHC-7, Fairchild Industries FH 227, Fokker F-27 (except Mark 50), F-28 Mark 1000 and Mark 4000, Gulfstream Aerospace G-159, Jetstream 4100 Series, Lockheed Aircraft Corporation Electra 10-A, Lockheed Aircraft Corporation Electra 10-B, Lockheed Aircraft Corporation Electra 10-E, Lockheed Aircraft Corporation Electra L-188, Lockheed Martin Model 382 (L-100) Hercules, Maryland Air Industries, Inc. F27, Mitsubishi Heavy Industries, Ltd. YS-11, Short Bros. Limited SD3-30, Short Bros. Limited SD3-60.

(m) All aircraft subject to the requirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

(1) Meets the requirements of § 25.1459(a)(3), (a)(7), and (a)(8) of this chapter; and

(2) Retains the 25 hours of recorded information required in paragraph (h) of this section using a recorder that meets the standards of TSO-C124a, or later revision.

(n) In addition to all other applicable requirements of this section, all Boeing 737 model airplanes manufactured after August 18, 2000 must record the parameters listed in paragraphs (a)(88) through (a)(91) of this section within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M to this part. Compliance with this paragraph is required no later than February 2, 2011.

§ 121.344a

Digital flight data recorders for 10-19 seat airplanes.

(a) Except as provided in paragraph (f) of this section, no person may operate under this part a turbine-engine-powered airplane having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that was brought onto the U.S. register after, or was registered outside the United States and added to the operator's U.S. operations specifications after, October 11, 1991, unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. On or before August 20, 2001, airplanes brought onto the U.S. register after October 11, 1991, must comply with either the requirements in this section or the applicable paragraphs in § 135.152 of this chapter. In addition, by August 20, 2001.

(1) The parameters listed in §§ 121.344(a)(1) through 121.344(a)(18) of this part must be recorded with the ranges, accuracies, and resolutions specified in Appendix B of part 135 of this chapter, except that—

(i) Either the parameter listed in § 121.344 (a)(12) or (a)(15) of this part must be recorded; either the parameters listed in § 121.344(a)(13) or (a)(16) of this part must be recorded; and either the parameter listed in § 121.344(a)(14) or (a)(17) of this part must be recorded.

(ii) For airplanes with more than two engines, the parameter described in § 121.344(a)(18) of this part must also be recorded if sufficient capacity is available on the existing recorder to record that parameter;

(iii) Parameters listed in §§ 121.344(a)(12) through 121.344(a)(17) of this part each may be recorded from a single source;

(iv) Any parameter for which no value is contained in Appendix B of part 135 of this chapter must be recorded within the ranges, accuracies, and resolutions specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system (FDAU or equivalent and the DFDR), the parameters listed in §§ 121.344(a)(19) through 121.344(a)(22) of this part also must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix B of part 135 of this chapter.

(3) The approved flight recorder required by this section must be installed as soon as practicable, but no later than the next heavy maintenance check or equivalent after August 18, 1999. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service for 4 more days and is scheduled to include access to major structural components.

(b) For a turbine-engine-powered airplanes having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that are manufactured after August 18, 2000.

(1) The parameters listed in §§ 121.344(a)(1) through 121.344(a)(57) of this part, must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system, all additional parameters listed in § 121.344(a) of this part for which information sources are installed and which are connected to the recording system, must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August 20, 2001.

(c) For all turbine-engine-powered airplanes having a passenger seating configuration, excluding any required crewmember seats, of 10 to 19 seats, that are manufactured after August 19, 2002, the parameters listed in § 121.344(a)(1) through (a)(88) of this part must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(d) Each flight data recorder system required by this section must be installed in accordance with the requirements of § 23.1459(a) (except paragraphs (a)(3)(ii) and (6)), (b), (d) and (e) of this chapter. A correlation must be established between the values recorded by the flight data recorder and the corresponding values being measured. The correlation must contain a sufficient number of correlation points to accurately establish the conversion from the recorded values to engineering units or discrete state over the full operating range of the parameter. A single correlation may be established for any group of airplanes—

(1) That are of the same type;

(2) On which the flight recorder system and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Correlation documentation must be maintained by the certificate holder.

(e) All airplanes subject to this section are also subject to the requirements and exceptions stated in § 121.344(g) through (k) and § 121.346.

(f) For airplanes that were manufactured before August 18, 1997, the following airplane types need not comply with this section, but must continue to comply with applicable paragraphs of § 135.152 of this chapter, as appropriate: Beech Aircraft-99 Series, Beech Aircraft 1300, Beech Aircraft 1900C, Construcciones Aeronauticas, S.A. (CASA) C-212, deHavilland DHC-6, Dornier 228, HS-748, Embraer EMB 110, Jetstream 3101, Jetstream 3201, Fairchild Aircraft SA-226, Fairchild Metro SA-227.

(g) All airplanes subject to the requirements of this section that are manufactured on or after April 7, 2010, must have a digital flight data recorder installed that also—

(1) Meets the requirements in § 23.1459(a)(3), (a)(6), and (a)(7) or § 25.1459(a)(3), (a)(7), and (a)(8) of this chapter, as applicable; and

(2) Retains the 25 hours of recorded information required in § 121.344(g) using a recorder that meets the standards of TSO-C124a, or later revision.

§ 121.345

Radio equipment.

(a) No person may operate an airplane unless it is equipped with radio equipment required for the kind of operation being conducted.

(b) Where two independent (separate and complete) radio systems are required by §§ 121.347 and 121.349, each system must have an independent antenna installation except that, where rigidly supported nonwire antennas or other antenna installations of equivalent reliability are used, only one antenna is required.

(c) ATC transponder equipment installed within the time periods indicated below must meet the performance and environmental requirements of the following TSO's:

(1) Through January 1, 1992: (i) Any class of TSO-C74b or any class of TSO-C74c as appropriate, provided that the equipment was manufactured before January 1, 1990; or

(ii) The appropriate class of TSO-C112 (Mode S).

(2) After January 1, 1992: The appropriate class of TSO-C112 (Mode S). For purposes of paragraph (c) (2) of this section, “installation” does not include—

(i) Temporary installation of TSO-C74b or TSO-C74c substitute equipment, as appropriate, during maintenance of the permanent equipment;

(ii) Reinstallation of equipment after temporary removal for maintenance; or

(iii) For fleet operations, installation of equipment in a fleet aircraft after removal of the equipment for maintenance from another aircraft in the same operator's fleet.

§ 121.346

Flight data recorders: filtered data.

(a) A flight data signal is filtered when an original sensor signal has been changed in any way, other than changes necessary to:

(1) Accomplish analog to digital conversion of the signal;

(2) Format a digital signal to be DFDR compatible; or

(3) Eliminate a high frequency component of a signal that is outside the operational bandwidth of the sensor.

(b) An original sensor signal for any flight recorder parameter required to be recorded under § 121.344 may be filtered only if the recorded signal value continues to meet the requirements of Appendix B or M of this part, as applicable.

(c) For a parameter described in § 121.344(a) (12) through (17), (42), or (88), or the corresponding parameter in Appendix B of this part, if the recorded signal value is filtered and does not meet the requirements of Appendix B or M of this part, as applicable, the certificate holder must:

(1) Remove the filtering and ensure that the recorded signal value meets the requirements of Appendix B or M of this part, as applicable; or

(2) Demonstrate by test and analysis that the original sensor signal value can be reconstructed from the recorded data. This demonstration requires that:

(i) The FAA determine that the procedure and the test results submitted by the certificate holder as its compliance with paragraph (c)(2) of this section are repeatable; and

(ii) The certificate holder maintains documentation of the procedure required to reconstruct the original sensor signal value. This documentation is also subject to the requirements of § 121.344(i).

(d) Compliance. Compliance is required as follows:

(1) No later than October 20, 2011, each operator must determine, for each airplane on its operations specifications, whether the airplane's DFDR system is filtering any of the parameters listed in paragraph (c) of this section. The operator must create a record of this determination for each airplane it operates, and maintain it as part of the correlation documentation required by § 121.344(j)(3) of this part.

(2) For airplanes that are not filtering any listed parameter, no further action is required unless the airplane's DFDR system is modified in a manner that would cause it to meet the definition of filtering on any listed parameter.

(3) For airplanes found to be filtering a parameter listed in paragraph (c) of this section, the operator must either:

(i) No later than April 21, 2014, remove the filtering; or

(ii) No later than April 22, 2013, submit the necessary procedure and test results required by paragraph (c)(2) of this section.

(4) After April 21, 2014, no aircraft flight data recording system may filter any parameter listed in paragraph (c) of this section that does not meet the requirements of Appendix B or M of this part, unless the certificate holder possesses test and analysis procedures and the test results that have been approved by the FAA. All records of tests, analysis and procedures used to comply with this section must be maintained as part of the correlation documentation required by § 121.344(j)(3) of this part.

§ 121.347

Communication and navigation equipment for operations under VFR over routes navigated by pilotage.

(a) No person may operate an airplane under VFR over routes that can be navigated by pilotage unless the airplane is equipped with the radio communication equipment necessary under normal operating conditions to fulfill the following:

(1) Communicate with at least one appropriate station from any point on the route;

(2) Communicate with appropriate air traffic control facilities from any point within Class B, Class C, or Class D airspace, or within a Class E surface area designated for an airport in which flights are intended; and

(3) Receive meteorological information from any point en route by either of two independent systems. One of the means provided to comply with this subparagraph may be used to comply with paragraphs (a)(1) and (2) of this section.

(b) No person may operate an airplane at night under VFR over routes that can be navigated by pilotage unless that airplane is equipped with—

(1) Radio communication equipment necessary under normal operating conditions to fulfill the functions specified in paragraph (a) of this section; and

(2) Navigation equipment suitable for the route to be flown.

§ 121.349

Communication and navigation equipment for operations under VFR over routes not navigated by pilotage or for operations under IFR or over the top.

(a) Navigation equipment requirements—General. No person may conduct operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top, unless—

(1) The en route navigation aids necessary for navigating the airplane along the route (e.g., ATS routes, arrival and departure routes, and instrument approach procedures, including missed approach procedures if a missed approach routing is specified in the procedure) are available and suitable for use by the aircraft navigation systems required by this section;

(2) The airplane used in those operations is equipped with at least—

(i) Except as provided in paragraph (c) of this section, two approved independent navigation systems suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC;

(ii) One marker beacon receiver providing visual and aural signals; and

(iii) One ILS receiver; and

(3) Any RNAV system used to meet the navigation equipment requirements of this section is authorized in the certificate holder's operations specifications.

(b) Communication equipment requirements. No person may operate an airplane under VFR over routes that cannot be navigated by pilotage, and no person may operate an airplane under IFR or over the top, unless the airplane is equipped with—

(1) At least two independent communication systems necessary under normal operating conditions to fulfill the functions specified in § 121.347 (a); and

(2) At least one of the communication systems required by paragraph (b)(1) of this section must have two-way voice communication capability.

(c) Use of a single independent navigation system for operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top. Notwithstanding the requirements of paragraph (a)(2)(i) of this section, the airplane may be equipped with a single independent navigation system suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC if:

(1) It can be shown that the airplane is equipped with at least one other independent navigation system suitable, in the event of loss of the navigation capability of the single independent navigation system permitted by this paragraph at any point along the route, for proceeding safely to a suitable airport and completing an instrument approach; and

(2) The airplane has sufficient fuel so that the flight may proceed safely to a suitable airport by use of the remaining navigation system, and complete an instrument approach and land.

(d) Use of VOR navigation equipment. If VOR navigation equipment is used to comply with paragraph (a) or (c) of this section, no person may operate an airplane unless it is equipped with at least one approved DME or suitable RNAV system.

(e) Additional communication system equipment requirements for operators subject to § 121.2. In addition to the requirements in paragraph (b) of this section, no person may operate an airplane having a passenger seat configuration of 10 to 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds or less, under IFR, over the top, or in extended over-water operations unless it is equipped with at least—

(1) Two microphones; and

(2) Two headsets, or one headset and one speaker.

§ 121.351

Communication and navigation equipment for extended over-water operations and for certain other operations.

(a) Except as provided in paragraph (c) of this section, no person may conduct an extended over-water operation unless the airplane is equipped with at least two independent long-range navigation systems and at least two independent long-range communication systems necessary under normal operating conditions to fulfill the following functions—

(1) Communicate with at least one appropriate station from any point on the route;

(2) Receive meteorological information from any point on the route by either of two independent communication systems. One of the communication systems used to comply with this paragraph may be used to comply with paragraphs (a)(1) and (a)(3) of this section; and

(3) At least one of the communication systems must have two-way voice communication capability.

(b) No certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska may conduct an operation without the equipment specified in paragraph (a) of this section, if the Administrator finds that equipment to be necessary for search and rescue operations because of the nature of the terrain to be flown over.

(c) Notwithstanding the requirements of paragraph (a) of this section, installation and use of a single LRNS and a single LRCS may be authorized by the Administrator and approved in the certificate holder's operations specifications for operations and routes in certain geographic areas. The following are among the operational factors the Administrator may consider in granting an authorization:

(1) The ability of the flightcrew to navigate the airplane along the route within the degree of accuracy required for ATC,

(2) The length of the route being flown, and

(3) The duration of the very high frequency communications gap.

§ 121.353

Emergency equipment for operations over uninhabited terrain areas: Flag, supplemental, and certain domestic operations.

Unless the airplane has the following equipment, no person may conduct a flag or supplemental operation or a domestic operation within the States of Alaska or Hawaii over an uninhabited area or any other area that (in its operations specifications) the Administrator specifies required equipment for search and rescue in case of an emergency:

(a) Suitable pyrotechnic signaling devices.

(b) An approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is rechargeable) when the transmitter has been in use for more than 1 cumulative hour, or when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(c) Enough survival kits, appropriately equipped for the route to be flown for the number of occupants of the airplane.

§ 121.354

Terrain awareness and warning system.

(a) Airplanes manufactured after March 29, 2002. No person may operate a turbine-powered airplane unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)-C151. The airplane must also include an approved terrain situational awareness display.

(b) Airplanes manufactured on or before March 29, 2002. No person may operate a turbine-powered airplane after March 29, 2005, unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)-C151. The airplane must also include an approved terrain situational awareness display.

(c) Airplane Flight Manual. The Airplane Flight Manual shall contain appropriate procedures for—

(1) The use of the terrain awareness and warning system; and

(2) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings.

§ 121.355

Equipment for operations on which specialized means of navigation are used.

(a) No certificate holder may conduct an operation—

(1) Using Doppler Radar or an Inertial Navigation System outside the 48 contiguous States and the District of Columbia, unless such systems have been approved in accordance with appendix G to this part; or

(2) Using Doppler Radar or an Inertial Navigation System within the 48 contiguous States and the District of Columbia, or any other specialized means of navigation, unless it shows that an adequate airborne system is provided for the specialized navigation authorized for the particular operation.

(b) Notwithstanding paragraph (a) of this section, Doppler Radar and Inertial Navigation Systems, and the training programs, maintenance programs, relevant operations manual material, and minimum equipment lists prepared in accordance therewith, approved before April 29, 1972, are not required to be approved in accordance with that paragraph.

§ 121.356

Collision avoidance system.

Effective January 1, 2005, any airplane you operate under this part must be equipped and operated according to the following table:

§ 121.357

Airborne weather radar equipment requirements.

(a) No person may operate any transport category airplane (except C-46 type airplanes) or a nontransport category airplane certificated after December 31, 1964, unless approved airborne weather radar equipment has been installed in the airplane.

(b) [Reserved]

(c) Each person operating an airplane required to have approved airborne weather radar equipment installed shall, when using it under this part, operate it in accordance with the following:

(1) Dispatch. No person may dispatch an airplane (or begin the flight of an airplane in the case of a certificate holder, that does not use a dispatch system) under IFR or night VFR conditions when current weather reports indicate that thunderstorms, or other potentially hazardous weather conditions that can be detected with airborne weather radar, may reasonably be expected along the route to be flown, unless the airborne weather radar equipment is in satisfactory operating condition.

(2) If the airborne weather radar becomes inoperative en route, the airplane must be operated in accordance with the approved instructions and procedures specified in the operations manual for such an event.

(d) This section does not apply to airplanes used solely within the State of Hawaii or within the State of Alaska and that part of Canada west of longitude 130 degrees W, between latitude 70 degrees N, and latitude 53 degrees N, or during any training, test, or ferry flight.

(e) Notwithstanding any other provision of this chapter, an alternate electrical power supply is not required for airborne weather radar equipment.

§ 121.358

Low-altitude windshear system equipment requirements.

(a) Airplanes manufactured after January 2, 1991. No person may operate a turbine-powered airplane manufactured after January 2, 1991, unless it is equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems.

(b) Airplanes manufactured before January 3, 1991. Except as provided in paragraph (c) of this section, after January 2, 1991, no person may operate a turbine-powered airplane manufactured before January 3, 1991 unless it meets one of the following requirements as applicable.

(1) The makes/models/series listed below must be equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems:

(i) A-300-600;

(ii) A-310—all series;

(iii) A-320—all series;

(iv) B-737-300, 400, and 500 series;

(v) B-747-400;

(vi) B-757—all series;

(vii) B-767—all series;

(viii) F-100—all series;

(ix) MD-11—all series; and

(x) MD-80 series equipped with an EFIS and Honeywell-970 digital flight guidance computer.

(2) All other turbine-powered airplanes not listed above must be equipped with as a minimum requirement, an approved airborne windshear warning system. These airplanes may be equipped with an approved airborne windshear detection and avoidance system, or an approved combination of these systems.

(c) Extension of the compliance date. A certificate holder may obtain an extension of the compliance date in paragraph (b) of this section if it obtains FAA approval of a retrofit schedule. To obtain approval of a retrofit schedule and show continued compliance with that schedule, a certificate holder must do the following:

(1) Submit a request for approval of a retrofit schedule by June 1, 1990, to the appropriate Flight Standards division manager in the responsible Flight Standards office.

(2) Show that all of the certificate holder's airplanes required to be equipped in accordance with this section will be equipped by the final compliance date established for TCAS II retrofit.

(3) Comply with its retrofit schedule and submit status reports containing information acceptable to the Administrator. The initial report must be submitted by January 2, 1991, and subsequent reports must be submitted every six months thereafter until completion of the schedule. The reports must be submitted to the certificate holder's assigned Principal Avionics Inspector.

(d) Definitions. For the purposes of this section the following definitions apply—

(1) Turbine-powered airplane includes, e.g., turbofan-, turbojet-, propfan-, and ultra-high bypass fan-powered airplanes. The definition specifically excludes turbopropeller-powered airplanes.

(2) An airplane is considered manufactured on the date the inspection acceptance records reflect that the airplane is complete and meets the FAA Approved Type Design data.

§ 121.359

Cockpit voice recorders.

(a) No certificate holder may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is installed in that airplane and is operated continuously from the start of the use of the checklist (before starting engines for the purpose of flight), to completion of the final checklist at the termination of the flight.

(b) [Reserved]

(c) The cockpit voice recorder required by paragraph (a) of this section must meet the following application standards:

(1) The requirements of part 25 of this chapter in affect on August 31, 1977.

(2) After September 1, 1980, each recorder container must—

(i) Be either bright orange or bright yellow;

(ii) Have reflective tape affixed to the external surface to facilitate its location under water; and

(iii) Have an approved underwater locating device on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact, unless the cockpit voice recorder, and the flight recorder required by § 121.343, are installed adjacent to each other in such a manner that they are not likely to be separated during crash impact.

(d) No person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 10-19 seats unless it is equipped with an approved cockpit voice recorder that:

(1) Is installed in compliance with § 23.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); or § 25.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g) of this chapter, as applicable; and

(2) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(e) No person may operate a multiengine, turbine-powered airplane having a passenger seat configuration of 20 to 30 seats unless it is equipped with an approved cockpit voice recorder that—

(1) Is installed in accordance with the requirements of § 23.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) or § 25.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) of this chapter, as applicable; and

(2) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(f) In complying with this section, an approved cockpit voice recorder having an erasure feature may be used, so that at any time during the operation of the recorder, information recorded more than 30 minutes earlier may be erased or otherwise obliterated.

(g) For those aircraft equipped to record the uninterrupted audio signals received by a boom or a mask microphone, the flight crewmembers are required to use the boom microphone below 18,000 feet mean sea level. No person may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines manufactured after October 11, 1991, or on which a cockpit voice recorder has been installed after October 11, 1991, unless it is equipped to record the uninterrupted audio signal received by a boom or mask microphone in accordance with § 25.1457(c)(5) of this chapter.

(h) In the event of an accident or occurrence requiring immediate notification of the National Transportation Safety Board under 49 CFR part 830 of its regulations, which results in the termination of the flight, the certificate holder shall keep the recorded information for at least 60 days or, if requested by the Administrator or the Board, for a longer period. Information obtained from the record is used to assist in determining the cause of accidents or occurrences in connection with investigations under 49 CFR part 830. The Administrator does not use the record in any civil penalty or certificate action.

(i) By April 7, 2012, all turbine engine-powered airplanes subject to this section that are manufactured before April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Meets the requirements of § 23.1457(d)(6) or § 25.1457(d)(6) of this chapter, as applicable;

(2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and

(3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) If transport category, meets the requirements in § 25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

(j) All turbine engine-powered airplanes subject to this section that are manufactured on or after April 7, 2010, must have a cockpit voice recorder installed that also—

(1) Is installed in accordance with the requirements of § 23.1457 (except for paragraph (a)(6) or § 25.1457 (except for paragraph (a)(6)) of this chapter, as applicable;

(2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and

(3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight.

(4) For all airplanes manufactured on or after December 6, 2010, also meets the requirements of § 23.1457(a)(6) or § 25.1457(a)(6) of this chapter, as applicable.

(k) All airplanes required by this part to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after December 6, 2010, must record all datalink messages as required by the certification rule applicable to the airplane.

§ 121.360

§ 121.361

Applicability.

(a) Except as provided by paragraph (b) of this section, this subpart prescribes requirements for maintenance, preventive maintenance, and alterations for all certificate holders.

(b) The Administrator may amend a certificate holder's operations specifications to permit deviation from those provisions of this subpart that would prevent the return to service and use of airframe components, powerplants, appliances, and spare parts thereof because those items have been maintained, altered, or inspected by persons employed outside the United States who do not hold U.S. airman certificates. Each certificate holder who uses parts under this deviation must provide for surveillance of facilities and practices to assure that all work performed on these parts is accomplished in accordance with the certificate holder's manual.

§ 121.363

Responsibility for airworthiness.

(a) Each certificate holder is primarily responsible for—

(1) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and parts thereof; and

(2) The performance of the maintenance, preventive maintenance, and alteration of its aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, in accordance with its manual and the regulations of this chapter.

(b) A certificate holder may make arrangements with another person for the performance of any maintenance, preventive maintenance, or alterations. However, this does not relieve the certificate holder of the responsibility specified in paragraph (a) of this section.

§ 121.365

Maintenance, preventive maintenance, and alteration organization.

(a) Each certificate holder that performs any of its maintenance (other than required inspections), preventive maintenance, or alterations, and each person with whom it arranges for the performance of that work must have an organization adequate to perform the work.

(b) Each certificate holder that performs any inspections required by its manual in accordance with § 121.369(b)(2) or (3) (in this subpart referred to as required inspections ) and each person with whom it arranges for the performance of that work must have an organization adequate to perform that work.

(c) Each person performing required inspections in addition to other maintenance, preventive maintenance, or alterations, shall organize the performance of those functions so as to separate the required inspection functions from the other maintenance, preventive maintenance, and alteration functions. The separation shall be below the level of administrative control at which overall responsibility for the required inspection functions and other maintenance, preventive maintenance, and alteration functions are exercised.

§ 121.367

Maintenance, preventive maintenance, and alterations programs.

Each certificate holder shall have an inspection program and a program covering other maintenance, preventive maintenance, and alterations that ensures that—

(a) Maintenance, preventive maintenance, and alterations performed by it, or by other persons, are performed in accordance with the certificate holder's manual;

(b) Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, and alterations; and

(c) Each aircraft released to service is airworthy and has been properly maintained for operation under this part.

§ 121.368

Contract maintenance.

(a) A certificate holder may arrange with another person for the performance of maintenance, preventive maintenance, and alterations as authorized in § 121.379(a) only if the certificate holder has met all the requirements in this section. For purposes of this section—

(1) A maintenance provider is any person who performs maintenance, preventive maintenance, or an alteration for a certificate holder other than a person who is trained by and employed directly by that certificate holder.

(2) Covered work means any of the following:

(i) Essential maintenance that could result in a failure, malfunction, or defect endangering the safe operation of an aircraft if not performed properly or if improper parts or materials are used;

(ii) Regularly scheduled maintenance; or

(iii) A required inspection item on an aircraft.

(3) Directly in charge means having responsibility for covered work performed by a maintenance provider. A representative of the certificate holder directly in charge of covered work does not need to physically observe and direct each maintenance provider constantly, but must be available for consultation on matters requiring instruction or decision.

(b) Each certificate holder must be directly in charge of all covered work done for it by a maintenance provider.

(c) Each maintenance provider must perform all covered work in accordance with the certificate holder's maintenance manual.

(d) No maintenance provider may perform covered work unless that work is carried out under the supervision and control of the certificate holder.

(e) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must develop and implement policies, procedures, methods, and instructions for the accomplishment of all contracted maintenance, preventive maintenance, and alterations. These policies, procedures, methods, and instructions must provide for the maintenance, preventive maintenance, and alterations to be performed in accordance with the certificate holder's maintenance program and maintenance manual.

(f) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must ensure that its system for the continuing analysis and surveillance of the maintenance, preventive maintenance, and alterations carried out by the maintenance provider, as required by § 121.373(a), contains procedures for oversight of all contracted covered work.

(g) The policies, procedures, methods, and instructions required by paragraphs (e) and (f) of this section must be acceptable to the FAA and included in the certificate holder's maintenance manual as required by§ 121.369(b)(10).

(h) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must provide to its responsible Flight Standards office, in a format acceptable to the FAA, a list that includes the name and physical (street) address, or addresses, where the work is carried out for each maintenance provider that performs work for the certificate holder, and a description of the type of maintenance, preventive maintenance, or alteration that is to be performed at each location. The list must be updated with any changes, including additions or deletions, and the updated list provided to the FAA in a format acceptable to the FAA by the last day of each calendar month.

§ 121.369

Manual requirements.

(a) The certificate holder shall put in its manual a chart or description of the certificate holder's organization required by § 121.365 and a list of persons with whom it has arranged for the performance of any of its required inspections, other maintenance, preventive maintenance, or alterations, including a general description of that work.

(b) The certificate holder's manual must contain the programs required by § 121.367 that must be followed in performing maintenance, preventive maintenance, and alterations of that certificate holder's airplanes, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, and must include at least the following:

(1) The method of performing routine and nonroutine maintenance (other than required inspections), preventive maintenance, and alterations.

(2) A designation of the items of maintenance and alteration that must be inspected (required inspections), including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.

(3) The method of performing required inspections and a designation by occupational title of personnel authorized to perform each required inspection.

(4) Procedures for the reinspection of work performed pursuant to previous required inspection findings ( buy-back procedures ).

(5) Procedures, standards, and limits necessary for required inspections and acceptance or rejection of the items required to be inspected and for periodic inspection and calibration of precision tools, measuring devices, and test equipment.

(6) Procedures to ensure that all required inspections are performed.

(7) Instructions to prevent any person who performs any item of work from performing any required inspection of that work.

(8) Instructions and procedures to prevent any decision of an inspector, regarding any required inspection from being countermanded by persons other than supervisory personnel of the inspection unit, or a person at that level of administrative control that has overall responsibility for the management of both the required inspection functions and the other maintenance, preventive maintenance, and alterations functions.

(9) Procedures to ensure that required inspections, other maintenance, preventive maintenance, and alterations that are not completed as a result of shift changes or similar work interruptions are properly completed before the aircraft is released to service.

(10) Policies, procedures, methods, and instructions for the accomplishment of all maintenance, preventive maintenance, and alterations carried out by a maintenance provider. These policies, procedures, methods, and instructions must be acceptable to the FAA and provide for the maintenance, preventive maintenance, and alterations to be performed in accordance with the certificate holder's maintenance program and maintenance manual.

(c) The certificate holder must set forth in its manual a suitable system (which may include a coded system) that provides for preservation and retrieval of information in a manner acceptable to the Administrator and that provides—

(1) A description (or reference to data acceptable to the Administrator) of the work performed;

(2) The name of the person performing the work if the work is performed by a person outside the organization of the certificate holder; and

(3) The name or other positive identification of the individual approving the work.

§§ 121.370-121.370a

§ 121.371

Required inspection personnel.

(a) No person may use any person to perform required inspections unless the person performing the inspection is appropriately certificated, properly trained, qualified, and authorized to do so.

(b) No person may allow any person to perform a required inspection unless, at that time, the person performing that inspection is under the supervision and control of an inspection unit.

(c) No person may perform a required inspection if he performed the item of work required to be inspected.

(d) Each certificate holder shall maintain, or shall determine that each person with whom it arranges to perform its required inspections maintains, a current listing of persons who have been trained, qualified, and authorized to conduct required inspections. The persons must be identified by name, occupational title, and the inspections that they are authorized to perform. The certificate holder (or person with whom it arranges to perform its required inspections) shall give written information to each person so authorized describing the extent of his responsibilities, authorities, and inspectional limitations. The list shall be made available for inspection by the Administrator upon request.

§ 121.373

Continuing analysis and surveillance.

(a) Each certificate holder shall establish and maintain a system for the continuing analysis and surveillance of the performance and effectiveness of its inspection program and the program covering other maintenance, preventive maintenance, and alterations and for the correction of any deficiency in those programs, regardless of whether those programs are carried out by the certificate holder or by another person.

(b) Whenever the Administrator finds that either or both of the programs described in paragraph (a) of this section does not contain adequate procedures and standards to meet the requirements of this part, the certificate holder shall, after notification by the Administrator, make any changes in those programs that are necessary to meet those requirements.

(c) A certificate holder may petition the Administrator to reconsider the notice to make a change in a program. The petition must be filed with the responsible Flight Standards office charged with the overall inspection of the certificate holder's operations within 30 days after the certificate holder receives the notice. Except in the case of an emergency requiring immediate action in the interest of safety, the filing of the petition stays the notice pending a decision by the Administrator.

§ 121.374

Continuous airworthiness maintenance program (CAMP) for two-engine ETOPS.

In order to conduct an ETOPS flight using a two-engine airplane, each certificate holder must develop and comply with the ETOPS continuous airworthiness maintenance program, as authorized in the certificate holder's operations specifications, for each airplane-engine combination used in ETOPS. The certificate holder must develop this ETOPS CAMP by supplementing the manufacturer's maintenance program or the CAMP currently approved for the certificate holder. This ETOPS CAMP must include the following elements:

(a) ETOPS maintenance document. The certificate holder must have an ETOPS maintenance document for use by each person involved in ETOPS.

(1) The document must—

(i) List each ETOPS significant system,

(ii) Refer to or include all of the ETOPS maintenance elements in this section,

(iii) Refer to or include all supportive programs and procedures,

(iv) Refer to or include all duties and responsibilities, and

(v) Clearly state where referenced material is located in the certificate holder's document system.

(b) ETOPS pre-departure service check. Except as provided in Appendix P of this part, the certificate holder must develop a pre-departure check tailored to their specific operation.

(1) The certificate holder must complete a pre-departure service check immediately before each ETOPS flight.

(2) At a minimum, this check must—

(i) Verify the condition of all ETOPS Significant Systems;

(ii) Verify the overall status of the airplane by reviewing applicable maintenance records; and

(iii) Include an interior and exterior inspection to include a determination of engine and APU oil levels and consumption rates.

(3) An appropriately trained maintenance person, who is ETOPS qualified, must accomplish and certify by signature ETOPS specific tasks. Before an ETOPS flight may commence, an ETOPS pre-departure service check (PDSC) Signatory Person, who has been authorized by the certificate holder, must certify by signature, that the ETOPS PDSC has been completed.

(4) For the purposes of this paragraph (b) only, the following definitions apply:

(i) ETOPS qualified person: A person is ETOPS qualified when that person satisfactorily completes the operator's ETOPS training program and is authorized by the certificate holder.

(ii) ETOPS PDSC Signatory Person: A person is an ETOPS PDSC Signatory Person when that person is ETOPS qualified and that person:

(A) When certifying the completion of the ETOPS PDSC in the United States:

( 1 ) Works for an operator authorized to engage in part 121 operation or works for a part 145 repair station; and

( 2 ) Holds a U.S. Mechanic's Certificate with airframe and powerplant ratings.

(B) When certifying the completion of the ETOPS PDSC outside of the U.S. holds a certificate in accordance with § 43.17(c)(1) of this chapter; or

(C) When certifying the completion of the ETOPS PDSC outside the U.S. holds the certificates needed or has the requisite experience or training to return aircraft to service on behalf of an ETOPS maintenance entity.

(iii) ETOPS maintenance entity: An entity authorized to perform ETOPS maintenance and complete ETOPS PDSC and that entity is:

(A) Certificated to engage in part 121 operations;

(B) Repair station certificated under part 145 of this chapter; or

(C) Entity authorized pursuant to § 43.17(c)(2) of this chapter.

(c) Limitations on dual maintenance. (1) Except as specified in paragraph (c)(2), the certificate holder may not perform scheduled or unscheduled dual maintenance during the same maintenance visit on the same or a substantially similar ETOPS Significant System listed in the ETOPS maintenance document, if the improper maintenance could result in the failure of an ETOPS Significant System.

(2) In the event dual maintenance as defined in paragraph (c)(1) of this section cannot be avoided, the certificate holder may perform maintenance provided:

(i) The maintenance action on each affected ETOPS Significant System is performed by a different technician, or

(ii) The maintenance action on each affected ETOPS Significant System is performed by the same technician under the direct supervision of a second qualified individual; and

(iii) For either paragraph (c)(2)(i) or (ii) of this section, a qualified individual conducts a ground verification test and any in-flight verification test required under the program developed pursuant to paragraph (d) of this section.

(d) Verification program. The certificate holder must develop and maintain a program for the resolution of discrepancies that will ensure the effectiveness of maintenance actions taken on ETOPS Significant Systems. The verification program must identify potential problems and verify satisfactory corrective action. The verification program must include ground verification and in-flight verification policy and procedures. The certificate holder must establish procedures to indicate clearly who is going to initiate the verification action and what action is necessary. The verification action may be performed on an ETOPS revenue flight provided the verification action is documented as satisfactorily completed upon reaching the ETOPS Entry Point.

(e) Task identification. The certificate holder must identify all ETOPS-specific tasks. An appropriately trained mechanic who is ETOPS qualified must accomplish and certify by signature that the ETOPS-specific task has been completed.

(f) Centralized maintenance control procedures. The certificate holder must develop and maintain procedures for centralized maintenance control for ETOPS.

(g) Parts control program. The certificate holder must develop an ETOPS parts control program to ensure the proper identification of parts used to maintain the configuration of airplanes used in ETOPS.

(h) Reliability program. The certificate holder must have an ETOPS reliability program. This program must be the certificate holder's existing reliability program or its Continuing Analysis and Surveillance System (CASS) supplemented for ETOPS. This program must be event-oriented and include procedures to report the events listed below, as follows:

(1) The certificate holder must report the following events within 96 hours of the occurrence to its responsible Flight Standards office:

(i) IFSDs, except planned IFSDs performed for flight training.

(ii) Diversions and turnbacks for failures, malfunctions, or defects associated with any airplane or engine system.

(iii) Uncommanded power or thrust changes or surges.

(iv) Inability to control the engine or obtain desired power or thrust.

(v) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.

(vi) Failures, malfunctions or defects associated with ETOPS Significant Systems.

(vii) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight.

(2) The certificate holder must investigate the cause of each event listed in paragraph (h)(1) of this section and submit findings and a description of corrective action to its responsible Flight Standards office. The report must include the information specified in § 121.703(e). The corrective action must be acceptable to its responsible Flight Standards office.

(i) Propulsion system monitoring. (1) If the IFSD rate (computed on a 12-month rolling average) for an engine installed as part of an airplane-engine combination exceeds the following values, the certificate holder must do a comprehensive review of its operations to identify any common cause effects and systemic errors. The IFSD rate must be computed using all engines of that type in the certificate holder's entire fleet of airplanes approved for ETOPS.

(i) A rate of 0.05 per 1,000 engine hours for ETOPS up to and including 120 minutes.

(ii) A rate of 0.03 per 1,000 engine hours for ETOPS beyond 120-minutes up to and including 207 minutes in the North Pacific Area of Operation and up to and including 180 minutes elsewhere.

(iii) A rate of 0.02 per 1,000 engine hours for ETOPS beyond 207 minutes in the North Pacific Area of Operation and beyond 180 minutes elsewhere.

(2) Within 30 days of exceeding the rates above, the certificate holder must submit a report of investigation and any necessary corrective action taken to its responsible Flight Standards office.

(j) Engine condition monitoring. (1) The certificate holder must have an engine condition monitoring program to detect deterioration at an early stage and to allow for corrective action before safe operation is affected.

(2) This program must describe the parameters to be monitored, the method of data collection, the method of analyzing data, and the process for taking corrective action.

(3) The program must ensure that engine-limit margins are maintained so that a prolonged engine-inoperative diversion may be conducted at approved power levels and in all expected environmental conditions without exceeding approved engine limits. This includes approved limits for items such as rotor speeds and exhaust gas temperatures.

(k) Oil-consumption monitoring. The certificate holder must have an engine oil consumption monitoring program to ensure that there is enough oil to complete each ETOPS flight. APU oil consumption must be included if an APU is required for ETOPS. The operator's oil consumption limit may not exceed the manufacturer's recommendation. Monitoring must be continuous and include oil added at each ETOPS departure point. The program must compare the amount of oil added at each ETOPS departure point with the running average consumption to identify sudden increases.

(l) APU in-flight start program. If the airplane type certificate requires an APU but does not require the APU to run during the ETOPS portion of the flight, the certificate holder must develop and maintain a program acceptable to the FAA for cold soak in-flight start-and-run reliability.

(m) Maintenance training. For each airplane-engine combination, the certificate holder must develop a maintenance training program that provides training adequate to support ETOPS. It must include ETOPS specific training for all persons involved in ETOPS maintenance that focuses on the special nature of ETOPS. This training must be in addition to the operator's maintenance training program used to qualify individuals to perform work on specific airplanes and engines.

(n) Configuration, maintenance, and procedures (CMP) document. If an airplane-engine combination has a CMP document, the certificate holder must use a system that ensures compliance with the applicable FAA-approved document.

(o) Procedural changes. Each substantial change to the maintenance or training procedures that were used to qualify the certificate holder for ETOPS, must be submitted to the CHDO for review. The certificate holder cannot implement a change until its responsible Flight Standards office notifies the certificate holder that the review is complete.

§ 121.375

Maintenance and preventive maintenance training program.

Each certificate holder or person performing maintenance or preventive maintenance functions for it shall have a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform his duties.

§ 121.377

Maintenance and preventive maintenance personnel duty time limitations.

Within the United States, each certificate holder (or person performing maintenance or preventive maintenance functions for it) shall relieve each person performing maintenance or preventive maintenance from duty for a period of at least 24 consecutive hours during any seven consecutive days, or the equivalent thereof within any one calendar month.

§ 121.378

Certificate requirements.

(a) Except for maintenance, preventive maintenance, alterations, and required inspections performed by a certificated repair station that is located outside the United States, each person who is directly in charge of maintenance, preventive maintenance, or alterations, and each person performing required inspections must hold an appropriate airman certificate.

(b) For the purposes of this section, a person directly in charge is each person assigned to a position in which he is responsible for the work of a shop or station that performs maintenance, preventive maintenance, alterations, or other functions affecting aircraft airworthiness. A person who is directly in charge need not physically observe and direct each worker constantly but must be available for consultation and decision on matters requiring instruction or decision from higher authority than that of the persons performing the work.

§ 121.379

Authority to perform and approve maintenance, preventive maintenance, and alterations.

(a) A certificate holder may perform, or it may make arrangements with other persons to perform, maintenance, preventive maintenance, and alterations as provided in its continuous airworthiness maintenance program and its maintenance manual. In addition, a certificate holder may perform these functions for another certificate holder as provided in the continuous airworthiness maintenance program and maintenance manual of the other certificate holder.

(b) A certificate holder may approve any aircraft, airframe, aircraft engine, propeller, or appliance for return to service after maintenance, preventive maintenance, or alterations that are performed under paragraph (a) of this section. However, in the case of a major repair or major alteration, the work must have been done in accordance with technical data approved by the Administrator.

§ 121.380

Maintenance recording requirements.

(a) Each certificate holder shall keep (using the system specified in the manual required in § 121.369) the following records for the periods specified in paragraph (c) of this section:

(1) All the records necessary to show that all requirements for the issuance of an airworthiness release under § 121.709 have been met.

(2) Records containing the following information:

(i) The total time in service of the airframe.

(ii) Except as provided in paragraph (b) of this section, the total time in service of each engine and propeller.

(iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance.

(iv) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis.

(v) The identification of the current inspection status of the aircraft, including the times since the last inspections required by the inspection program under which the aircraft and its appliances are maintained.

(vi) The current status of applicable airworthiness directives, including the date and methods of compliance, and, if the airworthiness directive involves recurring action, the time and date when the next action is required.

(vii) A list of current major alterations to each airframe, engine, propeller, and appliance.

(b) A certificate holder need not record the total time in service of an engine or propeller on a transport category cargo airplane, a transport category airplane that has a passenger seat configuration of more than 30 seats, or a nontransport category airplane type certificated before January 1, 1958, until the following, whichever occurs first:

(1) March 20, 1997; or

(2) The date of the first overhaul of the engine or propeller, as applicable, after January 19, 1996.

(c) Each certificate holder shall retain the records required to be kept by this section for the following periods:

(1) Except for the records of the last complete overhaul of each airframe, engine, propeller, and appliance, the records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for one year after the work is performed.

(2) The records of the last complete overhaul of each airframe, engine, propeller, and appliance shall be retained until the work is superseded by work of equivalent scope and detail.

(3) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.

(d) The certificate holder shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).

§ 121.380a

Transfer of maintenance ­records.

Each certificate holder who sells a U.S. registered aircraft shall transfer to the purchaser, at the time of sale, the following records of that aircraft, in plain language form or in coded form at the election of the purchaser, if the coded form provides for the preservation and retrieval of information in a manner acceptable to the Administrator:

(a) The record specified in § 121.380(a)(2).

(b) The records specified in § 121.380(a)(1) which are not included in the records covered by paragraph (a) of this section, except that the purchaser may permit the seller to keep physical custody of such records. However, custody of records in the seller does not relieve the purchaser of his responsibility under § 121.380(c) to make the records available for inspection by the Administrator or any authorized representative of the National Transportation Safety Board (NTSB).

§ 121.381

Applicability.

This subpart prescribes airman and crewmember requirements for all certificate holders.

§ 121.383

Airman: Limitations on use of services.

(a) No certificate holder may use any person as an airman nor may any person serve as an airman unless that person—

(1) Holds an appropriate current airman certificate issued by the FAA;

(2) Has in his or her possession while engaged in operations under this part—

(i) Any required appropriate current airman and medical certificates; or

(ii) A temporary document issued in accordance with paragraph (c) of this section; and

(3) Is otherwise qualified for the operation for which he is to be used.

(b) Each airman covered by paragraph (a)(2) of this section shall present his or her certificates or temporary document for inspection upon request of the Administrator.

(c) A certificate holder may obtain approval to provide a temporary document verifying a flightcrew member's airman certificate and medical certificate privileges under an approved certificate verification plan set forth in the certificate holder's operations specifications. A document provided by the certificate holder may be carried as an airman certificate or medical certificate on flights within the United States for up to 72 hours.

(d) No certificate holder may use the services of any person as a pilot on an airplane engaged in operations under this part if that person has reached his or her 65th birthday.

(e) No pilot may serve as a pilot in operations under this part if that person has reached his or her 65th birthday.

§ 121.385

Composition of flight crew.

(a) No certificate holder may operate an airplane with less than the minimum flight crew in the airworthiness certificate or the airplane Flight Manual approved for that type airplane and required by this part for the kind of operation being conducted.

(b) In any case in which this part requires the performance of two or more functions for which an airman certificate is necessary, that requirement is not satisfied by the performance of multiple functions at the same time by one airman.

(c) The minimum pilot crew is two pilots and the certificate holder shall designate one pilot as pilot in command and the other second in command.

(d) On each flight requiring a flight engineer at least one flight crewmember, other than the flight engineer, must be qualified to provide emergency performance of the flight engineer's functions for the safe completion of the flight if the flight engineer becomes ill or is otherwise incapacitated. A pilot need not hold a flight engineer's certificate to perform the flight engineer's functions in such a situation.

§ 121.387

Flight engineer.

No certificate holder may operate an airplane for which a type certificate was issued before January 2, 1964, having a maximum certificated takeoff weight of more than 80,000 pounds without a flight crewmember holding a current flight engineer certificate. For each airplane type certificated after January 1, 1964, the requirement for a flight engineer is determined under the type certification requirements of § 25.1523.

§ 121.389

Flight navigator and specialized navigation equipment.

(a) No certificate holder may operate an airplane outside the 48 contiguous States and the District of Columbia, when its position cannot be reliably fixed for a period of more than 1 hour, without—

(1) A flight crewmember who holds a current flight navigator certificate; or

(2) Specialized means of navigation approved in accordance with § 121.355 which enables a reliable determination to be made of the position of the airplane by each pilot seated at his duty station.

(b) Notwithstanding paragraph (a) of this section, the Administrator may also require a flight navigator or special navigation equipment, or both, when specialized means of navigation are necessary for 1 hour or less. In making this determination, the Administrator considers—

(1) The speed of the airplane;

(2) Normal weather conditions en route;

(3) Extent of air traffic control;

(4) Traffic congestion;

(5) Area of navigational radio coverage at destination;

(6) Fuel requirements;

(7) Fuel available for return to point of departure or alternates;

(8) Predication of flight upon operation beyond the point of no return; and

(9) Any other factors he determines are relevant in the interest of safety.

(c) Operations where a flight navigator or special navigation equipment, or both, are required are specified in the operations specifications of the air carrier or commercial operator.

§ 121.391

Flight attendants.

(a) Except as specified in § 121.393 and § 121.394, each certificate holder must provide at least the following flight attendants on board each passenger-carrying airplane when passengers are on board:

(1) For airplanes having a maximum payload capacity of more than 7,500 pounds and having a seating capacity of more than 9 but less than 51 passengers—one flight attendant.

(2) For airplanes having a maximum payload capacity of 7,500 pounds or less and having a seating capacity of more than 19 but less than 51 passengers—one flight attendant.

(3) For airplanes having a seating capacity of more than 50 but less than 101 passengers—two flight attendants.

(4) For airplanes having a seating capacity of more than 100 passengers—two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passenger seats above a seating capacity of 100 passengers.

(b) If, in conducting the emergency evacuation demonstration required under § 121.291 (a) or (b), the certificate holder used more flight attendants than is required under paragraph (a) of this section for the maximum seating capacity of the airplane used in the demonstration, he may not, thereafter, take off that airplane—

(1) In its maximum seating capacity configuration with fewer flight attendants than the number used during the emergency evacuation demonstration; or

(2) In any reduced seating capacity configuration with fewer flight attendants than the number required by paragraph (a) of this section for that seating capacity plus the number of flight attendants used during the emergency evacuation demonstration that were in excess of those required under paragraph (a) of this section.

(c) The number of flight attendants approved under paragraphs (a) and (b) of this section are set forth in the certificate holder's operations specifications.

(d) During takeoff and landing, flight attendants required by this section shall be located as near as practicable to required floor level exits and shall be uniformly distributed throughout the airplane in order to provide the most effective egress of passengers in event of an emergency evacuation. During taxi, flight attendants required by this section must remain at their duty stations with safety belts and shoulder harnesses fastened except to perform duties related to the safety of the airplane and its occupants.

§ 121.392

Personnel identified as flight attendants.

(a) Any person identified by the certificate holder as a flight attendant on an aircraft in operations under this part must be trained and qualified in accordance with subparts N and O of this part. This includes:

(1) Flight attendants provided by the certificate holder in excess of the number required by § 121.391(a); and

(2) Flight attendants provided by the certificate holder when flight attendants are not required by § 121.391(a).

(b) A qualifying flight attendant who is receiving operating experience on an aircraft in operations under subpart O of this part must be identified to passengers as a qualifying flight attendant.

§ 121.393

Crewmember requirements at stops where passengers remain on board.

At stops where passengers remain on board, the certificate holder must meet the following requirements:

(a) On each airplane for which a flight attendant is not required by § 121.391(a), the certificate holder must ensure that a person who is qualified in the emergency evacuation procedures for the airplane, as required in § 121.417, and who is identified to the passengers, remains:

(1) On board the airplane; or

(2) Nearby the airplane, in a position to adequately monitor passenger safety, and:

(i) The airplane engines are shut down; and

(ii) At least one floor level exit remains open to provide for the deplaning of passengers.

(b) On each airplane for which flight attendants are required by § 121.391(a), but the number of flight attendants remaining on board is fewer than required by § 121.391(a), the certificate holder must meet the following requirements:

(1) The certificate holder shall ensure that:

(i) The airplane engines are shut down;

(ii) At least one floor level exit remains open to provide for the deplaning of passengers; and

(iii) the number of flight attendants on board is at least half the number required by § 121.391(a), rounded down to the next lower number in the case of fractions, but never fewer than one.

(2) The certificate holder may substitute for the required flight attendants other persons qualified in the emergency evacuation procedures for that aircraft as required in § 121.417, if these persons are identified to the passengers.

(3) If only one flight attendant or other qualified person is on board during a stop, that flight attendant or other qualified person shall be located in accordance with the certificate holder's FAA-approved operating procedures. If more than one flight attendant or other qualified person is on board, the flight attendants or other qualified persons shall be spaced throughout the cabin to provide the most effective assistance for the evacuation in case of an emergency.

§ 121.394

Flight attendant requirements during passenger boarding and deplaning.

(a) During passenger boarding, on each airplane for which more than one flight attendant is required by § 121.391, the certificate holder may:

(1) Reduce the number of required flight attendants by one, provided that:

(i) The flight attendant that leaves the aircraft remains within the immediate vicinity of the door through which passengers are boarding;

(ii) The flight attendant that leaves the aircraft only conducts safety duties related to the flight being boarded;

(iii) The airplane engines are shut down; and

(iv) At least one floor level exit remains open to provide for passenger egress; or

(2) Substitute a pilot or flight engineer employed by the certificate holder and trained and qualified on that type airplane for one flight attendant, provided the certificate holder—

(i) Describes in the manual required by § 121.133:

(A) The necessary functions to be performed by the substitute pilot or flight engineer in an emergency, to include a situation requiring an emergency evacuation. The certificate holder must show those functions are realistic, can be practically accomplished, and will meet any reasonably anticipated emergency; and

(B) How other regulatory functions performed by a flight attendant will be accomplished by the substitute pilot or flight engineer on the airplane.

(ii) Ensures that the following requirements are met:

(A) The substitute pilot or flight engineer is not assigned to operate the flight for which that person is substituting for a required flight attendant.

(B) The substitute pilot or flight engineer is trained in all assigned flight attendant duties regarding passenger handling.

(C) The substitute pilot or flight engineer meets the emergency training requirements for flight attendants in evacuation management and evacuation commands, as appropriate, and frequency of performance drills regarding operation of exits in the normal and emergency modes on that type aircraft.

(D) The substitute pilot or flight engineer is in possession of all items required for duty.

(E) The substitute pilot or flight engineer is located in the passenger cabin.

(F) The substitute pilot or flight engineer is identified to the passengers.

(G) The substitution of a pilot or flight engineer for a required flight attendant does not interfere with the safe operation of the flight.

(H) The airplane engines are shut down.

(I) At least one floor-level exit remains open to provide for passenger egress.

(b) During passenger deplaning, on each airplane for which more than one flight attendant is required by § 121.391, the certificate holder may reduce the number of flight attendants required by that paragraph provided:

(1) The airplane engines are shut down;

(2) At least one floor level exit remains open to provide for passenger egress; and

(3) The number of flight attendants on board is at least half the number required by § 121.391, rounded down to the next lower number in the case of fractions, but never fewer than one.

(c) If only one flight attendant is on the airplane during passenger boarding or deplaning, that flight attendant must be located in accordance with the certificate holder's FAA-approved operating procedures. If more than one flight attendant is on the airplane during passenger boarding or deplaning, the flight attendants must be evenly distributed throughout the airplane cabin, in the vicinity of the floor-level exits, to provide the most effective assistance in the event of an emergency.

(d) The time spent by any crewmember conducting passenger boarding or deplaning duties is considered duty time.

§ 121.395

Aircraft dispatcher: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall provide enough qualified aircraft dispatchers at each dispatch center to ensure proper operational control of each flight.

§ 121.397

Emergency and emergency evacuation duties.

(a) Each certificate holder shall, for each type and model of airplane, assigned to each category of required crewmember, as appropriate, the necessary functions to be performed in an emergency or a situation requiring emergency evacuation. The certificate holder shall show those functions are realistic, can be practically accomplished, and will meet any reasonably anticipated emergency including the possible incapacitation of individual crewmembers or their inability to reach the passenger cabin because of shifting cargo in combination cargo-passenger airplanes.

(b) The certificate holder shall describe in its manual the functions of each category of required crewmembers under paragraph (a) of this section.

§ 121.400

Applicability and terms used.

(a) This subpart prescribes the requirements applicable to each certificate holder for establishing and maintaining a training program for crewmembers, aircraft dispatchers, and other operations personnel, and for the approval and use of flight simulation training devices and training equipment in the conduct of the program.

(b) For the purpose of this subpart, airplane groups are as follows:

(1) Group I. Propeller driven, including—

(i) Reciprocating powered; and

(ii) Turbopropeller powered.

(2) Group II. Turbojet powered.

(c) For the purpose of this subpart, the following terms and definitions apply:

(1) Initial training. The training required for crewmembers and dispatchers who have not qualified and served in the same capacity on another airplane of the same group.

(2) Transition training. The training required for crewmembers and dispatchers who have qualified and served in the same capacity on another airplane of the same group.

(3) Upgrade training. The training required for flightcrew members who have qualified and served as second in command on a particular airplane type, before they serve as pilot in command on that airplane.

(4) Conversion training. The training required for flightcrew members who have qualified and served as flight engineer on a particular airplane type, before they serve as second in command on that airplane.

(5) Differences training. The training required for crewmembers and dispatchers who have qualified and served on a particular type airplane, when the Administrator finds differences training is necessary before a crewmember serves in the same capacity on a particular variation of that airplane.

(6) Programmed hours. The hours of training prescribed in this subpart which may be reduced by the Administrator upon a showing by the certificate holder that circumstances justify a lesser amount.

(7) Inflight. Refers to maneuvers, procedures, or functions that must be conducted in the airplane.

(8) Training center. An organization governed by the applicable requirements of part 142 of this chapter that provides training, testing, and checking under contract or other arrangement to certificate holders subject to the requirements of this part.

(9) Requalification training. The training required for crewmembers previously trained and qualified, but who have become unqualified due to not having met within the required period the recurrent training requirements of § 121.427 or the proficiency check requirements of § 121.441.

(12) Base aircraft. An aircraft identified by a certificate holder for use as a reference to compare differences with another aircraft.

§ 121.401

Training program: General.

(a) Each certificate holder shall:

(1) Establish and implement a training program that satisfies the requirements of this subpart and appendices E and F of this part and that ensures that each crewmember, aircraft dispatcher, flight instructor, check pilot, and check flight engineer is adequately trained to perform his or her assigned duties. Prior to implementation, the certificate holder must obtain initial and final FAA approval of the training program.

(2) Provide adequate ground and flight training facilities and properly qualified ground instructors for the training required by this subpart;

(3) Provide and keep current with respect to each airplane type and, if applicable, the particular variations within that airplane type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks required by this part; and

(4) Provide enough flight instructors and approved check pilots and check flight engineers to conduct the flight training and checks required under this part.

(b) Whenever a crewmember or aircraft dispatcher who is required to take recurrent training, a flight check, or a competence check, takes the check or completes the training in the calendar month before or after the calendar month in which that training or check is required, he is considered to have taken or completed it in the calendar month in which it was required.

(c) Each instructor, supervisor, check pilot, or check flight engineer who is responsible for a particular ground training subject, segment of flight training, course of training, flight check, or competence check under this part shall certify as to the proficiency and knowledge of the crewmember, aircraft dispatcher, flight instructor, check pilot, or check flight engineer concerned upon completion of that training or check. That certification shall be made a part of the crewmember's or dispatcher's record. When the certification required by this paragraph is made by an entry in a computerized recordkeeping system, the certifying instructor, supervisor, check pilot, or check flight engineer must be identified with that entry. However, the signature of the certifying instructor, supervisor, check pilot, or check flight engineer is not required for computerized entries.

(d) Training subjects that are applicable to more than one airplane or crewmember position and that have been satisfactorily completed in connection with prior training for another airplane or another crewmember position, need not be repeated during subsequent training other than recurrent training.

(e) A person who progresses successfully through flight training; is recommended by his instructor, check pilot, or check flight engineer; and successfully completes the appropriate flight check for a check pilot, check flight engineer, or the Administrator need not complete the programmed hours of flight training for the particular airplane. However, whenever the Administrator finds that 20 percent of the flight checks given at a particular training base during the previous 6 months under this paragraph are unsuccessful, this paragraph may not be used by the certificate holder at that base until the Administrator finds that the effectiveness of the flight training there has improved.

§ 121.402

Training program: Special rules.

(a) Other than the certificate holder, only another certificate holder certificated under this part or a flight training center certificated under part 142 of this chapter is eligible under this subpart to provide flight training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) A certificate holder may contract with, or otherwise arrange to use the services of, a training center certificated under part 142 of this chapter to provide training, testing, and checking required by this part only if the training center—

(1) Holds applicable training specifications issued under part 142 of this chapter;

(2) Has facilities, training equipment, and courseware meeting the applicable requirements of part 142 of this chapter;

(3) Has approved curriculums, curriculum segments, and portions of curriculum segments applicable for use in training courses required by this subpart; and

(4) Has sufficient instructors, check pilots, and check flight engineers qualified under the applicable requirements of §§ 121.411 or 121.412 to provide training, testing, and checking to persons subject to the requirements of this subpart.

§ 121.403

Training program: Curriculum.

(a) Each certificate holder must prepare and keep current a written training program curriculum for each type of airplane with respect to dispatchers and each crewmember required for that type airplane. The curriculum must include ground and flight training required by this subpart.

(b) Each training program curriculum must include:

(1) A list of principal ground training subjects, including emergency training subjects, that are provided.

(2) A list of all the training equipment approved under § 121.408 as well as other training aids that the certificate holder will use.

(3) Detailed descriptions or pictorial displays of the approved normal, abnormal, and emergency maneuvers, procedures and functions that will be performed during each flight training phase or flight check, indicating those maneuvers, procedures and functions that are to be performed during the inflight portions of flight training and flight checks.

(4) A list of FSTDs approved under § 121.407, including approvals for particular maneuvers, procedures, or functions.

(5) The programmed hours of training that will be applied to each phase of training.

(6) A copy of each statement issued by the Administrator under § 121.405(d) for reduction of programmed hours of training.

§ 121.404

Crew and dispatcher resource management training.

No certificate holder may use a person as a flightcrew member, flight attendant, or aircraft dispatcher unless that person has completed approved crew resource management (CRM) or dispatcher resource management (DRM) initial training, as applicable, with that certificate holder or with another certificate holder.

§ 121.405

Training program and revision: Initial and final approval.

(a) To obtain initial and final approval of a training program, or a revision to an approved training program, each certificate holder must submit to the Administrator—

(1) An outline of the proposed program or revision, including an outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revised training program; and

(2) Additional relevant information as may be requested by the Administrator.

(b) If the proposed training program or revision complies with this subpart the Administrator grants initial approval in writing after which the certificate holder may conduct the training in accordance with that program. The Administrator then evaluates the effectiveness of the training program and advises the certificate holder of deficiencies, if any, that must be corrected.

(c) The Administrator grants final approval of the training program or revision if the certificate holder shows that the training conducted under the initial approval set forth in paragraph (b) of this section ensures that each person that successfully completes the training is adequately trained to perform his assigned duties.

(d) In granting initial and final approval of training programs or revisions, including reductions in programmed hours specified in this subpart, the Administrator considers the training aids, devices, methods, and procedures listed in the certificate holder's curriculum as set forth in § 121.403 that increase the quality and effectiveness of the teaching-learning process.

If approval of reduced programmed hours of training is granted, the Administrator provides the certificate holder with a statement of the basis for the approval.

(e) Whenever the Administrator finds that revisions are necessary for the continued adequacy of a training program that has been granted final approval, the certificate holder shall, after notification by the Administrator, make any changes in the program that are found necessary by the Administrator. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice pending a decision by the Administrator. However, if the Administrator finds that there is an emergency that requires immediate action in the interest of safety in air transportation, he may, upon a statement of the reasons, require a change effective without stay.

(f) Each certificate holder described in § 135.3 (b) and (c) of this chapter must include the material required by § 121.403 in the manual required by § 135.21 of this chapter.

(g) The Administrator may grant a deviation to certificate holders described in § 135.3 (b) and (c) of this chapter to allow reduced programmed hours of ground training required by § 121.419 if it is found that a reduction is warranted based on the certificate holder's operations and the complexity of the make, model, and series of the aircraft used.

§ 121.406

Credit for previous CRM/DRM training.

(a) For flightcrew members, the Administrator may credit CRM training received before March 19, 1998 toward all or part of the initial ground CRM training required by § 121.419.

(b) For flight attendants, the Administrator may credit CRM training received before March 19, 1999 toward all or part of the initial ground CRM training required by § 121.421.

(c) For aircraft dispatchers, the Administrator may credit CRM training received before March 19, 1999 toward all or part of the initial ground CRM training required by § 121.422.

(d) In granting credit for initial ground CRM or DRM training, the Administrator considers training aids, devices, methods, and procedures used by the certificate holder in a voluntary CRM or DRM program or in an AQP program that effectively meets the quality of an approved CRM or DRM initial ground training program under section 121.419, 121.421, or 121.422 as appropriate.

§ 121.407

Training program: Approval of flight simulation training devices.

(a) Each FSTD used to satisfy a training requirement of this part in an approved training program, must meet all of the following requirements:

(1) Be specifically approved by the Administrator for—

(i) Use in the certificate holder's approved training program;

(ii) The type airplane and, if applicable, the particular variation within type, for which the training or check is being conducted; and

(iii) The particular maneuver, procedure, or flightcrew member function involved.

(2) Maintain the performance, function, and other characteristics that are required for qualification in accordance with part 60 of this chapter or a previously qualified device, as permitted in accordance with § 60.17 of this chapter.

(3) Be modified in accordance with part 60 of this chapter to conform with any modification to the airplane being simulated that results in changes to performance, function, or other characteristics required for qualification.

(4) Be given a daily functional preflight check before being used.

(5) Have a daily discrepancy log kept with each discrepancy entered in that log by the appropriate instructor, check pilot, or check flight engineer at the end of each training or check flight.

(b) A particular FSTD may be approved for use by more than one certificate holder.

(c) A Level B or higher FFS may be used instead of the airplane to satisfy the inflight requirements of §§ 121.439 and 121.441 and appendices E and F of this part, if the FFS—

(1) Is approved under this section and meets the appropriate FFS requirements of appendix H of this part; and

(2) Is used as part of an approved program that meets the training requirements of §§ 121.424 (a) and (c), 121.426, and appendix H of this part.

(d) An FFS approved under this section must be used instead of the airplane to satisfy the pilot flight training requirements prescribed in the certificate holder's approved low-altitude windshear flight training program set forth in § 121.409(d) of this part.

(e) An FFS approved under this section must be used instead of the airplane to satisfy the pilot flight training requirements prescribed in the extended envelope training set forth in § 121.423 of this part.

§ 121.408

Training equipment other than flight simulation training devices.

(a) The Administrator must approve training equipment used in a training program approved under this part and that functionally replicates aircraft equipment for the certificate holder and the crewmember duty or procedure. Training equipment does not include FSTDs qualified under part 60 of this chapter.

(b) The certificate holder must demonstrate that the training equipment described in paragraph (a) of this section, used to meet the training requirements of this subpart, meets all of the following:

(1) The form, fit, function, and weight, as appropriate, of the aircraft equipment.

(2) Replicates the normal operation (and abnormal and emergency operation, if appropriate) of the aircraft equipment including the following:

(i) The required force, actions and travel of the aircraft equipment.

(ii) Variations in aircraft equipment operated by the certificate holder, if applicable.

(3) Replicates the operation of the aircraft equipment under adverse conditions, if appropriate.

(c) Training equipment must be modified to ensure that it maintains the performance and function of the aircraft type or aircraft equipment replicated.

(d) All training equipment must have a record of discrepancies. The documenting system must be readily available for review by each instructor, check pilot, check flight engineer, or supervisor prior to conducting training or checking with that equipment.

(1) Each instructor, check pilot, check flight engineer or supervisor conducting training or checking, and each person conducting an inspection of the equipment who discovers a discrepancy, including any missing, malfunctioning, or inoperative components, must record a description of that discrepancy and the date that the discrepancy was identified.

(2) All corrections to discrepancies must be recorded when the corrections are made. This record must include the date of the correction.

(3) A record of a discrepancy must be maintained for at least 60 days.

(e) No person may use, allow the use of, or offer the use of training equipment with a missing, malfunctioning, or inoperative component to meet the crewmember training or checking requirements of this chapter for tasks that require the use of the correctly operating component.

§ 121.409

Training courses using flight simulation training devices.

(a) Training courses utilizing FSTDs may be included in the certificate holder's approved training program for use as provided in this section.

(b) Except for the airline transport pilot certification training program approved to satisfy the requirements of § 61.156 of this chapter, a course of training in an FFS may be included for use as provided in § 121.441 if that course—

(1) Provides at least 4 hours of training at the pilot controls of an FFS as well as a proper briefing before and after the training.

(2) Provides training in at least the following:

(i) The procedures and maneuvers set forth in appendix F to this part; or

(ii) Line-oriented flight training (LOFT) that—

(A) Utilizes a complete flight crew;

(B) Includes at least the maneuvers and procedures (abnormal and emergency) that may be expected in line operations;

(C) Includes scenario-based or maneuver-based stall prevention training before, during or after the LOFT scenario for each pilot;

(D) Is representative of two flight segments appropriate to the operations being conducted by the certificate holder;

(E) Provides an opportunity to demonstrate workload management and pilot monitoring skills; and

(F) Provides an opportunity for each pilot in command to demonstrate leadership and command skills.

(3) Is given by an instructor who meets the applicable requirements of § 121.412.

(c) The programmed hours of flight training set forth in this subpart do not apply if the training program for the airplane type includes—

(1) A course of pilot training in an FFS as provided in § 121.424(e); or

(2) A course of flight engineer training in an FSTD as provided in § 121.425(d).

(d) Each certificate holder required to comply with § 121.358 of this part must use an approved FFS for each airplane type in each of its pilot training courses that provides training in at least the procedures and maneuvers set forth in the certificate holder's approved low-altitude windshear flight training program. The approved low-altitude windshear flight training, if applicable, must be included in each of the pilot flight training courses prescribed in §§ 121.409(b), 121.418, 121.424, 121.426, and 121.427 of this part.

§ 121.410

Airline transport pilot certification training program.

(a) A certificate holder may obtain approval to establish and implement a training program to satisfy the requirements of § 61.156 of this chapter. The training program must be separate from the air carrier training program required by this part.

(b) No certificate holder may use a person nor may any person serve as an instructor in a training program approved to meet the requirements of § 61.156 of this chapter unless the instructor:

(1) Holds an airline transport pilot certificate with an airplane category multiengine class rating;

(2) Has at least 2 years of experience as a pilot in command in operations conducted under § 91.1053(a)(2)(i) or § 135.243(a)(1) of this chapter, or as a pilot in command or second in command in any operation conducted under this part;

(3) Except for the holder of a flight instructor certificate, receives initial training on the following topics:

(i) The fundamental principles of the learning process;

(ii) Elements of effective teaching, instruction methods, and techniques;

(iii) Instructor duties, privileges, responsibilities, and limitations;

(iv) Training policies and procedures; and

(v) Evaluation.

(4) If providing training in a flight simulation training device, hold an aircraft type rating for the aircraft represented by the flight simulation training device utilized in the training program and have received training within the preceding 12 months from the certificate holder on:

(i) Proper operation of flight simulator and flight training device controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation;

(iv) Minimum equipment requirements for each curriculum; and

(v) The maneuvers that will be demonstrated in the flight simulation training device.

(c) A certificate holder may not issue a graduation certificate to a student unless that student has completed all the curriculum requirements of the course.

(d) A certificate holder must conduct evaluations to ensure that training techniques, procedures, and standards are acceptable to the Administrator.

§ 121.411

Qualifications: Check pilots and check flight engineers.

(a) For the purposes of this part:

(1) A check pilot (airplane) or check flight engineer (airplane) is a person who is qualified, and permitted, to conduct flight checks or instruction in an airplane for a particular type airplane.

(2) A check pilot (FSTD) or check flight engineer (FSTD) is a person who is qualified to conduct flight checks or instruction-only in an FSTD for a particular type airplane.

(3) Check pilots and check flight engineers are those persons who perform the functions described in § 121.401(a)(4).

(b) No certificate holder may use a person, nor may any person serve as a check pilot or check flight engineer in a training program established under this subpart unless, with respect to the airplane type involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command or a flight engineer certificate, as applicable, in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the airplane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(3) Has satisfactorily completed the appropriate proficiency or flight checks that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 121.413; and

(5) Has been approved by the Administrator for the check pilot or check flight engineer duties involved.

(c) Completion of the requirements in paragraphs (b)(2), (3), and (4) of this section, as applicable, shall be entered in the individual's training record maintained by the certificate holder.

(d) A check pilot (FSTD) and check flight engineer (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type airplane involved within the 12-month period preceding the performance of any check pilot or check flight engineer duty in an FSTD; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program and that must precede the performance of any check pilot or check flight engineer duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section are considered to be completed in the month required if completed in the calendar month before or in the calendar month after the month in which it is due.

(f) A person who serves as a required flightcrew member while performing check pilot or check flight engineer duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 121.412

Qualifications: Flight instructors.

(a) For the purposes of this part:

(1) A flight instructor (airplane) is a person who is qualified to instruct in an airplane for a particular type airplane.

(2) A flight instructor (FSTD) is a person who is qualified to instruct only in an FSTD for a particular type airplane.

(3) Flight instructors are those instructors who perform the functions described in § 121.401(a)(4).

(b) No certificate holder may use a person nor may any person serve as a flight instructor in a training program established under this subpart unless, with respect to the airplane type involved, that person—

(1) Holds the pilot certificates and rating required to serve as a pilot in command or a flight engineer certificate, as applicable, in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the airplane, including recurrent training, that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(3) Has satisfactorily completed the appropriate proficiency or flight checks that are required to serve as a pilot in command or flight engineer, as applicable, in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 121.414.

(c) Completion of the requirements in paragraphs (b) (2), (3), and (4) of this section, as applicable, shall be entered in the individual's training record maintained by the certificate holder.

(d) A flight instructor (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type of airplane within the 12-month period preceding the performance of any flight instructor duty in an FSTD; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program preceding the performance of any flight instructor duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section is considered completed in the month required if completed in the calendar month before, or the calendar month after the month in which it is due.

(f) A person who serves as a required flightcrew member while performing flight instructor duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 121.413

Initial, transition and recurrent training and checking requirements: Check pilots and check flight engineers.

(a) No certificate holder may use a person nor may any person serve as a check pilot or check flight engineer unless—

(1) That person has satisfactorily completed initial or transition check pilot or check flight engineer training, as applicable; and

(2) Within the preceding 24 calendar months, that person satisfactorily conducts a check or supervises operating experience under the observation of an FAA inspector or an aircrew designated examiner employed by the operator. The observation check may be accomplished in part or in full in an airplane and in an FSTD.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the calendar month before, or the calendar month after, the month in which it is due.

(c) The initial ground training for check pilots or check flight engineers must include the following, as applicable:

(1) Check pilot or check flight engineer duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the certificate holder's policies and procedures.

(3) The appropriate methods, procedures, and techniques for conducting the required checks.

(4) Proper evaluation of student performance, including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The appropriate corrective action in the case of unsatisfactory checks.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the airplane.

(7) For check pilots or check flight engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(d) The transition ground training for check pilots or check flight engineers must include the following:

(1) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the check pilot or check flight engineer is transitioning.

(2) For check pilots or check flight engineers who conduct training or checking in an FSTD, the following subjects specific to the device(s) for the airplane type to which the check pilot or check flight engineer is transitioning:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight training for check pilots (airplane) and check flight engineers (airplane) must include the following:

(1) The safety measures for emergency situations that are likely to develop during a check.

(2) The potential results of improper, untimely, or non-execution of safety measures during a check.

(3) For check pilots (airplane)—

(i) Training and practice in conducting flight checks from the left and right pilot seats in the required normal, abnormal, and emergency procedures to ensure competence to conduct the pilot flight checks required by this part; and

(ii) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during a check.

(4) For check flight engineers (airplane), training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part inflight and in an FSTD, as appropriate.

(g) The initial and transition flight training for check pilots or check flight engineers who conduct training or checking in an FSTD must include the following:

(1) Training and practice in conducting flight checks in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight checks required by this part. This training and practice must be accomplished in an FSTD.

(2) Training in the operation of FSTDs to ensure competence to conduct the flight checks required by this part.

(h) Recurrent ground training for check pilots or check flight engineers who conduct training or checking in an FSTD must be completed every 12 calendar months and must include the subjects required in paragraph (c)(7) of this section.

§ 121.414

Initial, transition and recurrent training and checking requirements: Flight instructors.

(a) No certificate holder may use a person nor may any person serve as a flight instructor unless—

(1) That person has satisfactorily completed initial or transition flight instructor training; and

(2) Within the preceding 24 calendar months, that person satisfactorily conducts instruction under the observation of an FAA inspector, an operator check pilot, a check flight engineer, or an aircrew designated examiner employed by the operator, as appropriate. The observation check may be accomplished in part or in full in an airplane and an FSTD.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the calendar month before, or the calendar month after, the month in which it is due.

(c) The initial ground training for flight instructors must include the following:

(1) Flight instructor duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the certificate holder's policies and procedures.

(3) The appropriate methods, procedures, and techniques for conducting flight instruction.

(4) Proper evaluation of student performance including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The corrective action in the case of unsatisfactory training progress.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the airplane.

(7) Except for holders of a flight instructor certificate—

(i) The fundamental principles of the teaching-learning process;

(ii) Teaching methods and procedures; and

(iii) The instructor-student relationship.

(8) For flight instructors who conduct training in an FSTD, the following subjects specific to the device(s) for the airplane type:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part 121 or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(d) The transition ground training for flight instructors must include the following:

(1) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the airplane to which the flight instructor is transitioning.

(2) For flight instructors who conduct training in an FSTD, the following subjects specific to the device(s) for the airplane type to which the flight instructor is transitioning:

(i) Proper operation of the controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation; and

(iv) The minimum airplane simulator equipment required by this part or part 60 of this chapter for each maneuver and procedure completed in an FSTD.

(e) The initial and transition flight training for flight instructors (airplane) must include the following:

(1) The safety measures for emergency situations that are likely to develop during instruction.

(2) The potential results of improper, untimely, or non-execution of safety measures during instruction.

(3) For pilot flight instructor (airplane)—

(i) Inflight training and practice in conducting flight instruction from the left and right pilot seats in the required normal, abnormal, and emergency procedures to ensure competence as an instructor; and

(ii) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during instruction.

(4) For flight engineer instructors (airplane), inflight training to ensure competence to perform assigned duties.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part inflight and in an FSTD, as appropriate.

(g) The initial and transition flight training for flight instructors who conduct training in an FSTD must include the following:

(1) Training and practice in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight instruction required by this part. This training and practice must be accomplished in full or in part in an FSTD.

(2) Training in the operation of FSTDs to ensure competence to conduct the flight instruction required by this part.

(h) Recurrent flight instructor ground training for flight instructors who conduct training in an FSTD must be completed every 12 calendar months and must include the subjects required in paragraph (c)(8) of this section.

§ 121.415

Crewmember and dispatcher training program requirements.

(a) Each training program must provide the following ground training as appropriate to the particular assignment of the crewmember or dispatcher:

(1) Basic indoctrination ground training for newly hired crewmembers or dispatchers including 40 programmed hours of instruction, unless reduced under § 121.405 or as specified in § 121.401(d), in at least the following—

(i) Duties and responsibilities of crewmembers or dispatchers, as applicable;

(ii) Appropriate provisions of the Federal Aviation Regulations;

(iii) Contents of the certificate holder's operating certificate and operations specifications (not required for flight attendants); and

(iv) Appropriate portions of the certificate holder's operating manual.

(2) The initial and transition ground training specified in §§ 121.419, 121.421 and 121.422, as applicable.

(3) For crewmembers, emergency training as specified in §§ 121.417 and 121.805.

(4) After February 15, 2008, training for crewmembers and dispatchers in their roles and responsibilities in the certificate holder's passenger recovery plan, if applicable.

(b) Each training program must provide the flight training specified in §§ 121.424 through 121.426, as applicable.

(c) Each training program must provide recurrent ground and flight training as provided in § 121.427.

(d) Each training program must provide the differences training specified in § 121.418(a) if the Administrator finds that, due to differences between airplanes of the same type operated by the certificate holder, additional training is necessary to insure that each crewmember and dispatcher is adequately trained to perform their assigned duties.

(e) Upgrade training as specified in §§ 121.420 and 121.426 for a particular type airplane may be included in the training program for flightcrew members who have qualified and served as second in command pilot on that airplane.

(f) Conversion training as specified in §§ 121.419 and 121.424 for a particular type airplane may be included in the training program for flightcrew members who have qualified and served as flight engineer on that airplane.

(g) Particular subjects, maneuvers, procedures, or parts thereof specified in §§ 121.419, 121.420, 121.421, 121.422, 121.424, 121.425, and 121.426 for transition, conversion or upgrade training, as applicable, may be omitted, or the programmed hours of ground instruction or inflight training may be reduced, as provided in § 121.405.

(h) In addition to initial, transition, conversion, upgrade, recurrent and differences training, each training program must also provide ground and flight training, instruction, and practice as necessary to insure that each crewmember and aircraft dispatcher—

(1) Remains adequately trained and currently proficient with respect to each airplane, crewmember position, and type of operation in which he serves; and

(2) Qualifies in new equipment, facilities, procedures, and techniques, including modifications to airplanes.

(i) Each training program must include a process to provide for the regular analysis of individual pilot performance to identify pilots with performance deficiencies during training and checking and multiple failures during checking.

(j) Each training program must include methods for remedial training and tracking of pilots identified in the analysis performed in accordance with paragraph (i) of this section.

§ 121.417

Crewmember emergency training.

(a) Each training program must provide the emergency training set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and the certificate holder.

(b) Emergency training must provide the following:

(1) Instruction in emergency assignments and procedures, including coordination among crewmembers.

(2) Individual instruction in the location, function, and operation of emergency equipment including—

(i) Equipment used in ditching and evacuation;

(ii) [Reserved]

(iii) Portable fire extinguishers, with emphasis on type of extinguisher to be used on different classes of fires; and

(iv) Emergency exits in the emergency mode with the evacuation slide/raft pack attached (if applicable), with training emphasis on the operation of the exits under adverse conditions.

(3) Instruction in the handling of emergency situations including—

(i) Rapid decompression;

(ii) Fire inflight or on the surface, and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas including all galleys, service centers, lifts, lavatories and movie screens;

(iii) Ditching and other evacuation, including the evacuation of persons and their attendants, if any, who may need the assistance of another person to move expeditiously to an exit in the event of an emergency.

(iv) [Reserved]

(v) Hijacking and other unusual situations.

(4) Review and discussion of previous aircraft accidents and incidents pertaining to actual emergency situations.

(c) Each crewmember must accomplish the following emergency training during the specified training periods, using those items of installed emergency equipment for each type of airplane in which he or she is to serve (Alternate recurrent training required by § 121.433(c) of this part may be accomplished by approved pictorial presentation or demonstration):

(1) One-time emergency drill requirements to be accomplished during initial training. Each crewmember must perform—

(i) At least one approved protective breathing equipment (PBE) drill in which the crewmember combats an actual or simulated fire using at least one type of installed hand fire extinguisher or approved fire extinguisher that is appropriate for the type of actual fire or simulated fire to be fought while using the type of installed PBE required by § 121.337 or approved PBE simulation device as defined by paragraph (d) of this section for combatting fires aboard airplanes;

(ii) At least one approved firefighting drill in which the crewmember combats an actual fire using at least one type of installed hand fire extinguisher or approved fire extinguisher that is appropriate for the type of fire to be fought. This firefighting drill is not required if the crewmember performs the PBE drill of paragraph (c)(1)(i) by combating an actual fire; and

(iii) An emergency evacuation drill with each person egressing the airplane or approved training device using at least one type of installed emergency evacuation slide. The crewmember may either observe the airplane exits being opened in the emergency mode and the associated exit slide/raft pack being deployed and inflated, or perform the tasks resulting in the accomplishment of these actions.

(2) Additional emergency drill requirements to be accomplished during initial training and once each 24 calendar months during recurrent training. Each crewmember must—

(i) Perform the following emergency drills and operate the following equipment:

(A) Each type of emergency exit in the normal and emergency modes, including the actions and forces required in the deployment of the emergency evacuation slides;

(B) Each type of installed hand fire extinguisher;

(C) Each type of emergency oxygen system to include protective breathing equipment;

(D) Donning, use, and inflation of individual flotation means, if applicable; and

(E) Ditching, if applicable, including but not limited to, as appropriate:

( 1 ) Cockpit preparation and procedures;

( 2 ) Crew coordination;

( 3 ) Passenger briefing and cabin preparation;

( 4 ) Donning and inflation of life preservers;

( 5 ) Use of life-lines; and

( 6 ) Boarding of passengers and crew into raft or a slide/raft pack.

(ii) Observe the following drills:

(A) Removal from the airplane (or training device) and inflation of each type of life raft, if applicable;

(B) Transfer of each type of slide/raft pack from one door to another;

(C) Deployment, inflation, and detachment from the airplane (or training device) of each type of slide/raft pack; and

(D) Emergency evacuation including the use of a slide.

(d) After September 1, 1993, no crewmember may serve in operations under this part unless that crewmember has performed the PBE drill and the firefighting drill described by paragraphs (c)(1)(i) and (c)(1)(ii) of this section, as part of a one-time training requirement of paragraphs (c)(1) or (c)(2) of this section as appropriate. Any crewmember who performs the PBE drill and the firefighting drill prescribed in paragraphs (c)(1)(i) and (c)(1)(ii) of this section after May 26, 1987, is deemed to be in compliance with this regulation upon presentation of information or documentation, in a form and manner acceptable to the Executive Director, Flight Standards Service, showing that the appropriate drills have been accomplished.

(e) Crewmembers who serve in operations above 25,000 feet must receive instruction in the following:

(1) Respiration.

(2) Hypoxia.

(3) Duration of consciousness without supplemental oxygen at altitude.

(4) Gas expansion.

(5) Gas bubble formation.

(6) Physical phenomena and incidents of decompression.

(f) For the purposes of this section the following definitions apply:

(1) Actual fire means an ignited combustible material, in controlled conditions, of sufficient magnitude and duration to accomplish the training objectives outlined in paragraphs (c)(1)(i) and (c)(1)(ii) of this section.

(2) Approved fire extinguisher means a training device that has been approved by the Administrator for use in meeting the training requirements of § 121.417(c).

(3) Approved PBE simulation device means a training device that has been approved by the Administrator for use in meeting the training requirements of § 121.417(c).

(4) Combats, in this context, means to properly fight an actual or simulated fire using an appropriate type of fire extinguisher until that fire is extinguished.

(5) Observe means to watch without participating actively in the drill.

(6) PBE drill means an emergency drill in which a crewmember demonstrates the proper use of protective breathing equipment while fighting an actual or simulated fire.

(7) Perform means to satisfactorily accomplish a prescribed emergency drill using established procedures that stress the skill of the persons involved in the drill.

(8) Simulated fire means an artificial duplication of smoke or flame used to create various aircraft firefighting scenarios, such as lavatory, galley oven, and aircraft seat fires.

§ 121.418

Differences training and related aircraft differences training.

(a) Differences training. (1) Differences training for crewmembers and dispatchers must consist of at least the following as applicable to their assigned duties and responsibilities:

(i) Instruction in each appropriate subject or part thereof required for initial ground training in the airplane unless the Administrator finds that particular subjects are not necessary.

(ii) Flight training in each appropriate maneuver or procedure required for initial flight training in the airplane unless the Administrator finds that particular maneuvers or procedures are not necessary.

(iii) The number of programmed hours of ground and flight training determined by the Administrator to be necessary for the airplane, the operation, and the crewmember or aircraft dispatcher involved.

(2) Differences training for all variations of a particular type airplane may be included in initial, transition, conversion, upgrade, and recurrent training for the airplane.

(2) If the Administrator determines under paragraph (b)(1) of this section that a certificate holder is operating related aircraft, the certificate holder may submit to the Administrator a request for approval of a training program that includes related aircraft differences training.

(3) A request for approval of a training program that includes related aircraft differences training must include at least the following:

(i) Each appropriate subject required for the ground training for the related aircraft.

(ii) Each appropriate maneuver or procedure required for the flight training and crewmember emergency training for the related aircraft.

(iii) The number of programmed hours of ground training, flight training and crewmember emergency training necessary based on review of the related aircraft and the duty position.

§ 121.419

Pilots and flight engineers: Initial, transition, conversion and upgrade ground training.

(a) Except as provided in paragraph (b) of this section, initial and conversion ground training for pilots and initial and transition ground training for flight engineers, must include instruction in at least the following as applicable to their assigned duties:

(1) General subjects—

(i) The certificate holder's dispatch or flight release procedures;

(ii) Principles and methods for determining weight and balance, and runway limitations for takeoff and landing;

(iii) Enough meteorology to insure a practical knowledge of weather phenomena, including the principles of frontal systems, icing, fog, thunderstorms, and high altitude weather situations;

(iv) Air traffic control systems, procedures, and phraseology;

(v) Navigation and the use of navigation aids, including instrument approach procedures;

(vi) Normal and emergency communication procedures;

(vii) Visual cues prior to and during descent below DA/DH or MDA;

(viii) Approved crew resource management initial training; and

(ix) Other instructions as necessary to ensure pilot and flight engineer competence.

(2) For each airplane type—

(i) A general description;

(ii) Performance characteristics;

(iii) Engines and propellers;

(iv) Major components;

(v) Major airplane systems (e.g., flight controls, electrical, hydraulic); other systems as appropriate; principles of normal, abnormal, and emergency operations; appropriate procedures and limitations;

(vi) Procedures for—

(A) Recognizing and avoiding severe weather situations;

(B) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear, and

(C) Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions;

(vii) Operating limitations;

(viii) Fuel consumption and cruise control;

(ix) Flight planning;

(x) Each normal and emergency procedure;

(xi) For pilots, stall prevention and recovery in clean configuration, takeoff and maneuvering configuration, and landing configuration.

(xii) For pilots, upset prevention and recovery; and

(xiii) The approved Airplane Flight Manual.

(b) Initial and conversion ground training for pilots who have completed the airline transport pilot certification training program in § 61.156 of this chapter, and transition ground training for pilots, must include instruction in at least the following as applicable to their assigned duties:

(1) Ground training specific to the certificate holder's—

(i) Dispatch or flight release procedures;

(ii) Method for determining weight and balance and runway limitations for takeoff and landing;

(iii) Meteorology hazards applicable to the certificate holder's areas of operation;

(iv) Approved departure, arrival, and approach procedures;

(v) Normal and emergency communication procedures; and

(vi) Approved crew resource management training.

(2) The training required by paragraph (a)(2) of this section for the airplane type.

(c) In addition to the requirements in paragraph (a) or (b) of this section, as applicable, initial ground training for pilots in command must include instruction and facilitated discussion on the following:

(1) Leadership and command, including flightcrew member duties under § 121.542; and

(2) Mentoring, including techniques for instilling and reinforcing the highest standards of technical performance, airmanship, and professionalism in newly hired pilots.

(d) Initial ground training for pilots and flight engineers must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 64 hours; and

(ii) Turbopropeller powered, 80 hours.

(2) Group II airplanes, 120 hours.

(e) Initial ground training for pilots who have completed the airline transport pilot certification training program in § 61.156 must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (b) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 54 hours; and

(ii) Turbopropeller powered, 70 hours.

(2) Group II airplanes, 110 hours.

(f) Initial programmed hours applicable to pilots as specified in paragraphs (d) and (e) of this section must include 2 additional hours to meet the requirements in paragraphs (a)(2)(xi) and (xii) of this section.

§ 121.420

Pilots: Upgrade ground training.

(a) Upgrade ground training must include instruction in at least the following subjects as applicable to the duties assigned to the pilot in command:

(1) Seat dependent procedures, as applicable;

(2) Duty position procedures, as applicable; and

(3) Crew resource management, including decision making, authority and responsibility, and conflict resolution.

(b) In addition to the requirements in paragraph (a) of this section, upgrade ground training must include instruction and facilitated discussion on the following:

(1) Leadership and command, including flightcrew member duties under § 121.542; and

(2) Mentoring, including techniques for reinforcing the highest standards of technical performance, airmanship, and professional development in newly hired pilots.

§ 121.421

Flight attendants: Initial and transition ground training.

(a) Initial and transition ground training for flight attendants must include instruction in at least the following:

(1) General subjects—

(i) The authority of the pilot in command;

(ii) Passenger handling, including the procedures to be followed in the case of deranged persons or other persons whose conduct might jeopardize safety; and

(iii) Approved crew resource management initial training.

(2) For each airplane type—

(i) A general description of the airplane emphasizing physical characteristics that may have a bearing on ditching, evacuation, and inflight emergency procedures and on other related duties;

(ii) The use of both the public address system and the means of communicating with other flight crewmembers, including emergency means in the case of attempted hijacking or other unusual situations; and

(iii) Proper use of electrical galley equipment and the controls for cabin heat and ventilation.

(b) Initial and transition ground training for flight attendants must include a competence check to determine ability to perform assigned duties and responsibilities.

(c) Initial ground training for flight attendants must consist of at least the following programmed hours of instruction in the subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405.

(1) Group I airplanes—

(i) Reciprocating powered, 8 hours; and

(ii) Turbopropeller powered, 8 hours.

(2) Group II airplanes, 16 hours.

§ 121.422

Aircraft dispatchers: Initial and transition ground training.

(a) Initial and transition ground training for aircraft dispatchers must include instruction in at least the following:

(1) General subjects—

(i) Use of communications systems including the characteristics of those systems and the appropriate normal and emergency procedures;

(ii) Meteorology, including various types of meteorological information and forecasts, interpretation of weather data (including forecasting of en route and terminal temperatures and other weather conditions), frontal systems, wind conditions, and use of actual and prognostic weather charts for various altitudes;

(iii) The NOTAM system;

(iv) Navigational aids and publications;

(v) Joint dispatcher-pilot responsibilities;

(vi) Characteristics of appropriate airports;

(vii) Prevailing weather phenomena and the available sources of weather information;

(viii) Air traffic control and instrument approach procedures; and

(ix) Approved dispatcher resource management (DRM) initial training.

(2) For each airplane—

(i) A general description of the airplane emphasizing operating and performance characteristics, navigation equipment, instrument approach and communication equipment, emergency equipment and procedures, and other subjects having a bearing on dispatcher duties and responsibilities;

(ii) Flight operation procedures including procedures specified in § 121.419(a)(2)(vi);

(iii) Weight and balance computations;

(iv) Basic airplane performance dispatch requirements and procedures;

(v) Flight planning including track selection, flight time analysis, and fuel requirements; and

(vi) Emergency procedures.

(3) Emergency procedures must be emphasized, including the alerting of proper governmental, company, and private agencies during emergencies to give maximum help to an airplane in distress.

(b) Initial and transition ground training for aircraft dispatchers must include a competence check given by an appropriate supervisor or ground instructor that demonstrates knowledge and ability with the subjects set forth in paragraph (a) of this section.

(c) Initial ground training for aircraft dispatchers must consist of at least the following programmed hours of instruction in the subjects specified in paragraph (a) of this section and in § 121.415(a) unless reduced under § 121.405:

(1) Group I airplanes—

(i) Reciprocating powered, 30 hours; and

(ii) Turbopropeller powered, 40 hours.

(2) Group II airplanes, 40 hours.

§ 121.423

Pilots: Extended Envelope Training.

(a) Each certificate holder must include in its approved training program, the extended envelope training set forth in this section with respect to each airplane type for each pilot. The extended envelope training required by this section must be performed in a Level C or higher full flight simulator, approved by the Administrator in accordance with § 121.407 of this part.

(b) Extended envelope training must include the following maneuvers and procedures:

(1) Manually controlled slow flight;

(2) Manually controlled loss of reliable airspeed;

(3) Manually controlled instrument departure and arrival;

(4) Upset recovery maneuvers; and

(5) Recovery from bounced landing.

(c) Extended envelope training must include instructor-guided hands on experience of recovery from full stall and stick pusher activation, if equipped.

(d) Recurrent training: Within 24 calendar months preceding service as a pilot, each person must satisfactorily complete the extended envelope training described in paragraphs (b)(1) through (4) and (c) of this section. Within 36 calendar months preceding service as a pilot, each person must satisfactorily complete the extended envelope training described in paragraph (b)(5) of this section.

(e) Deviation from use of Level C or higher full flight simulator:

(1) A certificate holder may submit a request to the Administrator for approval of a deviation from the requirements of paragraph (a) of this section to conduct the extended envelope training using an alternative method to meet the learning objectives of this section.

(2) A request for deviation from paragraph (a) of this section must include the following information:

(i) A simulator availability assessment, including hours by specific simulator and location of the simulator, and a simulator shortfall analysis that includes the training that cannot be completed in a Level C or higher full flight simulator; and

(ii) Alternative methods for achieving the learning objectives of this section.

(3) A certificate holder may request an extension of a deviation issued under this section.

(4) Deviations or extensions to deviations will be issued for a period not to exceed 12 months.

§ 121.424

Pilots: Initial, transition, conversion, and upgrade flight training.

(a) Initial, transition, and conversion flight training for pilots must include the following:

(1) Flight training and practice in the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program and in appendix E to this part, as applicable; and

(2) Extended envelope training set forth in § 121.423.

(b) In addition to the requirements in paragraph (a) of this section, initial flight training for pilots in command must include sufficient scenario-based training incorporating CRM and leadership and command skills to ensure the pilot's proficiency as pilot in command. The training required by this paragraph (b) may be completed inflight or in an FSTD.

(c) The training required by paragraph (a) of this section must be performed inflight except—

(1) That windshear maneuvers and procedures must be performed in an FFS in which the maneuvers and procedures are specifically authorized to be accomplished;

(2) That the extended envelope training required by § 121.423 must be performed in a Level C or higher full flight simulator unless the Administrator has issued to the certificate holder a deviation in accordance with § 121.423(e); and

(3) To the extent that certain other maneuvers and procedures may be performed in an FFS, an FTD, or a static airplane as permitted in appendix E to this part.

(d) Except as permitted in paragraph (e) of this section, the initial flight training required by paragraph (a)(1) of this section must include at least the following programmed hours of inflight training and practice unless reduced under § 121.405;

(1) Group I airplanes—

(i) Reciprocating powered. Pilot in command, 10 hours; second in command, 6 hours; and

(ii) Turbopropeller powered. Pilot in command, 15 hours; second in command, 7 hours.

(2) Group II airplanes. Pilot in command, 20 hours; second in command, 10 hours.

(e) If the certificate holder's approved training program includes a course of training utilizing an FFS under § 121.409 (c) and (d) of this part, each pilot must successfully complete—

(1) With respect to § 121.409(c) of this part—

(i) Training and practice in the FFS in at least all of the maneuvers and procedures set forth in appendix E of this part for initial flight training that are capable of being performed in an FFS; and

(ii) A proficiency check in the FFS or the airplane to the level of proficiency of a pilot in command or second in command, as applicable, in at least the maneuvers and procedures set forth in appendix F of this part that are capable of being performed in an FFS.

(2) With respect to § 121.409(d) of this part, training and practice in at least the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program that are capable of being performed in an FFS in which the maneuvers and procedures are specifically authorized.

§ 121.425

Flight engineers: Initial and transition flight training.

(a) Initial and transition flight training for flight engineers must include at least the following:

(1) Training and practice in procedures related to the carrying out of flight engineer duties and functions. This training and practice may be accomplished either inflight or in an FSTD.

(2) A flight check that includes—

(i) Preflight inspection;

(ii) Inflight performance of assigned duties accomplished from the flight engineer station during taxi, runup, takeoff, climb, cruise, descent, approach, and landing;

(iii) Accomplishment of other functions, such as fuel management and preparation of fuel consumption records, and normal and emergency or alternate operation of all airplane flight systems, performed either inflight or in an FSTD.

(b) Flight engineers possessing a commercial pilot certificate with an instrument, category and class rating, or pilots already qualified as second in command and reverting to flight engineer, may complete the entire flight check, required by paragraph (a)(2) of this section, in an approved FFS.

(c) Except as permitted in paragraph (d) of this section, the initial flight training required by paragraph (a) of this section must include at least the same number of programmed hours of flight training and practice that are specified for a second in command pilot under § 121.424(c) unless reduced under § 121.405.

(d) If the certificate holder's approved training program includes a course of training utilizing an FSTD under § 121.409(c), each flight engineer must successfully complete in the FSTD —

(1) Training and practice in at least all of the assigned duties, procedures, and functions required by paragraph (a) of this section; and

(2) A flight check to a flight engineer level of proficiency in the assigned duties, procedures, and functions.

§ 121.426

Pilots: Upgrade flight training.

(a) Upgrade flight training for pilots must include the following:

(1) Seat dependent maneuvers and procedures, as applicable;

(2) Duty position maneuvers and procedures, as applicable;

(3) Extended envelope training set forth in § 121.423;

(4) Maneuvers and procedures set forth in the certificate holder's low altitude windshear flight training program;

(5) Sufficient scenario-based training incorporating CRM and leadership and command skills, to ensure the pilot's proficiency as pilot in command; and

(6) Sufficient training to ensure the pilot's knowledge and skill with respect to the following:

(i) The airplane, its systems and components;

(ii) Proper control of airspeed, configuration, direction, altitude, and attitude in accordance with the Airplane Flight Manual, the certificate holder's operations manual, checklists, or other approved material appropriate to the airplane type; and

(iii) Compliance with ATC, instrument procedures, or other applicable procedures.

(b) The training required by paragraph (a) of this section must be performed inflight except—

(1) That windshear maneuvers and procedures must be performed in an FFS in which the maneuvers and procedures are specifically authorized to be accomplished;

(2) That the extended envelope training required by § 121.423 must be performed in a Level C or higher FFS unless the Administrator has issued to the certificate holder a deviation in accordance with § 121.423(e); and

(3) To the extent that certain other maneuvers and procedures may be performed in an FFS, an FTD, or a static airplane as permitted in Appendix E of this part.

(c) If the certificate holder's approved training program includes a course of training utilizing an FFS under § 121.409(c) and (d), each pilot must successfully complete—

(1) With respect to § 121.409(c)—A proficiency check in the FFS or the airplane to the level of proficiency of a pilot in command in at least the maneuvers and procedures set forth in Appendix F of this part that are capable of being performed in an FFS.

(2) With respect to § 121.409(d), training and practice in at least the maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program that are capable of being performed in an FFS in which the maneuvers and procedures are specifically authorized.

§ 121.427

Recurrent training.

(a) Recurrent training must ensure that each crewmember or aircraft dispatcher is adequately trained and currently proficient with respect to the type airplane (including differences training, if applicable) and crewmember position involved.

(b) Recurrent ground training for crewmembers and dispatchers must include at least the following:

(1) A quiz or other review to determine the state of the crewmember's or dispatcher's knowledge with respect to the airplane and position involved.

(2) Instruction as necessary in the following:

(i) For pilots, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.419(b);

(ii) For flight engineers, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.419(a);

(iii) For flight attendants, the subjects required for ground training by §§ 121.415(a)(1), (3), and (4) and 121.421(a); and

(iv) For aircraft dispatchers, the subjects required for ground training by §§ 121.415(a)(1) and (4) and 121.422(a).

(3) For flight attendants and dispatchers, a competence check as required by §§ 121.421(b) and 121.422(b), respectively.

(4) For crewmembers, CRM training and for aircraft dispatchers, DRM training. For flightcrew members, CRM training or portions thereof may be accomplished during an approved FFS line-oriented flight training (LOFT) session.

(c) Recurrent ground training for crewmembers and aircraft dispatchers must consist of at least the following programmed hours of instruction in the required subjects specified in paragraph (b) of this section unless reduced under § 121.405:

(1) For pilots—

(i) Group I reciprocating powered airplanes, 15 hours;

(ii) Group I turbopropeller powered airplanes, 19 hours; and

(iii) Group II airplanes, 24 hours.

(2) For flight engineers—

(i) Group I, reciprocating powered airplanes, 16 hours;

(ii) Group I turbopropeller powered airplanes, 20 hours; and

(iii) Group II airplanes, 25 hours.

(3) For flight attendants—

(i) Group I reciprocating powered airplanes, 4 hours;

(ii) Group I turbopropeller powered airplanes, 5 hours; and

(iii) Group II airplanes, 12 hours.

(4) For aircraft dispatchers—

(i) Group I reciprocating powered airplanes, 8 hours;

(ii) Group I turbopropeller powered airplanes, 10 hours; and

(iii) Group II airplanes, 20 hours.

(d) Recurrent ground training for pilots serving as pilot in command:

(1) Within 36 months preceding service as pilot in command, each person must complete recurrent ground training on leadership and command and mentoring. This training is in addition to the ground training required in paragraph (b) of this section and the programmed hours required in paragraph (c) of this section. This training must include instruction and facilitated discussion on the following:

(i) Leadership and command, including instruction on flightcrew member duties under § 121.542; and

(ii) Mentoring, including techniques for instilling and reinforcing the highest standards of technical performance, airmanship, and professionalism in newly hired pilots.

(2) The requirements of paragraph (d)(1) do not apply until after a pilot has completed ground training on leadership and command and mentoring, as required by §§ 121.419, 121.420 and 121.429, as applicable.

(e) Recurrent flight training for flightcrew members must include at least the following:

(1) For pilots—

(i) Extended envelope training as required by § 121.423 of this part; and

(ii) Flight training in an approved FFS in maneuvers and procedures set forth in the certificate holder's approved low-altitude windshear flight training program and flight training in maneuvers and procedures set forth in Appendix F of this part, or in a flight training program approved by the Administrator, except as follows—

(A) The number of programmed inflight hours is not specified; and

(B) Satisfactory completion of a proficiency check may be substituted for recurrent flight training as permitted in § 121.433(c) and (d).

(2) For flight engineers, flight training as provided by § 121.425(a) except as follows—

(i) The specified number of inflight hours is not required; and

(ii) The flight check, other than the preflight inspection, may be conducted in an FSTD. The preflight inspection may be conducted in an airplane, or by using an approved pictorial means that realistically portrays the location and detail of preflight inspection items and provides for the portrayal of abnormal conditions. Satisfactory completion of an approved line-oriented flight training may be substituted for the flight check.

(f) Recurrent programmed hours applicable to pilots as specified in paragraph (c)(1) of this section must include 30 additional minutes to meet the requirements in paragraph (e)(1)(i) of this section.

§ 121.429

Pilots in command: Leadership and command and mentoring training.

(a) No certificate holder may use a pilot as pilot in command in an operation under this part unless the pilot has completed the following ground training in accordance with the certificate holder's approved training program:

(1) Leadership and command training in § 121.419(c)(1) and mentoring training in § 121.419(c)(2); or

(2) Leadership and command training in § 121.420(b)(1) and mentoring training in § 121.420(b)(2).

(b) Credit for training provided by the certificate holder:

(1) The Administrator may credit leadership and command training and mentoring training completed by the pilot, with that certificate holder, after April 27, 2017, and prior to April 27, 2020, toward all or part of the training required by paragraph (a) of this section.

(2) In granting credit for the training required by paragraph (a) of this section, the Administrator may consider training aids, devices, methods, and procedures used by the certificate holder in voluntary leadership and command and mentoring instruction.

§ 121.431

Applicability.

(a) This subpart:

(1) Prescribes crewmember qualifications for all certificate holders except where otherwise specified; and

(2) Permits training center personnel authorized under part 142 of this chapter who meet the requirements of §§ 121.411 through 121.414 to provide training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) For the purpose of this subpart, the airplane groups and terms and definitions prescribed in § 121.400 and the following definitions apply:

Consolidation is the process by which a person through practice and practical experience increases proficiency in newly acquired knowledge and skills.

Line operating flight time is flight time performed in operations under this part.

Operating cycle is a complete flight segment consisting of a takeoff, climb, enroute portion, descent, and a landing.

§ 121.432

General.

(a) Except in the case of operating experience under § 121.434 and ground training for mentoring required by §§ 121.419, 121.420, 121.427, and 121.429, as applicable, a pilot who serves as second in command of an operation that requires three or more pilots must be fully qualified to act as pilot in command of that operation.

(b) No certificate holder may conduct a check or any training in operations under this part, except for the following checks and training required by this part or the certificate holder:

(1) Line checks for pilots.

(2) Flight engineer checks (except for emergency procedures), if the person being checked is qualified and current in accordance with § 121.453(a).

(3) Flight attendant training and competence checks.

(c) Except for pilot line checks and flight engineer flight checks, the person being trained or checked may not be used as a required crewmember.

§ 121.433

Training required.

(a) Initial training. No certificate holder may use any person nor may any person serve as a required crewmember on an airplane unless that person has satisfactorily completed, in a training program approved under subpart N of this part, initial ground and flight training for that type airplane and for the particular crewmember position, except as follows:

(1) Crewmembers who have qualified and served as a crewmember on another type airplane of the same group may serve in the same crewmember capacity upon completion of transition training as provided in § 121.415.

(2) Crewmembers who have qualified and served as second in command or flight engineer on a particular type airplane may serve as pilot in command or second in command, respectively, upon completion of upgrade or conversion training, as applicable, for that airplane as provided in § 121.415.

(b) Differences training. No certificate holder may use any person nor may any person serve as a required crewmember on an airplane of a type for which differences training is included in the certificate holder's approved training program unless that person has satisfactorily completed, with respect to both the crewmember position and the particular variation of the airplane in which the person serves, either initial or transition ground and flight training, or differences training, as provided in § 121.415.

(c) Recurrent training. (1) No certificate holder may use any person nor may any person serve as a required crewmember on an airplane unless, within the preceding 12 calendar months—

(i) For flight crewmembers, the person has satisfactorily completed recurrent ground and flight training for that airplane and crewmember position and a flight check as applicable;

(ii) For flight attendants and dispatchers, the person has satisfactorily completed recurrent ground training and a competence check; and

(iii) In addition, for pilots in command the person has satisfactorily completed, within the preceding 6 calendar months, recurrent flight training in addition to the recurrent flight training required in paragraph (c)(1)(i) of this section, in an airplane in which the person serves as pilot in command in operations under this part.

(2) For pilots, a proficiency check as provided in § 121.441 of this part may be substituted for the recurrent flight training required by this paragraph and the approved FFS course of training under § 121.409(b) of this part may be substituted for alternate periods of recurrent flight training required in that airplane, except as provided in paragraphs (d) and (e) of this section.

(d) Notwithstanding paragraph (c)(2) of this section, a proficiency check as provided in § 121.441 may not be substituted for the extended envelope training required by § 121.423 or training in those maneuvers and procedures set forth in a certificate holder's approved low-altitude windshear flight training program when that program is included in a recurrent flight training course as required by § 121.409(d).

§ 121.434

Operating experience, operating cycles, and consolidation of knowledge and skills.

(a) No certificate holder may use a person nor may any person serve as a required crewmember of an airplane unless the person has satisfactorily completed, on that type airplane and in that crewmember position, the operating experience, operating cycles, and the line operating flight time for consolidation of knowledge and skills, required by this section, except as follows:

(1) Crewmembers other than pilots in command may serve as provided herein for the purpose of meeting the requirements of this section.

(2) Pilots who are meeting the pilot in command requirements may serve as second in command.

(3) Separate operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills are not required for variations within the same type airplane.

(4) Deviation based upon designation of related aircraft in accordance with § 121.418(b).

(i) The Administrator may authorize a deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(ii) A request for deviation from the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills required by this section based upon a designation of related aircraft must be submitted to the Administrator. The request must include the following:

(A) Identification of aircraft operated by the certificate holder designated as related aircraft.

(B) Hours of operating experience and number of operating cycles necessary based on review of the related aircraft, the operation, and the duty position.

(C) Consolidation hours necessary based on review of the related aircraft, the operation, and the duty position.

(iii) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (a)(4).

(b) In acquiring the operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills, crewmembers must comply with the following:

(1) In the case of a flight crewmember, the person must hold the appropriate certificates and ratings for the crewmember position and the airplane, except that a pilot who is meeting the pilot in command requirements must hold the appropriate certificates and ratings for a pilot in command in the airplane.

(2) The operating experience, operating cycles, and line operating flight time for consolidation of knowledge and skills must be acquired after satisfactory completion of the appropriate ground and flight training for the particular airplane type and crewmember position.

(3) In the case of a pilot who satisfactorily completed the preflight visual inspection of an aircraft by approved pictorial means during an initial, transition, conversion, or upgrade proficiency check, the pilot must also demonstrate proficiency to a check pilot on at least one complete preflight visual inspection of the interior and exterior of a static airplane. This demonstration of proficiency must be completed by the pilot and certified by the check pilot before the completion of operating experience.

(4) The experience must be acquired inflight during operations under this part. However, in the case of an aircraft not previously used by the certificate holder in operations under this part, operating experience acquired in the aircraft during proving flights or ferry flights may be used to meet this requirement.

(c) Pilot crewmembers must acquire operating experience and operating cycles as follows:

(1) A pilot in command must—

(i) Perform the duties of a pilot in command under the supervision of a check pilot; and

(ii) For a qualifying pilot in command completing initial or upgrade training specified in § 121.424 or § 121.426, be observed in the performance of prescribed duties by an FAA inspector during at least one flight leg which includes a takeoff and landing. During the time that a qualifying pilot in command is acquiring the operating experience in paragraphs (c)(l)(i) and (ii) of this section, a check pilot who is also serving as the pilot in command must occupy a pilot station. However, in the case of a transitioning pilot in command the check pilot serving as pilot in command may occupy the observer's seat, if the transitioning pilot has made at least two takeoffs and landings in the type airplane used, and has satisfactorily demonstrated to the check pilot that he is qualified to perform the duties of a pilot in command of that type of airplane.

(2) A second in command pilot must perform the duties of a second in command under the supervision of an appropriately qualified check pilot.

(3) The hours of operating experience and operating cycles for all pilots are as follows:

(i) For initial training, 15 hours in Group I reciprocating powered airplanes, 20 hours in Group I turbopropeller powered airplanes, and 25 hours in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cycles (at least 2 as the pilot flying the airplane).

(ii) For transition training, except as provided in paragraph (c)(3)(iii) of this section, 10 hours in Group I reciprocating powered airplanes, 12 hours in Group I turbopropeller powered airplanes, 25 hours for pilots in command in Group II airplanes, and 15 hours for second in command pilots in Group II airplanes. Operating experience in both airplane groups must include at least 4 operating cycles (at least 2 as the pilot flying the airplane).

(iii) In the case of transition training where the certificate holder's approved training program includes a course of training in an FFS under § 121.409(c), each pilot in command must comply with the requirements prescribed in paragraph (c)(3)(i) of this section for initial training.

(d) A flight engineer must perform the duties of a flight engineer under the supervision of a check flight engineer or a qualified flight engineer for at least the following number of hours:

(1) Group I reciprocating powered airplanes, 8 hours.

(2) Group I turbopropeller powered airplanes, 10 hours.

(3) Group II airplanes, 12 hours.

(e) A flight attendant must, for at least 5 hours, perform the assigned duties of a flight attendant under the supervision of a flight attendant supervisor qualified under this part who personally observes the performance of these duties. However, operating experience is not required for a flight attendant who has previously acquired such experience on any large passenger carrying airplane of the same group, if the certificate holder shows that the flight attendant has received sufficient ground training for the airplane in which the flight attendant is to serve. Flight attendants receiving operating experience may not be assigned as a required crewmember. Flight attendants who have satisfactorily completed training time acquired in an approved training program conducted in a full-scale (except for length) cabin training device of the type airplane in which they are to serve may substitute this time for 50 percent of the hours required by this paragraph.

(f) Flight crewmembers may substitute one additional takeoff and landing for each hour of flight to meet the operating experience requirements of this section, up to a maximum reduction of 50% of flight hours, except those in Group II initial training, and second in command pilots in Group II transition training.

(g) Except as provided in paragraph (h) of this section, pilot in command and second in command crewmembers must each acquire at least 100 hours of line operating flight time for consolidation of knowledge and skills (including operating experience required under paragraph (c) of this section) within 120 days after the satisfactory completion of:

(1) Any part of the flight maneuvers and procedures portion of either an airline transport pilot certificate with type rating practical test or an additional type rating practical test, or

(2) A § 121.441 proficiency check.

(h) The following exceptions apply to the consolidation requirement of paragraph (g) of this section:

(1) Pilots who have qualified and served as pilot in command or second in command on a particular type airplane in operations under this part before August 25, 1995 are not required to complete line operating flight time for consolidation of knowledge and skills.

(2) Pilots who have completed the line operating flight time requirement for consolidation of knowledge and skills while serving as second in command on a particular type airplane in operations under this part after August 25, 1995 are not required to repeat the line operating flight time before serving as pilot in command on the same type airplane.

(3) If, before completing the required 100 hours of line operating flight time, a pilot serves as a pilot in another airplane type operated by the certificate holder, the pilot may not serve as a pilot in the airplane for which the pilot has newly qualified unless the pilot satifactorily completes refresher training as provided in the certificate holder's approved training program and that training is conducted by an appropriately qualified instructor or check pilot.

(4) If the required 100 hours of line operating flight time are not completed within 120 days, the certificate holder may extend the 120-day period to no more than 150 days if—

(i) The pilot continues to meet all other applicable requirements of subpart O of this part; and

(ii) On or before the 120th day the pilot satisfactorily completes refresher training conducted by an appropriately qualified instructor or check pilot as provided in the certificate holder's approved training program, or a check pilot determines that the pilot has retained an adequate level of proficiency after observing that pilot in a supervised line operating flight.

(5) The Administrator, upon application by the certificate holder, may authorize deviations from the requirements of paragraph (g) of this section, by an appropriate amendment to the operations specifications, to the extent warranted by any of the following circumstances:

(i) A newly certificated certificate holder does not employ any pilots who meet the minimum requirements of paragraph (g) of this section.

(ii) An existing certificate holder adds to its fleet an airplane type not before proven for use in its operations.

(iii) A certificate holder establishes a new domicile to which it assigns pilots who will be required to become qualified on the airplanes operated from that domicile.

(i) Notwithstanding the reductions in programmed hours permitted under §§ 121.405 and 121.409 of subpart N of this part, the hours of operating experience for crewmembers are not subject to reduction other than as provided in accordance with a deviation authorized under paragraph (a) of this section or as provided in paragraphs (e) and (f) of this section.

§ 121.435

Pilots: Operations Familiarization.

(a) Applicability. The operations familiarization requirements in paragraph (b) of this section apply to all persons newly hired by the certificate holder to serve as a pilot in part 121 operations and who began the certificate holder's basic indoctrination ground training on or after April 27, 2022. The requirements in paragraph (b) of this section also apply to all certificate holders required to comply with this subpart, except for those certificate holders operating under part 135 of this chapter that have been authorized to comply with this subpart instead of the requirements of part 135, subparts E, G, and H, pursuant to § 135.3(c), and those fractional ownership program managers operating under part 91, subpart K, of this chapter that have been authorized to comply with this subpart instead of §§ 91.1065 through 91.1107, pursuant to § 91.1063(b) of this chapter.

(b) Operations familiarization requirements. (1) No certificate holder may use, and no person may serve as, a pilot in operations under this part unless that person has completed the operations familiarization required by this paragraph (b). Operations familiarization may be completed during or after basic indoctrination training, but must be completed before the pilot begins operating experience under § 121.434.

(2) Operations familiarization must include at least two operating cycles conducted by the certificate holder in accordance with the operating rules of this part.

(3) All pilots completing operations familiarization must occupy the observer seat on the flight deck and have access to and use an operational headset.

(c) Deviation. (1) A certificate holder who operates an aircraft that does not have an observer seat on the flight deck may submit a request to the Administrator for approval of a deviation from the requirements of paragraphs (a) and (b) of this section.

(2) A request for deviation from any of the requirements in paragraphs (a) and (b) of this section must include the following information:

(i) The total number and types of aircraft operated by the certificate holder in operations under this part that do not have an observer seat on the flight deck;

(ii) The total number and types of aircraft operated by the certificate holder in operations under this part that do have an observer seat on the flight deck; and

(iii) Alternative methods for achieving the objectives of this section.

(3) A certificate holder may request an extension of a deviation issued under this section.

(4) Deviations or extensions to deviations will be issued for a period not to exceed 12 months.

§ 121.436

Pilot Qualification: Certificates and experience requirements.

(a) No certificate holder may use nor may any pilot act as pilot in command of an aircraft (or as second in command of an aircraft in a flag or supplemental operation that requires three or more pilots) unless the pilot:

(1) Holds an airline transport pilot certificate not subject to the limitations in § 61.167 of this chapter;

(2) Holds an appropriate aircraft type rating for the aircraft being flown; and

(3) If serving as pilot in command in part 121 operations, has 1,000 hours as:

(i) Second in command in operations under this part;

(ii) Pilot in command in operations under § 91.1053(a)(2)(i) of this chapter;

(iii) Pilot in command in operations under § 135.243(a)(1) of this chapter;

(iv) Pilot in command in eligible on-demand operations that require the pilot to satisfy § 135.4(a)(2)(ii)(A) of this chapter; or

(v) Any combination thereof.

(b) No certificate holder may use nor may any pilot act as second in command unless the pilot holds an airline transport pilot certificate and an appropriate aircraft type rating for the aircraft being flown. A second-in-command type rating obtained under § 61.55 does not satisfy the requirements of this section.

(c) For the purpose of satisfying the flight hour requirement in paragraph (a)(3) of this section, a pilot may credit 500 hours of military flight time provided the flight time was obtained—

(1) As pilot in command in a multiengine, turbine-powered, fixed-wing airplane or powered-lift aircraft, or any combination thereof; and

(2) In an operation requiring more than one pilot.

(d) For the purpose of satisfying the flight hour requirement in paragraph (a)(3) of this section, a pilot may credit flight time obtained as pilot in command in operations under this part prior to July 31, 2013.

(e) For those pilots who were employed as pilot in command in part 121 operations on July 31, 2013, compliance with the requirements of paragraph (a)(3) of this section is not required.

§ 121.438

Pilot operating limitations and pairing requirements.

(a) If the second in command has fewer than 100 hours of flight time as second in command in operations under this part in the type airplane being flown, and the pilot in command is not an appropriately qualified check pilot, the pilot in command must make all takeoffs and landings in the following situations:

(1) At special airports designated by the Administrator or at special airports designated by the certificate holder; and

(2) In any of the following conditions:

(i) The prevailing visibility value in the latest weather report for the airport is at or below 3/4 mile.

(ii) The runway visual range for the runway to be used is at or below 4,000 feet.

(iii) The runway to be used has water, snow, slush or similar conditions that may adversely affect airplane performance.

(iv) The braking action on the runway to be used is reported to be less than “good”.

(v) The crosswind component for the runway to be used is in excess of 15 knots.

(vi) Windshear is reported in the vicinity of the airport.

(vii) Any other condition in which the PIC determines it to be prudent to exercise the PIC's prerogative.

(b) No person may conduct operations under this part unless, for that type airplane, either the pilot in command or the second in command has at least 75 hours of line operating flight time, either as pilot in command or second in command. The Administrator may, upon application by the certificate holder, authorize deviations from the requirements of this paragraph (b) by an appropriate amendment to the operations specifications in any of the following circumstances:

(1) A newly certificated certificate holder does not employ any pilots who meet the minimum requirements of this paragraph.

(2) An existing certificate holder adds to its fleet a type airplane not before proven for use in its operations.

(3) An existing certificate holder establishes a new domicile to which it assigns pilots who will be required to become qualified on the airplanes operated from that domicile.

§ 121.439

Pilot qualification: Recent experience.

(a) No certificate holder may use any person nor may any person serve as a required pilot flightcrew member, unless within the preceding 90 days, that person has made at least three takeoffs and landings in the type airplane in which that person is to serve. The takeoffs and landings required by this paragraph may be performed in a Level B or higher FFS approved under § 121.407 to include takeoff and landing maneuvers. In addition, any person who fails to make the three required takeoffs and landings within any consecutive 90-day period must re-establish recency of experience as provided in paragraph (b) of this section.

(b) In addition to meeting all applicable training and checking requirements of this part, a required pilot flightcrew member who has not met the requirements of paragraph (a) of this section must re-establish recency of experience as follows:

(1) Under the supervision of a check pilot, make at least three takeoffs and landings in the type airplane in which that person is to serve or in a Level B or higher FFS.

(2) The takeoffs and landings required in paragraph (b)(1) of this section must include—

(i) At least one takeoff with a simulated failure of the most critical powerplant;

(ii) At least one landing from an ILS approach to the lowest ILS minimum authorized for the certificate holder; and

(iii) At least one landing to a full stop.

(c) [Reserved]

(d) When using an FFS to accomplish any of the requirements of paragraphs (a) or (b) of this section, each required flightcrew member position must be occupied by an appropriately qualified person, and the FFS must be operated as if in a normal inflight environment without use of the repositioning features of the FFS.

(e) A check pilot who observes the takeoffs and landings prescribed in paragraph (b)(1) of this section shall certify that the person being observed is proficient and qualified to perform flight duty in operations under this part and may require any additional maneuvers that are determined necessary to make this certifying statement.

(f) Deviation authority based upon designation of related aircraft in accordance with § 121.418(b).

(1) The Administrator may authorize a deviation from the requirements of paragraph (a) of this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from paragraph (a) of this section must be submitted to the Administrator. The request must include the following:

(i) Identification of aircraft operated by the certificate holder designated as related aircraft.

(ii) The number of takeoffs, landings, maneuvers, and procedures necessary to maintain or re-establish recency based on review of the related aircraft, the operation, and the duty position.

(3) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (f).

§ 121.440

Line checks.

(a) No certificate holder may use any person nor may any person serve as pilot in command of an airplane unless, within the preceding 12 calendar months, that person has passed a line check in which he satisfactorily performs the duties and responsibilities of a pilot in command in one of the types of airplanes he is to fly.

(b) A pilot in command line check for domestic and flag operations must—

(1) Be given by a check pilot who is currently qualified on both the route and the airplane; and

(2) Consist of at least one flight over a typical part of the certificate holder's route, or over a foreign or Federal airway, or over a direct route.

(c) A pilot in command line check for supplemental operations must—

(1) Be given by a check pilot who is currently qualified on the airplane; and

(2) Consist of at least one flight over a part of a Federal airway, foreign airway, or advisory route over which the pilot may be assigned.

§ 121.441

Proficiency checks.

(a) No certificate holder may use any person nor may any person serve as a required pilot flight crewmember unless that person has satisfactorily completed either a proficiency check, or an approved FFS course of training under § 121.409, as follows:

(1) For a pilot in command—

(i) A proficiency check within the preceding 12 calendar months in the aircraft type in which the person is to serve and,

(ii) In addition, within the preceding 6 calendar months, either a proficiency check or the approved FFS course of training.

(2) For all other pilots—

(i) Within the preceding 24 calendar months either a proficiency check or the line-oriented flight training course under § 121.409; and

(ii) Within the preceding 12 calendar months, either a proficiency check or any FFS training course under § 121.409

(b) Except as provided in paragraphs (c) and (d) of this section, a proficiency check must meet the following requirements:

(1) It must include at least the procedures and maneuvers set forth in appendix F to this part unless otherwise specifically provided in that appendix.

(2) It must be given by the Administrator or a check pilot.

(c) An approved FFS or FTD may be used in the conduct of a proficiency check as provided in appendix F to this part.

(d) A person giving a proficiency check may, in his or her discretion, waive any of the maneuvers or procedures for which a specific waiver authority is set forth in Appendix F of this part if the conditions in paragraphs (d)(1) through (3) of this section are satisfied:

(1) The Administrator has not specifically required the particular maneuver or procedure to be performed.

(2) The pilot being checked is, at the time of the check, employed by a certificate holder as a pilot.

(3) The pilot being checked meets one of the following conditions:

(i) The pilot is currently qualified for operations under this part in the particular type airplane and flightcrew member position.

(ii) The pilot has, within the preceding six calendar months, satisfactorily completed an approved training curriculum, except for an upgrade training curriculum in accordance with §§ 121.420 and 121.426, for the particular type airplane.

(e) If the pilot being checked fails any of the required maneuvers, the person giving the proficiency check may give additional training to the pilot during the course of the proficiency check. In addition to repeating the maneuvers failed, the person giving the proficiency check may require the pilot being checked to repeat any other maneuvers he finds are necessary to determine the pilot's proficiency. If the pilot being checked is unable to demonstrate satisfactory performance to the person conducting the check, the certificate holder may not use him nor may he serve in operations under this part until he has satisfactorily completed a proficiency check.

(f) Deviation authority based upon designation of related aircraft in accordance with § 121.418(b) of this part.

(1) The Administrator may authorize a deviation from the proficiency check requirements of paragraphs (a), (b)(1), and (c) of this section based upon a designation of related aircraft in accordance with § 121.418(b) of this part and a determination that the certificate holder can demonstrate an equivalent level of safety.

(2) A request for deviation from paragraphs (a), (b)(1), and (c) of this section must be submitted to the Administrator. The request must include the following:

(i) Identification of aircraft operated by the certificate holder designated as related aircraft.

(ii) Based on review of the related aircraft, the operation, and the duty position:

(A) For recurrent proficiency checks, the frequency of the related aircraft proficiency check, the maneuvers and procedures to be included in the related aircraft proficiency check, and the level of FSTD to be used for each maneuver and procedure.

(B) For qualification proficiency checks, the maneuvers and procedures to be included in the related aircraft proficiency check and the level of FSTD to be used for each maneuver and procedure.

(3) The administrator may, at any time, terminate a grant of deviation authority issued under this paragraph (f).

§ 121.443

Pilot in command qualification: Route and airports.

(a) Each certificate holder shall provide a system acceptable to the Administrator for disseminating the information required by paragraph (b) of this section to the pilot in command and appropriate flight operation personnel. The system must also provide an acceptable means for showing compliance with § 121.445.

(b) No certificate holder may use any person, nor may any person serve, as pilot in command unless the certificate holder has provided that person current information concerning the following subjects pertinent to the areas over which that person is to serve, and to each airport and terminal area into which that person is to operate, and ensures that that person has adequate knowledge of, and the ability to use, the information:

(1) Weather characteristics appropriate to the season.

(2) Navigation facilities.

(3) Communication procedures, including airport visual aids.

(4) Kinds of terrain and obstructions.

(5) Minimum safe flight levels.

(6) En route and terminal area arrival and departure procedures, holding procedures and authorized instrument approach procedures for the airports involved.

(7) Congested areas and physical layout of each airport in the terminal area in which the pilot will operate.

(8) Notices to Airmen.

§ 121.445

Pilot in command airport qualification: Special areas and airports.

(a) The Administrator may determine that certain airports (due to items such as surrounding terrain, obstructions, or complex approach or departure procedures) are special airports requiring special airport qualifications and that certain areas or routes, or both, require a special type of navigation qualification.

(b) Except as provided in paragraph (c) of this section, no certificate holder may use any person, nor may any person serve, as pilot in command to or from an airport determined to require special airport qualifications unless, within the preceding 12 calendar months:

(1) The pilot in command or second in command has made an entry to that airport (including a takeoff and landing) while serving as a pilot flight crewmember; or

(2) The pilot in command has qualified by using pictorial means acceptable to the Administrator for that airport.

(c) Paragraph (b) of this section does not apply when an entry to that airport (including a takeoff or a landing) is being made if the ceiling at that airport is at least 1,000 feet above the lowest MEA or MOCA, or initial approach altitude prescribed for the instrument approach procedure for that airport, and the visibility at that airport is at least 3 miles.

(d) No certificate holder may use any person, nor may any person serve, as pilot in command between terminals over a route or area that requires a special type of navigation qualification unless, within the preceding 12 calendar months, that person has demonstrated qualification on the applicable navigation system in a manner acceptable to the Administrator, by one of the following methods:

(1) By flying over a route or area as pilot in command using the applicable special type of navigation system.

(2) By flying over a route or area as pilot in command under the supervision of a check pilot using the special type of navigation system.

(3) By completing the training program requirements of appendix G of this part.

§ 121.447

§ 121.453

Flight engineer qualifications.

(a) No certificate holder may use any person nor may any person serve as a flight engineer on an airplane unless, within the preceding 6 calendar months, he has had at least 50 hours of flight time as a flight engineer on that type airplane or the certificate holder or the Administrator has checked him on that type airplane and determined that he is familiar and competent with all essential current information and operating procedures.

(b) A flight check given in accordance with § 121.425(a)(2) satisfies the requirements of paragraph (a) of this section.

§§ 121.455-121.459

§ 121.461

Applicability.

This subpart prescribes—

(a) Qualifications and duty time limitations for aircraft dispatchers for certificate holders conducting domestic flag operations; and

(b) Duty period limitations and rest requirements for flight attendants used by certificate holders conducting domestic, flag, or supplemental operations.

§ 121.463

Aircraft dispatcher qualifications.

(a) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a particular airplane group unless that person has, with respect to an airplane of that group, satisfactorily completed the following:

(1) Initial dispatcher training, except that a person who has satisfactorily completed such training for another type airplane of the same group need only complete the appropriate transition training.

(2) Operating familiarization consisting of at least 5 hours observing operations under this part from the flight deck or, for airplanes without an observer seat on the flight deck, from a forward passenger seat with headset or speaker. This requirement may be reduced to a minimum of 2 1/2 hours by the substitution of one additional takeoff and landing for an hour of flight. A person may serve as an aircraft dispatcher without meeting the requirement of this paragraph (a) for 90 days after initial introduction of the airplane into operations under this part.

(b) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher for a particular type airplane unless that person has, with respect to that airplane, satisfactorily completed differences training, if applicable.

(c) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve, as an aircraft dispatcher unless within the preceding 12 calendar months the aircraft dispatcher has satisfactorily completed operating familiarization consisting of at least 5 hours observing operations under this part, in one of the types of airplanes in each group to be dispatched. This observation shall be made from the flight deck or, for airplanes without an observer seat on the flight deck, from a forward passenger seat with headset or speaker. The requirement of paragraph (a) of this section may be reduced to a minimum of 2 1/2 hours by the substitution of one additional takeoff and landing for an hour of flight. The requirement of this paragraph may be satisfied by observation of 5 hours of simulator training for each airplane group in one of the simulators approved under § 121.407 for the group. However, if the requirement of paragraph (a) is met by the use of a simulator, no reduction in hours is permitted.

(d) No certificate holder conducting domestic or flag operations may use any person, nor may any person serve as an aircraft dispatcher to dispatch airplanes in operations under this part unless the certificate holder has determined that he is familiar with all essential operating procedures for that segment of the operation over which he exercises dispatch jurisdiction. However, a dispatcher who is qualified to dispatch airplanes through one segment of an operation may dispatch airplanes through other segments of the operation after coordinating with dispatchers who are qualified to dispatch airplanes through those other segments.

(e) For the purposes of this section, the airplane groups, terms, and definitions in § 121.400 apply.

§ 121.465

Aircraft dispatcher duty time limitations: Domestic and flag operations.

(a) Each certificate holder conducting domestic or flag operations shall establish the daily duty period for a dispatcher so that it begins at a time that allows him or her to become thoroughly familiar with existing and anticipated weather conditions along the route before he or she dispatches any airplane. He or she shall remain on duty until each airplane dispatched by him or her has completed its flight, or has gone beyond his or her jurisdiction, or until he or she is relieved by another qualified dispatcher.

(b) Except in cases where circumstances or emergency conditions beyond the control of the certificate holder require otherwise—

(1) No certificate holder conducting domestic or flag operations may schedule a dispatcher for more than 10 consecutive hours of duty;

(2) If a dispatcher is scheduled for more than 10 hours of duty in 24 consecutive hours, the certificate holder shall provide him or her a rest period of at least eight hours at or before the end of 10 hours of duty.

(3) Each dispatcher must be relieved of all duty with the certificate holder for at least 24 consecutive hours during any seven consecutive days or the equivalent thereof within any calendar month.

(c) Notwithstanding paragraphs (a) and (b) of this section, a certificate holder conducting flag operations may, if authorized by the Administrator, schedule an aircraft dispatcher at a duty station outside of the 48 contiguous States and the District of Columbia, for more than 10 consecutive hours of duty in a 24-hour period if that aircraft dispatcher is relieved of all duty with the certificate holder for at least eight hours during each 24-hour period.

§ 121.467

Flight attendant duty period limitations and rest requirements: Domestic, flag, and supplemental operations.

(a) For purposes of this section—

Calendar day means the period of elapsed time, using Coordinated Universal Time or local time, that begins at midnight and ends 24 hours later at the next midnight.

Duty period means the period of elapsed time between reporting for an assignment involving flight time and release from that assignment by the certificate holder conducting domestic, flag, or supplemental operations. The time is calculated using either Coordinated Universal Time or local time to reflect the total elapsed time.

Flight attendant means an individual, other than a flight crewmember, who is assigned by a certificate holder conducting domestic, flag, or supplemental operations, in accordance with the required minimum crew complement under the certificate holder's operations specifications or in addition to that minimum complement, to duty in an aircraft during flight time and whose duties include but are not necessarily limited to cabin-safety-related responsibilities.

Rest period means the period free of all restraint or duty for a certificate holder conducting domestic, flag, or supplemental operations and free of all responsibility for work or duty should the occasion arise.

(b) Except as provided in paragraph (c) of this section, a certificate holder conducting domestic, flag, or supplemental operations may assign a duty period to a flight attendant only when the applicable duty period limitations and rest requirements of this paragraph are met.

(1) Except as provided in paragraphs (b)(4), (b)(5), and (b)(6) of this section, no certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 14 hours.

(2) A flight attendant scheduled to a duty period of 14 hours or less as provided under paragraph (b)(1) of this section must be given a scheduled rest period of at least 10 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(3) The rest period required under paragraph (b)(2) of this section may not be reduced to less than 10 consecutive hours.

(4) A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 14 hours, but no more than 16 hours, if the certificate holder has assigned to the flight or flights in that duty period at least one flight attendant in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

(5) A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 16 hours, but no more than 18 hours, if the certificate holder has assigned to the flight or flights in that duty period at least two flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

(6) A certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to a scheduled duty period of more than 18 hours, but no more than 20 hours, if the scheduled duty period includes one or more flights that land or take off outside the 48 contiguous states and the District of Columbia, and if the certificate holder has assigned to the flight or flights in that duty period at least three flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the domestic certificate holder's operations specifications.

(7) Except as provided in paragraph (b)(8) of this section, a flight attendant scheduled to a duty period of more than 14 hours but no more than 20 hours, as provided in paragraphs (b)(4), (b)(5), and (b)(6) of this section, must be given a scheduled rest period of at least 12 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(8) The rest period required under paragraph (b)(7) of this section may be scheduled or reduced to 10 consecutive hours if the flight attendant is provided a subsequent rest period of at least 14 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(9) Notwithstanding paragraphs (b)(4), (b)(5), and (b)(6) of this section, if a certificate holder conducting domestic, flag, or supplemental operations elects to reduce the rest period to 10 hours as authorized by paragraph (b)(8) of this section, the certificate holder may not schedule a flight attendant for a duty period of more than 14 hours during the 24-hour period commencing after the beginning of the reduced rest period.

(10) No certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant any duty period with the certificate holder unless the flight attendant has had at least the minimum rest required under this section.

(11) No certificate holder conducting domestic, flag, or supplemental operations may assign a flight attendant to perform any duty with the certificate holder during any required rest period.

(12) Time spent in transportation, not local in character, that a certificate holder conducting domestic, flag, or supplemental operations requires of a flight attendant and provides to transport the flight attendant to an airport at which that flight attendant is to serve on a flight as a crewmember, or from an airport at which the flight attendant was relieved from duty to return to the flight attendant's home station, is not considered part of a rest period.

(13) Each certificate holder conducting domestic, flag, or supplemental operations must relieve each flight attendant engaged in air transportation and each commercial operator must relieve each flight attendant engaged in air commerce from all further duty for at least 24 consecutive hours during any 7 consecutive calendar days.

(14) A flight attendant is not considered to be scheduled for duty in excess of duty period limitations if the flights to which the flight attendant is assigned are scheduled and normally terminate within the limitations but due to circumstances beyond the control of the certificate holder conducting domestic, flag, or supplemental operations (such as adverse weather conditions) are not at the time of departure expected to reach their destination within the scheduled time.

(c) Notwithstanding paragraph (b) of this section, a certificate holder conducting domestic, flag, or supplemental operations may apply the flightcrew member flight time and duty limitations and rest requirements of part 117 of this chapter to flight attendants for all operations conducted under this part provided that—

(1) The certificate holder establishes written procedures that—

(i) Apply to all flight attendants used in the certificate holder's operation;

(ii) Include the flightcrew member requirements contained in part 117, as appropriate to the operation being conducted, except that rest facilities on board the aircraft are not required;

(iii) Include provisions to add one flight attendant to the minimum flight attendant complement for each flightcrew member who is in excess of the minimum number required in the aircraft type certificate data sheet and who is assigned to the aircraft under the provisions of part 117, as applicable, of this part;

(iv) Are approved by the Administrator and are described or referenced in the certificate holder's operations specifications; and

(2) Whenever the Administrator finds that revisions are necessary for the continued adequacy of the written procedures that are required by paragraph (c)(1) of this section and that had been granted final approval, the certificate holder must, after notification by the Administrator, make any changes in the procedures that are found necessary by the Administrator. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice, pending decision by the Administrator. However, if the Administrator finds that an emergency requires immediate action in the interest of safety, the Administrator may, upon a statement of the reasons, require a change effective without stay.

§ 121.470

Applicability.

This subpart prescribes flight time limitations and rest requirements for domestic all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) Certificate holders conducting scheduled operations entirely within the States of Alaska or Hawaii with aircraft having a passenger seat configuration of more than 30 seats, excluding each crewmember seat, or a payload capacity of more than 7,500 pounds, may comply with the requirements of this subpart or subpart R of this part for those operations.

(c) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) Cargo operations conducted under contract to a U.S. government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (c)(1) and (c)(2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.471

Flight time limitations and rest requirements: All flight crewmembers.

(a) No certificate holder conducting domestic operations may schedule any flight crewmember and no flight crewmember may accept an assignment for flight time in scheduled air transportation or in other commercial flying if that crewmember's total flight time in all commercial flying will exceed—

(1) 1,000 hours in any calendar year;

(2) 100 hours in any calendar month;

(3) 30 hours in any 7 consecutive days;

(4) 8 hours between required rest periods.

(b) Except as provided in paragraph (c) of this section, no certificate holder conducting domestic operations may schedule a flight crewmember and no flight crewmember may accept an assignment for flight time during the 24 consecutive hours preceding the scheduled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:

(1) 9 consecutive hours of rest for less than 8 hours of scheduled flight time.

(2) 10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight time.

(3) 11 consecutive hours of rest for 9 or more hours of scheduled flight time.

(c) A certificate holder may schedule a flight crewmember for less than the rest required in paragraph (b) of this section or may reduce a scheduled rest under the following conditions:

(1) A rest required under paragraph (b)(1) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 10 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(2) A rest required under paragraph (b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(3) A rest required under paragraph (b)(3) of this section may be scheduled for or reduced to a minimum of 9 hours if the flight crewmember is given a rest period of at least 12 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(4) No certificate holder may assign, nor may any flight crewmember perform any flight time with the certificate holder unless the flight crewmember has had at least the minimum rest required under this paragraph.

(d) Each certificate holder conducting domestic operations shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 24 consecutive hours during any 7 consecutive days.

(e) No certificate holder conducting domestic operations may assign any flight crewmember and no flight crewmember may accept assignment to any duty with the air carrier during any required rest period.

(f) Time spent in transportation, not local in character, that a certificate holder requires of a flight crewmember and provides to transport the crewmember to an airport at which he is to serve on a flight as a crewmember, or from an airport at which he was relieved from duty to return to his home station, is not considered part of a rest period.

(g) A flight crewmember is not considered to be scheduled for flight time in excess of flight time limitations if the flights to which he is assigned are scheduled and normally terminate within the limitations, but due to circumstances beyond the control of the certificate holder (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the scheduled time.

§ 121.473

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.480

Applicability.

This subpart prescribes flight time limitations and rest requirements for flag all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted under contract to a U.S. government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (b)(1) and (b) (2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.481

Flight time limitations: One or two pilot crews.

(a) A certificate holder conducting flag operations may schedule a pilot to fly in an airplane that has a crew of one or two pilots for eight hours or less during any 24 consecutive hours without a rest period during these eight hours.

(b) If a certificate holder conducting flag operations schedules a pilot to fly more than eight hours during any 24 consecutive hours, it shall give him an intervening rest period, at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. The certificate holder shall relieve that pilot of all duty with it during that rest period.

(c) Each pilot who has flown more than eight hours during 24 consecutive hours must be given at least 18 hours of rest before being assigned to any duty with the certificate holder.

(d) No pilot may fly more than 32 hours during any seven consecutive days, and each pilot must be relieved from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

(e) No pilot may fly as a member of a crew more than 100 hours during any one calendar month.

(f) No pilot may fly as a member of a crew more than 1,000 hours during any 12-calendar-month period.

§ 121.483

Flight time limitations: Two pilots and one additional flight crewmember.

(a) No certificate holder conducting flag operations may schedule a pilot to fly, in an airplane that has a crew of two pilots and at least one additional flight crewmember, for a total of more than 12 hours during any 24 consecutive hours.

(b) If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the air carrier. In any case, he must be given at least 24 consecutive hours of rest during any seven consecutive days.

(c) No pilot may fly as a flight crewmember more than—

(1) 120 hours during any 30 consecutive days;

(2) 300 hours during any 90 consecutive days; or

(3) 1,000 hours during any 12-calendar-month period.

§ 121.485

Flight time limitations: Three or more pilots and an additional flight crewmember.

(a) Each certificate holder conducting flag operations shall schedule its flight hours to provide adequate rest periods on the ground for each pilot who is away from his base and who is a pilot on an airplane that has a crew of three or more pilots and an additional flight crewmember. It shall also provide adequate sleeping quarters on the airplane whenever a pilot is scheduled to fly more than 12 hours during any 24 consecutive hours.

(b) The certificate holder conducting flag operations shall give each pilot, upon return to his base from any flight or series of flights, a rest period that is at least twice the total number of hours he flew since the last rest period at his base. During the rest period required by this paragraph, the air carrier may not require him to perform any duty for it. If the required rest period is more than seven days, that part of the rest period in excess of seven days may be given at any time before the pilot is again scheduled for flight duty on any route.

(c) No pilot may fly as a flight crewmember more than—

(1) 350 hours during any 90 consecutive days; or

(2) 1,000 hours during any 12-calendar-month period.

§ 121.487

Flight time limitations: Pilots not regularly assigned.

(a) Except as provided in paragraphs (b) through (e) of this section, a pilot who is not regularly assigned as a flight crewmember for an entire calendar month under § 121.483 or 121.485 may not fly more than 100 hours in any 30 consecutive days.

(b) The monthly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of two or more pilots and an additional flight crewmember, are those set forth in § 121.481.

(c) Except for a pilot covered by paragraph (b) of this section, the monthly and quarterly flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in any calendar month, or whose assignment in such a crew is interrupted more than once in that calendar month by assignment to a crew consisting of three pilots and additional flight crewmember, are those set forth in § 121.483.

(d) The quarterly flight time limitations for a pilot to whom paragraphs (b) and (c) of this section do not apply and who is scheduled for duty aloft for a total of not more than 20 hours within any calendar month in two-pilot crews (with or without additional flight crewmembers) are those set forth in § 121.485.

(e) The monthly and quarterly flight time limitations for a pilot assigned to each of two-pilot, two-pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in a given calendar month, and who is not subject to paragraph (b), (c), or (d) of this section, are those set forth in § 121.483.

§ 121.489

Flight time limitations: Other commercial flying.

No pilot that is employed as a pilot by a certificate holder conducting flag operations may do any other commercial flying if that commercial flying plus his flying in air transportation will exceed any flight time limitation in this part.

§ 121.491

Flight time limitations: Deadhead transportation.

Time spent in deadhead transportation to or from duty assignment is not considered to be a part of a rest period.

§ 121.493

Flight time limitations: Flight engineers and flight navigators.

(a) In any operation in which one flight engineer or flight navigator is required, the flight time limitations in § 121.483 apply to that flight engineer or flight navigator.

(b) In any operation in which more than one flight engineer or flight navigator is required, the flight time limitations in § 121.485 apply to those flight engineers or flight navigators.

§ 121.495

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.500

Applicability.

This subpart prescribes flight time limitations and rest requirements for supplemental all-cargo operations, except that:

(a) Certificate holders conducting operations with aircraft having a passenger seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pound or less, may comply with the applicable requirements of §§ 135.261 through 135.273 of this chapter.

(b) A certificate holder may apply the flightcrew member flight time and duty limitations and requirements of part 117 of this chapter. A certificate holder may choose to apply part 117 to its—

(1) All-cargo operations conducted under contract to a U.S. Government agency.

(2) All-cargo operations not conducted under contract to a U.S. Government agency,

(3) A certificate holder may elect to treat operations in paragraphs (b)(1) and (b)(2) of this section differently but, once having decided to conduct those operations under part 117, may not segregate those operations between this subpart and part 117.

§ 121.503

Flight time limitations: Pilots: airplanes.

(a) A certificate holder conducting supplemental operations may schedule a pilot to fly in an airplane for eight hours or less during any 24 consecutive hours without a rest period during those eight hours.

(b) Each pilot who has flown more than eight hours during any 24 consecutive hours must be given at least 16 hours of rest before being assigned to any duty with the certificate holder.

(c) Each certificate holder conducting supplemental operations shall relieve each pilot from all duty for at least 24 consecutive hours at least once during any seven consecutive days.

(d) No pilot may fly as a crewmember in air transportation more than 100 hours during any 30 consecutive days.

(e) No pilot may fly as a crewmember in air transportation more than 1,000 hours during any calendar year.

(f) Notwithstanding paragraph (a) of this section, the certificate holder may, in conducting a transcontinental nonstop flight, schedule a flight crewmember for more than eight but not more than 10 hours of continuous duty aloft without an intervening rest period, if—

(1) The flight is in an airplane with a pressurization system that is operative at the beginning of the flight;

(2) The flight crew consists of at least two pilots and a flight engineer; and

(3) The certificate holder uses, in conducting the operation, an air/ground communication service that is independent of systems operated by the United States, and a dispatch organization, both of which are approved by the Administrator as adequate to serve the terminal points concerned.

§ 121.505

Flight time limitations: Two pilot crews: airplanes.

(a) If a certificate holder conducting supplemental operations schedules a pilot to fly more than eight hours during any 24 consecutive hours, it shall give him an intervening rest period at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. The certificate holder conducting supplemental operations shall relieve that pilot of all duty with it during that rest period.

(b) No pilot of an airplane that has a crew of two pilots may be on duty for more than 16 hours during any 24 consecutive hours.

§ 121.507

Flight time limitations: Three pilot crews: airplanes.

(a) No certificate holder conducting supplemental operations may schedule a pilot—

(1) For flight deck duty in an airplane that has a crew of three pilots for more than eight hours in any 24 consecutive hours; or

(2) To be aloft in an airplane that has a crew of three pilot for more than 12 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a crew of three pilots may be on duty for more than 18 hours in any 24 consecutive hours.

§ 121.509

Flight time limitations: Four pilot crews: airplanes.

(a) No certificate holder conducting supplemental operations may schedule a pilot—

(1) For flight deck duty in an airplane that has a crew of four pilots for more than eight hours in any 24 consecutive hours; or

(2) To be aloft in an airplane that has a crew of four pilots for more than 16 hours in any 24 consecutive hours.

(b) No pilot of an airplane that has a crew of four pilots may be on duty for more than 20 hours in any 24 consecutive hours.

§ 121.511

Flight time limitations: Flight engineers: airplanes.

(a) In any operation in which one flight engineer is serving the flight time limitations in §§ 121.503 and 121.505 apply to that flight engineer.

(b) In any operation in which more than one flight engineer is serving and the flight crew contains more than two pilots the flight time limitations in § 121.509 apply in place of those in § 121.505.

§ 121.513

Flight time limitations: Overseas and international operations: airplanes.

In place of the flight time limitations in §§ 121.503 through 121.511, a certificate holder conducting supplemental operations may elect to comply with the flight time limitations of §§ 121.515 and 121.521 through 121.525 for operations conducted—

(a) Between a place in the 48 contiguous States and the District of Columbia, or Alaska, and any place outside thereof;

(b) Between any two places outside the 48 contiguous States, the District of Columbia, and Alaska; or

(c) Between two places within the State of Alaska or the State of Hawaii.

§ 121.515

Flight time limitations: All airmen: airplanes.

No airman may be aloft as a flight crewmember more than 1,000 hours in any 12-calendar-month period.

§ 121.517

Flight time limitations: Other commercial flying: airplanes.

No airman who is employed by a certificate holder conducting supplemental operations may do any other commercial flying, if that commercial flying plus his flying in operations under this part will exceed any flight time limitation in this part.

§ 121.519

Flight time limitations: Deadhead transportation: airplanes.

Time spent by an airman in deadhead transportation to or from a duty assignment is not considered to be part of any rest period.

§ 121.521

Flight time limitations: Crew of two pilots and one additional airman as required.

(a) No certificate holder conducting supplemental operations may schedule an airman to be aloft as a member of the flight crew in an airplane that has a crew of two pilots and at least one additional flight crewmember for more than 12 hours during any 24 consecutive hours.

(b) If an airman has been aloft as a member of a flight crew for 20 or more hours during any 48 consecutive hours or 24 or more hours during any 72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with the certificate holder. In any case, he must be relieved of all duty for at least 24 consecutive hours during any seven consecutive days.

(c) No airman may be aloft as a flight crewmember more than—

(1) 120 hours during any 30 consecutive days; or

(2) 300 hours during any 90 consecutive days.

§ 121.523

Flight time limitations: Crew of three or more pilots and additional airmen as required.

(a) No certificate holder conducting supplemental operations may schedule an airman for flight deck duty as a flight engineer, or navigator in a crew of three or more pilots and additional airmen for a total of more than 12 hours during any 24 consecutive hours.

(b) Each certificate holder conducting supplemental operations shall schedule its flight hours to provide adequate rest periods on the ground for each airman who is away from his principal operations base. It shall also provide adequate sleeping quarters on the airplane whenever an airman is scheduled to be aloft as a flight crewmember for more than 12 hours during any 24 consecutive hours.

(c) No certificate holder conducting supplemental operations may schedule any flight crewmember to be on continuous duty for more than 30 hours. Such a crewmember is considered to be on continuous duty from the time he reports for duty until the time he is released from duty for a rest period of at least 10 hours on the ground. If a flight crewmember is on continuous duty for more than 24 hours (whether scheduled or not) during any scheduled duty period, he must be given at least 16 hours for rest on the ground after completing the last flight scheduled for that scheduled duty period before being assigned any further flight duty.

(d) If a flight crewmember is required to engage in deadhead transportation for more than four hours before beginning flight duty, one half of the time spent in deadhead transportation must be treated as duty time for the purpose of complying with duty time limitations, unless he is given at least 10 hours of rest on the ground before being assigned to flight duty.

(e) Each certificate holder conducting supplemental operations shall give each airman, upon return to his operations base from any flight or series of flights, a rest period that is at least twice the total number of hours he was aloft as a flight crewmember since the last rest period at his base, before assigning him to any further duty. If the required rest period is more than seven days, that part of the rest period that is more than seven days may be given at any time before the pilot is again scheduled for flight duty.

(f) No airman may be aloft as a flight crewmember for more than 350 hours in any 90 consecutive days.

§ 121.525

Flight time limitations: Pilots serving in more than one kind of flight crew.

(a) This section applies to each pilot assigned during any 30 consecutive days to more than one type of flight crew.

(b) The flight time limitations for a pilot who is scheduled for duty aloft for more than 20 hours in two-pilot crews in 30 consecutive days, or whose assignment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew of two or more pilots and an additional flight crewmember, are those listed in §§ 121.503 through 121.509, as appropriate.

(c) Except for a pilot covered by paragraph (b) of this section, the flight time limitations for a pilot scheduled for duty aloft for more than 20 hours in two-pilot and additional flight crewmember crews in 30 consecutive days or whose assignment in such a crew is interrupted more than once in any 30 consecutive days by assignment to a crew consisting of three pilots and an additional flight crewmember, are those set forth in § 121.521.

(d) The flight time limitations for a pilot to whom paragraphs (b) and (c) of this section do not apply, and who is scheduled for duty aloft for a total of not more than 20 hours within 30 consecutive days in two-pilot crews (with or without additional flight crewmembers) are those set forth in § 121.523.

(e) The flight time limitations for a pilot assigned to each of two-pilot, two-pilot and additional flight crewmember, and three-pilot and additional flight crewmember crews in 30 consecutive days, and who is not subject to paragraph (b), (c), or (d) of this section, are those listed in § 121.523.

§ 121.527

Fatigue risk management system.

(a) No certificate holder may exceed any provision of this subpart unless approved by the FAA under a Fatigue Risk Management System.

(b) The Fatigue Risk Management System must include:

(1) A fatigue risk management policy.

(2) An education and awareness training program.

(3) A fatigue reporting system.

(4) A system for monitoring flightcrew fatigue.

(5) An incident reporting process.

(6) A performance evaluation.

§ 121.531

Applicability.

This subpart prescribes requirements for flight operations applicable to all certificate holders, except where otherwise specified.

§ 121.533

Responsibility for operational control: Domestic operations.

(a) Each certificate holder conducting domestic operations is responsible for operational control.

(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.

(c) The aircraft dispatcher is responsible for—

(1) Monitoring the progress of each flight;

(2) Issuing necessary information for the safety of the flight; and

(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.

(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

§ 121.535

Responsibility for operational control: Flag operations.

(a) Each certificate holder conducting flag operations is responsible for operational control.

(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.

(c) The aircraft dispatcher is responsible for—

(1) Monitoring the progress of each flight;

(2) Issuing necessary instructions and information for the safety of the flight; and

(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.

(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

(f) No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or property.

§ 121.537

Responsibility for operational control: Supplemental operations.

(a) Each certificate holder conducting supplemental operations—

(1) Is responsible for operational control; and

(2) Shall list each person authorized by it to exercise operational control in its operator's manual.

(b) The pilot in command and the director of operations are jointly responsible for the initiation, continuation, diversion, and termination of a flight in compliance with this chapter and the operations specifications. The director of operations may delegate the functions for the initiation, continuation, diversion, and termination of a flight but he may not delegate the responsibility for those functions.

(c) The director of operations is responsible for cancelling, diverting, or delaying a flight if in his opinion or the opinion of the pilot in command the flight cannot operate or continue to operate safely as planned or released. The director of operations is responsible for assuring that each flight is monitored with respect to at least the following:

(1) Departure of the flight from the place of origin and arrival at the place of destination, including intermediate stops and any diversions therefrom.

(2) Maintenance and mechanical delays encountered at places of origin and destination and intermediate stops.

(3) Any known conditions that may adversely affect the safety of flight.

(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and aircraft. The pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.

(e) Each pilot in command of an aircraft is responsible for the preflight planning and the operation of the flight in compliance with this chapter and the operations specifications.

(f) No pilot may operate an aircraft, in a careless or reckless manner, so as to endanger life or property.

§ 121.538

Aircraft security.

Certificate holders conducting operations under this part must comply with the applicable security requirements in 49 CFR chapter XII.

§ 121.539

Operations notices.

Each certificate holder shall notify its appropriate operations personnel of each change in equipment and operating procedures, including each known change in the use of navigation aids, airports, air traffic control procedures and regulations, local airport traffic control rules, and known hazards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigation facilities.

§ 121.541

Operations schedules: Domestic and flag operations.

In establishing flight operations schedules, each certificate holder conducting domestic or flag operations shall allow enough time for the proper servicing of aircraft at intermediate stops, and shall consider the prevailing winds en route and the cruising speed of the type of aircraft used. This cruising speed may not be more than that resulting from the specified cruising output of the engines.

§ 121.542

Flight crewmember duties.

(a) No certificate holder shall require, nor may any flight crewmember perform, any duties during a critical phase of flight except those duties required for the safe operation of the aircraft. Duties such as company required calls made for such nonsafety related purposes as ordering galley supplies and confirming passenger connections, announcements made to passengers promoting the air carrier or pointing out sights of interest, and filling out company payroll and related records are not required for the safe operation of the aircraft.

(b) No flight crewmember may engage in, nor may any pilot in command permit, any activity during a critical phase of flight which could distract any flight crewmember from the performance of his or her duties or which could interfere in any way with the proper conduct of those duties. Activities such as eating meals, engaging in nonessential conversations within the cockpit and nonessential communications between the cabin and cockpit crews, and reading publications not related to the proper conduct of the flight are not required for the safe operation of the aircraft.

(c) For the purposes of this section, critical phases of flight includes all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

(d) During all flight time as defined in 14 CFR 1.1, no flight crewmember may use, nor may any pilot in command permit the use of, a personal wireless communications device (as defined in 49 U.S.C. 44732(d)) or laptop computer while at a flight crewmember duty station unless the purpose is directly related to operation of the aircraft, or for emergency, safety-related, or employment-related communications, in accordance with air carrier procedures approved by the Administrator.

§ 121.543

Flight crewmembers at controls.

(a) Except as provided in paragraph (b) of this section, each required flight crewmember on flight deck duty must remain at the assigned duty station with seat belt fastened while the aircraft is taking off or landing, and while it is en route.

(b) A required flight crewmember may leave the assigned duty station—

(1) If the crewmember's absence is necessary for the performance of duties in connection with the operation of the aircraft;

(2) If the crewmember's absence is in connection with physiological needs; or

(3) If the crewmember is taking a rest period, and relief is provided—

(i) In the case of the assigned pilot in command during the en route cruise portion of the flight, by a pilot who holds an airline transport pilot certificate not subject to the limitations in § 61.167 of this chapter and an appropriate type rating, is currently qualified as pilot in command or second in command, and is qualified as pilot in command of that aircraft during the en route cruise portion of the flight. A second in command qualified to act as a pilot in command en route need not have completed the following pilot in command requirements: The 6-month recurrent flight training required by § 121.433(c)(1)(iii); the operating experience required by § 121.434; the takeoffs and landings required by § 121.439; the line check required by § 121.440; and the 6-month proficiency check or simulator training required by § 121.441(a)(1); and

(ii) In the case of the assigned second in command, by a pilot qualified to act as second in command of that aircraft during en route operations. However, the relief pilot need not meet the recent experience requirements of § 121.439(b).

§ 121.544

Pilot monitoring.

Each pilot who is seated at the pilot controls of the aircraft while not flying the aircraft must accomplish pilot monitoring duties as appropriate in accordance with the certificate holder's procedures contained in the manual required by § 121.133.

§ 121.545

Manipulation of controls.

No pilot in command may allow any person to manipulate the controls of an aircraft during flight nor may any person manipulate the controls during flight unless that person is—

(a) A qualified pilot of the certificate holder operating that aircraft.

(b) An authorized pilot safety representative of the Administrator or of the National Transportation Safety Board who has the permission of the pilot in command, is qualified in the aircraft, and is checking flight operations; or

(c) A pilot of another certificate holder who has the permission of the pilot in command, is qualified in the aircraft, and is authorized by the certificate holder operating the aircraft.

§ 121.547

Admission to flight deck.

(a) No person may admit any person to the flight deck of an aircraft unless the person being admitted is—

(1) A crewmember;

(2) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties;

(3) Any person who—

(i) Has permission of the pilot in command, an appropriate management official of the part 119 certificate holder, and the Administrator; and

(ii) Is an employee of—

(A) The United States, or

(B) A part 119 certificate holder and whose duties are such that admission to the flightdeck is necessary or advantageous for safe operation; or

(C) An aeronautical enterprise certificated by the Administrator and whose duties are such that admission to the flightdeck is necessary or advantageous for safe operation.

(4) Any person who has the permission of the pilot in command, an appropriate management official of the part 119 certificate holder and the Administrator. Paragraph (a)(2) of this section does not limit the emergency authority of the pilot in command to exclude any person from the flightdeck in the interests of safety.

(b) For the purposes of paragraph (a)(3) of this section, employees of the United States who deal responsibly with matters relating to safety and employees of the certificate holder whose efficiency would be increased by familiarity with flight conditions, may be admitted by the certificate holder. However, the certificate holder may not admit employees of traffic, sales, or other departments that are not directly related to flight operations, unless they are eligible under paragraph (a)(4) of this section.

(c) No person may admit any person to the flight deck unless there is a seat available for his use in the passenger compartment, except—

(1) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or authorized representative of the Administrator or National Transportation Safety Board who is checking or observing flight operations;

(2) An air traffic controller who is authorized by the Administrator to observe ATC procedures;

(3) A certificated airman employed by the certificate holder whose duties require an airman certificate;

(4) A certificated airman employed by another part 119 certificate holder whose duties with that part 119 certificate holder require an airman certificate and who is authorized by the part 119 certificate holder operating the aircraft to make specific trips over a route;

(5) An employee of the part 119 certificate holder operating the aircraft whose duty is directly related to the conduct or planning of flight operations or the in-flight monitoring of aircraft equipment or operating procedures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by a responsible supervisor, listed in the Operations Manual as having that authority; and

(6) A technical representative of the manufacturer of the aircraft or its components whose duties are directly related to the in-flight monitoring of aircraft equipment or operating procedures, if his presence on the flightdeck is necessary to perform his duties and he has been authorized in writing by the Administrator and by a responsible supervisor of the operations department of the part 119 certificate holder, listed in the Operations Manual as having that authority.

§ 121.548

Aviation safety inspector's credentials: Admission to pilot's compartment.

Whenever, in performing the duties of conducting an inspection, an inspector of the Federal Aviation Administration presents form FAA 110A, “Aviation Safety Inspector's Credential,” to the pilot in command of an aircraft operated by a certificate holder, the inspector must be given free and uninterrupted access to the pilot's compartment of that aircraft.

§ 121.548a

DOD Commercial Air Carrier Evaluator's Credential.

Whenever, in performing the duties of conducting an evaluation, a DOD commercial air carrier evaluator presents S&A Form 110B, “DOD Commercial Air Carrier Evaluator's Credential,” to the pilot in command of an airplane operated by the certificate holder, the evaluator must be given free and uninterrupted access to the pilot's compartment of that airplane.

§ 121.549

Flying equipment.

(a) The pilot in command shall ensure that appropriate aeronautical charts containing adequate information concerning navigation aids and instrument approach procedures are aboard the aircraft for each flight.

(b) Each crewmember shall, on each flight, have readily available for his use a flashlight that is in good working order.

§ 121.550

Secret Service Agents: Admission to flight deck.

Whenever an Agent of the Secret Service who is assigned the duty of protecting a person aboard an aircraft operated by a certificate holder considers it necessary in the performance of his duty to ride on the flight deck of the aircraft, he must, upon request and presentation of his Secret Service credentials to the pilot in command of the aircraft, be admitted to the flight deck and permitted to occupy an observer seat thereon.

§ 121.551

Restriction or suspension of operation: Domestic and flag operations.

When a certificate holder conducting domestic or flag operations knows of conditions, including airport and runway conditions, that are a hazard to safe operations, it shall restrict or suspend operations until those conditions are corrected.

§ 121.553

Restriction or suspension of operation: Supplemental operations.

When a certificate holder conducting supplemental operations or pilot in command knows of conditions, including airport and runway conditions, that are a hazard to safe operations, the certificate holder or pilot in command, as the case may be, shall restrict or suspend operations until those conditions are corrected.

§ 121.555

Compliance with approved routes and limitations: Domestic and flag operations.

No pilot may operate an airplane in scheduled air transportation—

(a) Over any route or route segment unless it is specified in the certificate holder's operations specifications; or

(b) Other than in accordance with the limitations in the operations specifications.

§ 121.557

Emergencies: Domestic and flag operations.

(a) In an emergency situation that requires immediate decision and action the pilot in command may take any action that he considers necessary under the circumstances. In such a case he may deviate from prescribed operations procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, and that is known to him, the aircraft dispatcher shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If the aircraft dispatcher cannot communicate with the pilot, he shall declare an emergency and take any action that he considers necessary under the circumstances.

(c) Whenever a pilot in command or dispatcher exercises emergency authority, he shall keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation through the certificate holder's operations manager, to the Administrator. A dispatcher shall send his report within 10 days after the date of the emergency, and a pilot in command shall send his report within 10 days after returning to his home base.

§ 121.559

Emergencies: Supplemental operations.

(a) In an emergency situation that requires immediate decision and action, the pilot in command may take any action that he considers necessary under the circumstances. In such a case, he may deviate from prescribed operations, procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising during flight that requires immediate decision and action by appropriate management personnel in the case of operations conducted with a flight following service and which is known to them, those personnel shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If they cannot communicate with the pilot, they shall declare an emergency and take any action that they consider necessary under the circumstances.

(c) Whenever emergency authority is exercised, the pilot in command or the appropriate management personnel shall keep the appropriate communication facility fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation, through the certificate holder's director of operations, to the Administrator within 10 days after the flight is completed or, in the case of operations outside the United States, upon return to the home base.

§ 121.561

Reporting potentially hazardous meteorological conditions and irregularities of ground facilities or navigation aids.

(a) Whenever he encounters a meteorological condition or an irregularity in aground facility or navigation aid, in flight, the knowledge of which he considers essential to the safety of other flights, the pilot in command shall notify an appropriate ground station as soon as practicable.

(b) The ground radio station that is notified under paragraph (a) of this section shall report the information to the agency directly responsible for operating the facility.

§ 121.563

Reporting mechanical irregularities.

The pilot in command shall ensure that all mechanical irregularities occurring during flight time are entered in the maintenance log of the airplane at the end of that flight time. Before each flight the pilot in command shall ascertain the status of each irregularity entered in the log at the end of the preceding flight.

§ 121.565

Engine inoperative: Landing; reporting.

(a) Except as provided in paragraph (b) of this section, whenever an airplane engine fails or whenever an engine is shutdown to prevent possible damage, the pilot in command must land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be made.

(b) If not more than one engine of an airplane that has three or more engines fails or is shut down to prevent possible damage, the pilot-in-command may proceed to an airport that the pilot selects if, after considering the following, the pilot makes a reasonable decision that proceeding to that airport is as safe as landing at the nearest suitable airport:

(1) The nature of the malfunction and the possible mechanical difficulties that may occur if flight is continued.

(2) The altitude, weight, and useable fuel at the time that the engine is shutdown.

(3) The weather conditions en route and at possible landing points.

(4) The air traffic congestion.

(5) The kind of terrain.

(6) His familiarity with the airport to be used.

(c) The pilot-in-command must report each engine shutdown in flight to the appropriate communication facility as soon as practicable and must keep that facility fully informed of the progress of the flight.

(d) If the pilot in command lands at an airport other than the nearest suitable airport, in point of time, he or she shall (upon completing the trip) send a written report, in duplicate, to his or her director of operations stating the reasons for determining that the selection of an airport, other than the nearest airport, was as safe a course of action as landing at the nearest suitable airport. The director of operations shall, within 10 days after the pilot returns to his or her home base, send a copy of this report with the director of operation's comments to the responsible Flight Standards office.

§ 121.567

Instrument approach procedures and IFR landing minimums.

No person may make an instrument approach at an airport except in accordance with IFR weather minimums and instrument approach procedures set forth in the certificate holder's operations specifications.

§ 121.569

Equipment interchange: Domestic and flag operations.

(a) Before operating under an interchange agreement, each certificate holder conducting domestic or flag operations shall show that—

(1) The procedures for the interchange operation conform with this chapter and with safe operating practices;

(2) Required crewmembers and dispatchers meet approved training requirements for the airplanes and equipment to be used and are familiar with the communications and dispatch procedures to be used;

(3) Maintenance personnel meet training requirements for the airplanes and equipment, and are familiar with the maintenance procedures to be used;

(4) Flight crewmembers and dispatchers meet appropriate route and airport qualifications; and

(5) The airplanes to be operated are essentially similar to the airplanes of the certificate holder with whom the interchange is effected with respect to the arrangement of flight instruments and the arrangement and motion of controls that are critical to safety unless the Administrator determines that the certificate holder has adequate training programs to insure that any potentially hazardous dissimilarities are safely overcome by flight crew familiarization.

(b) Each certificate holder conducting domestic or flag operations shall include the pertinent provisions and procedures involved in the equipment interchange agreement in its manuals.

§ 121.570

Airplane evacuation capability.

(a) No person may cause an airplane carrying passengers to be moved on the surface, take off, or land unless each automatically deployable emergency evacuation assisting means, installed pursuant to § 121.310(a), is ready for evacuation.

(b) Each certificate holder shall ensure that, at all times passengers are on board prior to airplane movement on the surface, at least one floor-level exit provides for the egress of passengers through normal or emergency means.

§ 121.571

Briefing passengers before takeoff.

(a) Each certificate holder operating a passenger-carrying airplane shall insure that all passengers are orally briefed by the appropriate crewmember as follows:

(1) Before each takeoff, on each of the following:

(i) Smoking. Each passenger shall be briefed on when, where, and under what conditions smoking is prohibited including, but not limited to, any applicable requirements of part 252 of this title). This briefing shall include a statement that the Federal Aviation Regulations require passenger compliance with the lighted passenger information signs, posted placards, areas designated for safety purposes as no smoking areas, and crewmember instructions with regard to these items. The briefing shall also include a statement that Federal law prohibits tampering with, disabling, or destroying any smoke detector in an airplane lavatory; smoking in lavatories; and, when applicable, smoking in passenger compartments.

(ii) The location of emergency exits.

(iii) The use of safety belts, including instructions on how to fasten and unfasten the safety belts. Each passenger shall be briefed on when, where, and under what conditions the safety belt must be fastened about that passenger. This briefing shall include a statement that the Federal Aviation Regulations require passenger compliance with lighted passenger information signs and crewmember instructions concerning the use of safety belts.

(iv) The location and use of any required emergency flotation means.

(v) On operations that do not use a flight attendant, the following additional information:

(A) The placement of seat backs in an upright position before takeoff and landing.

(B) Location of survival equipment.

(C) If the flight involves operations above 12,000 MSL, the normal and emergency use of oxygen.

(D) Location and operation of fire extinguisher.

(2) After each takeoff, immediately before or immediately after turning the seat belt sign off, an announcement shall be made that passengers should keep their seat belts fastened, while seated, even when the seat belt sign is off.

(3) Except as provided in paragraph (a)(4) of this section, before each takeoff a required crewmember assigned to the flight shall conduct an individual briefing of each person who may need the assistance of another person to move expeditiously to an exit in the event of an emergency. In the briefing the required crewmember shall—

(i) Brief the person and his attendant, if any, on the routes to each appropriate exit and on the most appropriate time to begin moving to an exit in the event of an emergency; and

(ii) Inquire of the person and his attendant, if any, as to the most appropriate manner of assisting the person so as to prevent pain and further injury.

(4) The requirements of paragraph (a)(3) of this section do not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft when the crewmembers on duty have been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury.

(b) Each certificate holder must carry on each passenger-carrying airplane, in convenient locations for use of each passenger, printed cards supplementing the oral briefing. Each card must contain information pertinent only to the type and model of airplane used for that flight, including—

(1) Diagrams of, and methods of operating, the emergency exits;

(2) Other instructions necessary for use of emergency equipment; and

(3) No later than June 12, 2005, for Domestic and Flag scheduled passenger-carrying flights, the sentence, “Final assembly of this airplane was completed in [INSERT NAME OF COUNTRY].”

(c) The certificate holder shall describe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

§ 121.573

Briefing passengers: Extended overwater operations.

(a) In addition to the oral briefing required by § 121.571(a), each certificate holder operating an airplane in extended overwater operations shall ensure that all passengers are orally briefed by the appropriate crewmember on the location and operation of life preservers, liferafts, and other flotation means, including a demonstration of the method of donning and inflating a life preserver.

(b) The certificate holder shall describe in its manual the procedure to be followed in the briefing required by paragraph (a) of this section.

(c) If the airplane proceeds directly over water after takeoff, the briefing required by paragraph (a) of this section must be done before takeoff.

(d) If the airplane does not proceed directly over water after takeoff, no part of the briefing required by paragraph (a) of this section has to be given before takeoff, but the entire briefing must be given before reaching the overwater part of the flight.

§ 121.574

Oxygen and portable oxygen concentrators for medical use by passengers.

(a) A certificate holder may allow a passenger to carry and operate equipment for the storage, generation, or dispensing of oxygen when all of the conditions in paragraphs (a) through (d) of this section are satisfied. Beginning August 22, 2016, a certificate holder may allow a passenger to carry and operate a portable oxygen concentrator when the conditions in paragraphs (b) and (e) of this section are satisfied.

(1) The equipment is—

(i) Furnished by the certificate holder;

(ii) Of an approved type or is in conformity with the manufacturing, packaging, marking, labeling, and maintenance requirements of 49 CFR parts 171, 172, and 173, except § 173.24(a)(1);

(iii) Maintained by the certificate holder in accordance with an approved maintenance program;

(iv) Free of flammable contaminants on all exterior surfaces;

(v) Capable of providing a minimum mass flow of oxygen to the user of four liters per minute;

(vi) Constructed so that all valves, fittings, and gauges are protected from damage; and

(vii) Appropriately secured.

(2) When the oxygen is stored in the form of a liquid, the equipment has been under the certificate holder's approved maintenance program since its purchase new or since the storage container was last purged.

(3) When the oxygen is stored in the form of a compressed gas as defined in 49 CFR 173.115(b)—

(i) The equipment has been under the certificate holder's approved maintenance program since its purchase new or since the last hydrostatic test of the storage cylinder; and

(ii) The pressure in any oxygen cylinder does not exceed the rated cylinder pressure.

(4) Each person using the equipment has a medical need to use it evidenced by a written statement to be kept in that person's possession, signed by a licensed physician which specifies the maximum quantity of oxygen needed each hour and the maximum flow rate needed for the pressure altitude corresponding to the pressure in the cabin of the airplane under normal operating conditions. This paragraph does not apply to the carriage of oxygen in an airplane in which the only passengers carried are persons who may have a medical need for oxygen during flight, no more than one relative or other interested person for each of those persons, and medical attendants.

(5) When a physician's statement is required by paragraph (a)(4) of this section, the total quantity of oxygen carried is equal to the maximum quantity of oxygen needed each hour, as specified in the physician's statement, multiplied by the number of hours used to compute the amount of airplane fuel required by this part.

(6) The pilot in command is advised when the equipment is on board, and when it is intended to be used.

(7) The equipment is stowed, and each person using the equipment is seated, so as not to restrict access to or use of any required emergency, or regular exit or of the aisle in the passenger compartment.

(b) No person may smoke or create an open flame and no certificate holder may allow any person to smoke or create an open flame within 10 feet of oxygen storage and dispensing equipment carried in accordance with paragraph (a) of this section or a portable oxygen concentrator carried and operated in accordance with paragraph (e) of this section.

(c) No certificate holder may allow any person to connect or disconnect oxygen dispensing equipment, to or from a gaseous oxygen cylinder while any passenger is aboard the airplane.

(d) The requirements of this section do not apply to the carriage of supplemental or first-aid oxygen and related equipment required by this chapter.

(e) Portable oxygen concentrators —(1) Acceptance criteria. A passenger may carry or operate a portable oxygen concentrator for personal use on board an aircraft and a certificate holder may allow a passenger to carry or operate a portable oxygen concentrator on board an aircraft operated under this part during all phases of flight if the portable oxygen concentrator satisfies all of the requirements in this paragraph (e):

(i) Is legally marketed in the United States in accordance with Food and Drug Administration requirements in title 21 of the CFR;

(ii) Does not radiate radio frequency emissions that interfere with aircraft systems;

(iii) Generates a maximum oxygen pressure of less than 200 kPa gauge (29.0 psig/43.8 psia) at 20 °C (68 °F);

(iv) Does not contain any hazardous materials subject to the Hazardous Materials Regulations (49 CFR parts 171 through 180) except as provided in 49 CFR 175.10 for batteries used to power portable electronic devices and that do not require aircraft operator approval; and

(v) Bears a label on the exterior of the device applied in a manner that ensures the label will remain affixed for the life of the device and containing the following certification statement in red lettering: “The manufacturer of this POC has determined this device conforms to all applicable FAA acceptance criteria for POC carriage and use on board aircraft.” The label requirements in this paragraph (e)(1)(v) do not apply to the following portable oxygen concentrators approved by the FAA for use on board aircraft prior to May 24, 2016:

(A) AirSep Focus;

(B) AirSep FreeStyle;

(C) AirSep FreeStyle 5;

(D) AirSep LifeStyle;

(E) Delphi RS-00400;

(F) DeVilbiss Healthcare iGo;

(G) Inogen One;

(H) Inogen One G2;

(I) Inogen One G3;

(J) Inova Labs LifeChoice;

(K) Inova Labs LifeChoice Activox;

(L) International Biophysics LifeChoice;

(M) Invacare Solo2;

(N) Invacare XPO2;

(O) Oxlife Independence Oxygen Concentrator;

(P) Oxus RS-00400;

(Q) Precision Medical EasyPulse;

(R) Respironics EverGo;

(S) Respironics SimplyGo;

(T) SeQual Eclipse;

(U) SeQual eQuinox Oxygen System (model 4000);

(V) SeQual Oxywell Oxygen System (model 4000);

(W) SeQual SAROS; and

(X) VBox Trooper Oxygen Concentrator.

(2) Operating requirements. Portable oxygen concentrators that satisfy the acceptance criteria identified in paragraph (e)(1) of this section may be carried or operated by a passenger on an aircraft provided the aircraft operator ensures that all of the conditions in this paragraph (e)(2) are satisfied:

(i) Exit seats. No person operating a portable oxygen concentrator is permitted to occupy an exit seat.

(ii) Stowage of device. During movement on the surface, takeoff and landing, the device must be stowed under the seat in front of the user, or in another approved stowage location so that it does not block the aisle way or the entryway to the row. If the device is to be operated by the user, it must be operated only at a seat location that does not restrict any passenger's access to, or use of, any required emergency or regular exit, or the aisle(s) in the passenger compartment.

§ 121.575

Alcoholic beverages.

(a) No person may drink any alcoholic beverage aboard an aircraft unless the certificate holder operating the aircraft has served that beverage to him.

(b) No certificate holder may serve any alcoholic beverage to any person aboard any of its aircraft who—

(1) Appears to be intoxicated;

(2) Is escorting a person or being escorted in accordance with 49 CFR 1544.221; or

(3) Has a deadly or dangerous weapon accessible to him while aboard the aircraft in accordance with 49 CFR 1544.219, 1544.221, or 1544.223.

(c) No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated.

(d) Each certificate holder shall, within five days after the incident, report to the Administrator the refusal of any person to comply with paragraph (a) of this section, or of any disturbance caused by a person who appears to be intoxicated aboard any of its aircraft.

§ 121.576

Retention of items of mass in passenger and crew compartments.

The certificate holder must provide and use means to prevent each item of galley equipment and each serving cart, when not in use, and each item of crew baggage, which is carried in a passenger or crew compartment from becoming a hazard by shifting under the appropriate load factors corresponding to the emergency landing conditions under which the airplane was type certificated.

§ 121.577

Stowage of food, beverage, and passenger service equipment during airplane movement on the surface, takeoff, and landing.

(a) No certificate holder may move an airplane on the surface, take off, or land when any food, beverage, or tableware furnished by the certificate holder is located at any passenger seat.

(b) No certificate holder may move an airplane on the surface, take off, or land unless each food and beverage tray and seat back tray table is secured in its stowed position.

(c) No certificate holder may permit an airplane to move on the surface, take off, or land unless each passenger serving cart is secured in its stowed position.

(d) No certificate holder may permit an airplane to move on the surface, take off, or land unless each movie screen that extends into an aisle is stowed.

(e) Each passenger shall comply with instructions given by a crewmember with regard to compliance with this section.

§ 121.578

Cabin ozone concentration.

(a) For the purpose of this section, the following definitions apply:

(1) Flight segment means scheduled nonstop flight time between two airports.

(2) Sea level equivalent refers to conditions of 25 °C and 760 millimeters of mercury pressure.

(b) Except as provided in paragraphs (d) and (e) of this section, no certificate holder may operate an airplane above the following flight levels unless it is successfully demonstrated to the Administrator that the concentration of ozone inside the cabin will not exceed—

(1) For flight above flight level 320, 0.25 parts per million by volume, sea level equivalent, at any time above that flight level; and

(2) For flight above flight level 270, 0.1 parts per million by volume, sea level equivalent, time-weighted average for each flight segment that exceeds 4 hours and includes flight above that flight level. (For this purpose, the amount of ozone below flight level 180 is considered to be zero.)

(c) Compliance with this section must be shown by analysis or tests, based on either airplane operational procedures and performance limitations or the certificate holder's operations. The analysis or tests must show either of the following:

(1) Atmospheric ozone statistics indicate, with a statistical confidence of at least 84%, that at the altitudes and locations at which the airplane will be operated cabin ozone concentrations will not exceed the limits prescribed by paragraph (b) of this section.

(2) The airplane ventilation system including any ozone control equipment, will maintain cabin ozone concentrations at or below the limits prescribed by paragraph (b) of this section.

(d) A certificate holder may obtain an authorization to deviate from the requirements of paragraph (b) of this section, by an amendment to its operations specifications, if—

(1) It shows that due to circumstances beyond its control or to unreasonable economic burden it cannot comply for a specified period of time; and

(2) It has submitted a plan acceptable to the Administrator to effect compliance to the extent possible.

(e) A certificate holder need not comply with the requirements of paragraph (b) of this section for an aircraft—

(1) When the only persons carried are flight crewmembers and persons listed in § 121.583;

(2) If the aircraft is scheduled for retirement before January 1, 1985; or

(3) If the aircraft is scheduled for re-engining under the provisions of subpart E of part 91, until it is re-engined.

§ 121.579

Minimum altitudes for use of autopilot.

(a) Definitions. For purpose of this section—

(1) Altitudes for takeoff/initial climb and go-around/missed approach are defined as above the airport elevation.

(2) Altitudes for enroute operations are defined as above terrain elevation.

(3) Altitudes for approach are defined as above the touchdown zone elevation (TDZE), unless the altitude is specifically in reference to DA (H) or MDA, in which case the altitude is defined by reference to the DA(H) or MDA itself.

(b) Takeoff and initial climb. No person may use an autopilot for takeoff or initial climb below the higher of 500 feet or an altitude that is no lower than twice the altitude loss specified in the Airplane Flight Manual (AFM), except as follows—

(1) At a minimum engagement altitude specified in the AFM; or

(2) At an altitude specified by the Administrator, whichever is greater.

(c) Enroute. No person may use an autopilot enroute, including climb and descent, below the following—

(1) 500 feet;

(2) At an altitude that is no lower than twice the altitude loss specified in the AFM for an autopilot malfunction in cruise conditions; or

(3) At an altitude specified by the Administrator, whichever is greater.

(d) Approach. No person may use an autopilot at an altitude lower than 50 feet below the DA(H) or MDA for the instrument procedure being flown, except as follows—

(1) For autopilots with an AFM specified altitude loss for approach operations—

(i) An altitude no lower than twice the specified altitude loss if higher than 50 feet below the MDA or DA(H);

(ii) An altitude no lower than 50 feet higher than the altitude loss specified in the AFM, when the following conditions are met—

(A) Reported weather conditions are less than the basic VFR weather conditions in § 91.155 of this chapter;

(B) Suitable visual references specified in § 91.175 of this chapter have been established on the instrument approach procedure; and

(C) The autopilot is coupled and receiving both lateral and vertical path references;

(iii) An altitude no lower than the higher of the altitude loss specified in the AFM or 50 feet above the TDZE, when the following conditions are met—

(A) Reported weather conditions are equal to or better than the basic VFR weather conditions in § 91.155 of this chapter; and

(B) The autopilot is coupled and receiving both lateral and vertical path references; or

(iv) A greater altitude specified by the Administrator.

(2) For autopilots with AFM specified approach altitude limitations, the greater of—

(i) The minimum use altitude specified for the coupled approach mode selected;

(ii) 50 feet; or

(iii) An altitude specified by Administrator.

(3) For autopilots with an AFM specified negligible or zero altitude loss for an autopilot approach mode malfunction, the greater of—

(i) 50 feet; or

(ii) An altitude specified by Administrator.

(4) If executing an autopilot coupled go-around or missed approach using a certificated and functioning autopilot in accordance with paragraph (e) in this section.

(e) Go-Around/Missed Approach. No person may engage an autopilot during a go-around or missed approach below the minimum engagement altitude specified for takeoff and initial climb in paragraph (b) in this section. An autopilot minimum use altitude does not apply to a go-around/missed approach initiated with an engaged autopilot. Performing a go-around or missed approach with an engaged autopilot must not adversely affect safe obstacle clearance.

(f) Landing. Notwithstanding paragraph (d) of this section, autopilot minimum use altitudes do not apply to autopilot operations when an approved automatic landing system mode is being used for landing. Automatic landing systems must be authorized in an operations specification issued to the operator.

§ 121.580

Prohibition on interference with crewmembers.

No person may assault, threaten, intimidate, or interfere with a crewmember in the performance of the crewmember's duties aboard an aircraft being operated under this part.

§ 121.581

Observer's seat: En route inspections.

(a) Except as provided in paragraph (c) of this section, each certificate holder shall make available a seat on the flight deck of each airplane, used by it in air commerce, for occupancy by the Administrator while conducting en route inspections. The location and equipment of the seat, with respect to its suitability for use in conducting en route inspections, is determined by the Administrator.

(b) In each airplane that has more than one observer's seat, in addition to the seats required for the crew complement for which the airplane was certificated, the forward observer's seat or the observer's seat selected by the Administrator must be made available when complying with paragraph (a) of this section.

(c) For any airplane type certificated before December 20, 1995, for not more than 30 passengers that does not have an observer seat on the flightdeck, the certificate holder must provide a forward passenger seat with headset or speaker for occupancy by the Administrator while conducting en route inspections.

§ 121.582

Means to discreetly notify a flightcrew.

Except for all-cargo operations as defined in § 110.2 of this chapter, after October 15, 2007, for all passenger carrying airplanes that require a lockable flightdeck door in accordance with § 121.313(f), the certificate holder must have an approved means by which the cabin crew can discreetly notify the flightcrew in the event of suspicious activity or security breaches in the cabin.

§ 121.583

Carriage of persons without compliance with the passenger-carrying requirements of this part.

(a) When authorized by the certificate holder, the following persons, but no others, may be carried aboard an airplane without complying with the passenger-carrying airplane requirements in §§ 121.309(f), 121.310, 121.391, 121.571, and 121.587; the passenger-carrying operation requirements in part 117 and §§ 121.157(c) and 121.291; the requirements pertaining to passengers in §§ 121.285, 121.313(f), 121.317, 121.547, and 121.573; and the information disclosure requirements in § 121.311(k):

(1) A crewmember.

(2) A company employee.

(3) An FAA air carrier inspector, a DOD commercial air carrier evaluator, or an authorized representative of the National Transportation Safety Board, who is performing official duties.

(4) A person necessary for—

(i) The safety of the flight;

(ii) The safe handling of animals;

(iii) The safe handling of hazardous materials whose carriage is governed by regulations in 49 CFR part 175;

(iv) The security of valuable or confidential cargo;

(v) The preservation of fragile or perishable cargo;

(vi) Experiments on, or testing of, cargo containers or cargo handling devices;

(vii) The operation of special equipment for loading or unloading cargo; and

(viii) The loading or unloading of outsize cargo.

(5) A person described in paragraph (a)(4) of this section, when traveling to or from his assignment.

(6) A person performing duty as an honor guard accompanying a shipment made by or under the authority of the United States.

(7) A military courier, military route supervisor, military cargo contract coordinator, or a flight crewmember of another military cargo contract air carrier or commercial operator, carried by a military cargo contract air carrier or commercial operator in operations under a military cargo contract, if that carriage is specifically authorized by the appropriate armed forces.

(8) A dependent of an employee of the certificate holder when traveling with the employee on company business to or from outlying stations not served by adequate regular passenger flights.

(b) No certificate holder may operate an airplane carrying a person covered by paragraph (a) of this section unless—

(1) Each person has unobstructed access from his seat to the pilot compartment or to a regular or emergency exit;

(2) The pilot in command has a means of notifying each person when smoking is prohibited and when safety belts must be fastened; and

(3) The airplane has an approved seat with an approved safety belt for each person. The seat must be located so that the occupant is not in any position to interfere with the flight crewmembers performing their duties.

(c) Before each takeoff, each certificate holder operating an airplane carrying persons covered by paragraph (a) of this section shall ensure that all such persons have been orally briefed by the appropriate crewmember on—

(1) Smoking;

(2) The use of seat belts;

(3) The location and operation of emergency exits;

(4) The use of oxygen and emergency oxygen equipment; and

(5) For extended overwater operations, the location of life rafts, and the location and operation of life preservers including a demonstration of the method of donning and inflating a life preserver.

(d) Each certificate holder operating an airplane carrying persons covered by paragraph (a) of this section shall incorporate procedures for the safe carriage of such persons into the certificate holder's operations manual.

(e) The pilot in command may authorize a person covered by paragraph (a) of this section to be admitted to the crew compartment of the airplane.

§ 121.584

Requirement to view the area outside the flightdeck door.

From the time the airplane moves in order to initiate a flight segment through the end of that flight segment, no person may unlock or open the flightdeck door unless:

(a) A person authorized to be on the flightdeck uses an approved audio procedure and an approved visual device to verify that:

(1) The area outside the flightdeck door is secure, and;

(2) If someone outside the flightdeck is seeking to have the flightdeck door opened, that person is not under duress, and;

(3) If the airplane is in flight, any installed physical secondary barrier (IPSB) required by § 121.313(l) has been deployed; and

(b) After the requirements of paragraph (a) of this section have been satisfactorily accomplished, the crewmember in charge on the flightdeck authorizes the door to be unlocked and open.

§ 121.585

Exit seating.

(a)(1) Each certificate holder shall determine, to the extent necessary to perform the applicable functions of paragraph (d) of this section, the suitability of each person it permits to occupy an exit seat, in accordance with this section. For the purpose of this section—

(i) Exit seat means—

(A) Each seat having direct access to an exit; and,

(B) Each seat in a row of seats through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit.

(ii) A passenger seat having “direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction.

(2) Each certificate holder shall make the passenger exit seating determinations required by this paragraph in a non-discriminatory manner consistent with the requirements of this section, by persons designated in the certificate holder's required operations manual.

(3) Each certificate holder shall designate the exit seats for each passenger seating configuration in its fleet in accordance with the definitions in this paragraph and submit those designations for approval as part of the procedures required to be submitted for approval under paragraphs (n) and (p) of this section.

(b) No certificate holder may seat a person in a seat affected by this section if the certificate holder determines that it is likely that the person would be unable to perform one or more of the applicable functions listed in paragraph (d) of this section because—

(1) The person lacks sufficient mobility, strength, or dexterity in both arms and hands, and both legs:

(i) To reach upward, sideways, and downward to the location of emergency exit and exit-slide operating mechanisms;

(ii) To grasp and push, pull, turn, or otherwise manipulate those mechanisms;

(iii) To push, shove, pull, or otherwise open emergency exits;

(iv) To lift out, hold, deposit on nearby seats, or maneuver over the seatbacks to the next row objects the size and weight of over-wing window exit doors;

(v) To remove obstructions similar in size and weight to over-wing exit doors;

(vi) To reach the emergency exit expeditiously;

(vii) To maintain balance while removing obstructions;

(viii) To exit expeditiously;

(ix) To stabilize an escape slide after deployment; or

(x) To assist others in getting off an escape slide;

(2) The person is less than 15 years of age or lacks the capacity to perform one or more of the applicable functions listed in paragraph (d) of this section without the assistance of an adult companion, parent, or other relative;

(3) The person lacks the ability to read and understand instructions required by this section and related to emergency evacuation provided by the certificate holder in printed or graphic form or the ability to understand oral crew commands.

(4) The person lacks sufficient visual capacity to perform one or more of the applicable functions in paragraph (d) of this section without the assistance of visual aids beyond contact lenses or eyeglasses;

(5) The person lacks sufficient aural capacity to hear and understand instructions shouted by flight attendants, without assistance beyond a hearing aid;

(6) The person lacks the ability adequately to impart information orally to other passengers; or,

(7) The person has:

(i) A condition or responsibilities, such as caring for small children, that might prevent the person from performing one or more of the applicable functions listed in paragraph (d) of this section; or

(ii) A condition that might cause the person harm if he or she performs one or more of the applicable functions listed in paragraph (d) of this section.

(c) Each passenger shall comply with instructions given by a crewmember or other authorized employee of the certificate holder implementing exit seating restrictions established in accordance with this section.

(d) Each certificate holder shall include on passenger information cards, presented in the language in which briefings and oral commands are given by the crew, at each exit seat affected by this section, information that, in the event of an emergency in which a crewmember is not available to assist, a passenger occupying an exit seat may use if called upon to perform the following functions:

(1) Locate the emergency exit;

(2) Recognize the emergency exit opening mechanism;

(3) Comprehend the instructions for operating the emergency exit;

(4) Operate the emergency exit;

(5) Assess whether opening the emergency exit will increase the hazards to which passengers may be exposed;

(6) Follow oral directions and hand signals given by a crewmember;

(7) Stow or secure the emergency exit door so that it will not impede use of the exit;

(8) Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide;

(9) Pass expeditiously through the emergency exit; and

(10) Assess, select, and follow a safe path away from the emergency exit.

(e) Each certificate holder shall include on passenger information cards, at each exit seat—

(1) In the primary language in which emergency commands are given by the crew, the selection criteria set forth in paragraph (b) of this section, and a request that a passenger identify himself or herself to allow reseating if he or she:

(i) Cannot meet the selection criteria set forth in paragraph (b) of this section;

(ii) Has a nondiscernible condition that will prevent him or her from performing the applicable functions listed in paragraph (d) of this section;

(iii) May suffer bodily harm as the result of performing one or more of those functions; or

(iv) Does not wish to perform those functions; and

(2) In each language used by the certificate holder for passenger information cards, a request that a passenger identify himself or herself to allow reseating if he or she lacks the ability to read, speak, or understand the language or the graphic form in which instructions required by this section and related to emergency evacuation are provided by the certificate holder, or the ability to understand the specified language in which crew commands will be given in an emergency.

(3) May suffer bodily harm as the result of performing one or more of those functions; or,

(4) Does not wish to perform those functions.

A certificate holder shall not require the passenger to disclose his or her reason for needing reseating.

(f) Each certificate holder shall make available for inspection by the public at all passenger loading gates and ticket counters at each airport where it conducts passenger operations, written procedures established for making determinations in regard to exit row seating.

(g) No certificate holder may allow taxi or pushback unless at least one required crewmember has verified that no exit seat is occupied by a person the crewmember determines is likely to be unable to perform the applicable functions listed in paragraph (d) of this section.

(h) Each certificate holder shall include in its passenger briefings a reference to the passenger information cards, required by paragraphs (d) and (e), the selection criteria set forth in paragraph (b), and the functions to be performed, set forth in paragraph (d) of this section.

(i) Each certificate holder shall include in its passenger briefings a request that a passenger identify himself or herself to allow reseating if he or she—

(1) Cannot meet the selection criteria set forth in paragraph (b) of this section;

(2) Has a nondiscernible condition that will prevent him or her from performing the applicable functions listed in paragraph (d) of this section;

(3) May suffer bodily harm as the result of performing one or more of those functions listed in paragraph (d) of this section; or,

(4) Does not wish to perform those functions listed in paragraph (d) of this section.

A certificate holder shall not require the passenger to disclose his or her reason for needing reseating.

(j) [Reserved]

(k) In the event a certificate holder determines in accordance with this section that it is likely that a passenger assigned to an exit seat would be unable to perform the functions listed in paragraph (d) of this section or a passenger requests a non-exit seat, the certificate holder shall expeditiously relocate the passenger to a non-exit seat.

(l) In the event of full booking in the non-exit seats and if necessary to accommodate a passenger being relocated from an exit seat, the certificate holder shall move a passenger who is willing and able to assume the evacuation functions that may be required, to an exit seat.

(m) A certificate holder may deny transportation to any passenger under this section only because—

(1) The passenger refuses to comply with instructions given by a crewmember or other authorized employee of the certificate holder implementing exit seating restrictions established in accordance with this section, or

(2) The only seat that will physically accommodate the person's handicap is an exit seat.

(n) In order to comply with this section certificate holders shall—

(1) Establish procedures that address:

(i) The criteria listed in paragraph (b) of this section;

(ii) The functions listed in paragraph (d) of this section;

(iii) The requirements for airport information, passenger information cards, crewmember verification of appropriate seating in exit seats, passenger briefings, seat assignments, and denial of transportation as set forth in this section;

(iv) How to resolve disputes arising from implementation of this section, including identification of the certificate holder employee on the airport to whom complaints should be addressed for resolution; and,

(2) Submit their procedures for preliminary review and approval to the principal operations inspectors assigned to them at the responsible Flight Standards office.

(o) Certificate holders shall assign seats prior to boarding consistent with the criteria listed in paragraph (b) and the functions listed in paragraph (d) of this section, to the maximum extent feasible.

(p) The procedures required by paragraph (n) of this section will not become effective until final approval is granted by the Executive Director, Flight Standards Service, Washington, DC. Approval will be based solely upon the safety aspects of the certificate holder's procedures.

§ 121.586

Authority to refuse transportation.

(a) No certificate holder may refuse transportation to a passenger on the basis that, because the passenger may need the assistance of another person to move expeditiously to an exit in the event of an emergency, his transportation would or might be inimical to safety of flight unless—

(1) The certificate holder has established procedures (including reasonable notice requirements) for the carriage of passengers who may need the assistance of another person to move expeditiously to an exit in the event of an emergency; and

(2) At least one of the following conditions exist:

(i) The passenger fails to comply with the notice requirements in the certificate holder's procedures.

(ii) The passenger cannot be carried in accordance with the certificate holder's procedures.

(b) Each certificate holder shall provide the responsible Flight Standards office with a copy of each procedure it establishes in accordance with paragraph (a)(2) of this section.

(c) Whenever the Administrator finds that revisions in the procedures described in paragraph (a)(2) of this section are necessary in the interest of safety or in the public interest, the certificate holder, after notification by the Administrator, shall make those revisions in its procedures. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice pending a decision by the Administrator. However, if the Administrator finds that there is an emergency that requires immediate action in the interest of safety in air commerce, he may, upon a statement of the reasons, require a change effective without stay.

(d) Each certificate holder shall make available to the public at each airport it serves a copy of each procedure it establishes in accordance with paragraph (a)(1) of this section.

§ 121.587

Closing and locking of flightcrew compartment door.

(a) Except as provided in paragraph (b) of this section, a pilot in command of an airplane that has a lockable flightcrew compartment door in accordance with § 121.313 and that is carrying passengers shall ensure that the door separating the flightcrew compartment from the passenger compartment is closed and locked at all times when the aircraft is being operated.

(b) The provisions of paragraph (a) of this section do not apply at any time when it is necessary to permit access and egress by persons authorized in accordance with § 121.547 and provided the part 119 operator complies with FAA approved procedures regarding the opening, closing and locking of the flightdeck doors.

§ 121.589

Carry-on baggage.

(a) No certificate holder may allow the boarding of carry-on baggage on an airplane unless each passenger's baggage has been scanned to control the size and amount carried on board in accordance with an approved carry-on baggage program in its operations specifications. In addition, no passenger may board an airplane if his/her carry-on baggage exceeds the baggage allowance prescribed in the carry-on baggage program in the certificate holder's operations specifications.

(b) No certificate holder may allow all passenger entry doors of an airplane to be closed in preparation for taxi or pushback unless at least one required crewmember has verified that each article of baggage is stowed in accordance with this section and § 121.285 (c) and (d).

(c) No certificate holder may allow an airplane to take off or land unless each article of baggage is stowed:

(1) In a suitable closet or baggage or cargo stowage compartment placarded for its maximum weight and providing proper restraint for all baggage or cargo stowed within, and in a manner that does not hinder the possible use of any emergency equipment; or

(2) As provided in § 121.285 (c) and (d); or

(3) Under a passenger seat.

(d) Baggage, other than articles of loose clothing, may not be placed in an overhead rack unless that rack is equipped with approved restraining devices or doors.

(e) Each passenger must comply with instructions given by crewmembers regarding compliance with paragraphs (a), (b), (c), (d), and (g) of this section.

(f) Each passenger seat under which baggage is allowed to be stowed shall be fitted with a means to prevent articles of baggage stowed under it from sliding forward. In addition, each aisle seat shall be fitted with a means to prevent articles of baggage stowed under it from sliding sideward into the aisle under crash impacts severe enough to induce the ultimate inertia forces specified in the emergency landing condition regulations under which the airplane was type certificated.

(g) In addition to the methods of stowage in paragraph (c) of this section, flexible travel canes carried by blind individuals may be stowed—

(1) Under any series of connected passenger seats in the same row, if the cane does not protrude into an aisle and if the cane is flat on the floor; or

(2) Between a nonemergency exit window seat and the fuselage, if the cane is flat on the floor; or

(3) Beneath any two nonemergency exit window seats, if the cane is flat on the floor; or

(4) In accordance with any other method approved by the Administrator.

§ 121.590

Use of certificated land airports in the United States.

(a) Except as provided in paragraphs (b) or (c) of this section, or unless authorized by the Administrator under 49 U.S.C. 44706(c), no air carrier and no pilot being used by an air carrier may operate, in the conduct of a domestic type operation, flag type operation, or supplemental type operation, an airplane at a land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States unless that airport is certificated under part 139 of this chapter. Further, after June 9, 2005 for Class I airports and after December 9, 2005 for Class II, III, and IV airports, when an air carrier and a pilot being used by the air carrier are required to operate at an airport certificated under part 139 of this chapter, the air carrier and the pilot may only operate at that airport if the airport is classified under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(b)(1) An air carrier and a pilot being used by the air carrier in the conduct of a domestic type operation, flag type operation, or supplemental type operation may designate and use as a required alternate airport for departure or destination an airport that is not certificated under part 139 of this chapter.

(2) Until December 9, 2005, an air carrier and a pilot being used by the air carrier in the conduct of domestic type operations and flag type operations, may operate an airplane designed for more than 9 but less than 31 passenger seats, at a land airport, in any State of the United States, the District of Columbia, or any territory or possession of the United States, that does not hold an airport operating certificate issued under part 139 of this chapter, and that serves small air carrier aircraft (as defined under “Air carrier aircraft” and “Class III airport” in § 139.5 of this Chapter).

(c) An air carrier and a pilot used by the air carrier in conducting a domestic type operation, flag type operation, or supplemental type operation may operate an airplane at an airport operated by the U.S. Government that is not certificated under part 139 of this chapter, only if that airport meets the equivalent—

(1) Safety standards for airports certificated under part 139 of this chapter; and

(2) Airport classification requirements under part 139 to serve the type airplane to be operated and the type of operation to be conducted.

(d) An air carrier, a commercial operator, and a pilot being used by the air carrier or the commercial operator—when conducting a passenger-carrying airplane operation under this part that is not a domestic type operation, a flag type operation, or a supplemental type operation—may operate at a land airport not certificated under part 139 of this chapter only when the following conditions are met:

(1) The airport is adequate for the proposed operation, considering such items as size, surface, obstructions, and lighting.

(2) For an airplane carrying passengers at night, the pilot may not take off from, or land at, an airport unless—

(i) The pilot has determined the wind direction from an illuminated wind direction indicator or local ground communications or, in the case of takeoff, that pilot's personal observations; and

(ii) The limits of the area to be used for landing or takeoff are clearly shown by boundary or runway marker lights. If the area to be used for takeoff or landing is marked by flare pots or lanterns, their use must be authorized by the Administrator.

(e) A commercial operator and a pilot used by the commercial operator in conducting a domestic type operation, flag type operation, or supplemental type operation may operate an airplane at an airport operated by the U.S. Government that is not certificated under part 139 of this chapter only if that airport meets the equivalent—

(1) Safety standards for airports certificated under part 139 of this chapter; and

(2) Airport classification requirements under part 139 of this chapter to serve the type airplane to be operated and the type of operation to be conducted.

(f) For the purpose of this section, the terms—

Domestic type operation means any domestic operation conducted with—

(1) An airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States; or

(2) An airplane designed for more than 9 passenger seats but less than 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States (except Alaska), the District of Columbia, or any territory or possession of the United States.

Flag type operation means any flag operation conducted with—

(1) An airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States; or

(2) An airplane designed for more than 9 passenger seats but less than 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States (except Alaska), the District of Columbia, or any territory or possession of the United States.

Supplemental type operation means any supplemental operation (except an all-cargo operation) conducted with an airplane designed for at least 31 passenger seats (as determined by the aircraft type certificate issued by a competent civil aviation authority) at any land airport in any State of the United States, the District of Columbia, or any territory or possession of the United States.

United States means the States of the United States, the District of Columbia, and the territories and possessions of the United States.

§ 121.591

Applicability.

This subpart prescribes dispatching rules for domestic and flag operations and flight release rules for supplemental operations.

§ 121.593

Dispatching authority: Domestic operations.

Except when an airplane lands at an intermediate airport specified in the original dispatch release and remains there for not more than one hour, no person may start a flight unless an aircraft dispatcher specifically authorizes that flight.

§ 121.595

Dispatching authority: Flag operations.

(a) No person may start a flight unless an aircraft dispatcher specifically authorizes that flight.

(b) No person may continue a flight from an intermediate airport without redispatch if the airplane has been on the ground more than six hours.

§ 121.597

Flight release authority: Supplemental operations.

(a) No person may start a flight under a flight following system without specific authority from the person authorized by the operator to exercise operational control over the flight.

(b) No person may start a flight unless the pilot in command or the person authorized by the operator to exercise operational control over the flight has executed a flight release setting forth the conditions under which the flights will be conducted. The pilot in command may sign the flight release only when he and the person authorized by the operator to exercise operational control believe that the flight can be made with safety.

(c) No person may continue a flight from an intermediate airport without a new flight release if the aircraft has been on the ground more than six hours.

§ 121.599

Familiarity with weather conditions.

(a) Domestic and flag operations. No aircraft dispatcher may release a flight unless he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

(b) Supplemental operations. No pilot in command may begin a flight unless he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

§ 121.601

Aircraft dispatcher information to pilot in command: Domestic and flag operations.

(a) The aircraft dispatcher shall provide the pilot in command all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight.

(b) Before beginning a flight, the aircraft dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight, including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear, for each route to be flown and each airport to be used.

(c) During a flight, the aircraft dispatcher shall provide the pilot in command any additional available information of meteorological conditions (including adverse weather phenomena, such as clear air turbulence, thunderstorms, and low altitude wind shear), and irregularities of facilities and services that may affect the safety of the flight.

§ 121.603

Facilities and services: Supplemental operations.

(a) Before beginning a flight, each pilot in command shall obtain all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight.

(b) During a flight, the pilot in command shall obtain any additional available information of meteorological conditions and irregularities of facilities and services that may affect the safety of the flight.

§ 121.605

Airplane equipment.

No person may dispatch or release an airplane unless it is airworthy and is equipped as prescribed in § 121.303.

§ 121.607

Communication and navigation facilities: Domestic and flag operations.

(a) Except as provided in paragraph (b) of this section for a certificate holder conducting flag operations, no person may dispatch an airplane over an approved route or route segment unless the communication and navigation facilities required by §§ 121.99 and 121.103 for the approval of that route or segment are in satisfactory operating condition.

(b) If, because of technical reasons or other reasons beyond the control of a certificate holder conducting flag operations, the facilities required by §§ 121.99 and 121.103 are not available over a route or route segment outside the United States, the certificate holder may dispatch an airplane over that route or route segment if the pilot in command and dispatcher find that communication and navigation facilities equal to those required are available and are in satisfactory operating condition.

§ 121.609

Communication and navigation facilities: Supplemental operations.

No person may release an aircraft over any route or route segment unless communication and navigation facilities equal to those required by § 121.121 are in satisfactory operating condition.

§ 121.611

Dispatch or flight release under VFR.

No person may dispatch or release an aircraft for VFR operation unless the ceiling and visibility en route, as indicated by available weather reports or forecasts, or any combination thereof, are and will remain at or above applicable VFR minimums until the aircraft arrives at the airport or airports specified in the dispatch or flight release.

§ 121.613

Dispatch or flight release under IFR or over the top.

Except as provided in § 121.615, no person may dispatch or release an aircraft for operations under IFR or over-the-top, unless appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which dispatched or released.

§ 121.615

Dispatch or flight release over water: Flag and supplemental operations.

(a) No person may dispatch or release an aircraft for a flight that involves extended overwater operation unless appropriate weather reports or forecasts or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at any airport to which dispatched or released or to any required alternate airport.

(b) Each certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska shall conduct extended overwater operations under IFR unless it shows that operating under IFR is not necessary for safety.

(c) Each certificate holder conducting a flag or supplemental operation or a domestic operation within the State of Alaska shall conduct other overwater operations under IFR if the Administrator determines that operation under IFR is necessary for safety.

(d) Each authorization to conduct extended overwater operations under VFR and each requirement to conduct other overwater operations under IFR will be specified in the certificate holder's operations specifications.

§ 121.617

Alternate airport for departure.

(a) If the weather conditions at the airport of takeoff are below the landing minimums in the certificate holder's operations specifications for that airport, no person may dispatch or release an aircraft from that airport unless the dispatch or flight release specifies an alternate airport located within the following distances from the airport of takeoff:

(1) Aircraft having two engines. Not more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative.

(2) Aircraft having three or more engines. Not more than two hours from the departure airport at normal cruising speed in still air with one engine inoperative.

(b) For the purpose of paragraph (a) of this section, the alternate airport weather conditions must meet the requirements of the certificate holder's operations specifications.

(c) No person may dispatch or release an aircraft from an airport unless he lists each required alternate airport in the dispatch or flight release.

§ 121.619

Alternate airport for destination: IFR or over-the-top: Domestic operations.

(a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated. However, no alternate airport is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, or any combination of them, indicate—

(1) The ceiling will be at least 2,000 feet above the airport elevation; and

(2) Visibility will be at least 3 miles.

(b) For the purposes of paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of § 121.625.

(c) No person may dispatch a flight unless he lists each required alternate airport in the dispatch release.

§ 121.621

Alternate airport for destination: Flag operations.

(a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release, unless—

(1) The flight is scheduled for not more than 6 hours and, for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport, the appropriate weather reports or forecasts, or any combination of them, indicate the ceiling will be:

(i) At least 1,500 feet above the lowest circling MDA, if a circling approach is required and authorized for that airport; or

(ii) At least 1,500 feet above the lowest published instrument approach minimum or 2,000 feet above the airport elevation, whichever is greater; and

(iii) The visibility at that airport will be at least 3 miles, or 2 miles more than the lowest applicable visibility minimums, whichever is greater, for the instrument approach procedures to be used at the destination airport; or

(2) The flight is over a route approved without an available alternate airport for a particular destination airport and the airplane has enough fuel to meet the requirements of § 121.641(b) or § 121.645(c).

(b) For the purposes of paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of the certificate holder's operations specifications.

(c) No person may dispatch a flight unless he lists each required alternate airport in the dispatch release.

§ 121.623

Alternate airport for destination: IFR or over-the-top: Supplemental operations.

(a) Except as provided in paragraph (b) of this section, each person releasing an aircraft for operation under IFR or over-the-top shall list at least one alternate airport for each destination airport in the flight release.

(b) An alternate airport need not be designated for IFR or over-the-top operations where the aircraft carries enough fuel to meet the requirements of §§ 121.643 and 121.645 for flights outside the 48 contiguous States and the District of Columbia over routes without an available alternate airport for a particular airport of destination.

(c) For the purposes of paragraph (a) of this section, the weather requirements at the alternate airport must meet the requirements of the certificate holder's operations specifications.

(d) No person may release a flight unless he lists each required alternate airport in the flight release.

§ 121.624

ETOPS Alternate Airports.

(a) No person may dispatch or release an airplane for an ETOPS flight unless enough ETOPS Alternate Airports are listed in the dispatch or flight release such that the airplane remains within the authorized ETOPS maximum diversion time. In selecting these ETOPS Alternate Airports, the certificate holder must consider all adequate airports within the authorized ETOPS diversion time for the flight that meet the standards of this part.

(b) No person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release unless, when it might be used (from the earliest to the latest possible landing time)—

(1) The appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the ETOPS Alternate Airport minima specified in the certificate holder's operations specifications; and

(2) The field condition reports indicate that a safe landing can be made.

(c) Once a flight is en route, the weather conditions at each ETOPS Alternate Airport must meet the requirements of § 121.631 (c).

(d) No person may list an airport as an ETOPS Alternate Airport in the dispatch or flight release unless that airport meets the public protection requirements of § 121.97(b)(1)(ii).

§ 121.625

Alternate Airport weather minima.

Except as provided in § 121.624 for ETOPS Alternate Airports, no person may list an airport as an alternate in the dispatch or flight release unless the appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the alternate weather minima specified in the certificate holder's operations specifications for that airport when the flight arrives.

§ 121.627

Continuing flight in unsafe conditions.

(a) No pilot in command may allow a flight to continue toward any airport to which it has been dispatched or released if, in the opinion of the pilot in command or dispatcher (domestic and flag operations only), the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in § 121.557.

(b) If any instrument or item of equipment required under this chapter for the particular operation becomes inoperative en route, the pilot in command shall comply with the approved procedures for such an occurrence as specified in the certificate holder's manual.

§ 121.628

Inoperable instruments and equipment.

(a) No person may take off an airplane with inoperable instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that airplane.

(2) The responsible Flight Standards office has issued the certificate holder operations specifications authorizing operations in accordance with an approved Minimum Equipment List. The flight crew shall have direct access at all times prior to flight to all of the information contained in the approved Minimum Equipment List through printed or other means approved by the Administrator in the certificate holders operations specifications. An approved Minimum Equipment List, as authorized by the operations specifications, constitutes an approved change to the type design without requiring recertification.

(3) The approved Minimum Equipment List must:

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section.

(ii) Provide for the operation of the airplane with certain instruments and equipment in an inoperable condition.

(4) Records identifying the inoperable instruments and equipment and the information required by paragraph (a)(3)(ii) of this section must be available to the pilot.

(5) The airplane is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the operations specifications authorizing use of the Minimum Equipment List.

(b) The following instruments and equipment may not be included in the Minimum Equipment List:

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the airplane is type certificated and which are essential for safe operations under all operating conditions.

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

(3) Instruments and equipment required for specific operations by this part.

(c) Notwithstanding paragraphs (b)(1) and (b)(3) of this section, an airplane with inoperable instruments or equipment may be operated under a special flight permit under §§ 21.197 and 21.199 of this chapter.

§ 121.629

Operation in icing conditions.

(a) No person may dispatch or release an aircraft, continue to operate an aircraft en route, or land an aircraft when in the opinion of the pilot in command or aircraft dispatcher (domestic and flag operations only), icing conditions are expected or met that might adversely affect the safety of the flight.

(b) No person may take off an aircraft when frost, ice, or snow is adhering to the wings, control surfaces, propellers, engine inlets, or other critical surfaces of the aircraft or when the takeoff would not be in compliance with paragraph (c) of this section. Takeoffs with frost under the wing in the area of the fuel tanks may be authorized by the Administrator.

(c) Except as provided in paragraph (d) of this section, no person may dispatch, release, or take off an aircraft any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, unless the certificate holder has an approved ground deicing/anti-icing program in its operations specifications and unless the dispatch, release, and takeoff comply with that program. The approved ground deicing/anti-icing program must include at least the following items:

(1) A detailed description of—

(i) How the certificate holder determines that conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft and that ground deicing/anti-icing operational procedures must be in effect;

(ii) Who is responsible for deciding that ground deicing/anti-icing operational procedures must be in effect;

(iii) The procedures for implementing ground deicing/anti-icing operational procedures;

(iv) The specific duties and responsibilities of each operational position or group responsible for getting the aircraft safely airborne while ground deicing/anti-icing operational procedures are in effect.

(2) Initial and annual recurrent ground training and testing for flight crewmembers and qualification for all other affected personnel (e.g., aircraft dispatchers, ground crews, contract personnel) concerning the specific requirements of the approved program and each person's responsibilities and duties under the approved program, specifically covering the following areas:

(i) The use of holdover times.

(ii) Aircraft deicing/anti-icing procedures, including inspection and check procedures and responsibilities.

(iii) Communications procedures.

(iv) Aircraft surface contamination ( i.e. , adherence of frost, ice, or snow) and critical area identification, and how contamination adversely affects aircraft performance and flight characteristics.

(v) Types and characteristics of deicing/anti-icing fluids.

(vi) Cold weather preflight inspection procedures;

(vii) Techniques for recognizing contamination on the aircraft.

(3) The certificate holder's holdover timetables and the procedures for the use of these tables by the certificate holder's personnel. Holdover time is the estimated time deicing/anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft. Holdover time begins when the final application of deicing/anti-icing fluid commences and expires when the deicing/anti-icing fluid applied to the aircraft loses its effectiveness. The holdover times must be supported by data acceptable to the Administrator. The certificate holder's program must include procedures for flight crewmembers to increase or decrease the determined holdover time in changing conditions. The program must provide that takeoff after exceeding any maximum holdover time in the certificate holder's holdover timetable is permitted only when at least one of the following conditions exists:

(i) A pretakeoff contamination check, as defined in paragraph (c)(4) of this section, determines that the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, or snow.

(ii) It is otherwise determined by an alternate procedure approved by the Administrator in accordance with the certificate holder's approved program that the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, or snow.

(iii) The wings, control surfaces, and other critical surfaces are redeiced and a new holdover time is determined.

(4) Aircraft deicing/anti-icing procedures and responsibilities, pretakeoff check procedures and responsibilities, and pretakeoff contamination check procedures and responsibilities. A pretakeoff check is a check of the aircraft's wings or representative aircraft surfaces for frost, ice, or snow within the aircraft's holdover time. A pretakeoff contamination check is a check to make sure the wings, control surfaces, and other critical surfaces, as defined in the certificate holder's program, are free of frost, ice, and snow. It must be conducted within five minutes prior to beginning take off. This check must be accomplished from outside the aircraft unless the program specifies otherwise.

(d) A certificate holder may continue to operate under this section without a program as required in paragraph (c) of this section, if it includes in its operations specifications a requirement that, any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft, no aircraft will take off unless it has been checked to ensure that the wings, control surfaces, and other critical surfaces are free of frost, ice, and snow. The check must occur within five minutes prior to beginning takeoff. This check must be accomplished from outside the aircraft.

§ 121.631

Original dispatch or flight release, redispatch or amendment of dispatch or flight release.

(a) A certificate holder may specify any regular, provisional, or refueling airport, authorized for the type of aircraft, as a destination for the purpose of original dispatch or release.

(b) No person may allow a flight to continue to an airport to which it has been dispatched or released unless the weather conditions at an alternate airport that was specified in the dispatch or flight release are forecast to be at or above the alternate minimums specified in the operations specifications for that airport at the time the aircraft would arrive at the alternate airport. However, the dispatch or flight release may be amended en route to include any alternate airport that is within the fuel range of the aircraft as specified in §§ 121.639 through 121.647.

(c) No person may allow a flight to continue beyond the ETOPS Entry Point unless—

(1) Except as provided in paragraph (d) of this section, the weather conditions at each ETOPS Alternate Airport required by § 121.624 are forecast to be at or above the operating minima for that airport in the certificate holder's operations specifications when it might be used (from the earliest to the latest possible landing time); and

(2) All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed and the flight crew advised of any changes in conditions that have occurred since dispatch.

(d) If paragraph (c)(1) of this section cannot be met for a specific airport, the dispatch or flight release may be amended to add an ETOPS Alternate Airport within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima.

(e) Before the ETOPS Entry Point, the pilot in command for a supplemental operator or a dispatcher for a flag operator must use company communications to update the flight plan if needed because of a re-evaluation of aircraft system capabilities.

(f) No person may change an original destination or alternate airport that is specified in the original dispatch or flight release to another airport while the aircraft is en route unless the other airport is authorized for that type of aircraft and the appropriate requirements of §§ 121.593 through 121.661 and 121.173 are met at the time of redispatch or amendment of the flight release.

(g) Each person who amends a dispatch or flight release en route shall record that amendment.

§ 121.633

Considering time-limited systems in planning ETOPS alternates.

(a) For ETOPS up to and including 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport (at the approved one-engine inoperative cruise speed under standard conditions in still air) would exceed the approved time for the airplane's most limiting ETOPS Significant System (including the airplane's most limiting fire suppression system time for those cargo and baggage compartments required by regulation to have fire-suppression systems) minus 15 minutes.

(b) For ETOPS beyond 180 minutes, no person may list an airport as an ETOPS Alternate Airport in a dispatch or flight release if the time needed to fly to that airport:

(1) at the all engine operating cruise speed, corrected for wind and temperature, exceeds the airplane's most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire suppression systems (except as provided in paragraph (c) of this section), or

(2) at the one-engine-inoperative cruise speed, corrected for wind and temperature, exceeds the airplane's most limiting ETOPS Significant System time (other than the airplane's most limiting fire suppression system time minus 15 minutes for those cargo and baggage compartments required by regulation to have fire-suppression systems).

(c) For turbine-engine powered airplanes with more than two engines, the certificate holder need not meet paragraph (b)(1) of this section until February 15, 2013.

§ 121.635

Dispatch to and from refueling or provisional airports: Domestic and flag operations.

No person may dispatch an airplane to or from a refueling or provisional airport except in accordance with the requirements of this part applicable to dispatch from regular airports and unless that airport meets the requirements of this part applicable to regular airports.

§ 121.637

Takeoffs from unlisted and alternate airports: Domestic and flag operations.

(a) No pilot may takeoff an airplane from an airport that is not listed in the operations specifications unless—

(1) The airport and related facilities are adequate for the operation of the airplane;

(2) He can comply with the applicable airplane operating limitations;

(3) The airplane has been dispatched according to dispatching rules applicable to operation from an approved airport; and

(4) The weather conditions at that airport are equal to or better than the following:

(i) Airports in the United States. The weather minimums for takeoff prescribed in part 97 of this chapter; or where minimums are not prescribed for the airport, 800-2, 900-1 1/2 , or 1,000-1.

(ii) Airports outside the United States. The weather minimums for takeoff prescribed or approved by the government of the country in which the airport is located; or where minimums are not prescribed or approved for the airport, 800-2, 900-1 1/2 , or 1,000-1.

(b) No pilot may take off from an alternate airport unless the weather conditions are at least equal to the minimums prescribed in the certificate holder's operations specifications for alternate airports.

§ 121.639

Fuel supply: All domestic operations.

No person may dispatch or take off an airplane unless it has enough fuel—

(a) To fly to the airport to which it is dispatched;

(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and

(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

§ 121.641

Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Flag operations.

(a) No person may dispatch or take off a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is dispatched;

(2) Thereafter, to fly to and land at the most distant alternate airport specified in the dispatch release; and

(3) Thereafter, to fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs (a) (1) and (2) of this section or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

(b) No person may dispatch a nonturbine or turbo-propeller-powered airplane to an airport for which an alternate is not specified under § 121.621(a)(2), unless it has enough fuel, considering wind and forecast weather conditions, to fly to that airport and thereafter to fly for three hours at normal cruising fuel consumption.

§ 121.643

Fuel supply: Nonturbine and turbo-propeller-powered airplanes: Supplemental operations.

(a) Except as provided in paragraph (b) of this section, no person may release for flight or takeoff a nonturbine or turbo-propeller-powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is released;

(2) Thereafter, to fly to and land at the most distant alternate airport specified in the flight release; and

(3) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

(b) If the airplane is released for any flight other than from one point in the contiguous United States to another point in the contiguous United States, it must carry enough fuel to meet the requirements of paragraphs (a) (1) and (2) of this section and thereafter fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs (a) (1) and (2) of this section, or to fly for 90 minutes at normal cruising fuel consumption, whichever is less.

(c) No person may release a nonturbine or turbo-propeller-powered airplane to an airport for which an alternate is not specified under § 121.623(b), unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for three hours at normal cruising fuel consumption.

§ 121.645

Fuel supply: Turbine-engine powered airplanes, other than turbo propeller: Flag and supplemental operations.

(a) Any flag operation within the 48 contiguous United States and the District of Columbia may use the fuel requirements of § 121.639.

(b) For any certificate holder conducting flag or supplemental operations outside the 48 contiguous United States and the District of Columbia, unless authorized by the Administrator in the operations specifications, no person may release for flight or takeoff a turbine-engine powered airplane (other than a turbo-propeller powered airplane) unless, considering wind and other weather conditions expected, it has enough fuel—

(1) To fly to and land at the airport to which it is released;

(2) After that, to fly for a period of 10 percent of the total time required to fly from the airport of departure to, and land at, the airport to which it was released;

(3) After that, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required; and

(4) After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport (or the destination airport if no alternate is required) under standard temperature conditions.

(c) No person may release a turbine-engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified under § 121.621(a)(2) or § 121.623(b) unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for at least two hours at normal cruising fuel consumption.

(d) The Administrator may amend the operations specifications of a certificate holder conducting flag or supplemental operations to require more fuel than any of the minimums stated in paragraph (a) or (b) of this section if he finds that additional fuel is necessary on a particular route in the interest of safety.

(e) For a supplemental operation within the 48 contiguous States and the District of Columbia with a turbine engine powered airplane the fuel requirements of § 121.643 apply.

§ 121.646

En-route fuel supply: flag and supplemental operations.

(a) No person may dispatch or release for flight a turbine-engine powered airplane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met:

(1) The airplane has enough fuel to meet the requirements of § 121.645(b);

(2) The airplane has enough fuel to fly to the Adequate Airport—

(i) Assuming a rapid decompression at the most critical point;

(ii) Assuming a descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333; and

(iii) Considering expected wind and other weather conditions.

(3) The airplane has enough fuel to hold for 15 minutes at 1500 feet above field elevation and conduct a normal approach and landing.

(b) No person may dispatch or release for flight an ETOPS flight unless, considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements:

(1) Fuel to fly to an ETOPS Alternate Airport.

(i) Fuel to account for rapid decompression and engine failure. The airplane must carry the greater of the following amounts of fuel:

(A) Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333 of this chapter;

(B) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of § 121.333 of this chapter; or

(C) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one engine inoperative cruise speed) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude.

(ii) Fuel to account for errors in wind forecasting. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section, the certificate holder must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model accepted by the FAA, the airplane must carry additional fuel equal to 5% of the fuel required for paragraph (b)(1)(i) of this section, as reserve fuel to allow for errors in wind data.

(iii) Fuel to account for icing. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the certificate holder must ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion:

(A) Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast (including the fuel used by engine and wing anti-ice during this period).

(B) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast.

(iv) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph (b)(1)(i) of this section (after completing the wind calculation in paragraph (b)(1)(ii) of this section), the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a program to monitor airplane in-service deterioration to cruise fuel burn performance.

(2) Fuel to account for holding, approach, and landing. In addition to the fuel required by paragraph (b)(1) of this section, the airplane must carry fuel sufficient to hold at 1500 feet above field elevation for 15 minutes upon reaching an ETOPS Alternate Airport and then conduct an instrument approach and land.

(3) Fuel to account for APU use. If an APU is a required power source, the certificate holder must account for its fuel consumption during the appropriate phases of flight.

§ 121.647

Factors for computing fuel required.

Each person computing fuel required for the purposes of this subpart shall consider the following:

(a) Wind and other weather conditions forecast.

(b) Anticipated traffic delays.

(c) One instrument approach and possible missed approach at destination.

(d) Any other conditions that may delay landing of the aircraft.

For the purposes of this section, required fuel is in addition to unusable fuel.

§ 121.649

Takeoff and landing weather minimums: VFR: Domestic operations.

(a) Except as provided in paragraph (b) of this section, regardless of any clearance from ATC, no pilot may takeoff or land an airplane under VFR when the reported ceiling or visibility is less than the following:

(1) For day operations—1,000-foot ceiling and one-mile visibility.

(2) For night operations—1,000-foot ceiling and two-mile visibility.

(b) Where a local surface restriction to visibility exists (e.g., smoke, dust, blowing snow or sand) the visibility for day and night operations may be reduced to 1/2 mile, if all turns after takeoff and prior to landing, and all flight beyond one mile from the airport boundary can be accomplished above or outside the area of local surface visibility restriction.

(c) The weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the locations where the special weather minimums of § 91.157 of this chapter are not applicable (See part 91, appendix D, section 3 of this chapter). The basic VFR weather minimums of § 91.155 of this chapter apply at those locations.

§ 121.651

Takeoff and landing weather minimums: IFR: All certificate holders.

(a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather conditions reported by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, are less than those specified in—

(1) The certificate holder's operations specifications; or

(2) Parts 91 and 97 of this chapter, if the certificate holder's operations specifications do not specify takeoff minimums for the airport.

(b) Except as provided in paragraphs (d) and (e) of this section, no pilot may continue an approach past the final approach fix, or where a final approach fix is not used, begin the final approach segment of an instrument approach procedure—

(1) At any airport, unless the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, issues a weather report for that airport; and

(2) At airports within the United States and its territories or at U.S. military airports, unless the latest weather report for that airport issued by the U.S. National Weather Service, a source approved by that Service, or a source approved by the Administrator, reports the visibility to be equal to or more than the visibility minimums prescribed for that procedure. For the purpose of this section, the term “U.S. military airports” means airports in foreign countries where flight operations are under the control of U.S. military authority.

(c) A pilot who has begun the final approach segment of an instrument approach procedure in accordance with paragraph (b) of this section, and after that receives a later weather report indicating below-minimum conditions, may continue the approach to DA/DH or MDA. Upon reaching DA/DH or at MDA, and at any time before the missed approach point, the pilot may continue the approach below DA/DH or MDA if either the requirements of § 91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach procedure being used;

(3) Except for Category II or Category III approaches where any necessary visual reference requirements are specified by authorization of the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual approach slope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights; and

(4) When the aircraft is on a straight-in nonprecision approach procedure which incorporates a visual descent point, the aircraft has reached the visual descent point, except where the aircraft is not equipped for or capable of establishing that point, or a descent to the runway cannot be made using normal procedures or rates of descent if descent is delayed until reaching that point.

(d) A pilot may begin the final approach segment of an instrument approach procedure other than a Category II or Category III procedure at an airport when the visibility is less than the visibility minimums prescribed for that procedure if the airport is served by an operative ILS and an operative PAR, and both are used by the pilot. However, no pilot may continue an approach below the authorized DA/DH unless the requirements of § 91.176 of this chapter, or the following requirements are met:

(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers and where such a descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;

(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach procedure being used; and

(3) Except for Category II or Category III approaches where any necessary visual reference requirements are specified by the authorization of the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:

(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.

(ii) The threshold.

(iii) The threshold markings.

(iv) The threshold lights.

(v) The runway end identifier lights.

(vi) The visual approach slope indicator.

(vii) The touchdown zone or touchdown zone markings.

(viii) The touchdown zone lights.

(ix) The runway or runway markings.

(x) The runway lights.

(e) A pilot may begin the final approach segment of an instrument approach procedure, or continue that approach procedure, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS in accordance with § 91.176 of this chapter and the certificate holder's operations specifications for EFVS operations.

(f) For the purpose of this section, the final approach segment begins at the final approach fix or facility prescribed in the instrument approach procedure. When a final approach fix is not prescribed for a procedure that includes a procedure turn, the final approach segment begins at the point where the procedure turn is completed and the aircraft is established inbound toward the airport on the final approach course within the distance prescribed in the procedure.

(g) Unless otherwise authorized in the certificate holder's operations specifications, each pilot making an IFR takeoff, approach, or landing at a foreign airport shall comply with the applicable instrument approach procedures and weather minimums prescribed by the authority having jurisdiction over the airport.

§ 121.652

Landing weather minimums: IFR: All certificate holders.

(a) If the pilot in command of an airplane has not served 100 hours as pilot in command in operations under this part in the type of airplane he is operating, the MDA or DA/DH and visibility landing minimums in the certificate holder's operations specification for regular, provisional, or refueling airports are increased by 100 feet and one-half mile (or the RVR equivalent). The MDA or DA/DH and visibility minimums need not be increased above those applicable to the airport when used as an alternate airport, but in no event may the landing minimums be less than 300 and 1. However, a Pilot in command employed by a certificate holder conducting operations in large aircraft under part 135 of this chapter, may credit flight time acquired in operations conducted for that operator under part 91 in the same type airplane for up to 50 percent of the 100 hours of pilot in command experience required by this paragraph.

(b) The 100 hours of pilot in command experience required by paragraph (a) of this section may be reduced (not to exceed 50 percent) by substituting one landing in operations under this part in the type of airplane for 1 required hour of pilot in command experience, if the pilot has at least 100 hours as pilot in command of another type airplane in operations under this part.

(c) Category II minimums and the sliding scale when authorized in the certificate holder's operations specifications do not apply until the pilot in command subject to paragraph (a) of this section meets the requirements of that paragraph in the type of airplane he is operating.

§ 121.653

§ 121.655

Applicability of reported weather minimums.

In conducting operations under §§ 121.649 through 121.653, the ceiling and visibility values in the main body of the latest weather report control for VFR and IFR takeoffs and landings and for instrument approach procedures on all runways of an airport. However, if the latest weather report, including an oral report from the control tower, contains a visibility value specified as runway visibility or runway visual range for a particular runway of an airport, that specified value controls for VFR and IFR landings and takeoffs and straight-in instrument approaches for that runway.

§ 121.657

Flight altitude rules.

(a) General. Notwithstanding § 91.119 or any rule applicable outside the United States, no person may operate an aircraft below the minimums set forth in paragraphs (b) and (c) of this section, except when necessary for takeoff or landing, or except when, after considering the character of the terrain, the quality and quantity of meteorological services, the navigational facilities available, and other flight conditions, the Administrator prescribes other minimums for any route or part of a route where he finds that the safe conduct of the flight requires other altitudes. Outside of the United States the minimums prescribed in this section are controlling unless higher minimums are prescribed in the certificate holder's operations specifications or by the foreign country over which the aircraft is operating.

(b) Day VFR operations. No certificate holder conducting domestic operations may operate a passenger-carrying aircraft and no certificate holder conducting flag or supplemental operations may operate any aircraft under VFR during the day at an altitude less than 1,000 feet above the surface or less than 1,000 feet from any mountain, hill, or other obstruction to flight.

(c) Night VFR, IFR, and over-the-top operations. No person may operate an aircraft under IFR including over-the- top or at night under VFR at an altitude less than 1,000 feet above the highest obstacle within a horizontal distance of five miles from the center of the intended course, or, in designated mountainous areas, less than 2,000 feet above the highest obstacle within a horizontal distance of five miles from the center of the intended course.

(d) Day over-the-top operations below minimum en route altitudes. A person may conduct day over-the-top operations in an airplane at flight altitudes lower than the minimum en route IFR altitudes if—

(1) The operation is conducted at least 1,000 feet above the top of lower broken or overcast cloud cover;

(2) The top of the lower cloud cover is generally uniform and level;

(3) Flight visibility is at least five miles; and

(4) The base of any higher broken or overcast cloud cover is generally uniform and level and is at least 1,000 feet above the minimum en route IFR altitude for that route segment.

§ 121.659

Initial approach altitude: Domestic and supplemental operations.

(a) Except as provided in paragraph (b) of this section, when making an initial approach to a radio navigation facility under IFR, no person may descend an aircraft below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

(b) When making an initial approach on a flight being conducted under § 121.657(d), no pilot may commence an instrument approach until his arrival over the radio facility has definitely been established. In making an instrument approach under these circumstances no person may descend an aircraft lower than 1,000 feet above the top of the lower cloud or the minimum altitude determined by the Administrator for that part of the IFR approach, whichever is lower.

§ 121.661

Initial approach altitude: Flag operations.

When making an initial approach to a radio navigation facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the instrument approach procedure for that facility) until his arrival over that facility has been definitely established.

§ 121.663

Responsibility for dispatch release: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall prepare a dispatch release for each flight between specified points, based on information furnished by an authorized aircraft dispatcher. The pilot in command and an authorized aircraft dispatcher shall sign the release only if they both believe that the flight can be made with safety. The aircraft dispatcher may delegate authority to sign a release for a particular flight, but he may not delegate his authority to dispatch.

§ 121.665

Load manifest.

Each certificate holder is responsible for the preparation and accuracy of a load manifest form before each takeoff. The form must be prepared and signed for each flight by employees of the certificate holder who have the duty of supervising the loading of aircraft and preparing the load manifest forms or by other qualified persons authorized by the certificate holder.

§ 121.667

Flight plan: VFR and IFR: Supplemental operations.

(a) No person may take off an aircraft unless the pilot in command has filed a flight plan, containing the appropriate information required by part 91, with the nearest FAA communication station or appropriate military station or, when operating outside the United States, with other appropriate authority. However, if communications facilities are not readily available, the pilot in command shall file the flight plan as soon as practicable after the aircraft is airborne. A flight plan must continue in effect for all parts of the flight.

(b) When flights are operated into military airports, the arrival or completion notice required by §§ 91.153 and 91.169 may be filed with the appropriate airport control tower or aeronautical communication facility used for that airport.

§ 121.681

Applicability.

This subpart prescribes requirements for the preparation and maintenance of records and reports for all certificate holders.

§ 121.683

Crewmember and dispatcher record.

(a) Each certificate holder shall—

(1) Maintain current records of each crewmember and each aircraft dispatcher (domestic and flag operations only) that show whether the crewmember or aircraft dispatcher complies with the applicable sections of this chapter, including, but not limited to, proficiency and route checks, airplane and route qualifications, training, any required physical examinations, flight, duty, and rest time records; and

(2) Record each action taken concerning the release from employment or physical or professional disqualification of any flight crewmember or aircraft dispatcher (domestic and flag operations only) and keep the record for at least six months thereafter.

(b) Each certificate holder conducting supplemental operations shall maintain the records required by paragraph (a) of this section at its principal base of operations, or at another location used by it and approved by the Administrator.

(c) Computer record systems approved by the Administrator may be used in complying with the requirements of paragraph (a) of this section.

§ 121.685

Aircraft record: Domestic and flag operations.

Each certificate holder conducting domestic or flag operations shall maintain a current list of each aircraft that it operates in scheduled air transportation and shall send a copy of the record and each change to the responsible Flight Standards office. Airplanes of another certificate holder operated under an interchange agreement may be incorporated by reference.

§ 121.687

Dispatch release: Flag and domestic operations.

(a) The dispatch release may be in any form but must contain at least the following information concerning each flight:

(1) Identification number of the aircraft.

(2) Trip number.

(3) Departure airport, intermediate stops, destination airports, and alternate airports.

(4) A statement of the type of operation (e.g., IFR, VFR).

(5) Minimum fuel supply.

(6) For each flight dispatched as an ETOPS flight, the ETOPS diversion time for which the flight is dispatched.

(b) The dispatch release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destination airport, intermediate stops, and alternate airports, that are the latest available at the time the release is signed by the pilot in command and dispatcher. It may include any additional available weather reports or forecasts that the pilot in command or the aircraft dispatcher considers necessary or desirable.

§ 121.689

Flight release form: Supplemental operations.

(a) Except as provided in paragraph (c) of this section, the flight release may be in any form but must contain at least the following information concerning each flight:

(1) Company or organization name.

(2) Make, model, and registration number of the aircraft being used.

(3) Flight or trip number, and date of flight.

(4) Name of each flight crewmember, flight attendant, and pilot designated as pilot in command.

(5) Departure airport, destination airports, alternate airports, and route.

(6) Minimum fuel supply (in gallons or pounds).

(7) A statement of the type of operation (e.g., IFR, VFR).

(8) For each flight released as an ETOPS flight, the ETOPS diversion time for which the flight is released.

(b) The aircraft flight release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destination airport, and alternate airports, that are the latest available at the time the release is signed. It may include any additional available weather reports or forecasts that the pilot in command considers necessary or desirable.

(c) Each certificate holder conducting domestic or flag operations under the rules of this part applicable to supplemental operations shall comply with the dispatch or flight release forms required for scheduled operations under this subpart.

§ 121.691

§ 121.693

Load manifest: All certificate holders.

The load manifest must contain the following information concerning the loading of the airplane at takeoff time:

(a) The weight of the aircraft, fuel and oil, cargo and baggage, passengers and crewmembers.

(b) The maximum allowable weight for that flight that must not exceed the least of the following weights:

(1) Maximum allowable takeoff weight for the runway intended to be used (including corrections for altitude and gradient, and wind and temperature conditions existing at the takeoff time).

(2) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with applicable en route performance limitations.

(3) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with the maximum authorized design landing weight limitations on arrival at the destination airport.

(4) Maximum takeoff weight considering anticipated fuel and oil consumption that allows compliance with landing distance limitations on arrival at the destination and alternate airports.

(c) The total weight computed under approved procedures.

(d) Evidence that the aircraft is loaded according to an approved schedule that insures that the center of gravity is within approved limits.

(e) Names of passengers, unless such information is maintained by other means by the certificate holder.

§ 121.695

Disposition of load manifest, dispatch release, and flight plans: Domestic and flag operations.

(a) The pilot in command of an airplane shall carry in the airplane to its destination—

(1) A copy of the completed load manifest (or information from it, except information concerning cargo and passenger distribution);

(2) A copy of the dispatch release; and

(3) A copy of the flight plan.

(b) The certificate holder shall keep copies of the records required in this section for at least three months.

§ 121.697

Disposition of load manifest, flight release, and flight plans: Supplemental operations.

(a) The pilot in command of an airplane shall carry in the airplane to its destination the original or a signed copy of the—

(1) Load manifest;

(2) Flight release;

(3) Airworthiness release;

(4) Pilot route certification; and

(5) Flight plan.

(b) If a flight originates at the certificate holder's principal base of operations, it shall retain at that base a signed copy of each document listed in paragraph (a) of this section.

(c) Except as provided in paragraph (d) of this section, if a flight originates at a place other than the certificate holder's principal base of operations, the pilot in command (or another person not aboard the airplane who is authorized by the certificate holder) shall, before or immediately after departure of the flight, mail signed copies of the documents listed in paragraph (a) of this section, to the principal base of operations.

(d) If a flight originates at a place other than the certificate holder's principal base of operations, and there is at that place a person to manage the flight departure for the certificate holder who does not himself or herself depart on the airplane, signed copies of the documents listed in paragraph (a) of this section may be retained at that place for not more than 30 days before being sent to the certificate holder's principal base of operations. However, the documents for a particular flight need not be further retained at that place or be sent to the principal base of operations, if the originals or other copies of them have been previously returned to the principal base of operations.

(e) The certificate holder conducting supplemental operations shall:

(1) Identify in its operations manual the person having custody of the copies of documents retained in accordance with paragraph (d) of this section; and

(2) Retain at its principal base of operations either an original or a copy of the records required by this section for at least three months.

§§ 121.698-121.699

§ 121.701

Maintenance log: Aircraft.

(a) Each person who takes action in the case of a reported or observed failure or malfunction of an airframe, engine, propeller, or appliance that is critical to the safety of flight shall make, or have made, a record of that action in the airplane's maintenance log.

(b) Each certificate holder shall have an approved procedure for keeping adequate copies of the record required in paragraph (a) of this section in the airplane in a place readily accessible to each flight crewmember and shall put that procedure in the certificate holder's manual.

§ 121.703

Service difficulty reports.

(a) Each certificate holder shall report the occurrence or detection of each failure, malfunction, or defect concerning—

(1) Fires during flight and whether the related fire-warning system functioned properly;

(2) Fires during flight not protected by a related fire-warning system;

(3) False fire warning during flight;

(4) An engine exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components;

(5) An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or passenger cabin during flight;

(6) Engine shutdown during flight because of flameout;

(7) Engine shutdown during flight when external damage to the engine or airplane structure occurs;

(8) Engine shutdown during flight due to foreign object ingestion or icing;

(9) Engine shutdown during flight of more than one engine;

(10) A propeller feathering system or ability of the system to control overspeed during flight;

(11) A fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage during flight;

(12) An unwanted landing gear extension or retraction, or an unwanted opening or closing of landing gear doors during flight;

(13) Brake system components that result in loss of brake actuating force when the airplane is in motion on the ground;

(14) Aircraft structure that requires major repair;

(15) Cracks, permanent deformation, or corrosion of aircraft structures, if more than the maximum acceptable to the manufacturer or the FAA;

(16) Aircraft components or systems that result in taking emergency actions during flight (except action to shut down an engine); and

(17) Emergency evacuation systems or components including all exit doors, passenger emergency evacuation lighting systems, or evacuation equipment that are found defective, or that fail to perform the intended functions during an actual emergency or during training, testing, maintenance, demonstrations, or inadvertent deployments.

(b) For the purpose of this section during flight means the period from the moment the aircraft leaves the surface of the earth on takeoff until it touches down on landing.

(c) In addition to the reports required by paragraph (a) of this section, each certificate holder shall report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in its opinion, that failure, malfunction, or defect has endangered or may endanger the safe operation of an aircraft used by it.

(d) Each certificate holder shall submit each report required by this section, covering each 24-hour period beginning at 0900 local time of each day and ending at 0900 local time on the next day, to the FAA offices in Oklahoma City, Oklahoma. Each report of occurrences during a 24-hour period shall be submitted to the collection point within the next 96 hours. However, a report due on Saturday or Sunday may be submitted on the following Monday, and a report due on a holiday may be submitted on the next work day.

(e) The certificate holder shall submit the reports required by this section on a form or in another format acceptable to the Administrator. The reports shall include the following information:

(1) Type and identification number of the aircraft.

(2) The name of the operator.

(3) The date, flight number, and stage during which the incident occurred (e.g., preflight, takeoff, climb, cruise, descent landing, and inspection).

(4) The emergency procedure effected (e.g., unscheduled landing and emergency descent).

(5) The nature of the failure, malfunction, or defect.

(6) Identification of the part and system involved, including available information pertaining to type designation of the major component and time since overhaul.

(7) Apparent cause of the failure, malfunction, or defect (e.g., wear, crack, design deficiency, or personnel error).

(8) Whether the part was repaired, replaced, sent to the manufacturer, or other action taken.

(9) Whether the aircraft was grounded.

(10) Other pertinent information necessary for more complete identification, determination of seriousness, or corrective action.

(f) A certificate holder that is also the holder of a Type Certificate (including a Supplemental Type Certificate), a Parts Manufacturer Approval, or a Technical Standard Order Authorization, or that is the licensee of a type certificate holder, need not report a failure, malfunction, or defect under this section if the failure, malfunction, or defect has been reported by it under § 21.3 of this chapter or under the accident reporting provisions of 49 CFR part 830.

(g) No person may withhold a report required by this section even though all information required in this section is not available.

(h) When certificate holder gets additional information, including information from the manufacturer or other agency, concerning a report required by this section, it shall expeditiously submit it as a supplement to the first report and reference the date and place of submission of the first report.

§ 121.705

Mechanical interruption summary report.

Each certificate holder shall submit to the Administrator, before the end of the 10th day of the following month, a summary report for the previous month of:

(a) Each interruption to a flight, unscheduled change of aircraft en route, or unscheduled stop or diversion from a route, caused by known or suspected mechanical difficulties or malfunctions that are not required to be reported under § 121.703.

(b) The number of engines removed prematurely because of malfunction, failure or defect, listed by make and model and the aircraft type in which it was installed.

(c) The number of propeller featherings in flight, listed by type of propeller and engine and aircraft on which it was installed. Propeller featherings for training, demonstration, or flight check purposes need not be reported.

§ 121.707

Alteration and repair reports.

(a) Each certificate holder shall, promptly upon its completion, prepare a report of each major alteration or major repair of an airframe, aircraft engine, propeller, or appliance of an aircraft operated by it.

(b) The certificate holder shall submit a copy of each report of a major alteration to, and shall keep a copy of each report of a major repair available for inspection by, the representative of the Administrator who is assigned to it.

§ 121.709

Airworthiness release or aircraft log entry.

(a) No certificate holder may operate an aircraft after maintenance, preventive maintenance or alterations are performed on the aircraft unless the certificate holder, or the person with whom the certificate holder arranges for the performance of the maintenance, preventive maintenance, or alterations, prepares or causes to be prepared—

(1) An airworthiness release; or

(2) An appropriate entry in the aircraft log.

(b) The airworthiness release or log entry required by paragraph (a) of this section must—

(1) Be prepared in accordance with the procedures set forth in the certificate holder's manual;

(2) Include a certification that—

(i) The work was performed in accordance with the requirements of the certificate holder's manual;

(ii) All items required to be inspected were inspected by an authorized person who determined that the work was satisfactorily completed;

(iii) No known condition exists that would make the airplane unairworthy; and

(iv) So far as the work performed is concerned, the aircraft is in condition for safe operation; and

(3) Be signed by an authorized certificated mechanic or repairman except that a certificated repairman may sign the release or entry only for the work for which he is employed and certificated.

(c) Notwithstanding paragraph (b)(3) of this section, after maintenance, preventive maintenance, or alterations performed by a repair station that is located outside the United States, the airworthiness release or log entry required by paragraph (a) of this section may be signed by a person authorized by that repair station.

(d) When an airworthiness release form is prepared the certificate holder must give a copy to the pilot in command and must keep a record thereof for at least 2 months.

(e) Instead of restating each of the conditions of the certification required by paragraph (b) of this section, the air carrier may state in its manual that the signature of an authorized certificated mechanic or repairman constitutes that certification.

§ 121.711

Communication records: Domestic and flag operations.

(a) Each certificate holder conducting domestic or flag operations must record each en route communication between the certificate holder and its pilots using a communication system as required by § 121.99 of this part.

(b) For purposes of this section the term en route means from the time the aircraft pushes back from the departing gate until the time the aircraft reaches the arrival gate at its destination.

(c) The record required in paragraph (a) of this section must contain at least the following information:

(1) The date and time of the contact;

(2) The flight number;

(3) Aircraft registration number;

(4) Approximate position of the aircraft during the contact;

(5) Call sign; and

(6) Narrative of the contact.

(d) The record required in paragraph (a) of this section must be kept for at least 30 days.

§ 121.713

Retention of contracts and amendments: Commercial operators who conduct intrastate operations for compensation or hire.

(a) Each commercial operator who conducts intrastate operations for compensation or hire shall keep a copy of each written contract under which it provides services as a commercial operator for a period of at least 1 year after the date of execution of the contract. In the case of an oral contract, it shall keep a memorandum stating its elements, and of any amendments to it, for a period of at least one year after the execution of that contract or change.

(b) Each commercial operator who conducts intrastate operations for compensation or hire shall submit a financial report for the first 6 months of each fiscal year and another financial report for each complete fiscal year. If that person's operating certificate is suspended for more than 29 days, that person shall submit a financial report as of the last day of the month in which the suspension is terminated. The report required to be submitted by this section shall be submitted within 60 days of the last day of the period covered by the report and must include—

(1) A balance sheet that shows assets, liabilities, and net worth on the last day of the reporting period;

(2) The information required by § 119.36 (e)(2), (e)(7), and (e)(8) of this chapter;

(3) An itemization of claims in litigation against the applicant, if any, as of the last day of the period covered by the report;

(4) A profit and loss statement with the separation of items relating to the applicant's commercial operator activities from his other business activities, if any; and

(5) A list of each contract that gave rise to operating income on the profit and loss statement, including the names and addresses of the contracting parties and the nature, scope, date, and duration of each contract.

§ 121.721

Applicability.

This section describes the certificates that were issued to United States citizens who were employed by air carriers at the time of issuance as flight crewmembers on United States registered aircraft engaged in international air commerce. The purpose of the certificate is to facilitate the entry and clearance of those crewmembers into ICAO contracting states. They were issued under Annex 9, as amended, to the Convention on International Civil Aviation.

§ 121.723

Surrender of international crewmember certificate.

The holder of a certificate issued under this section, or the air carrier by whom the holder is employed, shall surrender the certificate for cancellation at the responsible Flight Standards office at the termination of the holder's employment with that air carrier.

§ 121.801

Applicability.

This subpart prescribes the emergency medical equipment and training requirements applicable to all certificate holders operating passenger-carrying airplanes under this part. Nothing in this subpart is intended to require certificate holders or its agents to provide emergency medical care or to establish a standard of care for the provision of emergency medical care.

§ 121.803

Emergency medical equipment.

(a) No person may operate a passenger-carrying airplane under this part unless it is equipped with the emergency medical equipment listed in this section.

(b) Each equipment item listed in this section—

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

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

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

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

(c) For treatment of injuries, medical events, or minor accidents that might occur during flight time each airplane must have the following equipment that meets the specifications and requirements of appendix A of this part:

(1) Approved first-aid kits.

(2) In airplanes for which a flight attendant is required, an approved emergency medical kit.

(3) In airplanes for which a flight attendant is required, an approved emergency medical kit as modified effective April 12, 2004.

(4) In airplanes for which a flight attendant is required and with a maximum payload capacity of more than 7,500 pounds, an approved automated external defibrillator as of April 12, 2004.

§ 121.805

Crewmember training for in-flight medical events.

(a) Each training program must provide the instruction set forth in this section with respect to each airplane type, model, and configuration, each required crewmember, and each kind of operation conducted, insofar as appropriate for each crewmember and the certificate holder.

(b) Training must provide the following:

(1) Instruction in emergency medical event procedures, including coordination among crewmembers.

(2) Instruction in the location, function, and intended operation of emergency medical equipment.

(3) Instruction to familiarize crewmembers with the content of the emergency medical kit.

(4) Instruction to familiarize crewmembers with the content of the emergency medical kit as modified on April 12, 2004.

(5) For each flight attendant—

(i) Instruction, to include performance drills, in the proper use of automated external defibrillators.

(ii) Instruction, to include performance drills, in cardiopulmonary resuscitation.

(iii) Recurrent training, to include performance drills, in the proper use of an automated external defibrillators and in cardiopulmonary resuscitation at least once every 24 months.

(c) The crewmember instruction, performance drills, and recurrent training required under this section are not required to be equivalent to the expert level of proficiency attained by professional emergency medical personnel.

§ 121.901

Purpose and eligibility.

(a) Contrary provisions of parts 61, 63, 65, 121, 135, and 142 of this chapter notwithstanding, this subpart provides for approval of an alternative method (known as “Advanced Qualification Program” or “AQP”) for qualifying, training, certifying, and otherwise ensuring competency of crewmembers, aircraft dispatchers, other operations personnel, instructors, and evaluators who are required to be trained under parts 121 and 135 of this chapter.

(b) A certificate holder is eligible under this subpart if the certificate holder is required or elects to have an approved training program under §§ 121.401, 135.3(c), or 135.341 of this chapter.

(c) A certificate holder obtains approval of each proposed curriculum under this AQP as specified in § 121.909.

§ 121.903

General requirements for Advanced Qualification Programs.

(a) A curriculum approved under an AQP may include elements of existing training programs under part 121 and part 135 of this chapter. Each curriculum must specify the make, model, series or variant of aircraft and each crewmember position or other positions to be covered by that curriculum. Positions to be covered by the AQP must include all flight crewmember positions, flight instructors, and evaluators and may include other positions, such as flight attendants, aircraft dispatchers, and other operations personnel.

(b) Each certificate holder that obtains approval of an AQP under this subpart must comply with all the requirements of the AQP and this subpart instead of the corresponding provisions of parts 61, 63, 65, 121, or 135 of this chapter. However, each applicable requirement of parts 61, 63, 65, 121, or 135 of this chapter, including but not limited to practical test requirements, that is not specifically addressed in the AQP continues to apply to the certificate holder and to the individuals being trained and qualified by the certificate holder. No person may be trained under an AQP unless that AQP has been approved by the FAA and the person complies with all the requirements of the AQP and this subpart.

(c) No certificate holder that conducts its training program under this subpart may use any person nor may any person serve in any duty position as a required crewmember, an aircraft dispatcher, an instructor, or an evaluator, unless that person has satisfactorily accomplished, in a training program approved under this subpart for the certificate holder, the training and evaluation of proficiency required by the AQP for that type airplane and duty position.

(d) All documentation and data required under this subpart must be submitted in a form and manner acceptable to the FAA.

(e) Any training or evaluation required under an AQP that is satisfactorily completed in the calendar month before or the calendar month after the calendar month in which it is due is considered to have been completed in the calendar month it was due.

§ 121.905

Confidential commercial information.

(a) Each certificate holder that claims that AQP information or data it is submitting to the FAA is entitled to confidential treatment under 5 U.S.C. 552(b)(4) because it constitutes confidential commercial information as described in 5 U.S.C. 552(b)(4), and should be withheld from public disclosure, must include its request for confidentiality with each submission.

(b) When requesting confidentiality for submitted information or data, the certificate holder must:

(1) If the information or data is transmitted electronically, embed the claim of confidentiality within the electronic record so the portions claimed to be confidential are readily apparent when received and reviewed.

(2) If the information or data is submitted in paper format, place the word “CONFIDENTIAL” on the top of each page containing information or data claimed to be confidential.

(3) Justify the basis for a claim of confidentiality under 5 U.S.C. 552(b)(4).

§ 121.907

Definitions.

The following definitions apply to this subpart:

Crew Resource Management (CRM) means the effective use of all the resources available to crewmembers, including each other, to achieve a safe and efficient flight.

Curriculum outline means a listing of each segment, module, lesson, and lesson element in a curriculum, or an equivalent listing acceptable to the FAA.

Evaluation of proficiency means a Line Operational Evaluation (LOE) or an equivalent evaluation under an AQP acceptable to the FAA.

Evaluator means a person who assesses or judges the performance of crewmembers, instructors, other evaluators, aircraft dispatchers, or other operations personnel.

First Look means the assessment of performance to determine proficiency on designated flight tasks before any briefing, training, or practice on those tasks is given in the training session for a continuing qualification curriculum. First Look is conducted during an AQP continuing qualification cycle to determine trends of degraded proficiency, if any, due in part to the length of the interval between training sessions.

Instructional systems development means a systematic methodology for developing or modifying qualification standards and associated curriculum content based on a documented analysis of the job tasks, skills, and knowledge required for job proficiency.

Job task listing means a listing of all tasks, subtasks, knowledge, and skills required for accomplishing the operational job.

Line Operational Evaluation (LOE) means a simulated line environment, the scenario content of which is designed to test integrating technical and CRM skills.

Line Operational Simulation (LOS) means a training or evaluation session, as applicable, that is conducted in a simulated line environment using equipment qualified and approved for its intended purpose in an AQP.

Planned hours means the estimated amount of time (as specified in a curriculum outline) that it takes a typical student to complete a segment of instruction (to include all instruction, demonstration, practice, and evaluation, as appropriate, to reach proficiency).

Qualification standard means a statement of a minimum required performance, applicable parameters, criteria, applicable flight conditions, evaluation strategy, evaluation media, and applicable document references.

Qualification standards document means a single document containing all the qualification standards for an AQP together with a prologue that provides a detailed description of all facets of the evaluation process.

Special tracking means assigning a person to an augmented schedule of training, checking, or both.

Training session means a contiguously scheduled period devoted to training activities at a facility approved by the FAA for that purpose.

Variant means a specifically configured aircraft for which the FAA has identified training and qualifications that are significantly different from those applicable to other aircraft of the same make, model, and series.

§ 121.909

Approval of Advanced Qualification Program.

(a) Approval process. Application for approval of an AQP curriculum under this subpart is made to the responsible Flight Standards office.

(b) Approval criteria. Each AQP must have separate curriculums for indoctrination, qualification, and continuing qualification (including upgrade, transition, and requalification), as specified in §§ 121.911, 121.913, and 121.915. All AQP curriculums must be based on an instructional systems development methodology. This methodology must incorporate a thorough analysis of the certificate holder's operations, aircraft, line environment and job functions. All AQP qualification and continuing qualification curriculums must integrate the training and evaluation of CRM and technical skills and knowledge. An application for approval of an AQP curriculum may be approved if the program meets the following requirements:

(1) The program must meet all the requirements of this subpart.

(2) Each indoctrination, qualification, and continuing qualification AQP, and derivatives must include the following documentation:

(i) Initial application for AQP.

(ii) Initial job task listing.

(iii) Instructional systems development methodology.

(iv) Qualification standards document.

(v) Curriculum outline.

(vi) Implementation and operations plan.

(3) Subject to approval by the FAA, certificate holders may elect, where appropriate, to consolidate information about multiple programs within any of the documents referenced in paragraph (b)(2) of this section.

(4) The Qualification Standards Document must indicate specifically the requirements of the parts 61, 63, 65, 121, or 135 of this chapter, as applicable, that would be replaced by an AQP curriculum. If a practical test requirement of parts 61, 63, 65, 121, or 135 of this chapter is replaced by an AQP curriculum, the certificate holder must establish an initial justification and a continuing process approved by the FAA to show how the AQP curriculum provides an equivalent level of safety for each requirement that is to be replaced.

(c) Application and transition. Each certificate holder that applies for one or more advanced qualification curriculums must include as part of its application a proposed transition plan (containing a calendar of events) for moving from its present approved training to the advanced qualification program training.

(d) Advanced Qualification Program revisions or rescissions of approval. If after a certificate holder begins training and qualification under an AQP, the FAA finds the certificate holder is not meeting the provisions of its approved AQP, the FAA may require the certificate holder, pursuant to § 121.405(e), to make revisions. Or if otherwise warranted, the FAA may withdraw AQP approval and require the certificate holder to submit and obtain approval for a plan (containing a schedule of events) that the certificate holder must comply with and use to transition to an approved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate. The certificate holder may also voluntarily submit and obtain approval for a plan (containing a schedule of events) to transition to an approved training program under subpart N of this part or under subpart H of part 135 of this chapter, as appropriate.

(e) Approval by the FAA. Final approval of an AQP by the FAA indicates the FAA has accepted the justification provided under paragraph (b)(4) of this section and the applicant's initial justification and continuing process establish an equivalent level of safety for each requirement of parts 61, 63, 65, 121, and 135 of this chapter that is being replaced.

§ 121.911

Indoctrination curriculum.

Each indoctrination curriculum must include the following:

(a) For newly hired persons being trained under an AQP: The certificate holder's policies and operating practices and general operational knowledge.

(b) For newly hired crewmembers and aircraft dispatchers: General aeronautical knowledge appropriate to the duty position.

(c) For instructors: The fundamental principles of the teaching and learning process; methods and theories of instruction; and the knowledge necessary to use aircraft, flight training devices, flight simulators, and other training equipment in advanced qualification curriculums, as appropriate.

(d) For evaluators: General evaluation requirements of the AQP; methods of evaluating crewmembers and aircraft dispatchers and other operations personnel, as appropriate, and policies and practices used to conduct the kinds of evaluations particular to an AQP (e.g., LOE).

§ 121.913

Qualification curriculum.

Each qualification curriculum must contain training, evaluation, and certification activities, as applicable for specific positions subject to the AQP, as follows:

(a) The certificate holder's planned hours of training, evaluation, and supervised operating experience.

(b) For crewmembers, aircraft dispatchers, and other operations personnel, the following:

(1) Training, evaluation, and certification activities that are aircraft- and equipment-specific to qualify a person for a particular duty position on, or duties related to the operation of, a specific make, model, series, or variant aircraft.

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each proficiency objective to be trained and evaluated.

(3) The requirements of the certificate holder's approved AQP program that are in addition to or in place of, the requirements of parts 61, 63, 65, 121 or 135 of this chapter, including any applicable practical test requirements.

(4) A list of and text describing operating experience, evaluation/remediation strategies, provisions for special tracking, and how recency of experience requirements will be accomplished.

(c) For flight crewmembers: Initial operating experience and line check.

(d) For instructors, the following as appropriate:

(1) Training and evaluation activities to qualify a person to conduct instruction on how to operate, or on how to ensure the safe operation of a particular make, model, and series aircraft (or variant).

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each procedure and proficiency objective to be trained and evaluated.

(3) A list of and text describing evaluation/remediation strategies, standardization policies and recency requirements.

(e) For evaluators: The requirements of paragraph (d)(1) of this section plus the following, as appropriate:

(1) Training and evaluation activities that are aircraft and equipment specific to qualify a person to assess the performance of persons who operate or who ensure the safe operation of, a particular make, model, and series aircraft (or variant).

(2) A list of and text describing the knowledge requirements, subject materials, job skills, and qualification standards of each procedure and proficiency objective to be trained and evaluated.

(3) A list of and text describing evaluation/remediation strategies, standardization policies and recency requirements.

§ 121.915

Continuing qualification curriculum.

Each continuing qualification curriculum must contain training and evaluation activities, as applicable for specific positions subject to the AQP, as follows:

(a) Continuing qualification cycle. A continuing qualification cycle that ensures that during each cycle each person qualified under an AQP, including instructors and evaluators, will receive a mix that will ensure training and evaluation on all events and subjects necessary to ensure that each person maintains proficiency in knowledge, technical skills, and cognitive skills required for initial qualification in accordance with the approved continuing qualification AQP, evaluation/remediation strategies, and provisions for special tracking. Each continuing qualification cycle must include at least the following:

(1) Evaluation period. Initially the continuing qualification cycle is comprised of two or more evaluation periods of equal duration. Each person qualified under an AQP must receive ground training and flight training, as appropriate, and an evaluation of proficiency during each evaluation period at a training facility. The number and frequency of training sessions must be approved by the FAA.

(2) Training. Continuing qualification must include training in all tasks, procedures and subjects required in accordance with the approved program documentation, as follows:

(i) For pilots in command, seconds in command, and flight engineers, First Look in accordance with the certificate holder's FAA-approved program documentation.

(ii) For pilots in command, seconds in command, flight engineers, flight attendants, instructors and evaluators: Ground training including a general review of knowledge and skills covered in qualification training, updated information on newly developed procedures, and safety information.

(iii) For crewmembers, instructors, evaluators, and other operational personnel who conduct their duties in flight: Proficiency training in an aircraft, flight training device, flight simulator, or other equipment, as appropriate, on normal, abnormal, and emergency flight procedures and maneuvers.

(iv) For dispatchers and other operational personnel who do not conduct their duties in flight: ground training including a general review of knowledge and skills covered in qualification training, updated information on newly developed procedures, safety related information, and, if applicable, a line observation program.

(v) For instructors and evaluators: Proficiency training in the type flight training device or the type flight simulator, as appropriate, regarding training equipment operation. For instructors and evaluators who are limited to conducting their duties in flight simulators or flight training devices: Training in operational flight procedures and maneuvers (normal, abnormal, and emergency).

(b) Evaluation of performance. Continuing qualification must include evaluation of performance on a sample of those events and major subjects identified as diagnostic of competence and approved for that purpose by the FAA. The following evaluation requirements apply:

(1) Evaluation of proficiency as follows:

(i) For pilots in command, seconds in command, and flight engineers: An evaluation of proficiency, portions of which may be conducted in an aircraft, flight simulator, or flight training device as approved in the certificate holder's curriculum that must be completed during each evaluation period.

(ii) For any other persons covered by an AQP, a means to evaluate their proficiency in the performance of their duties in their assigned tasks in an operational setting.

(2) Line checks as follows:

(i) Except as provided in paragraph (b)(2)(ii) of this section, for pilots in command: A line check conducted in an aircraft during actual flight operations under part 121 or part 135 of this chapter or during operationally (line) oriented flights, such as ferry flights or proving flights. A line check must be completed in the calendar month at the midpoint of the evaluation period.

(ii) With the FAA's approval, a no-notice line check strategy may be used in lieu of the line check required by paragraph (b)(2)(i) of this section. The certificate holder who elects to exercise this option must ensure the “no-notice” line checks are administered so the flight crewmembers are not notified before the evaluation. In addition, the AQP certificate holder must ensure that each pilot in command receives at least one “no-notice” line check every 24 months. As a minimum, the number of “no-notice” line checks administered each calendar year must equal at least 50% of the certificate holder's pilot-in-command workforce in accordance with a strategy approved by the FAA for that purpose. In addition, the line checks to be conducted under this paragraph must be conducted over all geographic areas flown by the certificate holder in accordance with a sampling methodology approved by the FAA for that purpose.

(iii) During the line checks required under paragraph (b)(2)(i) and (ii) of this section, each person performing duties as a pilot in command, second in command, or flight engineer for that flight must be individually evaluated to determine whether the person remains adequately trained and currently proficient with respect to the particular aircraft, crew position, and type of operation in which he or she serves; and the person has sufficient knowledge and skills to operate effectively as part of a crew. The evaluator must be a check pilot, check flight engineer, an APD, or an FAA inspector and must hold the certificates and ratings required of the pilot in command.

(c) Recency of experience. For pilots in command, seconds in command, flight engineers, aircraft dispatchers, instructors, evaluators, and flight attendants, approved recency of experience requirements appropriate to the duty position.

(d) Duration of cycles and periods. Initially, the continuing qualification cycle approved for an AQP must not exceed 24 calendar months in duration, and must include two or more evaluation periods of equal duration. After that, upon demonstration by a certificate holder that an extension is warranted, the FAA may approve an extension of the continuing qualification cycle to a maximum of 36 calendar months in duration.

(e) Requalification. Each continuing qualification curriculum must include a curriculum segment that covers the requirements for requalifying a crewmember, aircraft dispatcher, other operations personnel, instructor, or evaluator who has not maintained continuing qualification.

§ 121.917

Other requirements.

In addition to the requirements of §§ 121.913 and 121.915, each AQP qualification and continuing qualification curriculum must include the following requirements:

(a) Integrated Crew Resource Management (CRM) or Dispatcher Resource Management (DRM) ground and if appropriate flight training applicable to each position for which training is provided under an AQP.

(b) Approved training on and evaluation of skills and proficiency of each person being trained under AQP to use his or her resource management skills and his or her technical (piloting or other) skills in an actual or simulated operations scenario. For flight crewmembers this training and evaluation must be conducted in an approved flight training device, flight simulator, or, if approved under this subpart, in an aircraft.

(c) Data collection and analysis processes acceptable to the FAA that will ensure the certificate holder provides performance information on its crewmembers, dispatchers, instructors, evaluators, and other operations personnel that will enable the certificate holder and the FAA to determine whether the form and content of training and evaluation activities are satisfactorily accomplishing the overall objectives of the curriculum.

§ 121.919

Certification.

A person subject to an AQP is eligible to receive a commercial or airline transport pilot, flight engineer, or aircraft dispatcher certificate or appropriate rating based on the successful completion of training and evaluation events accomplished under that program if the following requirements are met:

(a) Training and evaluation of required knowledge and skills under the AQP must meet minimum certification and rating criteria established by the FAA in parts 61, 63, or 65 of this chapter. The FAA may approve alternatives to the certification and rating criteria of parts 61, 63, or 65 of this chapter, including practical test requirements, if it can be demonstrated that the newly established criteria or requirements represent an equivalent or better measure of crewmember or dispatcher competence, operational proficiency, and safety.

(b) The applicant satisfactorily completes the appropriate qualification curriculum.

(c) The applicant shows competence in required technical knowledge and skills (e.g., piloting or other) and crew resource management (e.g., CRM or DRM) knowledge and skills in scenarios ( i.e. , LOE) that test both types of knowledge and skills together.

(d) The applicant is otherwise eligible under the applicable requirements of part 61, 63, or 65 of this chapter.

(e) The applicant has been trained to proficiency on the certificate holder's approved AQP Qualification Standards as witnessed by an instructor, check pilot, check flight engineer, or APD and has passed an LOE administered by an APD or the FAA.

§ 121.921

Training devices and simulators.

(a) Each flight training device or airplane simulator that will be used in an AQP for one of the following purposes must be evaluated by the FAA for assignment of a flight training device or flight simulator qualification level:

(1) Required evaluation of individual or crew proficiency.

(2) Training to proficiency or training activities that determine if an individual or crew is ready for an evaluation of proficiency.

(3) Activities used to meet recency of experience requirements.

(4) Line Operational Simulations (LOS).

(b) Approval of other training equipment.

(1) Any training equipment that is intended to be used in an AQP for purposes other than those set forth in paragraph (a) of this section must be approved by the FAA for its intended use.

(2) An applicant for approval of training equipment under this paragraph must identify the device by its nomenclature and describe its intended use.

(3) Each training device approved for use in an AQP must be part of a continuing program to provide for its serviceability and fitness to perform its intended function as approved by the FAA.

§ 121.923

Approval of training, qualification, or evaluation by a person who provides training by arrangement.

(a) A certificate holder operating under part 121 or part 135 of this chapter may arrange to have AQP training, qualification, evaluation, or certification functions performed by another person (a “training provider”) if the following requirements are met:

(1) The training provider is certificated under part 119 or 142 of this chapter.

(2) The training provider's AQP training and qualification curriculums, curriculum segments, or portions of curriculum segments must be provisionally approved by the FAA. A training provider may apply for provisional approval independently or in conjunction with a certificate holder's application for AQP approval. Application for provisional approval must be made to the responsible Flight Standards office.

(3) The specific use of provisionally approved curriculums, curriculum segments, or portions of curriculum segments in a certificate holder's AQP must be approved by the FAA as set forth in § 121.909.

(b) An applicant for provisional approval of a curriculum, curriculum segment, or portion of a curriculum segment under this paragraph must show the following requirements are met:

(1) The applicant must have a curriculum for the qualification and continuing qualification of each instructor and evaluator used by the applicant.

(2) The applicant's facilities must be found by the FAA to be adequate for any planned training, qualification, or evaluation for a certificate holder operating under part 121 or part 135 of this chapter.

(3) Except for indoctrination curriculums, the curriculum, curriculum segment, or portion of a curriculum segment must identify the specific make, model, and series aircraft (or variant) and crewmember or other positions for which it is designed.

(c) A certificate holder who wants approval to use a training provider's provisionally approved curriculum, curriculum segment, or portion of a curriculum segment in its AQP, must show the following requirements are met:

(1) Each instructor or evaluator used by the training provider must meet all the qualification and continuing qualification requirements that apply to employees of the certificate holder that has arranged for the training, including knowledge of the certificate holder's operations.

(2) Each provisionally approved curriculum, curriculum segment, or portion of a curriculum segment must be approved by the FAA for use in the certificate holder's AQP. The FAA will either provide approval or require modifications to ensure that each curriculum, curriculum segment, or portion of a curriculum segment is applicable to the certificate holder's AQP.

§ 121.925

Recordkeeping requirements.

Each certificate holder conducting an approved AQP must establish and maintain records in sufficient detail to demonstrate the certificate holder is in compliance with all the requirements of the AQP and this subpart.

§ 121.1001

Applicability and definitions.

(a) This subpart prescribes the requirements applicable to each certificate holder for training each crewmember and person performing or directly supervising any of the following job functions involving any item for transport on board an aircraft:

(1) Acceptance;

(2) Rejection;

(3) Handling;

(4) Storage incidental to transport;

(5) Packaging of company material; or

(6) Loading.

(b) Definitions. For purposes of this subpart, the following definitions apply:

(1) Company material (COMAT) —Material owned or used by a certificate holder.

(2) Initial hazardous materials training —The basic training required for each newly hired person, or each person changing job functions, who performs or directly supervises any of the job functions specified in paragraph (a) of this section.

(3) Recurrent hazardous materials training —The training required every 24 months for each person who has satisfactorily completed the certificate holder's approved initial hazardous materials training program and performs or directly supervises any of the job functions specified in paragraph (a) of this section.

§ 121.1003

Hazardous materials training: General.

(a) Each certificate holder must establish and implement a hazardous materials training program that:

(1) Satisfies the requirements of Appendix O of this part;

(2) Ensures that each person performing or directly supervising any of the job functions specified in § 121.1001(a) is trained to comply with all applicable parts of 49 CFR parts 171 through 180 and the requirements of this subpart; and

(3) Enables the trained person to recognize items that contain, or may contain, hazardous materials regulated by 49 CFR parts 171 through 180.

(b) Each certificate holder must provide initial hazardous materials training and recurrent hazardous materials training to each crewmember and person performing or directly supervising any of the job functions specified in § 121.1001(a).

(c) Each certificate holder's hazardous materials training program must be approved by the FAA prior to implementation.

§ 121.1005

Hazardous materials training required.

(a) Training requirement. Except as provided in paragraphs (b), (c) and (f) of this section, no certificate holder may use any crewmember orperson to perform any of the job functions or direct supervisory responsibilities, and no person may perform any of the job functions or direct supervisory responsibilities, specified in § 121.1001(a) unless that person has satisfactorily completed the certificate holder's FAA-approved initial or recurrent hazardous materials training program within the past 24 months.

(b) New hire or new job function. A person who is a new hire and has not yet satisfactorily completed the required initial hazardous materials training, or a person who is changing job functions and has not received initial or recurrent training for a job function involving storage incidental to transport, or loading of items for transport on an aircraft, may perform those job functions for not more than 30 days from the date of hire or a change in job function, if the person is under the direct visual supervision of a person who is authorized by the certificate holder to supervise that person and who has successfully completed the certificate holder's FAA-approved initial or recurrent training program within the past 24 months.

(c) Persons who work for more than one certificate holder. A certificate holder that uses or assigns a person to perform or directly supervise a job function specified in § 121.1001(a), when that person also performs or directly supervises the same job function for another certificate holder, need only train that person in its own policies and procedures regarding those job functions, if all of the following are met:

(1) The certificate holder using this exception receives written verification from the person designated to hold the training records representing the other certificate holder that the person has satisfactorily completed hazardous materials training for the specific job function under the other certificate holder's FAA approved hazardous material training program under Appendix O of this part; and

(2) The certificate holder who trained the person has the same operations specifications regarding the acceptance, handling, and transport of hazardous materials as the certificate holder using this exception.

(d) Recurrent hazardous materials training—Completion date. A person who satisfactorily completes recurrent hazardous materials training in the calendar month before, or the calendar month after, the month in which the recurrent training is due, is considered to have taken that training during the month in which it is due. If the person completes this training earlier than the month before it is due, the month of the completion date becomes his or her new anniversary month.

(e) Repair stations. A certificate holder must ensure that each repair station performing work for, or on the certificate holder's behalf is notified in writing of the certificate holder's policies and operations specification authorization permitting or prohibition against the acceptance, rejection, handling, storage incidental to transport, and transportation of hazardous materials, including company material. This notification requirement applies only to repair stations that are regulated by 49 CFR parts 171 through 180.

(f) Certificate holders operating at foreign locations. This exception applies if a certificate holder operating at a foreign location where the country requires the certificate holder to use persons working in that country to load aircraft. In such a case, the certificate holder may use those persons even if they have not been trained in accordance with the certificate holder's FAA approved hazardous materials training program. Those persons, however, must be under the direct visual supervision of someone who has successfully completed the certificate holder's approved initial or recurrent hazardous materials training program in accordance with this part. This exception applies only to those persons who load aircraft.

§ 121.1007

Hazardous materials training records.

(a) General requirement. Each certificate holder must maintain a record of all training required by this part received within the preceding three years for each person who performs or directly supervises a job function specified in § 121.1001(a). The record must be maintained during the time that the person performs or directly supervises any of those job functions, and for 90 days thereafter. These training records must be kept for direct employees of the certificate holder, as well as independent contractors, subcontractors, and any other person who performs or directly supervises these job functions for or on behalf of the certificate holder.

(b) Location of records. The certificate holder must retain the training records required by paragraph (a) of this section for all initial and recurrent training received within the preceding 3 years for all persons performing or directly supervising the job functions listed in Appendix O at a designated location. The records must be available upon request at the location where the trained person performs or directly supervises the job function specified in § 121.1001(a). Records may be maintained electronically and provided on location electronically. When the person ceases to perform or directly supervise a hazardous materials job function, the certificate holder must retain the hazardous materials training records for an additional 90 days and make them available upon request at the last location where the person worked.

(c) Content of records. Each record must contain the following:

(1) The individual's name;

(2) The most recent training completion date;

(3) A description, copy or reference to training materials used to meet the training requirement;

(4) The name and address of the organization providing the training; and

(5) A copy of the certification issued when the individual was trained, which shows that a test has been completed satisfactorily.

(d) New hire or new job function. Each certificate holder using a person under the exception in § 121.1005(b) must maintain a record for that person. The records must be available upon request at the location where the trained person performs or directly supervises the job function specified in § 121.1001(a). Records may be maintained electronically and provided on location electronically. The record must include the following:

(1) A signed statement from an authorized representative of the certificate holder authorizing the use of the person in accordance with the exception;

(2) The date of hire or change in job function;

(3) The person's name and assigned job function;

(4) The name of the supervisor of the job function; and

(5) The date the person is to complete hazardous materials training in accordance with appendix O of this part.

§ 121.1101

Purpose and definition.

(a) This subpart requires persons holding an air carrier or operating certificate under part 119 of this chapter to support the continued airworthiness of each airplane. These requirements may include, but are not limited to, revising the maintenance program, incorporating design changes, and incorporating revisions to Instructions for Continued Airworthiness.

(b) [Reserved]

§ 121.1103

§ 121.1105

Aging airplane inspections and records reviews.

(a) Applicability. This section applies to all airplanes operated by a certificate holder under this part, except for those airplanes operated between any point within the State of Alaska and any other point within the State of Alaska.

(b) Operation after inspection and records review. After the dates specified in this paragraph, a certificate holder may not operate an airplane under this part unless the Administrator has notified the certificate holder that the Administrator has completed the aging airplane inspection and records review required by this section. During the inspection and records review, the certificate holder must demonstrate to the Administrator that the maintenance of age-sensitive parts and components of the airplane has been adequate and timely enough to ensure the highest degree of safety.

(1) Airplanes exceeding 24 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has exceeded 24 years in service on December 8, 2003, no later than December 5, 2007, and thereafter at intervals not to exceed 7 years.

(2) Airplanes exceeding 14 years in service but not 24 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has exceeded 14 years in service but not 24 years in service on December 8, 2003, no later than December 4, 2008, and thereafter at intervals not to exceed 7 years.

(3) Airplanes not exceeding 14 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has not exceeded 14 years in service on December 8, 2003, no later than 5 years after the start of the airplane's 15th year in service and thereafter at intervals not to exceed 7 years.

(c) Unforeseen schedule conflict. In the event of an unforeseen scheduling conflict for a specific airplane, the Administrator may approve an extension of up to 90 days beyond an interval specified in paragraph (b) of this section.

(d) Airplane and records availability. The certificate holder must make available to the Administrator each airplane for which an inspection and records review is required under this section, in a condition for inspection specified by the Administrator, together with records containing the following information:

(1) Total years in service of the airplane;

(2) Total time in service of the airframe;

(3) Total flight cycles of the airframe;

(4) Date of the last inspection and records review required by this section;

(5) Current status of life-limited parts of the airframe;

(6) Time since the last overhaul of all structural components required to be overhauled on a specific time basis;

(7) Current inspection status of the airplane, including the time since the last inspection required by the inspection program under which the airplane is maintained;

(8) Current status of applicable airworthiness directives, including the date and methods of compliance, and if the airworthiness directive involves recurring action, the time and date when the next action is required;

(9) A list of major structural alterations; and

(10) A report of major structural repairs and the current inspection status for those repairs.

(e) Notification to Administrator. Each certificate holder must notify the Administrator at least 60 days before the date on which the airplane and airplane records will be made available for the inspection and records review.

§ 121.1107

Repairs assessment for pressurized fuselages.

(a) No certificate holder may operate an Airbus Model A300 (excluding the -600 series), British Aerospace Model BAC 1-11, Boeing Model 707, 720, 727, 737, or 747, McDonnell Douglas Model DC-8, DC-9/MD-80 or DC-10, Fokker Model F28, or Lockheed Model L-1011 airplane beyond the applicable flight cycle implementation time specified below, or May 25, 2001, whichever occurs later, unless operations specifications have been issued to reference repair assessment guidelines applicable to the fuselage pressure boundary (fuselage skin, door skin, and bulkhead webs), and those guidelines are incorporated in its maintenance program. The repair assessment guidelines must be approved by the responsible Aircraft Certification Service office for the type certificate for the affected airplane.

(1) For the Airbus Model A300 (excluding the -600 series), the flight cycle implementation time is:

(i) Model B2: 36,000 flights.

(ii) Model B4-100 (including Model B4-2C): 30,000 flights above the window line, and 36,000 flights below the window line.

(iii) Model B4-200: 25,500 flights above the window line, and 34,000 flights below the window line.

(2) For all models of the British Aerospace BAC 1-11, the flight cycle implementation time is 60,000 flights.

(3) For all models of the Boeing 707, the flight cycle implementation time is 15,000 flights.

(4) For all models of the Boeing 720, the flight cycle implementation time is 23,000 flights.

(5) For all models of the Boeing 727, the flight cycle implementation time is 45,000 flights.

(6) For all models of the Boeing 737, the flight cycle implementation time is 60,000 flights.

(7) For all models of the Boeing 747, the flight cycle implementation time is 15,000 flights.

(8) For all models of the McDonnell Douglas DC-8, the flight cycle implementation time is 30,000 flights.

(9) For all models of the McDonnell Douglas DC-9/MD-80, the flight cycle implementation time is 60,000 flights.

(10) For all models of the McDonnell Douglas DC-10, the flight cycle implementation time is 30,000 flights.

(11) For all models of the Lockheed L-1011, the flight cycle implementation time is 27,000 flights.

(12) For the Fokker F-28 Mark 1000, 2000, 3000, and 4000, the flight cycle implementation time is 60,000 flights.

(b) [Reserved]

§ 121.1109

Supplemental inspections.

(a) Applicability. Except as specified in paragraph (b) of this section, this section applies to transport category, turbine powered airplanes with a type certificate issued after January 1, 1958, that as a result of original type certification or later increase in capacity have—

(1) A maximum type certificated passenger seating capacity of 30 or more; or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) Exception. This section does not apply to an airplane operated by a certificate holder under this part between any point within the State of Alaska and any other point within the State of Alaska.

(c) General requirements. After December 20, 2010, a certificate holder may not operate an airplane under this part unless the following requirements have been met:

(1) Baseline Structure. The certificate holder's maintenance program for the airplane includes FAA-approved damage-tolerance-based inspections and procedures for airplane structure susceptible to fatigue cracking that could contribute to a catastrophic failure. For the purpose of this section, this structure is termed “fatigue critical structure.”

(2) Adverse effects of repairs, alterations, and modifications. The maintenance program for the airplane includes a means for addressing the adverse effects repairs, alterations, and modifications may have on fatigue critical structure and on inspections required by paragraph (c)(1) of this section. The means for addressing these adverse effects must be approved by the responsible Aircraft Certification Service office.

(3) Changes to maintenance program. The changes made to the maintenance program required by paragraphs (c)(1) and (c)(2) of this section, and any later revisions to these changes, must be submitted to the Principal Maintenance Inspector for review and approval.

§ 121.1111

Electrical wiring interconnection systems (EWIS) maintenance program.

(a) Except as provided in paragraph (f) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7500 pounds or more.

(b) After March 10, 2011, no certificate holder may operate an airplane identified in paragraph (a) of this section unless the maintenance program for that airplane includes inspections and procedures for electrical wiring interconnection systems (EWIS).

(c) The proposed EWIS maintenance program changes must be based on EWIS Instructions for Continued Airworthiness (ICA) that have been developed in accordance with the provisions of Appendix H of part 25 of this chapter applicable to each affected airplane (including those ICA developed for supplemental type certificates installed on each airplane) and that have been approved by the responsible Aircraft Certification Service office.

(1) For airplanes subject to § 26.11 of this chapter, the EWIS ICA must comply with paragraphs H25.5(a)(1) and (b).

(2) For airplanes subject to § 25.1729 of this chapter, the EWIS ICA must comply with paragraph H25.4 and all of paragraph H25.5.

(d) After March 10, 2011, before returning an airplane to service after any alterations for which EWIS ICA are developed, the certificate holder must include in the airplane's maintenance program inspections and procedures for EWIS based on those ICA.

(e) The EWIS maintenance program changes identified in paragraphs (c) and (d) of this section and any later EWIS revisions must be submitted to the Principal Inspector for review and approval.

(f) This section does not apply to the following airplane models:

(1) Lockheed L-188

(2) Bombardier CL-44

(3) Mitsubishi YS-11

(4) British Aerospace BAC 1-11

(5) Concorde

(6) deHavilland D.H. 106 Comet 4C

(7) VFW-Vereinigte Flugtechnische Werk VFW-614

(8) Illyushin Aviation IL 96T

(9) Bristol Aircraft Britannia 305

(10) Handley Page Herald Type 300

(11) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(12) Airbus Caravelle

(13) Lockheed L-300

§ 121.1113

Fuel tank system maintenance program.

(a) Except as provided in paragraph (g) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity, have—

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7500 pounds or more.

(b) For each airplane on which an auxiliary fuel tank is installed under a field approval, before June 16, 2008, the certificate holder must submit to the responsible Aircraft Certification Service office proposed maintenance instructions for the tank that meet the requirements of Special Federal Aviation Regulation No. 88 (SFAR 88) of this chapter.

(c) After December 16, 2008, no certificate holder may operate an airplane identified in paragraph (a) of this section unless the maintenance program for that airplane has been revised to include applicable inspections, procedures, and limitations for fuel tanks systems.

(d) The proposed fuel tank system maintenance program revisions must be based on fuel tank system Instructions for Continued Airworthiness (ICA) that have been developed in accordance with the applicable provisions of SFAR 88 of this chapter or § 25.1529 and part 25, Appendix H, of this chapter, in effect on June 6, 2001 (including those developed for auxiliary fuel tanks, if any, installed under supplemental type certificates or other design approval) and that have been approved by the responsible Aircraft Certification Service office.

(e) After December 16, 2008, before returning an aircraft to service after any alteration for which fuel tank ICA are developed under SFAR 88 or under § 25.1529 in effect on June 6, 2001, the certificate holder must include in the maintenance program for the airplane inspections and procedures for the fuel tank system based on those ICA.

(f) The fuel tank system maintenance program changes identified in paragraphs (d) and (e) of this section and any later fuel tank system revisions must be submitted to the Principal Inspector for review and approval.

(g) This section does not apply to the following airplane models:

(1) Bombardier CL-44

(2) Concorde

(3) deHavilland D.H. 106 Comet 4C

(4) VFW-Vereinigte Flugtechnische Werk VFW-614

(5) Illyushin Aviation IL 96T

(6) Bristol Aircraft Britannia 305

(7) Handley Page Herald Type 300

(8) Avions Marcel Dassault—Breguet Aviation Mercure 100C

(9) Airbus Caravelle

(10) Lockheed L-300

§ 121.1115

Limit of validity.

(a) Applicability. This section applies to certificate holders operating any transport category, turbine-powered airplane with a maximum takeoff gross weight greater than 75,000 pounds and a type certificate issued after January 1, 1958, regardless of whether the maximum takeoff gross weight is a result of an original type certificate or a later design change. This section also applies to certificate holders operating any transport category, turbine-powered airplane with a type certificate issued after January 1, 1958, regardless of the maximum takeoff gross weight, for which a limit of validity of the engineering data that supports the structural maintenance program (hereafter referred to as LOV) is required in accordance with § 25.571 or § 26.21 of this chapter after January 14, 2011.

(b) Limit of validity. No certificate holder may operate an airplane identified in paragraph (a) of this section after the applicable date identified in Table 1 of this section unless an Airworthiness Limitations section approved under Appendix H to part 25 or § 26.21 of this chapter is incorporated into its maintenance program. The ALS must—

(1) Include an LOV approved under § 25.571 or § 26.21 of this chapter, as applicable, except as provided in paragraph (f) of this section; and

(2) Be clearly distinguishable within its maintenance program.

(c) Operation of airplanes excluded from § 26.21. No certificate holder may operate an airplane identified in § 26.21(g) of this chapter after July 14, 2013, unless an Airworthiness Limitations section approved under Appendix H to part 25 or § 26.21 of this chapter is incorporated into its maintenance program. The ALS must—

(1) Include an LOV approved under § 25.571 or § 26.21 of this chapter, as applicable, except as provided in paragraph (f) of this section; and

(2) Be clearly distinguishable within its maintenance program.

(d) Extended limit of validity. No certificate holder may operate an airplane beyond the LOV, or extended LOV, specified in paragraph (b)(1), (c), (d), or (f) of this section, as applicable, unless the following conditions are met:

(1) An ALS must be incorporated into its maintenance program that—

(i) Includes an extended LOV and any widespread fatigue damage airworthiness limitation items approved under § 26.23 of this chapter; and

(ii) Is approved under § 26.23 of this chapter.

(2) The extended LOV and the airworthiness limitation items pertaining to widespread fatigue damage must be clearly distinguishable within its maintenance program.

(e) Principal Maintenance Inspector approval. Certificate holders must submit the maintenance program revisions required by paragraphs (b), (c), and (d) of this section to the Principal Maintenance Inspector for review and approval.

(f) Exception. For any airplane for which an LOV has not been approved as of the applicable compliance date specified in paragraph (c) or Table 1 of this section, instead of including an approved LOV in the ALS, an operator must include the applicable default LOV specified in Table 1 or Table 2 of this section, as applicable, in the ALS.

§ 121.1117

Flammability reduction means.

(a) Applicability. Except as provided in paragraph (o) of this section, this section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that, as a result of original type certification or later increase in capacity have:

(1) A maximum type-certificated passenger capacity of 30 or more, or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) New Production Airplanes. Except in accordance with § 121.628, no certificate holder may operate an airplane identified in Table 1 of this section (including all-cargo airplanes) for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval after December 27, 2010 unless an Ignition Mitigation Means (IMM) or Flammability Reduction Means (FRM) meeting the requirements of § 26.33 of this chapter is operational.

(c) Auxiliary Fuel Tanks. After the applicable date stated in paragraph (e) of this section, no certificate holder may operate any airplane subject to § 26.33 of this chapter that has an Auxiliary Fuel Tank installed pursuant to a field approval, unless the following requirements are met:

(1) The certificate holder complies with 14 CFR 26.35 by the applicable date stated in that section.

(2) The certificate holder installs Flammability Impact Mitigation Means (FIMM), if applicable, that is approved by the responsible Aircraft Certification Service office.

(3) Except in accordance with § 121.628, the FIMM, if applicable, is operational.

(d) Retrofit. Except as provided in paragraphs (j), (k), and (l) of this section, after the dates specified in paragraph (e) of this section, no certificate holder may operate an airplane to which this section applies unless the requirements of paragraphs (d)(1) and (d)(2) of this section are met.

(1) IMM, FRM or FIMM, if required by §§ 26.33, 26.35, or 26.37 of this chapter, that are approved by the responsible Aircraft Certification Service office, are installed within the compliance times specified in paragraph (e) of this section.

(2) Except in accordance with § 121.628, the IMM, FRM or FIMM, as applicable, are operational.

(e) Compliance Times. Except as provided in paragraphs (k) and (l) of this section, the installations required by paragraph (d) of this section must be accomplished no later than the applicable dates specified in paragraph (e)(1), (e)(2), or (e)(3) of this section.

(1) Fifty percent of each certificate holder's fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2014.

(2) One hundred percent of each certificate holder's fleet identified in paragraph (d)(1) of this section must be modified no later than December 26, 2017.

(3) For those certificate holders that have only one airplane of a model identified in Table 1 of this section, the airplane must be modified no later than December 26, 2017.

(f) Compliance After Installation. Except in accordance with § 121.628, no certificate holder may—

(1) Operate an airplane on which IMM or FRM has been installed before the dates specified in paragraph (e) of this section unless the IMM or FRM is operational, or

(2) Deactivate or remove an IMM or FRM once installed unless it is replaced by a means that complies with paragraph (d) of this section.

(g) Maintenance Program Revisions. No certificate holder may operate an airplane for which airworthiness limitations have been approved by the responsible Aircraft Certification Service office in accordance with §§ 26.33, 26.35, or 26.37 of this chapter after the airplane is modified in accordance with paragraph (d) of this section unless the maintenance program for that airplane is revised to include those applicable airworthiness limitations.

(h) After the maintenance program is revised as required by paragraph (g) of this section, before returning an airplane to service after any alteration for which airworthiness limitations are required by §§ 25.981, 26.33, or 26.37 of this chapter, the certificate holder must revise the maintenance program for the airplane to include those airworthiness limitations.

(i) The maintenance program changes identified in paragraphs (g) and (h) of this section must be submitted to the operator's Principal Maintenance Inspector responsible for review and approval prior to incorporation.

(j) The requirements of paragraph (d) of this section do not apply to airplanes operated in all-cargo service, but those airplanes are subject to paragraph (f) of this section.

(k) The compliance dates specified in paragraph (e) of this section may be extended by one year, provided that—

(1) No later than March 26, 2009, the certificate holder notifies its responsible Flight Standards office or Principal Inspector that it intends to comply with this paragraph;

(2) No later than June 24, 2009, the certificate holder applies for an amendment to its operations specification in accordance with § 119.51 of this chapter and revises the manual required by § 121.133 to include a requirement for the airplane models specified in Table 2 of this section to use ground air conditioning systems for actual gate times of more than 30 minutes, when available at the gate and operational, whenever the ambient temperature exceeds 60 degrees Fahrenheit; and

(3) Thereafter, the certificate holder uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

(l) For any certificate holder for which the operating certificate is issued after December 26, 2008, the compliance date specified in paragraph (e) of this section may be extended by one year, provided that the certificate holder meets the requirements of paragraph (k)(2) of this section when its initial operations specifications are issued and, thereafter, uses ground air conditioning systems as described in paragraph (k)(2) of this section on each airplane subject to the extension.

(m) After the date by which any person is required by this section to modify 100 percent of the affected fleet, no certificate holder may operate in passenger service any airplane model specified in Table 2 of this section unless the airplane has been modified to comply with § 26.33(c) of this chapter.

(n) No certificate holder may operate any airplane on which an auxiliary fuel tank is installed after December 26, 2017 unless the FAA has certified the tank as compliant with § 25.981 of this chapter, in effect on December 26, 2008.

(o) Exclusions. The requirements of this section do not apply to the following airplane models:

(1) Convair CV-240, 340, 440, including turbine powered conversions.

(2) Lockheed L-188 Electra.

(3) Vickers VC-10.

(4) Douglas DC-3, including turbine powered conversions.

(5) Bombardier CL-44.

(6) Mitsubishi YS-11.

(7) BAC 1-11.

(8) Concorde.

(9) deHavilland D.H. 106 Comet 4C.

(10) VFW—Vereinigte Flugtechnische VFW-614.

(11) Illyushin Aviation IL 96T.

(12) Bristol Aircraft Britannia 305.

(13) Handley Page Herald Type 300.

(14) Avions Marcel Dassault—Breguet Aviation Mercure 100C.

(15) Airbus Caravelle.

(16) Fokker F-27/Fairchild Hiller FH-227.

(17) Lockheed L-300.

§ 121.1119

Fuel tank vent explosion protection.

(a) Applicability. This section applies to transport category, turbine-powered airplanes with a type certificate issued after January 1, 1958, that have:

(1) A maximum type-certificated passenger capacity of 30 or more; or

(2) A maximum payload capacity of 7,500 pounds or more.

(b) New production airplanes. No certificate holder may operate an airplane for which the State of Manufacture issued the original certificate of airworthiness or export airworthiness approval after August 23, 2018 unless means, approved by the Administrator, to prevent fuel tank explosions caused by propagation of flames from outside the fuel tank vents into the fuel tank vapor spaces are installed and operational.

§§ 121.1200-121.1399

§§ 121.1400-121.1499

§ 121.1500

SFAR No. 111—Lavatory Oxygen Systems.

(a) Applicability. This SFAR applies to the following persons:

(1) All operators of transport category airplanes that are required to comply with AD 2012-11-09, but only for airplanes on which the actions required by that AD have not been accomplished.

(2) Applicants for airworthiness certificates.

(3) Holders of production certificates.

(4) Applicants for type certificates, including changes to type certificates.

(b) Regulatory relief. Except as noted in paragraph (d) of this section and contrary provisions of 14 CFR part 21, and 14 CFR 25.1447, 119.51, 121.329, 121.333 and 129.13, notwithstanding, for the duration of this SFAR:

(1) A person described in paragraph (a) of this section may conduct flight operations and add airplanes to operations specifications with disabled lavatory oxygen systems, modified in accordance with FAA Airworthiness Directive 2011-04-09, subject to the following limitations:

(i) This relief is limited to regulatory compliance of lavatory oxygen systems.

(ii) Within 30 days of March 29, 2013, all oxygen masks must be removed from affected lavatories, and the mask stowage location must be reclosed.

(iii) Within 60 days of March 29, 2013 each affected operator must verify that crew emergency procedures specifically include a visual check of the lavatory as a priority when checking the cabin following any event where oxygen masks were deployed in the cabin.

(2) An applicant for an airworthiness certificate may obtain an airworthiness certificate for airplanes to be operated by a person described in paragraph (a) of this section, although the airplane lavatory oxygen system is disabled.

(3) A holder of a production certificate may apply for an airworthiness certificate or approval for airplanes to be operated by a person described in paragraph (a) of this section.

(4) An applicant for a type certificate or change to a type certificate may obtain a design approval without showing compliance with § 25.1447(c)(1) of this chapter for lavatory oxygen systems, in accordance with this SFAR.

(5) Each person covered by paragraph (a) of this section may inform passengers that the lavatories are not equipped with supplemental oxygen.

(c) Return to service documentation. When a person described in paragraph (a) of this section has modified airplanes as required by Airworthiness Directive 2011-04-09, the affected airplanes must be returned to service with a note in the airplane maintenance records that the modification was done under the provisions of this SFAR.

(d) Expiration. This SFAR expires on September 10, 2015, except this SFAR will continue to apply to any airplane for which the FAA approves an extension of the AD compliance time for the duration of the extension.

Part 121 — CCAR-121 大型飞机公共航空运输

CCAR-121 原文

CCAR-121 大型飞机公共航空运输承运人运行合格审定规则

来源: CAAC PDF原文

大型飞机公共航空运输承运人 运行合格审定规则

(1999 年 5 月 5 日公布，2000 年 7 月 18 日第一次修订， 2005 年 2 月 25 日第二次修订)

CCAR－121FS－R2

1

《大型飞机公共航空运输承运人运行合格审定规则》 目录 A章

总

则

4

B章

运行合格审定的一般规定

7

C章

管理运行合格证持有人的一般规定

12

E章

国内、国际定期载客运行的航路的批准

16

F 章 补充运行的区域和航路批准

19

G章

手册的要求

22

H章

飞机的要求

26

I章

飞机性能使用限制

29

J 章

特殊适航要求

36

K章

仪表和设备要求

39

L 章

飞机维修

64

M章

机组成员和其他航空人员的要求

70

N章

训练大纲

73

O章

机组成员的合格要求

88

P章

机组成员值勤期限制、飞行时间限制 和休息要求

95

Q章

飞行签派员的合格要求和值勤时间限制

100

T章

飞行运作

102

U章

签派和飞行放行

119

V章

记录和报告

132

W章

双发飞机延伸航程运行（ETOPS）

138

X 章

应急医疗设备和训练

149

Y章

罚则

150

Z章

附

则

152 2

附件 A

定义

153

附件 B 急救箱和应急医疗箱

156

附件 C

本规则第 121.161 条规定的应急撤离程序演示准则

158

附件 D

飞行训练要求

160

附件 E

熟练检查要求

172

附件 F

民用飞机训练分级

180

附件 G

高级飞行模拟机的使用

181

附件 H

双发飞机延伸航程运行（ETOPS） ——运行和飞机合格审定要求 183

附件 I

多普勒雷达和惯性导航系统

192

第二次修订说明

196

3

A章

总

则

第 121.1 条 目的和依据 为了对大型飞机公共航空运输承运人进行运行合格审定和持续监督检查， 保证其达到并保持规定的运行安全水平，根据《中华人民共和国民用航空法》 和《国务院对确需保留的行政许可项目设定行政许可的决定》制定本规则。 第 121.3 条 适用范围 (a)本规则适用于在中华人民共和国境内依法设立的航空运营人实施的下列 公共航空运输运行： (1)使用最大起飞全重超过 5700 千克的多发飞机实施的定期载客运输飞行； (2)使用旅客座位数超过 30 座或者最大商载超过 3400 千克的多发飞机实施 的不定期载客运输飞行； （3）使用最大商载超过 3400 千克的多发飞机实施的全货物运输飞行。 (b)对于适用于本条(a)款规定的航空运营人，在本规则中称之为大型飞机公 共航空运输承运人。 (c)对于按照本规则审定合格的大型飞机公共航空运输承运人，中国民用航 空总局（以下简称民航总局）授权相关的民航地区管理局按照审定情况在其运 行合格证和运行规范中批准其实施下列一项或者多项运行种类的运行： (1)国内定期载客运行，是指符合本条(a)款第(1)项规定，在中华人民共和 国境内两点之间的运行，或者一个国内地点与另一个由局方专门指定、视为国 内地点的国外地点之间的运行； (2)国际定期载客运行，是指符合本条(a) 款第(1)项规定，在一个国内地点 和一个国外地点之间，两个国外地点之间，或者一个国内地点与另一个由局方 专门指定、视为国外地点的国内地点之间的运行； (3)补充运行，是指符合本条(a)款第(2)、（3）项规定的，除定期之外的国 内或者国际运行。 (d)大型飞机公共航空运输承运人应当遵守其他有关的中国民用航空规章， 但在本规则对相应要求进行了增补或者提出了更高标准的情况下，应当按照本 规则的要求执行。 (e)大型飞机公共航空运输承运人在运行中所使用的人员和大型飞机公共航 空运输承运人所载运的人员应当遵守本规则中的适用要求。 (f)在本规则中，对于载运邮件的飞行，视为载运货物飞行；对于同时载运 旅客和货物的飞行，视为载运旅客飞行，但应当同时满足本规则中有关货物运 输的条款的要求。 第 121.5 条 定义 (a)在本规则中，局方是指民航总局和民航地区管理局及其派出机构。 4

(b)除本规则其他章中另有规定外，本规则中用语的含义在本规则附件 A《定 义》中规定。 第 121.7 条 运行合格审定和持续监督 (a)民航总局对大型飞机公共航空运输承运人的合格审定和运行实施统一监 督管理。 (b)民航总局飞行标准职能部门依据本规则组织指导大型飞机公共航空运输 承运人的运行合格审定和持续监督检查工作，制定必要的工作程序，规定运行 合格证、运行规范及其申请书的统一格式。 (c)民航地区管理局负责对其所辖地区内设立的大型飞机公共航空运输承运 人实施运行合格审定，颁发运行合格证和运行规范，并及时向民航总局飞行标 准职能部门备案。 (d) 大型飞机公共航空运输承运人取得运行合格证和运行规范后，即成为本 规则规定的运行合格证持有人（以下简称合格证持有人）。 (e)民航地区管理局及其派出机构负责对其所辖地区内设立的或者在其所辖 地区内运行的合格证持有人实施持续监督检查。 第 121.9 条 飞机的湿租 （a）除经民航总局批准外，合格证持有人不得湿租境外航空运营人或者境内 未按照本规则批准运行的航空运营人的飞机。 (b)合格证持有人在进行涉及湿租的运行前，应当向局方提交一份与国内外 其他公共航空运营人所签订的飞机湿租租赁合同和有关批准文件的副本，局方 收到租赁合同副本后，将确定合同中飞机的运行控制方，并根据需要，给合同 一方或者双方分别颁发运行规范的修改项，否则合格证持有人不得进行湿租运 行。 （c）合格证持有人实施湿租运行，应当提供下列需要列入运行规范的信息： (1)合同双方的名称和合同的有效期限； (2)合同所涉及的每架飞机的国籍标志和登记标志； (3)运行种类； (4)运行的机场或者区域； (5)具体说明计划由哪一方控制运行和实施这种运行控制的时间、机场或者 区域。 (d)在对前款事项作出决定时，局方将考虑下列因素： (1)机组成员资格； (2)飞机适航性和维修工作； (3)飞行签派； (4)飞机的补给服务； (5)航班计划； (6)局方认为有关的其他因素。 5

(e)经局方批准，合格证持有人在因特殊原因取消其飞机的飞行时，可以租 用带有一名或者多名机组成员的飞机，载运其旅客进行飞行。这种飞行应当遵 守本规则相应于所实施的该种运行的规定。 第 121.11 条 境外运行规则 大型飞机公共航空运输承运人在中国境外运行时，应当遵守《国际民用航 空公约》附件二《空中规则》和所适用的外国法规。在《民用航空器驾驶员、 飞行教员和地面教员合格审定规则》（CCAR-61）、《一般运行和飞行规则》 （CCAR-91）和本规则的规定严于上述附件和外国法规的规定并且不与其发生抵 触时，还应当遵守 CCAR-61、CCAR-91 和本规则的规定。

6

B章

运行合格审定的一般规定

第 121.21 条 运行合格证和运行规范的申请和颁发程序 (a) 大型飞机公共航空运输承运人实施本规则第 121.3 条规定的运行，应 向其主运营基地所在地的民航地区管理局申请颁发运行合格证和运行规范。民 航地区管理局按照预先申请、正式申请、文件审查、演示验证和发证五个步骤 进行审查。运行合格证的申请人应当按照规定的格式和方法向其主运营基地所 在地的民航地区管理局提交申请书，申请书应当至少附有下列材料： (1)审查活动日程表； (2)本规则第 121.133 条所要求手册； (3)训练大纲及课程； (4)管理人员资历； (5)飞机及运行设施、设备的购买或者租用合同复印件； (6)说明申请人如何符合本规则所有适用条款的符合性声明。 (b)初次申请运行合格证的申请人，应当在提交申请书的同时，提交说明计 划运行的性质和范围的文件，包括准许申请人从事经营活动的有关证明文件。 (c)民航地区管理局应当在收到申请书之后的 5 个工作日内书面通知申请人 是否受理申请。申请人未能按照本条(a)款要求提交齐全的材料或者申请书格式 不符合要求，需要申请人补充申请材料的，民航地区管理局应当在该 5 个工作 日内一次告知需要补正的全部内容。 (d)民航地区管理局受理申请后，将对申请人的申请材料是否符合本规则的 要求进行审查，对申请人能否按照本规则安全运行进行验证检查。对于申请材 料的内容与本规则要求不符或者申请人不能按照本规则安全运行的，应当书面 通知申请人对申请材料的相关内容作出修订或者对运行缺陷进行纠正。 (e)民航地区管理局应当在 20 个工作日内做出是否颁发运行合格证和运行 规范的决定，但由于申请人的原因延误的时间和民航地区管理局进行验证检查、 组织专家评审的时间不计入前述期限。 (f)民航地区管理局作出颁发运行合格证和运行规范决定的，应当在自作出 决定之日起 10 个工作日内向申请人颁发、送达运行合格证和运行规范。 (g)申请人属于本规则第 121.23 条(b)款规定情形的，不予颁发运行合格证 和运行规范。对于此种情况，民航地区管理局应当书面通知申请人，说明理由 并告知申请人享有依法申请行政复议或者提起行政诉讼的权利。 第 121.23 条 运行合格证的颁发条件 (a) 申请人经过审查后符合下列全部条件，可以取得大型飞机公共航空运 输承运人运行合格证和相应的运行规范： (1)满足本规则和中国民用航空规章所有适用条款的要求； 7

(2)按照中国民用航空规章的规定，配备了合格和足够的人员、设备、设施 和资料，并且能够按照本规则的规定及其运行规范实施安全运行。 (b)申请人具有下列情形之一的，不予颁发运行合格证： (1)申请人没有配备合格的或者足够的人员、设备、设施和资料，或者不能 按照有关民用航空规章实施安全运行； (2)申请人原先持有的大型飞机公共航空运输承运人运行合格证已被吊销； (3)申请人安排或者计划安排担任本规则第 121.43 条（a）款规定的主要管 理职位的人员，曾经担任另一合格证持有人的具有运行控制权的职位并对该合 格证持有人合格证的吊销或者拟予吊销负有主要责任； (4)对本申请人或者对其股份有控制权的人员，曾对另一合格证持有人合格 证的吊销或者拟予吊销负有主要责任并且对该合格证持有人具有相同或者类似 的控制权。

第 121.25 条 运行合格证和运行规范的内容 (a)大型飞机公共航空运输承运人运行合格证包含下列内容： (1)合格证持有人的名称； (2)合格证持有人主运营基地的地址； (3)合格证的编号； (4)合格证的生效日期； (5)负责监督该合格证持有人运行的局方机构名称或者代号； (6)被批准的运行种类； (7)说明经审定，该合格证持有人符合本规则的相应要求，批准其按照所颁 发的运行规范实施运行。 (b)大型飞机公共航空运输承运人的运行规范包含下列内容： (1)主运营基地的具体地址，作为合格证持有人与局方进行通信联系的不同 于其主运营基地地址的地址，以及其文件收发机构的名称与通信地址； (2)对每种运行的实施规定的权利、限制和主要程序； (3)每个级别和型别的飞机在运行中需要遵守的其他程序； (4)批准使用的每架飞机的型号、系列编号、国籍标志和登记标志，运行中 需要使用的每个正常使用机场、备降机场、临时使用机场和加油机场。经批准， 这些项目可以列在现行有效的清单中，作为运行规范的附件，并在运行规范的 相应条款中注明该清单名称。合格证持有人不得使用未列在清单上的任何飞机 或者机场； (5)批准的运行种类； (6)批准运行的航线和区域及其限制； (7)机场的限制； （8）机体、发动机、螺旋桨、设备（包括应急设备）的维修时限或者确定 8

维修时限的标准； (9)批准的控制飞机重量与平衡的方法； (10)飞机互换的要求； (11)湿租飞机的有关资料； (12)按照规定颁发的豁免或者批准的偏离； (13)局方认为必需的其他项目。 第 121.27 条 运行合格证和运行规范的有效期限 (a)运行合格证在出现下列情形之一时失效： (1)合格证持有人自愿放弃，并将其交回局方； (2)局方吊扣、吊销或者以其他方式终止该合格证。 (b)在出现下列情形时，运行规范全部失效或者部分条款失效： (1)局方吊扣、吊销或者以其他方式终止运行合格证，则运行规范全部失效； (2)局方暂停或者终止该运行规范中批准的全部运行，则运行规范全部失 效； (3)局方暂停或者终止该运行规范中批准的部分运行，则运行规范中关于该 部分运行的条款失效； (4)对于某一运行种类，合格证持有人没有满足本规则第 121.47 条(a)款中 规定的近期经历要求，并且没有按照第 121.47 条(b)款规定的程序恢复该种类 运行时，运行规范中关于该种类运行的条款失效。 (c)当运行合格证或者运行规范被吊扣、吊销或者因其他原因而失效时，合 格证持有人应当将运行合格证或者运行规范交还局方。 第 121.29 条 运行合格证和运行规范的检查 合格证持有人应当将其运行合格证和运行规范保存在主运营基地，并能随 时接受局方的检查。 第 121.31 条 运行合格证的修改 (a)在下列情形下，局方可以修改按照本规则颁发的运行合格证： (1)局方认为为了安全和公众利益需要修改； (2)合格证持有人申请修改，并且局方认为安全和公众利益允许进行这种修 改。 (b)合格证持有人申请修改其运行合格证时，适用本规则第 121.21 条(c)款 至(g)款规定的程序和期限并应当遵守下列规定： (1)合格证持有人应当在不迟于其计划的修改生效之日前适当的时间向其 主运营基地所在地的民航地区管理局提交修改其运行合格证的申请书； (2)申请书应当按照规定的格式和方法提交。 (c)当合格证持有人对其运行合格证修改的申请被拒绝或者对局方发出的 修改决定有不同意见，请求重新考虑时，应当在收到通知后 20 个工作日内向局 9

方提出重新考虑的请求。 第 121.33 条 合格证持有人保存和使用运行规范的责任 (a)合格证持有人应当在其主运营基地保存一套独立的和完整有效的运行 规范。 (b)合格证持有人应当将其运行规范中的有关内容或者信息，写进本规则 G 章规定的手册中，并且应当清楚地写明这些内容是其运行规范的一部分，还应 当说明运行规范的每一条要求具有强制性；或者将完整的运行规范与手册编制 在一起进行分发、携带、保存和更新。 (c)合格证持有人应当持续保证其每个参与运行工作的人员，熟知运行规范 中适用于该人员工作职责的有关规定。 第 121.35 条 运行规范的修改 (a)在下列任一情形下，局方可以修改按照本规则颁发的运行规范： (1)局方认为为了安全和公众利益需要修改； (2)合格证持有人申请修改，局方认为安全和公众利益允许此种修改。 (b)除本条(e)款规定的情形外，局方提出修改合格证持有人的运行规范时， 使用下列程序： (1)局方以书面形式提出修改内容，通知合格证持有人； (2)局方确定一个不少于 5 个工作日的合理期限，在此期限内，合格证持有 人可以对修改内容提交有关书面资料和意见； (3)局方在考虑了所提交的全部材料后，作出下列决定并通知合格证持有 人： (i)采用全部修改内容； (ii)采用部分修改内容； (iii)撤销所提出的修改内容。 (4)当局方颁发了运行规范的修改项时，修改项在合格证持有人收到通知之 日起的 20 个工作日后生效，但下列情况除外： (i)局方发现，根据本条(e)款，存在紧急情况，为了安全，需要立即行动； (ii)合格证持有人根据本条(d)款，请求对修改的决定重新考虑。 (c)合格证持有人申请修改其运行规范， 适用本规则第 121.21 条(c)款至(g) 款规定的程序和期限并应当遵守下列规定： (1)合格证持有人应当在计划的运行规范修改生效日期前适当时间提交修 改其运行规范的申请书，但有下列情形之一的，申请人应当在计划的运行规范 修改生效日期前足够的时间提出申请： (i)兼并其他运营人或者增设按照本规则运行的分支机构的； (ii)增加运行的资产、需要通过验证试飞重新证明其能够安全运行的； (iii)本规则第 121.3 条(c)款中确定的运行种类改变的； (iv)由于破产行为而暂停运行后需要恢复运行的； 10

(v)初次引进以前未经大型飞机公共航空运输承运人运行验证试飞的飞机 的。 (2)申请书应当以规定的格式和方法向其主运营基地所在地的民航地区管 理局提交。 (3)在考虑了申请人提交的所有材料以及局方的审查情况后，局方将以下列 方式之一通知合格证持有人： (i)接受所申请的全部修改； (ii)接受所申请的部分修改； (iii)拒绝所申请的修改。此时，合格证持有人可以按照本条(d)款规定请 求局方对其拒绝决定进行重新考虑。 (4)如果局方批准了修改，在与合格证持有人就其修改的贯彻问题进行协调 后，修改项在局方批准的日期生效。 (d)当合格证持有人对局方关于运行规范修改项的决定提出重新考虑请求 时，应当遵守下列程序： (1)合格证持有人应当在收到局方拒绝修改其运行规范的通知后，或者在收 到局方提出修改其运行规范的通知后 20 个工作日内，向局方提出对该决定进行 重新考虑的请求。 (2)如果重新考虑的请求是在 20 个工作日内提出的，则局方颁发的任何修 改暂停生效，除非局方发现，根据本条(e)款，存在紧急情况，为了安全，需要 立即行动。 (3)如果重新考虑的请求不是在 20 个工作日内提出的，那么应当使用本条 (c)款的程序。 (e)如果局方发现，存在危及安全、需要立即行动的紧急情况，不能执行本 条规定的程序，或者按照程序进行将违背公众利益，则可以采取下列措施： (1)局方修改运行规范，并使修改项在合格证持有人收到该修改通知日期起 立即生效。 (2)在发给合格证持有人的通知中，局方将说明原因，指出存在危及安全、 需要立即行动的紧急情况，或者指出修改推迟生效将违背公众利益的情况。 第 121.37 条 申请人的责任 申请人申请或者申请修改运行合格证和运行规范以及与运行合格审定有关 的其他项目，应当保证申请材料真实完整。对于处于运行合格审定过程中的运 行合格证申请人，存在弄虚作假情况的，局方可以终止其运行合格审定进程； 情节严重的，局方可以决定在 1 年以内不再受理该申请人的相应申请。对于申 请人在运行合格审定过程中以不正当手段取得运行合格证、运行规范和其他批 准项目的，由局方撤销相应的证件和批准。

11

C章

管理运行合格证持有人的一般规定

第 121.41 条 监察和检查的实施 (a)合格证持有人应当接受局方在任何时间或者地点对其进行的监察或者 检查，以确定其是否符合中国民用航空规章的规定，是否符合其运行合格证和 运行规范的规定。 (b)合格证持有人应当能在其主运营基地向局方提供下列资料： (1)合格证持有人的大型飞机公共航空运输承运人运行合格证和运行规范； (2)负责按照中国民用航空规章规定应当保存的每种记录、文件、报告的人 员的姓名、地点的现行清单。 (c)负责保存合格证持有人记录、文件、报告的所有人员，应当能向局方提 供这些资料。 (d)局方可以根据本条(a)款检查的结果或者任何其他适当的材料，确定合 格证持有人是否合格于继续持有其运行合格证和运行规范。 (e)合格证持有人如果不能按照局方要求，提供其运行合格证、运行规范或 者任何必需的记录、文件、报告，局方可以暂停其运行合格证和运行规范中的 部分或者全部运行批准。 第 121.43 条 按照本规则实施运行所必需的管理人员和机构 (a) 合格证持有人应当拥有能够有效控制和监督其整个运行的管理机构， 并拥有足够的合格管理人员和技术人员，以保证在其运行中保持最高的安全水 平。合格证持有人应当在下列职位或者同等职位上安排合格的专职人员： (1)运行副总经理，负责合格证持有人飞行运行的管理，使之符合本规则要 求； (2)维修工程副总经理，负责合格证持有人飞机维修的管理，使之符合本规 则要求； (3)总飞行师，负责合格证持有人的飞行人员训练和技术管理，使之符合本 规则的要求； (4)总工程师，负责合格证持有人的维修质量管理，使之符合本规则的要求。 (b)对于某项具体运行，如果合格证持有人能证明，由于所涉及的运行种类、 所使用的飞机数量与型号和运行的区域等因素，使用较少的管理人员能够完成 本条(a)款规定职位的全部职责并能以同等安全水平完成运行，局方可以认可其 管理人员的配备。 (c)本条(a)款要求的或者按照本条(b)款认可的职位名称和管理人员数量， 应当明确填入合格证持有人的运行规范。 (d)担任本条(a)款或者(b)款要求的或者认可的职位的人员，以及按照运行 合格证实施运行的各级负责人，应当符合下列要求： 12

(1)在训练、经验、专业知识上保持合格水平； (2)在其职责范围内，理解有关合格证持有人各种运行的下列资料： (i)有关中国民用航空规章； (ii)合格证持有人的运行规范； (iii)航空安全标准和安全运行常规； (iv)本规则及其他中国民用航空规章中所有适用的维修和适航要求； (v)本规则第 121.131 条要求的手册； (3)严格履行其职责，以符合适用的规章要求，并保证安全运行。 (e)合格证持有人应当在本规则 G 章要求的手册内的一般政策规定中，写明 本条(a)款规定的人员的任务、职责和权力，并写明担任这些职务人员的姓名和 业务地址。合格证持有人应当在上述所列职位上的人员变换或者空缺后 10 天内 通知局方。 （f）合格证持有人应当建立内部监督检查系统，设立由飞行、维修、签派 等专业人员组成的向总经理负责的运行监管机构，负责协调各业务部门有关运 行的事项；办理运行合格审定的有关事宜；负责手册的分发、更改和报批工作， 保持其有效性；监督检查手册的贯彻执行情况。 第 121.45 条 管理人员的合格条件 (a)担任第 121.43 条(a)款中规定的运行副总经理应当符合下列条件： (1)持有航线运输驾驶员执照； (2)在最近 6 年内，在该合格证持有人使用相同级别飞机所实施的按照本规 则的运行中具有运行控制权的职位上，至少有 3 年管理经历； (3)对于初次担任运行副总经理的人员，在最近的 6 年内，至少在该合格证 持有人按照本规则运行的相同级别的飞机上具有担任机长 3 年的经历；对于具 有负责运行副总经理经历的人员，至少在该合格证持有人按照本规则运行的相 同级别的飞机上具有担任机长 3 年的经历。 (b)担任第 121.43 条(a)款中总飞行师的人员应当符合下列条件： (1)持有航线运输驾驶员执照，至少具有该合格证持有人按照本规则运行中 所用的一种飞机的合适等级； (2)对于初次担任总飞行师的人员，在最近 6 年内，至少在该合格证持有人 按照本规则运行的相同级别的飞机上，具有担任机长 3 年的经历；对于具有总 飞行师经历的人员，至少在与该合格证持有人按照本规则运行的相同级别的飞 机上，具有担任机长 3 年的经历。 (c)担任本规则第 121.43 条(a)款中规定的维修工程副总经理应当符合下列 条件： （1）持有按照《民用航空器维修人员执照管理规则》（CCAR-66）颁发的维 修管理人员证书； (2) 在前 6 年内具有至少 3 年从事合格证持有人运行的至少一种类别和级 别飞机的维修或者维修管理经历。 13

(d) 担任本规则第 121.43 条(a)款中总工程师的人员应当符合下列条件： (1) 持有按照《民用航空器维修人员执照管理规则》（CCAR-66）颁发的维 修管理人员证书； (2)具有维修按照本规则运行的飞机至少 5 年的经历，其中至少有 2 年作为 维修质量管理人员的经历； (3)具有至少 1 年从事合格证持有人运行的至少一种飞机的维修管理经验。 (e)如果合格证持有人拟选任的人员不符合本条(a)、（b）、(c)、 或者（d） 款规定的经历，但具有相应的经历，能够有效履行中国民用航空规章要求的相 应职位的职责和合格证持有人手册规定的程序，民航总局可以批准对本条相应 款规定经历的偏离。 第 121.47 条 运行的近期经历 (a)合格证持有人如果连续中断其运行规范中批准实施的某一种类的运行 达 30 个日历日，则在此日期之后，应当按照本条(b)款规定恢复运行，否则不 得继续实施此种运行。 (b)在本条(a)款的中断期之后，只有符合下列条件并经局方批准后，方可 以恢复相应种类的运行： (1)在恢复该种运行之前，至少提前 5 个工作日通知局方； (2)如果局方决定重新进行全面检查，以确定其是否保持了合适和足够的配 备，能否实施安全运行，合格证持有人应当在前述 5 个工作日期间处于能随时 接受检查的状态。 第 121.49 条 主运营基地、飞行基地和维修基地 (a)合格证持有人应当保持一个主运营基地。合格证持有人还可以按照运行 需要建立飞行基地和维修基地，飞行基地和维修基地可以与主运营基地在同一 地点，也可以在不同地点。 (b)在计划建立或者变更主运营基地、飞行基地或者维修基地之前至少 30 天，合格证持有人应当以书面形式通知局方。 第 121.51 条 合格证持有人名称的使用 (a)合格证持有人按照本规则实施运行时所使用的名称应当与其运行规范 上所列名称一致。 (b)除经局方批准外，在按照本规则运行的飞机上应当明显地标出运行该飞 机的合格证持有人的名称，否则不得运行该飞机。飞机上标示名称的方法及其 可读性应当经局方认可。 第 121.53 条 按照军方合同实施运行的偏离批准 (a)局方可以批准合格证持有人偏离本规则的适用规定，实施其按照军方合 同确定的运行。 (b)在按照本条批准一项偏离时，局方将对合格证持有人的运行规范颁发相 14

应的修改项。 (c)局方在任何时候可以终止按照本条颁发的偏离批准。 第 121.55 条 实施应急运行的偏离批准 (a)在紧急情况下并满足下列条件时，局方可以批准合格证持有人偏离本规 则的适用规定： (1)在该紧急情况下为保护人员生命和财产必须采取运送人员或者财产的 行动； (2)局方认为，为了立即实施这些运行，应当偏离有关规定。 (b)在紧急情况下，局方可以使用下列方法之一批准偏离： (1)局方对合格证持有人的运行规范颁发相应的修改； (2)如果情况紧急不允许及时修改运行规范，则局方可以用口头或者其他方 式批准该偏离，但合格证持有人应当在开始这种运行后 24 小时之内，向局方提 交说明这种紧急情况性质的报告。 第 121.57 条 遵守运行合格证和运行规范的要求 合格证持有人不得违反运行合格证、运行规范和其他批准项目实施运行， 不得超越批准的偏离或者豁免。

15

E章

国内、国际定期载客运行的航路的批准

第 121.91 条 航路批准的基本要求 (a)申请航路批准的合格证持有人应当证明符合下列条件： (1)能在该航路上每一正常使用机场、临时使用机场或者加油机场之间令人 满意地实施运行； (2)对于计划的运行，具有满足本规则第 121.95 条至第 121.105 条要求的 设施与服务。 (b)在证明符合本条(a)款要求时，如果合格证持有人在考虑了机场、灯光、 维修、通信、导航、加油、地面、机载无线电等各种设施的可用性和充分性， 以及参与运行的全体人员的能力之后，证明能保证飞行安全，局方可以不要求 在该航路上作航路试飞。 第 121.93 条 航路宽度 (a)经批准的航路、航段及固定航线具有的宽度应当至少与这些固定航线或 者航路的规定宽度相等。在局方认为有必要对经批准的航路另行确定宽度时， 将考虑下列因素： (1)地形障碍的超越； (2)最低航路高度； (3)地面和机载导航设备； (4)空中交通密度； (5)空中交通管制程序。 (b)局方对经批准的航路另行确定的宽度，将具体规定在该大型飞机公共航 空运输承运人的运行规范中。 第 121.95 条 必需的机场资料 (a)合格证持有人应当证明，所申请批准的航路上具有足够的机场，并且这 些机场装备了适合于所申请运行的设施。其中所考虑的因素应当包括机场的等 级、道面、障碍物、设施、公众保护、灯光、导航、通信、气象设施以及空中 交通管制等。 (b)合格证持有人应当证明，对于所使用的每个机场，都能够获得、保存现 行有效的航行资料，并且具有将其分发给每个有关人员的经批准的资料管理系 统，以确保飞机在该机场运行的安全。这种航行资料应当包括下列方面的内容： (1)机场 (i)基本设施； (ii)公众保护设施； (iii)导航、通信、气象设施； 16

(iv)影响起飞、着陆或者地面运行的建筑物； (v)空中交通服务设施。 (2)跑道、停止道和净空道 (i)尺寸； (ii)道面性质、PCN 值； (iii)标志和灯光系统； (iv)标高和坡度。 (3)变换的跑道入口 (i)位置； (ii)尺寸； (iii)用于起飞、用于着陆或者二者兼用。 (4)障碍物 (i)影响按照本规则 I 章进行起飞和着陆性能计算的障碍物； (ii)起控制作用的障碍物。 (5)仪表飞行程序 (i)离场程序； (ii)进场程序； (iii)进近程序； (iv)复飞程序。 (6)特殊资料 (i)跑道视程测量设备； (ii)低能见度条件下的盛行风。 (c)如果负责管理该合格证持有人的民航地区管理局发现该合格证持有人 经批准的关于收集、分发和使用航行资料的系统应当予以改进才能恰当地继续 工作，则合格证持有人在接到该部门的通知后，应当立即对其系统进行改进。 在合格证持有人接到这样的通知之后 30 天内，可以向民航总局飞行标准部门提 出重新考虑的请求。重新考虑的请求使该通知处于暂缓执行状态，直至民航总 局飞行标准部门作出决定时止。但是，如果民航地区管理局认为存在关系到航 空运输安全、需要立即采取措施的紧急情况，则民航总局飞行标准部门可以根 据所陈述的理由，使要求改进的通知立即生效。 第 121.97 条 通信设施 合格证持有人应当证明，在正常运行条件下，在整个航路上，所有各点都 具有陆空双向无线电通信系统，能保证每一架飞机与相应的签派室之间，每一 架飞机与相应的空中交通管制单位之间，以直接的或者通过经批准的点到点间 的线路进行迅速可靠的通信联系。除经局方根据所用机型和运行情况作出特殊 批准外，对于合格证持有人的所有运行，每架飞机与签派室之间的通信系统应 当是空中交通管制通信系统之外的独立系统。 17

第 121.99 条 气象服务 (a)合格证持有人应当证明，每一条航路沿线，均有足够的气象报告服务站 可以供使用，以保证提供运行所必需的气象实况报告和气象预报。 (b)合格证持有人只能使用经局方认可的气象服务系统提供的气象资料。 (c)使用气象预报控制飞行活动的合格证持有人，应当使用依据本条(b)款 规定的气象资料而编制的气象预报，以及按照本条(d)款规定采用的系统所批准 的任何来源而编制的气象预报。 (d)合格证持有人应当使用经局方批准的危险天气实况报告与预报系统，以 便获得可能影响所飞航路和所用机场飞行安全的危险天气现象，如晴空颠簸、 雷暴和低空风切变等情况的实况报告和预报。 第 121.101 条 航路导航设施 (a)除本条(b)款规定外，合格证持有人应当证明，对于每一条计划中的航 路，非目视地面导航设施符合下列要求： (1)具有足够的非目视地面导航设施，能在空中交通管制要求的精度之内， 在整个航路上为飞机导航； (2)非目视地面导航设施的位置，能保证在该运行所必需的精度范围之内， 引导飞机至任一正常使用机场、临时使用机场、加油机场或者备降机场。 (b)下列运行不需要非目视地面导航设施： (1)昼间目视飞行规则运行，但合格证持有人应当证明，能够根据地形的特 征，使用地标领航而安全运行； (2)在经局方批准使用特殊导航方法导航的航段上实施的运行。 第 121.103 条 飞行签派中心 合格证持有人应当证明，对于其所实施的运行拥有足够数量的飞行签派中 心，并且这些飞行签派中心的位置和能力，能够确保对每次飞行进行恰当的运 行控制。 第 121.105 条 勤务和维修设施 每个实施国内、国际定期载客运行的合格证持有人应当证明具有有能力的 人员和充足的设施和设备（包括备件、地面保障和材料），对于飞机和辅助设 备可以随时提供恰当的服务、维修和预防性维修。

18

F 章 补充运行的区域和航路批准 第 121.113 条 航路和区域要求概则 (a)实施补充运行的合格证持有人应当按照下列规定申请运行区域和航路 的批准： (1) 对于国内运行，中国境内的空域按照一个运行区域批准，但包含高原 机场（标高在 2560 米以上的机场）起降点的航路还需按照航路进行批准。 (2) 对于国际运行，所飞机场所在的每一国家（地区）按照一个运行区域 批准，但包含高原机场或者局方确定的特殊机场起降点的航路还需按照航路进 行批准。 (b)按照本条(a)款申请运行区域和航路批准的合格证持有人，应当证明其 具有足够的装备和能力，能够使用中国或者外国公布航路上有关导航设施，在 仪表飞行规则和夜间目视飞行规则条件下实施安全运行。 (c) 如果实施补充运行的合格证持有人可以证明，对于运行的航路是安全 的和局方能够确定空中交通密度有足够的安全水平，局方可以批准合格证持有 人管制空域外的航路。合格证持有人不可以使用没有经局方批准的，或者运行 规范中没有列出的航路。 第 121.115 条 航路宽度 (a)经批准的航路、航段及固定航线具有的宽度应当至少与这些固定航线或 者航路的规定宽度相等。在局方认为有必要对经批准的航路另行确定宽度时， 将考虑下列因素： (1)地形障碍的超越； (2)最低航路高度； (3)地面和机载导航设备； (4)空中交通密度； (5)空中交通管制程序。 (b)合格证持有人运行规范中局方加以规定的任何其他航路宽度。 第 121.117 条 必需的机场资料 (a)实施补充运行的合格证持有人使用的任何机场应当具有适当的装备并 适合于所申请运行的设施。其中所考虑的因素应当包括机场的等级、道面、障 碍物、设施、公众保护、灯光、导航、通信、气象设施以及空中交通管制等。 (b)每一实施补充运行的合格证持有人应当证明其有一个经批准的系统，能 够获得、保存和分发给每个有关人员机场所使用的现行有效的航行资料，以确 保飞机在该机场运行的安全。这种航行资料应当包括下列方面的内容： (1)机场。 19

(i)基本设施； (ii)公众保护设施； (iii)导航、通信、气象设施； (iv)影响起飞、着陆或者地面运行的建筑物； (v)空中交通服务设施。 (2)跑道、停止道和净空道。 (i)尺寸； (ii)道面性质； (iii)标志和灯光系统； (iv)标高和坡度。 (3)变换的跑道入口。 (i)位置； (ii)尺寸； (iii)用于起飞、用于着陆或者二者兼用。 (4)障碍物。 (i)影响按照本规则 I 章进行起飞和着陆性能计算的障碍物； (ii)起控制作用的障碍物。 (5)仪表飞行程序。 (i)离场程序； (ii)进场程序； (iii)进近程序； (iv)复飞程序。 (6)特殊资料。 (i)跑道视程测量设备； (ii)低能见度条件下的盛行风。 (c)如果负责管理该合格证持有人的民航地区管理局发现该合格证持有人 经批准的关于收集、分发和使用航行资料的系统应当予以改进才能恰当地继续 工作，则合格证持有人在接到该部门的通知后，应当立即对其系统进行改进。 在合格证持有人接到这样的通知之后 30 天内，可以向民航总局飞行标准部门提 出重新考虑的请求。重新考虑的请求使该通知处于暂缓执行状态，直至民航总 局飞行标准部门作出决定时止。但是，如果民航地区管理局认为存在关系到航 空运输安全、需要立即采取措施的紧急情况，则民航总局飞行标准部门可以根 据所陈述的理由，使要求改进的通知立即生效。 第 121.119 条 气象服务 (a)合格证持有人应当证明，每一条航路沿线，均有足够的气象报告服务站 可以供使用，以保证提供运行所必需的气象实况报告和气象预报。 (b)合格证持有人只能使用经局方认可的气象服务系统提供的气象资料。 (c)使用气象预报控制飞行活动的合格证持有人，应当使用依据本条(b)款 20

规定的气象资料而编制的气象预报。 第 121.121 条 航路导航设施 (a)除本条(b)款规定外，合格证持有人应当证明，对于每一条计划中的航 路，非目视地面导航设施符合下列要求： (1)能在空中交通管制要求的精度之内，在整个航路上为飞机导航； (2)非目视地面导航设施的位置，能保证在该运行所必需的精度范围之内， 引导飞机至任一目的地机场或者备降机场。 (b)下列运行不需要非目视地面导航设施： (1)昼间目视飞行规则运行，但合格证持有人应当证明，能够根据地形的特 征，使用地标领航而安全运行； (2)在经局方批准使用特殊导航方法导航的航段上实施的运行。

第 121.123 条 勤务和维修设施 每个实施补充运行的合格证持有人应当证明具有有能力的人员和充足的设 施和设备（包括备件、地面设施和材料），对于飞机和辅助设备可以随时提供 恰当的服务、维修和预防性维修。 第 121.125 条 飞行跟踪系统 (a)实施补充运行的合格证持有人应当证明： (1)具有符合本规则 U 章要求的飞行跟踪系统，该系统根据所实施的运行可 以对每次飞行进行有效的跟踪； (2)飞行跟踪中心应当设在适用于对下列情况实施飞行跟踪的位置： (i)确保对每次飞行的始发机场和目的地机场的飞行进程进行适当的监控， 包括对中途停留机场和改航备降机场飞行进程的监控，以及对在这些机场所需 的维修或者机械延误进行适当的监控。 (ii)确保机长能够得到安全飞行必需的所有资料。 (b)实施补充运行的合格证持有人可以使用非所属人员提供的飞行跟踪设 施，但在这种情况下，合格证持有人应当对每次飞行的运行控制持续负责。 (c)飞行跟踪系统不要求与空中飞行的机组建立通信联系。 (d)在合格证持有人的运行规范中应当明确批准使用的飞行跟踪系统和飞行 跟踪中心的所在位置。 第 121.127 条 飞行跟踪系统要求 (a)实施补充运行的每个合格证持有人应当证明： (1) 系统具备足够的设备和合格人员，为下列人员提供每一次飞行的起始 和安全运行所必需的信息： (i)每架飞机的飞行机组； 21

(ii)合格证持有人指定实施运行控制的人员。 （2）飞行跟踪系统具有利用公共或者私人设施（如电话、电报或者无线电） 获得的通信能力，以进行第 121.125 条（a）款第（2）项第（i）目要求的监控。 （b）实施补充运行的合格证持有人应当证明本条（a）款所述人员能够履行 他们的职责。 G章

手册的要求

第 121.131 条 手册的制定和保存 (a)合格证持有人应当具有为实施其各种运行的全体飞行、维修和其他地面 运行工作人员制定并供其使用和指导其操作的手册，并且有合适的手册管理系 统，负责制定、分发、修订和补充手册，使其保持现行有效。 (b)本条(a)款要求的手册应当符合下列要求： (1)包含必需的指令和信息，使有关人员能安全地完成所担负的工作职责； (2)使用中文写成，如果合格证持有人在运行中使用了不熟悉中文的人员， 则应当为其提供相应文字的手册，并且应当保证这些手册的一致性和同等有效 性； (3)采用易于修订的形式； (4)在有关的每一页上，具有最后一次修订的日期； (5)符合所有适用的中国民用航空规章、该合格证持有人的运行合格证与运 行规范；对于实施国际运行的合格证持有人，还应当符合所适用的外国规章。 (c)合格证持有人在其主运营基地至少要保存一套完整的手册。 第 121.133 条 手册内容总体要求 手册应当包含下列所有内容，但可以分为两个或者两个以上的单独分册， 每一分册应当包括所有适用于该类人员的内容： (a)总政策； (b)有关运行管理和监督的信息，包括： (1)每一机组成员、地面机构的相应人员和全体管理人员的职责与工作内容， 包括每一机组成员在飞行中和紧急情况下的职责分工； (2)应急和安全设备的清单及其使用说明； (3)针对所用机型和特定运行的最低设备清单； (4)乘客在机上时实施加油的安全措施。 (c)详细的事故预防和飞行安全大纲，包括安全政策和人员职责； (d)航空人员训练大纲，包括相应的地面、飞行和应急生存训练，以及详细 的训练要求； (e)控制值勤时间、飞行时间和休息期的详细程序； (f)飞行运作有关要求、程序和指示，包括： 22

(1)对各种类型运行的飞行机组成员要求和指定指挥权接替次序的方法； (2)各种情况下所需燃油量和滑油量的具体计算方法，包括航路上一台或者 多台发动机失效时的油量计算； (3)应当使用氧气的条件和氧气量的确定； (4)保持飞机重量和重心在批准范围内的方法和程序； (5)地面除冰防冰程序的实施和控制； (6)关于运行飞行计划的规定； (7)供飞行机组和其他运行有关人员使用的每一机型正常、非正常和应急程 序，以及相关的检查单和飞机系统的详细介绍； (8)每一飞行阶段的标准操作程序； (9)检查单使用的指示，包括使用时机； (10)应急撤离程序； (11)离场应急程序； (12)正确保持飞行高度和使用自动高度喊话或者机组高度喊话的指示； (13)在仪表气象条件下使用自动驾驶仪和自动油门的指示； (14)理解和接受空中交通管制指令的指示； (15)离场和进近简令； (16)对航路和目的地机场的熟悉； (17)稳定进近的程序； (18)低空飞行时对大下降率的限制； (19)开始和继续仪表进近需具备的条件； (20)实施精密和非精密仪表进近程序的指示； (21)在夜间和仪表气象条件下仪表进近与着陆期间，飞行机组成员的职责分 派和管理机组工作负荷的程序； (22)避免可控飞行撞地（CFIT）的指示和训练要求，以及使用近地警告系统 的政策； (23)关于拦截民用飞机方面的信息和指示，包括被拦截飞机的机长应当采取 的程序，以及拦截和被拦截飞机使用的目视信号； (24)飞机维修和勤务工作的说明和程序； (25)飞机加油、油污清理、防火（包括防静电）和旅客登机时的监视和保 护的程序； (26)飞机适航性检查，包括检查的程序、标准、责任和授权检查人员的说明。 (g)关于飞机性能的相应资料，包括在起飞机场、目的地机场、备降机场的 重量、起飞和着陆限制，计划和备降航路限制，必要时，包括与机场和航路有 关的应急程序。 (h)飞行签派和运行控制，包括签派程序、运行控制程序或者飞行跟踪程序； (i)运行规范中关于航路的相应信息，包括对于每一经批准的航路，准许使 用的飞机的型号、运行的类型（如目视飞行规则、仪表飞行规则、昼间、夜间 等）以及任何其他有关的资料； 23

(j)为保证每次飞行的飞行机组均能获得关于通信设施、导航设施和机场等 方面的资料而提供的航路指南； (k)确定最低飞行高度的方法和所飞每条航路的最低飞行高度； (l)运行规范中关于机场的相应资料，包括每个所用机场的下列资料： (1)位置； (2)指定用途（正常使用、临时使用、备降、加油等）； (3)准许起降的飞机型号； (4)仪表进近程序； (5)合格证持有人所用的着陆和起飞最低标准； (6)其他有关的资料。 (m)搜寻和救援方面的信息，包括供幸存者使用的地空目视信号标志和机长 发生事故后的程序； (n)帮助有关人员识别危险物品包裹所附标记或者标签的程序和资料，以及 有关危险物品的运输、储存或者搬运的程序和指南，包括下列内容： (1)确定发货人合格证明适用的程序，确定危险物品的包装、标记、标签、 装运单据适用的程序，确定物品之间相容性的程序，以及关于装载、储存和搬 运的指南； (2)有关危险物品及存在不安全迹象或者出现不安全事件的报告和处置程 序； (3)当飞机上载有危险物品时，通知机长的程序和指南。 (o)所带导航设备的清单，包括与必需导航性能（RNP）空域运行相关的信息， 以及与运行相关时，所用的远程导航程序； (p)应当保持无线电守听的情况与规定； (q) 航空保安方面的规定与程序，包括防止非法干扰、劫机、破坏行为的 规定与程序； (r)关于人为因素的相应资料和训练要求； (s)其他有关安全的资料或者说明。 第 121.135 条 手册的分发和可用性 (a)合格证持有人应当向下列人员提供本规则第 121.131 条所要求的手册及 其修改和补充，或者该手册的有关部分： (1)维修人员和有关地面运作人员； (2)机组成员； (3)负责管理该合格证持有人的局方人员。 (b)按照本条(a)款持有手册或者手册相关部分的每个人，应当使用合格证 持有人提供的修改和补充页，使手册内容保持最新有效状态，并在执行指定任 务时可以随时查阅。

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第 121.137 条 飞机飞行手册 (a)合格证持有人对其使用的每一型号飞机，应当保持现行有效的经局方批 准的飞机飞行手册。 (b)合格证持有人的每架飞机应当携带用机组人员所熟悉的文字写成的经 局方批准的飞机飞行手册，或者携带本规则第 121.131 条要求的手册，但该手 册中应当包含相应的飞机飞行手册所要求的资料，并且应当清楚地标明这些资 料作为飞行手册的内容。 (c)如果该合格证持有人选择携带本规则第 121.131 条所要求的手册，合格 证持有人可以根据相应的飞机飞行手册，修订其操作程序部分和修改性能数据 的编排形式，但经修订的操作程序和经修改的性能数据编排形式应当符合下列 要求： (1)经局方批准； (2)清楚地标明作为飞机飞行手册的内容。

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H章

飞机的要求

第 121.151 条 飞机的基本要求 (a)除本条(c)款规定外，合格证持有人运行的飞机应当符合下列要求： (1)是在中华人民共和国登记的民用飞机，并携带现行有效的适航证、国籍 登记证和无线电电台执照； (2)处于适航状态并符合中国民用航空规章适用的适航要求，包括与标识和 设备有关的要求。 (b)合格证持有人可以使用经批准的重量与平衡控制系统来符合适用的适 航要求和运行限制，该重量与平衡控制系统可以平均的、假定的或者估算的重 量为基础。 (c)合格证持有人可以租用不含机组人员的国际民用航空公约缔约国所属 的某一国家登记的民用飞机实施本规则运行，但应当符合下列规定： (1)该飞机带有经民航总局审查认可的原国籍登记国颁发的适航证和由民 航总局颁发的适航认可证书，以及无线电电台执照； (2)合格证持有人已将该飞机的租赁合同副本报局方。 第 121.153 条 飞机的审定和设备要求 合格证持有人按照本规则运行的飞机应当是型号合格审定为运输类或者通 勤类的飞机，并符合本规则第 121.173 条的要求，否则不得实施本规则运行。 第 121.155 条 禁止使用单台发动机飞机 合格证持有人不得使用单台发动机的飞机实施本规则运行。 第 121.157 条 飞机的航路类型限制 (a) 除按照本规则 W 章规定得到局方的双发飞机延伸航程运行批准外，任 何合格证持有人不得在包含有一点至可用机场的飞行时间超过一小时（以一台 发动机停车在静止大气中正常巡航速度飞行）的航路上使用双发涡轮飞机运行。 (b)合格证持有人用于延伸跨水运行的陆上飞机，应当是按照中国民用航空 规章第 25 部中的水上迫降规定审定合格或者被批准为适合于水上迫降的飞机。 第 121.159 条 飞机的运行验证试飞 (a)合格证持有人使用以前未在公共航空运输运行中使用过的飞机，应当完 成局方认可的至少 100 小时的运行验证试飞，包括相当数量的进入航路机场的 飞行。在运行验证试飞过程中，如果局方认为试飞已达到令人满意的熟练水平， 则局方可以减少验证试飞时间。上述运行验证试飞至少应当有 10 小时在夜间完 成。 (b)除经局方特殊批准外，合格证持有人首次使用曾在公共航空运输运行中 26

使用过的某一型号飞机，或者使用在设计上作了实质性更改的某一型号飞机， 则在拟使用该飞机实施运行之前，应当完成经局方认可的至少 25 小时的运行验 证试飞，包括相当数量的进入航路机场的飞行。 (c)本条(b)款所述飞机在设计上进行了实质性更改是指下述情形之一： (1)整套动力装置的型号与飞机合格审定时所装动力装置的型号不相类似； (2)对飞机或者其部件进行了实质上影响其飞行特性的更改。 (d)除了实施试飞所需的人员和局方指定的人员之外，合格证持有人不得在 运行验证试飞的飞机上携带旅客。经局方批准，运行验证试飞的飞机可以携带 邮件、快递或者其他货物。 第 121.161 条 应急撤离程序的演示 (a)合格证持有人应当依照本规则附件 C《本规则第 121.161 条规定的应急 撤离程序演示准则》(a)款规定进行应急撤离程序的实际演示，证明在载客飞行 中所用的旅客座位数大于 44 座的每个型号的飞机，能够使包括机组成员在内的 满载量乘员在 90 秒（含）以内撤离飞机。但是，如果该型号飞机已被证明符合 本规则附件 C(a)款规定或者适用的型号合格审定标准，可以不实施实际的演示。 (b)使用旅客座位数大于 44 座的飞机实施载客运行的合格证持有人，有下 列情形之一的，应当按照本条(c)款进行应急撤离程序的部分演示： (1)该合格证持有人新引进的某型号飞机投入载客飞行并且该合格证持有 人没有按照本条(a)款实施实际演示； (2)本规则第 121.391 条所要求的客舱乘务员的人数、位置或者其应急撤离 职责、程序发生改变； (3)应急出口的数量、位置、型号或者供撤离用的应急出口开启机构的型号 发生改变。 (c)在实施(b)款要求的部分演示时，合格证持有人应当遵守下列规定： (1)实施不要求旅客参加但要在局方观察下进行的演示，以验证其机组成员 应急生存训练和应急撤离程序的有效性。在这种演示中，该型号飞机的客舱乘 务员，应当使用该合格证持有人的航线操作程序，按照本规则第 121.397 条规 定的应急撤离职责，打开 50％所要求的地板高度的应急出口和 50％所要求的非 地板高度的应急出口，并放下 50％的应急出口滑梯。这些应急出口和滑梯由局 方选定，并且应当在 15 秒钟内准备就绪以供使用； (2)在实施这种演示之前，向负责监督其运行的民航地区管理局提出申请并 获得批准； (3)在这种演示中使用的客舱乘务员，由局方从已经完成合格证持有人经局 方批准的该型号飞机训练大纲的训练并已通过应急设备和应急程序考试的客舱 乘务员中随机挑选； (4)在开始实施该型号飞机的运行之前，向负责监督其运行的民航地区管理 局提出申请并获得批准。 (d)每个使用或者计划使用一架或者多架陆上飞机作延伸跨水运行或者按 27

照要求配备相应应急设备的合格证持有人，应当按照本规则附件 C(b)款进行模 拟水上迫降，证明其能有效地完成水上迫降程序。 (e)对于已经由其他合格证持有人进行过本条(d)款规定的模拟水上迫降的 那种型号飞机，如果每个救生筏都从其存放处取下，其中一个救生筏被投放并 充气或者一个滑梯救生筏被充气，并且指定负责该充气救生筏或者滑梯救生筏 的机组成员表演并说明了每项必需应急设备的使用，则认为已经符合本规则附 件 C (b)款第(2)项、(b)款第(4)项和(b)款第(5)项的要求。前述待充气的救生 筏或者滑梯救生筏由局方选定。

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I章

飞机性能使用限制

第 121.171 条 用语定义 本章中的用语按照下述定义： (a)着陆的“跑道有效长度”是指从跑道进近端的超障面与跑道中心线的交 点至跑道最远端的距离。 (b)“超障面”是指以与水平面成 1∶20 的斜率从跑道向上倾斜，并与跑道 周围规定区域内的所有障碍物相切或者越过其上的平面。在平面图上看，该规 定区域的中心线与跑道的中心线相重合，以超障面与跑道中心线的交点为起点， 延伸到距起点至少为 450 米(1500 英尺)的那一点处。此后，该中心线与该跑道 的起飞轨迹（在起飞时）重合，或者与仪表进近轨迹（在着陆时）重合，或者 当这些轨迹中适用的一个未确定时，它沿至少 1200 米(4000 英尺)半径的转弯延 伸，直至某点，在此点外，超障面超越所有障碍物。这一区域在超障面与跑道 中心线交点处的中心线两侧横向扩展各 60 米(200 英尺)，并以此宽度延伸至跑 道端点；然后，向中心线两侧均匀扩大，至距超障面与跑道相交处 450 米(1500 英尺)那一点扩展至两侧各 150 米(500 英尺)；在此之后，保持此宽度延伸。 第 121.173 条 概则 (a)使用活塞式发动机驱动的飞机的合格证持有人应当遵守本规则第 121.175 条至第 121.187 条的规定。 (b)使用涡轮发动机驱动的飞机的合格证持有人应当遵守本规则第 121.189 条至第 121.197 条的规定。 (c)合格证持有人应当使用飞机飞行手册中的性能数据来确定是否符合本 规则第 121.175 条至第 121.197 条的规定。当涉及的条件与这些性能数据所依 据的条件不同时，如果内插法或者计算法所得结果在实质上与直接试验的结果 同样准确，则可以用内插法或者通过计算具体变量变化的影响来确定是否符合 规定。合格证持有人在确定是否符合本规则第 121.175 条至第 121.197 条的规 定时还应当考虑到所用航图的精度。 (d)在考虑到飞机飞行手册中所规定的温度修正因素后，活塞式发动机驱动 的飞机，不得在起飞重量超过拟用跑道所允许重量的情况下起飞，拟用跑道所 允许的重量依据本规则中对跑道起飞限制的使用规定确定。 (e)如果在特殊的环境条件下遵守某些规定对于安全已无必要，局方可以在 运行规范中批准偏离本章的这些要求。 第 121.175 条 活塞式发动机驱动的飞机的重量限制 (a)活塞式发动机驱动的飞机不得从确定该飞机最大起飞重量所用的气压 高度范围之外的机场起飞。 29

(b)活塞式发动机驱动的飞机不得飞向确定该飞机最大着陆重量所用的气 压高度范围之外的目的地机场。 (c)活塞式发动机驱动的飞机不得使用确定最大着陆重量所用的气压高度 范围之外的机场作为备降机场。 (d)活塞式发动机驱动的飞机不得以超过机场气压高度所确定的最大起飞 重量起飞。 (e)活塞式发动机驱动的飞机起飞前，应当在考虑航路上正常的燃油和滑油 消耗后，使到达目的地机场时的重量不超过该机场气压高度所确定的最大着陆 重量。 第 121.177 条 活塞式发动机驱动的飞机的起飞限制 (a)活塞式发动机驱动的飞机，应当满足下列所有条件方可以起飞： (1)在起飞过程中达到临界发动机失效决断速度 V1 之前的任一时刻，按照 加速停止距离数据所示，能使该飞机安全停止在跑道或者停止道上。 (2)如果在该临界发动机在飞机达到临界发动机失效决断速度 V1 之后的任 一时刻失效后继续起飞，在通过可用起飞距离末端上空之前，按照起飞轨迹数 据所示高度能达到 15.2 米(50 英尺)。 (3)在达到 15.2 米(50 英尺)的高度（按照起飞轨迹数据所示）之前不带坡 度，在此后坡度不超过 15 度的情况下，预定起飞飞行轨迹能以 15.2 米(50 英尺) ＋0.01D(其中 D 是指飞机离可用起飞距离末端的距离值)的余度垂直超越所有障 碍物，或者能以一个特定距离侧向避开障碍物。该特定距离的值为下列两目中 规定值的较小值： (i)90 米(300 英尺)＋0.125D； (ii)对于 VFR 飞行，预定航迹的航向变化小于 15 度时，为 300 米，预定航 迹的航向变化大于 15 度时，为 600 米；对于 IFR 飞行，预定航迹的航向变化小 于 15 度时，为 600 米，预定航迹的航向变化大于 15 度时，为 900 米。 (b)在使用本条时，应当对有效跑道坡度进行修正。考虑到风的影响，对于 以静止大气为基础的起飞数据，可以按照不大于 50％的报告的逆风分量和不小 于 150％的报告的顺风分量进行修正。 第 121.179 条 活塞式发动机驱动的飞机的航路限制 -- 所有发动机工作 活塞式发动机驱动的飞机起飞前的重量，应当在考虑正常的燃油和滑油消 耗后，能使飞机在所有发动机工作的条件下，在预定航迹两侧各 25 公里(13.5 海里)以内最高地面或者障碍物之上至少 300 米(1000 英尺)的高度上，上升率至 少达到 0.0189 Vso米/秒（Vso的公里/小时数量乘以 0.0189 得到的上升率每秒米 数）或者达到 6.90 Vso英尺/分（Vso的海里／小时数量乘以 6.90 得到的上升率 每分钟英尺数）。否则，该飞机不得起飞。

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第 121.181 条 活塞式发动机驱动的飞机的航路限制 -- 一台发动机不工作 (a)除本条(b)款规定外，活塞式发动机驱动的飞机起飞前的重量，应当在 考虑正常的燃油和滑油消耗后，能使飞机在一台发动机不工作的条件下，在预 定航迹两侧各 25 公里(13.5 海里)以内最高地面或者障碍物之上至少 300 米 (1000 英尺)的高度上，上升率至少达到 0.00148(0.079-0.106/N) Vso2 米/秒 （其中 N 为所装的发动机台数， Vso 以公里／小时表示） 或者达到(0.079-0.106/N) Vso2 英尺/分（其中 N 为所装的发动机台数，Vso 以海里／小时表示）。否则， 该飞机不得起飞。 (b)为代替本条(a)款的要求，活塞式发动机驱动的飞机可以按照经批准的 程序，在所有发动机工作的某个高度上运行，在该高度上，当一台发动机停车 后，考虑到正常的燃油和滑油消耗，飞机可以继续飞至符合本规则第 121.187 条规定能进行着陆的备降机场。在假定的故障发生之后，飞行轨迹应当高于预 定航迹两侧各 25 公里(13.5 海里)范围内的地面和障碍物至少 600 米(2000 英 尺)。 (c)如果按照本条(b)款使用经批准的程序，合格证持有人应当遵守下列各 项规定： (1)对于按照中国民用航空规章型号合格审定标准审定合格的飞机，计算飞 机飞行轨迹时所用的上升率（按照飞机飞行手册中对相应重量和高度所确定的 数值）应当减去一个等于 0.00148(0.079-0.106/N) Vso2 米/秒的量（其中 N 为 所装的发动机台数，Vso 以公里／小时表示），或者减去一个等于(0.079-0.106/N) Vso2 英尺/分的量（其中 N 为所装的发动机台数，Vso 以海里／小时表示）。 (2)在航路上任何一点临界发动机停止工作时，通过使用经批准的程序，所 有发动机工作时的高度应当能够足以使飞机继续飞行到某一预定的备降机场。 在确定起飞重量时，假定飞机是在某点发动机停车后越过临界障碍物的，而且 这一点距临界障碍物的距离不小于距最近的经批准的无线电导航定位点的距 离。但是，如果局方批准了依据不同的原则制定的程序，且该程序有足够的运 行安全保证，对该点可以不作要求。 (3)在该程序中，飞机飞至备降机场上空 300 米(1000 英尺)处时，其上升率 应当符合本条(a)款的规定。 (4)在该程序中，应当包括对飞行轨迹有不利影响的风和温度的经批准的计 算方法。 (5)在使用这一程序时，允许应急放油。但合格证持有人应当有适当的训练 大纲，对飞行机组人员进行了合适的应急放油训练，并且为保证程序的安全性 采取了其他安全措施。 (6)合格证持有人应当在签派或者放行单中指定符合本规则第 121.643 条要 求的备降机场。

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第 121.183 条

型号合格审定为四台或者四台以上活塞式发动机驱动的飞机的 航 路限制 -- 两台发动机不工作 (a)按照型号合格审定标准审定合格的装有四台或者四台以上发动机的飞 机运行时，应当遵守下列规定之一： (1)预定航道上任何一点到符合第 121.187 条要求的机场的飞行时间不超过 所有发动机以巡航功率工作飞行 90 分钟； (2)飞机在某一重量下运行，在此重量下，飞机在预定航迹两侧各 25 公里 ( 13.5 海里)范围内最高地面或者障碍物之上 300 米(1000 英尺)或者在 1500 米 (5000 英尺)两者中较高的高度上，在两台临界发动机不工作情况下，能以 0.000019 Vso2 米/秒的上升率（由Vso的公里／小时数的平方乘以 0.000019 而得 到的上升率每秒米数）或者以 0.013 Vso2 英尺／分的上升率（由Vso的海里／小 时数的平方乘以 0.013 而得到的上升率每分英尺数）上升。 (b)就本条(a)款第(2)项而言，假定： (1)这两台发动机在对于起飞重量最为临界的那一点上失效； (2)燃油和滑油消耗，在两台发动机失效的那一点之前，以所有发动机均工 作时的正常消耗计算，在那一点之后，以两台发动机工作时的正常消耗计算； (3)假定发动机是在高于规定的最低高度上失效的，在由巡航高度下降到规 定的最低高度期间，无需证明是否符合在规定的最低高度上达到规定的上升率， 但是在到达此规定的最低高度时，应当能满足这些要求，并且假定飞机是沿着 净飞行轨迹下降的，其下降率应当比经批准的性能数据中规定的速率大 0.000019 Vso2 米/秒（Vso单位为公里／小时）或者大 0.013 Vso2 英尺/分（Vso 单位为海里/小时）； (4)如果有应急放油设备，则认为飞机在两台发动机失效那一点上的重量不 小于包括足够燃油的重量，这些燃油可以使飞机飞到符合本规则第 121.187 条 要求的机场并到达该机场正上空至少 300 米(1000 英尺)的高度。 第 121.185 条 活塞式发动机驱动的飞机的着陆限制 -- 目的地机场 (a)除本条(b)款规定外，活塞式发动机驱动的飞机在起飞前，应当在考虑 到飞行中正常的燃油和滑油消耗后，使该飞机在到达目的地机场时的重量，允 许该飞机在预定目的地的下述跑道上，自超障面与该跑道交点上方 15.2 米(50 英尺)处算起，在跑道有效长度的 60％以内作全停着陆。为确定在目的地机场允 许的着陆重量，假定： (1)飞机是在最理想的跑道上在静止大气中以最理想的方向着陆。 (2)考虑到可能的风速和风向（预期到达时间的预报风）、该型别飞机的地 面操纵特性以及诸如着陆助航设备和地形等其他条件，飞机在最适宜的跑道上 着陆，允许考虑不大于 50％逆风分量或者不小于 150％顺风分量对着陆轨迹和 着陆滑跑的影响。 (b)对于不能符合本条(a)款第(2)项的要求而被禁止起飞的飞机，如果指定 32

了备降机场，除允许该飞机在备降机场跑道有效长度 70％内完成全停着陆外， 该备降机场符合本条的所有其他要求，则可以允许该飞机起飞。 第 121.187 条 活塞式发动机驱动的飞机的着陆限制 -- 备降机场 在签派或者放行单中所列的备降机场，应当能使飞机以到达该机场时预计 的重量和按照本规则第 121.185 条假定的条件在该跑道有效长度的 70％以内完 成全停着陆。 第 121.189 条 涡轮发动机驱动的飞机的起飞限制 (a)涡轮发动机驱动的飞机不得以大于该飞机飞行手册中对应于该机场气 压高度和起飞时环境温度所确定的重量起飞。 (b)涡轮发动机驱动的运输类飞机不得以大于该飞机飞行手册中规定的重 量起飞，该重量应当保证飞机符合下列各项要求： (1)加速停止距离不得超过跑道长度加上停止道的长度。 (2)起飞距离不得超过跑道长度加上净空道长度，但净空道长度不得大于跑 道长度的一半。 (3)起飞滑跑距离不得大于跑道长度。 (c)涡轮发动机驱动的飞机不得以大于该飞机飞行手册中所确定的某个重量 起飞，在该重量下，预定净起飞飞行轨迹以 10.7 米(35 英尺)的余度超越所有障 碍物，或者能以一个特定距离侧向避开障碍物。该特定距离的值为下列两目中 规定值的较小值： (i)90 米(300 英尺)＋0.125D，其中 D 是指飞机离可用起飞距离末端的距离 值； (ii)对于目视飞行规则飞行，预定航迹的航向变化小于 15 度时，为 300 米， 预定航迹的航向变化大于 15 度时，为 600 米；对于仪表飞行规则飞行，预定航 迹的航向变化小于 15 度时，为 600 米，预定航迹的航向变化大于 15 度时，为 900 米。 (d)在依据本条(a)至(c)款确定最大重量、最小距离和飞行轨迹时，应当对 拟用的跑道、机场的标高、有效跑道坡度和起飞时的环境温度、风的分量进行 修正。 (e)就本条而言，假定飞机在到达 15.2 米(50 英尺)高度（按照飞机飞行手 册中起飞轨迹或者净起飞飞行轨迹数据中的适用者）之前无坡度，并在此之后， 最大坡度不超过 15°。 (f)就本条而言，“起飞距离”、“起飞滑跑距离”、“净起飞飞行轨迹” 和“起飞轨迹”等术语，与对该飞机进行型号合格审定的规章中所规定的术语 具有相同的含意。 第 121.191 条 涡轮发动机驱动的飞机的航路限制 -- 一台发动机不工作 (a)涡轮发动机驱动的飞机不得超过某一重量起飞，在该重量下，考虑到正 33

常的燃油、滑油消耗和航路上预计的环境温度，根据经批准的该飞机飞行手册 确定的一台发动机不工作时的航路净飞行轨迹数据应当能够符合下列两项要求 之一： (1)在预定航迹两侧各 25 公里(13.5 海里)范围内的所有地形和障碍物上空 至少 300 米(1000 英尺)的高度上有正梯度，并且，在发动机失效后飞机要着陆 的机场上空 450 米(1500 英尺)的高度上有正梯度。 (2)净飞行轨迹允许飞机由巡航高度继续飞到可以按照本规则第 121.197 条 要求进行着陆的机场，能以至少 600 米(2000 英尺)的余度垂直超越预定航迹两 侧各 25 公里(13.5 海里)范围内所有地形和障碍物，并且在发动机失效后飞机 要着陆的机场上空 450 米(1500 英尺)的高度上有正梯度。 (b)就本条(a)款第(2)项而言，假定： (1)发动机在航路上最临界的一点失效； (2)飞机在发动机失效点之后飞越临界障碍物，该点距临界障碍物的距离不 小于距最近的经批准的无线电导航定位点的距离，除非局方为充分保障运行安 全批准了一个不同的程序； (3)使用经批准的方法考虑了不利的风的影响； (4)如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他 安全措施，能保证程序的安全性，则允许应急放油； (5)在签派或者放行单中指定了备降机场，且该备降机场符合规定的最低气 象条件； (6)发动机失效后燃油和滑油的消耗与飞机飞行手册中经批准的净飞行轨 迹数据所给定的消耗相同。 第 121.193 条

三台或者三台以上涡轮发动机驱动的飞机的航路限制 -- 两台 发动机不工作 三台或者三台以上涡轮发动机驱动的飞机沿预定航路运行时，应当符合下 列两项要求之一： (a)预定航迹上任何一点到符合本规则第 121.197 条要求的机场的飞行时间 不超过所有发动机以巡航功率工作飞行 90 分钟。 (b)根据飞机飞行手册中航路上两台发动机不工作的净飞行轨迹数据，其重 量允许该飞机从假定两台发动机同时失效的地点，飞到符合本规则第 121.197 条要求的某一机场。在这段飞行中，考虑到沿该航路的预计环境温度，其净飞 行轨迹在垂直方向上至少高出预定航迹两侧各 25 公里(13.5 海里)范围内所有地 形和障碍物 600 米（2000 英尺)。就本项而言，假定： (1)两台发动机在航路上最临界的地点失效； (2)这些发动机失效后在预定着陆的机场正上空 450 米(1500 英尺)处，该净 飞行轨迹具有正梯度； (3)如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他 预防措施，能保证程序的安全性，则可以批准应急放油； 34

(4)在两台发动机失效的那一点，该飞机重量包含有足够的燃油，使其能继 续飞到该机场正上空至少 450 米(1500 英尺)的高度，此后还能以巡航功率或者 推力飞行 15 分钟； (5)发动机失效后，燃油和滑油的消耗与飞机飞行手册中净飞行轨迹数据所 给定的消耗相同。 第 121.195 条 涡轮发动机驱动的飞机的着陆限制 -- 目的地机场 (a)涡轮发动机驱动的飞机起飞前，应当在考虑到至目的地机场或者备降机 场飞行中正常的燃油和滑油消耗后，使飞机到达时的重量不得超过该飞机飞行 手册中对该目的地机场或者备降机场的气压高度以及着陆时预计的环境温度所 确定的着陆重量。 (b)除本条(c)、(d)、(e)款规定外，涡轮发动机驱动的飞机起飞前，应当 在考虑到飞行中正常的燃油和滑油消耗后，使该飞机到达目的地时的重量，根 据飞机飞行手册中对该目的地机场的气压高度和预计在着陆时当地风的情况所 规定的着陆距离，允许其在预定的目的地机场的下述跑道上，由超障面与该跑 道交点上方 15.2 米（50 英尺）处算起，在跑道的有效长度 60％以内作全停着 陆。为确定在目的地机场的允许着陆重量，假定： (1)飞机在最理想的跑道上在静止大气中以最理想的方向着陆。 (2)考虑到可能的风速、风向和该飞机的地面操纵特性，以及考虑到诸如着 陆助航设备和地形等其他条件，飞机在最适宜的跑道上着陆。 (c)对于不能符合本条(b)款第(2)项的要求而被禁止起飞的涡轮螺旋桨驱 动的飞机，如果指定了备降机场，除允许飞机在跑道有效长度的 70％以内完成 全停着陆外，该备降机场符合本条所有其他要求，则可以允许该飞机起飞。 (d)对于涡轮喷气飞机，在有关的气象报告和预报表明目的地机场跑道在预 计着陆时刻可能是湿的或者滑的时，该目的地机场的有效跑道长度应当至少为 本条(b)款所要求的跑道长度的 115％，否则，该飞机不得起飞。如果在湿跑道 上的实际着陆技术证明，对特定型号的飞机，已经批准了某一较短但决不小于 本条(b)款要求的着陆距离，并且已经载入飞机飞行手册，则可以按照手册的要 求执行。 (e)由于不能符合本条(b)款第(2)项而被禁止起飞的涡轮喷气动力的飞机， 如果指定了符合本条(b)款所有要求的备降机场，则可以起飞。 第 121.197 条 涡轮发动机驱动的飞机的着陆限制 -- 备降机场 在涡轮发动机驱动的飞机的签派或者放行单中列为备降机场的机场，应当 能使该飞机在到达该备降机场时以根据本规则第 121.195 条(b)款规定的假定条 件预计的重量，由超障面与跑道交点上方 15.2 米(50 英尺)处算起，在跑道有效 长度的 70％（涡轮螺旋桨动力飞机）或者 60％（涡轮喷气动力飞机）以内完成 全停着陆。对于本规则第 121.637 条所规定的起飞备降机场，在确定到达时的 预计重量时，除正常的燃油和滑油消耗之外，可以考虑应急放油量。 35

J 章

特殊适航要求

第 121.211 条 总则 合格证持有人的飞机除满足相应型号合格审定要求外，还应符合本章的特 殊适航要求。 第 121.213 条 旅客座椅间距 (a) 对于 2006 年 7 月 1 日后加入合格证持有人运行规范的任何载客运行的 飞机应当满足本条(b)款的要求。 (b)合格证持有人运行的任何载客运行的飞机，其座椅间距应当满足如下要 求： (1) 任何座椅椅背与前面座椅椅背或者其他的固定结构之间的距离不得小 于 660 毫米（26 英寸）； (2) 任何座椅与前面的座椅或者其他的固定结构之间的距离不得小于 178 毫米（7 英寸）； (3) 前后排座椅之间或者座椅与前面的任何固定结构之间的垂直投影距离 不得小于 76 毫米（3 英寸）。 (c) 对于本条(a)款要求的距离的测量应满足如下要求： (1) 对于(a)款第(1)项要求的距离，以椅背腰垫（没有被压缩）76 毫米（3 英寸）高处为原点，在距地板 635 毫米（25 英寸）以下的整个座椅宽度范围内 测量与前面座椅或者其他固定结构之间的水平方向和垂直方向的距离(如下图 所示)； (2)对于(a)款第(2)项要求的距离，以椅垫和扶手最前端为原点测量水平方 向和垂直方向的距离(如下图所示)。 (3) 对于(a)款第(3)项要求的距离，测量椅垫和扶手最前端的投影与前面 座椅或者固定结构的最后端的投影之间的距离(如下图所示)。 (d) 对于有杂志袋和小桌板的座椅，在所有测量时杂志袋应当正常装载有 关的客舱安全说明、清洁袋和合格证持有人提供的机上读物，小桌板应当在正 常的收起位置（起飞和着陆位置）。 (e) 所有测量应当在座椅调直和扶手放下的状态（起飞和着陆状态）下测 量。

36

76 毫米（3 英寸）

（76 毫米（3 英寸） 635 毫米（25 英寸）

660 毫米（26 英寸）

178 毫米（7 英寸）

座椅间距测量方法示意图

第 121.215 条 在客舱内装货 (a) 除本条(b)款或者(c)款规定之外，按照本规则运行的合格证持有人不 得在飞机客舱内运载货物。 (b) 如果货物在经批准的货箱之内且货箱满足下列要求，货物可以装在客 舱内任一位置： (1) 货箱应当能承受适用于装有该货箱的飞机的旅客座椅载荷系数和应急 着陆条件的 1.15 倍，计算时要用货箱重量和货箱中可以装载货物的最大重量的 总重量； (2) 货箱上应当清晰地标出该货箱准许装载的货物的最大重量以及为保证 货箱内正确的重量分布而必需的任何说明； (3) 货箱施加的载荷不得超过地板或者飞机其它结构件的载荷限制； (4) 货箱应当固定在座椅滑轨或者飞机地板结构件上，其固定点应当能承 受适用于货箱安装于其上的飞机的旅客座椅的载荷系数和应急着陆情况，再乘 以系数 1.15 或者为该飞机规定的座椅固定系数，二者中取较大者，计算时要用 货箱重量和在其中可能装载货物的最大重量的总重量； (5) 货箱不得装于妨碍通达或者使用任何需要的应急出口或者客舱通道之 处； (6) 货箱应当为全封闭式的，而且应当用至少为阻燃的材料制成； (7) 货箱内应当有适当的安全防护装置以防止货物在应急着陆情况下发生 移动； (8) 货箱不得装于遮挡任一旅客观察“系好安全带”标牌、“请勿吸烟” 标牌或者任何所需要的出口标记的视线之外，除非备有辅助标记或者其他经批 37

准的可以给旅客适当通告的措施。 (c) 只要能将货物束缚住至 CCAR-25 部第 25.561 条(b)款第(3)项规定的载 荷系数并且按照下列要求装载，则货物可以装于任何客舱内的隔框或者隔板后 面： (1) 货物用安全带或者其他具有足够强度的系留索适当紧固；使货物在所 有可以预计的正常飞行和地面情况下不可能移动； (2) 其包装或者覆盖方式能避免对旅客和客舱内人员可能的伤害； (3) 不会对座椅或者地板结构加上超过这些部件载荷限制的任何载荷； (4) 其位置不妨碍通达或者使用任何需要的应急出口、正常出口或者客舱 内的通道； (5) 其位置不遮拦任一旅客观察“系好安全带”标牌，“请勿吸烟”标牌 或者所需要的出口标记的视线，除非备有辅助标记或者其他经批准的可以给旅 客适当通告的措施。 第 121.217 条 在货舱内装货 当货物装在其设计要求机组从外部进入其中以扑灭飞行中可能发生的任何 火情的货舱内时，货物的装载应当使机组人员能携带手提灭火器有效地到舱内 所有部位。

38

K章

仪表和设备要求

第 121.301 条 概则 (a)除具体指明适用于特殊运行的条款外，本规则关于仪表和设备的要求适 用于按照本规则实施的所有运行。 (b)本规则第 121.305 条至第 121.359 条所要求的仪表和设备，应当按照适 用的适航要求进行批准和安装。 (c)每个空速指示器应当以公里/小时或者海里／小时为单位校准，并且飞 机飞行手册和有关标牌中的每个空速限制和相关各项资料应当相应地以公里/ 小时或者海里／小时表示。 (d)除经局方批准外，2005 年 7 月 1 日后首次投入运行的飞机应当装备有以 米为单位显示的高度表。如果该飞机需在以英尺为单位确定飞行高度的国家或 者地区运行，则应当同时装备有以英尺为单位显示的高度表。 (e)除本规则第 121.645 条（b）款和第 121.647 条规定外，只有当下列仪 表和设备处于工作状态，方可以使飞机起飞： (1)为符合对该飞机进行型号合格审定的适航要求所要求的仪表和设备。 (2)本规则第 121.305 条至第 121.319 条和第 121.359 条、第 121.360 条以 及第 121.743 条中规定的适用于所有运行的仪表与设备，以及本规则第 121.323 条至第 121.351 条中规定的适用于不同运行类型的仪表与设备，而这些项目在 本条(e)款第(1)项未作出要求）。 第 121.305 条 飞机仪表和设备 按照本规则运行的飞机应当装备下列飞行和导航的仪表与设备： (a)一个空速指示系统，带有加温空速管或者可以防止由于结冰而失效的等 效装置。对于以马赫数为单位来表示速度限制的飞机，则还应至少装有一个马 赫数指示器。 (b)一个灵敏高度表，带有以百帕斯卡（毫巴）为单位的校正装置，并且该 装置对于飞行中可能遇到的气压可以进行修正； (c) 一个带指针和/或者数字式显示的精确指示小时、分和秒的时钟（或者经批 准的等效装置）。 (d)一个大气静温指示器。 (e)一个陀螺坡度与俯仰指示器（地平仪）。 (f)一个组合有侧滑指示器的陀螺转弯速率指示器，但在按照本条(l)款装 有第三套姿态仪表系统（可以在 360°俯仰和滚转飞行姿态中使用）时，只需要 侧滑指示器。 (g)一个陀螺航向指示器（航向陀螺或者等效仪表）。 (h)一个磁罗盘。 (i)一个垂直速度指示器（升降率指示器）。 39

(j)副驾驶位置处应单独配备下述仪表： (1)一个空速指示系统，具有加温空速管或者可以防止由于结冰而失效的等 效装置，对于以马赫数为单位来表示速度限制的飞机，则还应至少装有一个马 赫数指示器； (2)一个灵敏高度表，带有以百帕斯卡/毫巴为单位的校正装置，并且该装 置对于飞行中可能遇到的气压可以进行修正； (3)一个垂直速度指示器（升降率指示器）； (4)一个组合有侧滑指示器的陀螺转弯速率指示器，但在按照本条(l)款装 有第三套姿态仪表系统（可以在 360°俯仰和滚转飞行姿态中使用）时，只需要 侧滑指示器； (5)一个陀螺坡度与俯仰指示器（地平仪）； (6)一个陀螺航向指示器（航向陀螺或者等效仪表）。 (k)当需要有重复的仪表时，要求对每个驾驶员有单独的显示和单独的选择 开关或者其他相适用的设备； (l) 除局方批准的某些涡桨飞机外，在涡轮动力飞机上，除在每位驾驶员 工作位置上各有一个陀螺坡度与俯仰指示器（地平仪）可以供使用之外，还应 配备满足下列要求的第三套陀螺坡度与俯仰指示器（地平仪）： (1)由独立于飞机正常发电系统的应急备用电源供电； (2)在正常发电系统全部失效之后至少能继续可靠地工作 30 分钟； (3)不依赖任何其他姿态指示系统而独立工作； (4)在正常发电系统全部失效之后无需选择就能工作； (5)位于仪表板局方认可的位置上，使得任一驾驶员在其工作位置上即能清 楚地看见并使用； (6)在使用的所有阶段均有适当照明。 (m)对于本段要求的飞行和导航设备： (1)可以通过仪表组合或者中央飞行系统或者在电子显示器上参数的组合 来满足这些条款的各项要求，但要求每一必需驾驶员能够获得的信息不少于本 条所规定的仪表及相应设备提供的信息。 (2)可以使用其他等效符合性方法来满足这些条款的设备要求，但要求在飞 机型号审定批准过程中已表明该方法具有等效的安全水平。 第 121.307 条 发动机仪表 除了局方对涡轮发动机飞机允许或者要求具有等效安全性的不同仪表外， 其他按照本规则实施运行的飞机应当安装下列发动机仪表： (a)每台发动机一个汽化器空气温度指示器。 (b)每台空气冷却的发动机一个气缸头温度指示器。 (c)每台发动机一个燃油压力指示器。 (d)每台未装备自动高度混合气控制器的发动机，一个燃油流量表或者燃油 混合气指示器。 40

(e)所用每个燃油箱一个指示燃油量的装置。 (f)每台发动机一个进气压力指示器。 (g)每台发动机一个滑油压力指示器。 (h)当采用传输或者独立的供油方式时，每一滑油箱一个滑油量指示器。 (i)每台发动机一个滑油温度指示器。 (j)每台发动机一个转速表。 (k)每台发动机一个独立的燃油压力警告装置，或者一个用于所有发动机的 总警告装置，该装置具有使单个警告电路与总警告装置隔离的功能。 (l)每一可以反桨的螺旋桨具有一个装置，当螺旋桨处于反桨状态时向飞行 机组发出指示信号，该装置应符合下列要求： (1)可以在正常低桨距限动位置至最大反桨距之间反桨循环过程中任一点 被触发，但在正常低桨距限动位置或者高于此位置时不可以给出指示。 (2)指示的信号源应当由螺旋桨桨叶角触发或者直接对其作出响应。 第 121.308 条 厕所防火 (a)除经局方批准外，按照本规则运行的载客飞机应当在每个厕所装备烟雾 探测系统或者等效装置，并能在驾驶舱提供警告灯光，或者在客舱中提供易于 客舱机组发现的警告灯光或者音响警告。 (b)除经局方批准外，按照本规则运行的载客飞机应当在每个厕所每个处置 纸制品或者废物的容器内装备内置式固定灭火器。该固定灭火器必须设计成当 容器内失火时，能自动向容器内喷射灭火剂。 第 121.309 条 应急设备 (a)只有装备本条和本规则第 121.310 条所列的应急设备的飞机，方可以按 照本规则实施运行。 (b)本条和本规则第 121.310 条和第 121.339 条所列的每项应急设备和漂浮 设备应当符合下列要求： (1)依照运行规范中规定的检验周期予以定期检验，以确保其处于持续可用 和立即工作的状态，执行其预定的应急用途； (2)易于机组成员取用，位于客舱的设备应当易于旅客取用； (3)具有清楚的标识和标记，指明其使用方法，文字说明应当至少有中文； (4)当装在某一舱室或者某一容器中时，在该舱室或者容器上易于观察的地 方至少用中文标明其所装物品以及上次检验的日期。 (c)在驾驶舱、客舱、货舱、厨房内，应当按照下列规定，装备经批准型号 的手提灭火器： (1)灭火剂的型号和装量应当适用于该舱室可能发生的失火类型，并且对于 客舱，应当设计成使有毒气体聚积的危险性减到最小。 (2)货舱。对于飞行中机组成员能够进入的 E 类货舱，应当配备至少一个手 提灭火器，并位于方便取用的地方。 41

(3)厨房隔舱。对于位于客舱、货舱、或者驾驶舱之外的每个隔舱内的厨房， 应当至少装备一个便于厨房取用的手提灭火器。 (4)驾驶舱。驾驶舱内应当至少装备一个便于飞行机组使用的手提灭火器。 (5)客舱。在客舱使用的手提灭火器应当放置于方便的位置上。在要求两个 或者两个以上时，应当均匀地分布于每个客舱内，并且按照下列要求配备手提 灭火器： (i)对于旅客座位数 7 至 30 的飞机，至少配备一个。 (ii)对于旅客座位数 31 至 60 的飞机，至少配备两个。 (iii)对于旅客座位数 60 以上的飞机，应当至少配备下列数量的手提灭火 器： 旅客座位数 手提灭火器的最小数量 61 至 200 3 201 至 300 4 301 至 400 5 401 至 500 6 501 至 600 7 601 或以上 8 (6)尽管本条(c)款第(5)项要求手提灭火器均匀分布，如果在客舱中有厨 房，应当至少有一个手提灭火器位于方便之处并易于在厨房中取用。 (7)载运旅客飞机所要求配备的手提灭火器中至少 2 个应当装 Halon 1211 （溴氯二氟甲烷）或者等效的灭火剂。客舱中应当至少有一个这样的灭火器。 (d)急救和应急医疗设备与防护手套。 (1)在载运旅客的飞机上应当配备经批准的急救箱，并且在要求配备客舱机 组的飞机上，还应当配备应急医疗箱，以用于处理飞行期间或者事故中可能发 生的人员伤害或者急病，这些设备应当符合本规则附录 A 的规范和要求。 (2)在飞机上配备与急救箱数量相同的橡胶防护手套或者等效的无渗透手 套。这些手套应当尽可能均匀放置在客舱中。 (e)应急斧。每架飞机应当配备至少一把应急斧。 (f)扩音器。每架载运旅客飞机应当配有电池供电的便携式扩音器，放在负 责指挥应急撤离的机组成员方便取用的地方，其配备数量和位置按照以下规定： (1)在旅客座位数 61 至 99（含）的飞机上配备一个，安放在客舱后部从客 舱机组成员座位易于取用处。但是，如果局方认为安放在其他位置可能对应急 情况下人员的撤离更为适合，可以批准偏离本款的要求。 (2)在旅客座位数大于 99 的飞机客舱内配备两个扩音器，一个安放在前部， 另一个安放在后部，并且易于从客舱机组成员座位处取用。 第 121.310 条 附加应急设备 (a)应急撤离设施。当飞机停放于地面且起落架放下时，应急出口（机翼上 42

方的应急出口除外）距地面高度超过 183 厘米(6 英尺)的每一载客陆上飞机，应 当有经批准的可以帮助机上人员撤到地面的设施。用于地板高度应急出口的这 种辅助设施应当符合 CCAR-25 部第 25.810 条的相应适航要求。能自动展开的辅 助设施在滑行、起飞和着陆期间应当处于待命状态。但是，如果局方认为这个 出口的设计使得满足这些要求不切实际，则局方可以批准偏离关于自动放出的 要求，但该辅助设施应能在放出时即可以自动竖立展开，并按照本规则第 121．161 条(a)款的规定对所要求的应急出口进行应急撤离演示。 (b)机内应急出口标记。每架载客飞机应当符合下列要求： (1)每个旅客应急出口，其通达方式及开启方法，应当有明显易懂的标记。 每个旅客应急出口本身及其位置应当能从等同于客舱宽度的距离上认清。每个 旅客应急出口的所在位置应当用机上人员能看到的沿客舱主通道的标志指明， 下述部位应当有位置指示标志： (i)每个翼上旅客应急出口附近的通道上方，如通道高度较低，可以放在顶 棚合适位置上。 (ii)在紧靠每一地板高度的旅客应急出口处，如果一个位置指示标志可以 清楚标明两个应急出口的位置，则一个位置指示标志可以用于两个应急出口位 置的指示。 (iii)在客舱每个挡住前后视线的隔框或者隔板上，用以指示被其挡住的应 急出口，若这样做不可能时，可以将标志置于其他适当的位置。 (2)每个旅客应急出口标记和每个位置标示应当符合 CCAR-25 部第 25.811 条的相应适航要求。在这些飞机上，如果任一标志的发光度（亮度）降低到 250 微朗伯之下，则不可以继续使用。 (c)机内应急出口标志的照明。每架载运旅客飞机应当具有独立于主照明系 统的应急照明系统。但是，如果应急照明系统的供电电源独立于主照明系统的 供电电源，则客舱一般照明的光源可以为应急照明系统和主照明系统二者所共 用。应急照明系统应当： (1)照亮每一旅客出口标志和位置标志； (2)在客舱内提供足够的一般照明，沿着旅客主通道中心线在座椅扶手高度 以 100 厘米(40 英寸)的间隔进行测量时，平均照度至少为 0.538 勒（0．05 英 尺烛光）； (3)具有贴近地板的应急逃生通道标志，该标志符合 CCAR-25 部第 25.812 条相应适航要求或者经局方批准的其他等效要求。 (d)应急灯的工作。除按照 CCAR-25 部第 25.812 条的相应适航要求设置的 仅限于一个辅助装置使用、独立于飞机主应急照明系统、在该辅助装置放下时 能自动接通的那些灯外，本条(c)和(h)款所要求的每个灯均应当遵守下列要求： (1)每个灯应当： (i)能从飞行机组工作位置和客舱中正常客舱机组成员座位易于接近处的 两个地方进行人工控制； (ii)有防止人工控制装置误操作的装置； 43

(iii)当在任一机组成员工作位置上使其处于接通或者待命状态时，一旦飞 机正常的供电电源中断时它将保持燃亮或者开始燃亮。 (2)在滑行、起飞和着陆期间，每个灯均应当处于待命或者接通状态。在证 明与本款相符时，无需考虑机身的横向垂直分隔。 (3)每个灯应当在应急着陆后的临界环境条件下，提供所要求的照度水平至 少达 10 分钟。 (4)每个灯应当有驾驶舱内的控制装置，该装置具有“接通”、“断开”和 “待命”三个位置。 (e)应急出口操纵手柄。每个旅客应急出口操纵手柄的位置和出口的开启说 明应当符合 CCAR-25 部第 25.811 条的相应适航要求。除非局方引用了满足本款 的其他要求。当任一操作手柄或者操作手柄外罩的发光度（亮度）降至 100 微 朗伯之下时，该手柄或者手柄外罩不得继续使用。 (f)应急出口的通道。每架载客飞机应当按照下述要求设置至应急出口的通 道： (1)各旅客区域之间的或者通向Ⅰ型或者Ⅱ型应急出口的每条旅客通道应 当无障碍物，其宽度不少于 508 毫米(20 英寸)。 (2)靠近每个Ⅰ型或者Ⅱ型应急出口处，应当有足够的空间以使机组成员能 够帮助旅客撤离飞机，同时又满足本条(f)款第(1)项所要求的通道无障碍宽度。 (3) 应当有从主通道至每一 III 型和 IV 型应急出口的通道。从主通道至这 些出口的通道应当不受座椅、卧铺或者其他可能减小该出口效用的障碍物的阻 碍。另外，该通道应当符合 CCAR-25 部第 25.813 条的相应适航要求，除非局方 引用了满足本款的其他要求。 (4)如果从客舱中任一座位到达任何要求的应急出口需要经过客舱间的通 道，则该通道应当无障碍，但是可以使用不影响自由通行的布帘。 (5)不得在客舱间的任何分隔板上设置门。 (6)如果从任一旅客座位到达要求的应急出口需要经过把客舱和其他区域 隔开的门，则此门应当有装置将其闩在开启位置，并且在每次起飞和着陆期间， 这个门应当闩在开启位置。此闩锁装置应当能够承受当该门相对于周围结构受 到一个 CCAR-25 部第 25.561 条所述的极限惯性力时对其施加的载荷。 (g)机外出口标记。每个旅客应急出口和从外面开启这个出口的装置应当在 飞机外部予以标记，机身侧面应当有框出每一旅客应急出口的 5 厘米(2 英寸) 宽的色带。每一外部标记（包括这种色带）的颜色应当与周围机身表面有明显 的对比而易于区别。这些标记应当符合下列要求： (1)如果较深颜色的反射率等于或者小于 15％，则较浅颜色的反射率应当至 少为 45％。反射率是物体反射的光通量与其接收的光通量之比。 (2)如果较深颜色的反射率大于 15％，则其反射率与较浅颜色反射率之差应 当至少有 30％。 (3)不在机身侧面的出口应当有外部开启装置，并用红色醒目地标出适用的 操作说明，或者，如果背景的颜色使得红色不醒目，应当用鲜明的铬黄色作标 44

记，并且当这种出口的开启装置仅位于机身一侧时，应当在另一侧上作同样效 果的标记。 (h)外部应急照明和撤离路线。 (1)每架载运旅客飞机应当装备符合 CCAR-25 部第 25.812 条相应适航要求 的外部照明设备。 (2)每架载运旅客飞机应当装备有符合 CCAR-25 部第 25.810 条相应适航要 求的防滑撤离路线。 (i)地板高度的出口。机身侧面高等于或者大于 1118 毫米(44 英寸)、宽等 于或者大于 508 毫米(20 英寸)但不到 1168 毫米(46 英寸)的每个地板高度的舱 门或者出口（不包括那些不能由客舱进入的通向货舱或者行李舱的舱门或者出 口）、每个机身下部出口和每个尾锥出口，应当符合本条关于地板高度应急出 口的要求。但是，如果环境条件使得完全满足这些要求不切实际，并且偏离这 些要求能够达到可以接受的安全水平，局方可以批准偏离本款的要求。 (j)额外的应急出口。客舱内超过应急出口最少数量要求外的经批准应急出 口，应当符合本条除(f)款第(1)、(2)、(3)项以外的所有条款的要求，并且应 当易于接近。 (k)在每架载客涡轮喷气动力飞机上，每个机身下部出口和尾锥出口应当符 合下列要求： (1)设计和结构应使其在飞行中不能被打开； (2)在靠近出口开启装置明显位置上设置从 762 毫米(30 英寸)的距离上即可 以辨读的标牌，说明此出口的设计和结构使其在飞行中不能被打开。 (l)手电筒。载运旅客飞机应当装备有从每个客舱机组成员座位处易于接近 的手电筒及其储放装置。 (m)对于按照本规则实施运行并且机身每侧配备了多个旅客应急出口的飞 机，机身同侧位于同层客舱的任何旅客应急出口与相邻旅客应急出口之间的距 离应当不超过 18.3 米（60 英尺），该距离的测量应当平行于飞机的纵轴线测量 两个应急出口相距最近的出口边缘之间的距离。 第 121.311 条 座椅、安全带和肩带装置 (a)载客飞机应当装备下列装置： (1)可以供机上每一个 2 周岁以上人员使用的经批准的座椅或者卧铺； (2)可以供机上每一个 2 周岁以上的人员单独使用的经批准的安全带，但在 航路飞行期间，占用一个卧铺的两个人和占用一个多座座椅或者长座椅的两个 人可以共用一条经批准的安全带。 (b)在飞机于地面移动、起飞和着陆期间，按照本规则运行的飞机上每一个 人均应当在经批准的座椅或者卧铺上就座，并用单独的安全带适当扣紧。座椅 上为该乘员配备的安全带不得被 2 周岁以上的人共用。但是： (1)对于不满 2 周岁的儿童可以由占有经批准座椅或者卧铺的成年人抱着。 (2)可以乘坐于经局方批准的儿童限制装置内，该装置可以是合格证持有人 45

配备的，也可以是儿童父母、监护人携带的，或者该儿童父母、监护人指定在 飞行中照料其安全的护理人员携带的，但合格证持有人应当确保： (i)儿童限制装置能够被恰当地固定在经批准的前向座椅或者卧铺上； (ii)儿童能够被恰当地系紧在该限制装置内，并且其体重不超过该装置所 规定的重量限制； (iii)在飞机起飞、着陆和地面移动期间，不得使用助力式儿童限制装置、 马甲式儿童限制装置、背带式儿童限制装置和抱膝式儿童限制装置。 (c)如果儿童的父母、监护人或者指定的护理人员请求让该儿童乘坐他们提 供的儿童限制装置，当该儿童持有经批准座位或者卧铺的机票，或者这种座位 或者卧铺能够由合格证持有人提供给该儿童使用，并且本条(b)款第(2)项中的 要求能够满足，则该合格证持有人不得拒绝该儿童乘坐飞机。本条并不阻止合 格证持有人提供儿童限制装置，也不阻止合格证持有人遵循安全操作常规，为 儿童限制装置确定最适合的旅客座椅位置。 (d)每一面向侧方的座椅应当符合 CCAR-25 部第 25.785 条的相应适航要求。 (e)除本条(e)款第(1)项和(e)款第(2)项规定外，只有每一旅客座椅的椅背 处于竖立位置，合格证持有人方可以使飞机起飞或者着陆。每个旅客应当遵守 机组成员依照本款发出的指令。 (1)本款不适用于为符合本规则第 121.310 条(f)款第(3)项的要求而让其处 于非竖立位置的座椅靠背。 (2)本款不适用于根据合格证持有人的手册中规定的程序，在座位上载有货 物或者坐有由于健康方面的原因不能直坐的人的座椅，但其椅背不得妨碍机上 乘员走向通道或者任一应急出口。 (f)每架飞机应当在驾驶舱每一工作位置上配备有符合 CCAR-25 部第 25.785 条的相应适航要求的组合式安全带和肩带，方可以实施运行。 (g)每个客舱机组成员应当在客舱具有一个符合 CCAR-25 部第 25.785 条的 相应适航要求的座椅（含安全带和肩带）供起飞和着陆时使用。这些要求不适 用于非本规则第 121.351 条要求的客舱乘务员乘坐的旅客座椅。 (h)要求装备组合式安全带和肩带装置的座椅上的每个乘员，在起飞和着陆 过程中都应当用这种组合式安全带和肩带装置将乘员恰当扣紧，但在履行其正 常职责需要时，可以松开肩带。 (i)在每个无人乘坐的座椅上，若装有安全带或者肩带装置，则应当将其固 定好，使其不妨碍机组成员执行任务或者应急情况下人员的迅速撤离。 第 121.312 条 座舱内部材料 (a)除局方另行批准外，对于按照本规则运行的飞机，其每个座舱内的所有 内部材料应当符合 CCAR-25 部第 25.853 条的相应适航要求。 (b)除飞行机组成员座椅外，机组或者旅客使用的坐垫应当符合 CCAR-25 部 第 25.853 条的适用防火特性要求。 46

第 121.313 条 其他设备 飞机只有安装下列设备，方可以实施本规则的运行： (a)如果飞机上装有保护性熔断器，每种规格保护性熔断器的备用数量应为 该飞机批准的并在合格证持有人手册中规定的数量。 (b)每个驾驶员工作位置上的风挡雨刷或者等效设备。 (c)符合运输类飞机型号合格审定适航要求的电源和配电系统，或者在任一 电源或者配电系统部件失效时，利用外部电源，能为所需要的仪表和设备供电 的发电和配电系统。在系统中准许使用公共的元部件，只要局方认为其设计能 合理地防止失效。当使用由发动机驱动的多个电源时，它们应当分装在各个发 动机上。 (d)向必需飞行仪表供电品质和充裕程度的指示装置。 (e)两个独立的静压系统，与外部大气压力相通，使得其受气流变化、湿气 或者其他外来物影响最小，且其安装除通气口外均为气密的。当有装置将仪表 从主工作系统转接到备用系统上时，这一装置里应当具有一个可靠的位置控制 器，且应当予以标记，清楚地指明正在使用的系统。 (f) 对于按照本规则运行的飞机，除机组成员外，如果机上还搭载有其他 乘员，则驾驶舱和乘员舱之间应当装有带锁定装置的门（即驾驶舱门），该锁 定装置应当设计成只能从驾驶舱内解锁，并且在使用中有效，以防止其他机上 乘员未经驾驶舱内飞行机组成员的同意将门打开，否则只有驾驶舱内的飞行机 组成员才能持有驾驶舱门的钥匙。对于从驾驶舱和客舱都能进入的机组休息区 的飞机，则该区和客舱之间应当安装有带类似锁定装置的门。 (1) 对于最大客座数大于 20 人的载客飞机，其驾驶舱门还应当满足下述要 求： (i) 机上应急出口的布局应当设计成使机组成员或者旅客无需通过该舱门 就能到达为他们设置的应急出口； (ii) 应当有措施使飞行机组成员在该舱门被卡住的情况下能从驾驶舱直接 进入客舱； (iii) 合格证持有人应当建立紧急情况下的措施，使得客舱乘务员在飞行 机组失去能力时能够进入驾驶舱。每位飞行机组成员应当能够从其工作位置处 操纵驾驶舱门锁定和解锁装置，以及任何相关的指示信号或者身份确认系统。 (2) 对于最大审定起飞重量超过 45,500 千克或者客座数超过 60 人的载客 飞机，驾驶舱门还应当符合下述要求： (i) 能抵御未经许可人员的暴力入侵和关键部位能够承受 300 焦耳（221.3 英尺磅）的冲击，同时在旋纽和把手处能够承受 250 磅（1113 牛顿）的拉伸载 荷； (ii)能抵御轻型武器火力和爆炸装置的穿透，符合有关适航要求规定的标 准。 (g)将客舱与设有应急出口设施的其他舱室隔开的每一扇门应当配备钥匙。 所配钥匙应当便于每个机组成员使用。 47

(h)在通往每一指定的旅客应急出口的每扇门上应有一块标牌，用以指明在 起飞和着陆期间此门应当打开。 (i)对于旅客可以进入的舱室，如果舱门有可能被旅客锁上，则应当为机组 配备这些门的开锁装置，以便在应急情况下打开这些门。 第 121.314 条 货舱和行李舱 (a)飞机中每个容积大于 5.7 立方米(200 立方英尺)、符合 CCAR-25 部第 25.857 条定义 的 C 类或者 D 类舱，应当有下述材料构成的顶棚和侧墙衬板： (1)玻璃纤维加固树脂； (2)符合 CCAR-25 部附录 F 要求的材料；或者 (3)经局方批准的铝衬板； (b)为符合本条，术语“衬板”包括诸如连结处或者紧固件这些影响衬板失 火安全包容性能的任何设计细节。 (c) 每一个 D 类舱，不论其容积的大小，应当满足 CCAR-25 部第 25.857 条 和 CCAR-25 部第 25.858 条中关于 C 类舱的标准；但在全载货运行的情况下，每 个 D 类舱只需符合 CCAR-25 部第 25.857 条中关于 E 类舱的标准。 第 121.315 条

驾驶舱检查单

(a)合格证持有人应当为每一型号飞机提供经批准的驾驶舱检查单。 (b)这些经批准的检查单应当至少包括在起动发动机、起飞或者着陆之前， 以及在发动机和系统出现了紧急情况时，飞行机组成员为确保安全应当进行的 每一项检查。检查单的设计应当使飞行机组成员无需依赖于对所要进行检查的 项目的记忆。 (c)经批准的检查单应当放置在每架飞机驾驶舱内方便飞行机组成员使用 的地方，飞行机组在操作飞机时应当遵循检查单规定的程序。

第 121.316 条 燃油箱 按照本规则运行的涡轮发动机飞机应当符合 CCAR-25 部第 25.963 条的要 求。 第 121.317 条 旅客告示 (a)按照本规则实施运行的飞机应当装备旅客告示信号和标牌。这些信号装 置应当设计成能使机组成员接通或者断开。 (b)飞机在地面的任何移动，以及每次起飞、着陆和机长认为必要的其它任 何时间，应当接通“系好安全带”信号。 (c)按照本规则运行的载运旅客飞机，应当从每个旅客座位都能看到至少一 个“系好安全带”的明显信号或者标牌。这些信号或者标牌无需符合本条(a)款 的要求。 48

(d)当“系好安全带”信号亮时，第 121.311 条(b)款要求具有座位的每位 旅客，应当系好旅客座椅安全带并保持系紧状态。 (e)飞机在禁止吸烟的飞行航段上运行时，应当使“禁止吸烟”的告示信号 灯一直亮着，或者在该飞行航段上出示一个或者几个符合 CCAR-25 部第 25.1541 条要求的“禁止吸烟”的标牌。若同时使用灯光信号及标牌，则灯光信号在整 个飞行航段上应当保持亮。 (f)每一厕所内应当有一个标志或者标牌，其上标明“严禁破坏厕所烟雾探 测器”。该标志或者标牌无需符合本条(a)款的要求。 (g)在飞机上的任何人应当遵守下列规定： (1)当“禁止吸烟”信号灯亮时或者“禁止吸烟”标牌出示时，不得在客舱 内吸烟。 (2)不得在飞机的厕所内吸烟。 (3)不得触动、损害或者破坏飞机厕所内安装的烟雾探测器。 (h)当飞机在地面的任何移动，在每次起飞、着陆和机长认为必要的其它任 何时间内，应当接通“禁止吸烟”信号。 (i)每个旅客应当遵守机组成员为符合本条(e)款、(g)款第(1)项和(f)款第 (2)项要求而发出的指令。 第 121.318 条 机内广播系统 (a)旅客座位数超过 19 的飞机实施载客运行时，应当装备有符合下列要求 的机内广播系统： (1)除手持受话器、耳机、话筒、选择开关和信号发送装置外，能不依赖于 本规则第 121．319 条所要求的机组成员机内通话系统而独立工作； (2)依据 CCAR-21 部的规定获得批准或者认可。 (b)本条(a)款要求的机内广播系统应当符合下列要求： (1)从驾驶舱两个飞行机组成员的每个工作位置上易于接近并能立即使用； (2)为每个有邻近客舱乘务员座位的地板高度旅客应急出口配备一个话筒， 使在邻近的客舱乘务员座位上就坐的客舱乘务员易于迅速使用。但若出口很接 近，就坐的客舱乘务员之间能无困难地口头联络，则一个话筒可以为几个出口 所共用； (3) 应当能让每一客舱内便于使用它的位置上的客舱乘务员，在 10 秒钟之 内使其工作； (4)在所有旅客座位、厕所、客舱乘务员座位与工作台上都能听见。 (c) 按照本规则实施运行的 1995 年 12 月 18 日后制造的飞机，还应当符合 CCAR-25 部第 25.1423 条的要求。 第 121.319 条 机组成员机内通话系统 (a)旅客座位数超过 19 的飞机应当装备有符合下列要求的机组成员机内通 话系统： 49

(1)除手持受话器、耳机、话筒、选择开关和信号发射装置外，能不依赖于 本规则第 121.318 条(a)款所要求的机内广播系统而独立工作； (2)符合本条(b)款的要求。 (b)本条(a)款所要求的机组成员机内通话系统应当依据 CCAR-21 部的规定 获得批准或者认可，并且应当符合下列要求： (1) 应当提供驾驶舱与下列各处的双向通信： (i)每一旅客客舱； (ii)不在主客舱地板高度上的每一厨房。 (2)应当便于在驾驶舱内两个飞行机组成员工作位置中每一个位置上立即 使用； (3)应当便于在每个客舱内至少一个客舱乘务员正常工作位置上使用； (4)应当能让每一客舱内便于使用它的位置上的客舱乘务员，在 10 秒钟之 内使其工作； (5)对于涡轮喷气动力的飞机： (i)应当便于从足够数量的客舱乘务员工作位置上使用，使得从一个或者几 个这样装备的工作位置上可以看到每一客舱内所有地板高度的应急出口（或者 当出口在厨房内时看到通向这些出口的进口通道）； (ii)应当具有一个包括音响或者目视信号的警戒系统，用于飞行机组人员 呼叫客舱乘务员和客舱乘务员呼叫飞行机组成员； (iii)本条(b)款第(5)项第(ii)目所要求的警戒系统应当能使接受到呼叫 的人确定是正常的呼叫还是紧急的呼叫； (iv)当飞机停放于地面时，它应当有装置使地面人员和驾驶舱内至少两个 飞行机组成员中的任一人之间进行双向通话。供地面人员使用的机内通话系统 位置应当使得从飞机内看不到使用该系统的人员。

第 121.320 条 高度保持和警告系统 (a)按照本规则实施运行的飞机应当安装有一个具有下述功能的高度保持 和警告系统： (1)向飞行机组指示所飞的高度； (2)自动保持所选择的高度； (3)当接近预选高度时，能至少发出音频或者视频信号提示飞行机组； (4)当飞机偏离预选高度时，能向飞行机组至少发出音频或者视频警告。 第 121.323 条 夜间运行的仪表和设备 在夜间实施运行的飞机，除装备有本规则第 121.305 条至第 121.320 条、 第 121.743 条所要求的仪表和设备之外，还应当加装下列仪表和设备： (a)航行灯； (b)防撞灯； 50

(c)两个着陆灯； (d)仪表灯光，能提供足够照明的仪表灯，其可以使每一必需的仪表、开关 或者类似的装置清晰易读，并且其安装方式使得光线既不会直射飞行机组成员 的眼睛，也不会造成有害的反射光线。除非无调光的仪表灯光是令人满意的， 否则应有措施控制照明的强度。 (e)一个空速指示系统，带加温的空速管或者等效装置，以防止因结冰而故 障。 (f)一个灵敏型高度表。 第 121.325 条 仪表飞行规则运行的仪表和设备 在仪表飞行规则条件下运行的飞机，除应装备有本规则第 121．305 条至第 121.319 条、第 121.743 条所要求的仪表和设备之外，还应当加装下列仪表和设 备： (a)一个空速指示系统，带加温的空速管或者等效装置，以防止因结冰而故 障。 (b)一个灵敏型高度表。 (c) 仪表灯光，能提供足够照明的仪表灯，其可以使每一必需的仪表、开 关或者类似的装置清晰易读，并且其安装方式使得光线既不会直射飞行机组成 员的眼睛，也不会造成有害的反射光线。除非无调光的仪表灯光是令人满意的， 否则应有措施控制照明的强度。 第 121.327 条 活塞发动机飞机用于生命保障的补充供氧要求 (a)除按照本规则第 121．330 条提供补充供氧的情况外，按照本规则运行 的飞机应当按照本条(b)和(c)款的规定装备和使用补充供氧。某一特定运行所 需要的补充供氧量，应当根据飞行高度和飞行持续时间，按照为每次运行和航 路所制定的运行程序来确定。 (b)机组成员。 (1)在座舱气压高度 3000 米(10000 英尺)以上至 3700 米(12000 英尺)（含） ， 应当对在驾驶舱内执勤的飞行机组每一成员提供氧气，驾驶舱内执勤的飞行机 组成员也应当用氧，并且对于在这些高度上超过 30 分钟的那部分飞行中，应当 对其他机组成员提供氧气。 (2)在座舱气压高度 3700 米(12000 英尺)以上，应当对在驾驶舱内执勤的飞 行机组每一成员提供氧气，驾驶舱内执勤的飞行机组成员也应当用氧，并且在 此高度上整个飞行时间内，应当对其他机组成员提供氧气。 (3)当要求某一飞行机组成员用氧时，机组成员应当连续用氧，除非为执行 其正常勤务必需除去氧气面罩或者其他氧气分配器时。对那些处于待命状态的 或者在完成此次飞行前肯定要在驾驶舱内执勤的后备机组成员，应当按照不在 驾驶舱内值勤的其他值勤机组成员供氧量提供氧气。如果某一后备机组成员不 51

在待命状态，并且在剩下的一段飞行中将不在驾驶舱内执勤，则就辅助氧气要 求而言，可将其视为一名旅客。 (c)旅客。合格证持有人应当按照下列要求提供为保证旅客安全的经批准的 氧气源： (1)对于座舱气压高度 2400 米(8000 英尺)以上至 4300 米(14000 英尺） （含） 时间超过 30 分钟的飞行，足以为 10％的旅客供氧 30 分钟。 (2)对于座舱气压高度 4300 米(14000 英尺） 以上至 4600 米(15000 英尺)（含） 的飞行，足以为 30％的旅客在这些高度上的那部分飞行提供氧气。 (3)对于座舱气压高度 4600 米(15000 英尺)以上的飞行，足以在此高度上的 整个飞行时间内为机上每一旅客提供氧气。 (d)本章中“座舱气压高度”指与飞机座舱内压力相对应的气压高度，“飞 行高度”指飞机在海平面以上的运行高度。对于无增压座舱的飞机，“座舱气 压高度”和“飞行高度”是相同的。 第 121.329 条 涡轮发动机飞机用于生命保障的补充供氧要求 (a)在运行涡轮发动机驱动的飞机时，每个合格证持有人应当根据本条的规 定，在飞机上配备生命保障氧气和分配设备以供使用： (1)所提供的氧气量应当至少是为遵守本条(b)和(c)款所必需的量。 (2)某一特定运行符合本规则所需要的生命保障和急救用氧气量，应根据座 舱气压高度和飞行持续时间，按照为每次飞行和每一航路所制定的运行程序确 定。 (3)对具有增压座舱的飞机，氧气量应根据座舱气压高度和下列假设来确 定：座舱增压故障发生在供氧需求临界的飞行高度或者飞行中某点，飞机按照 飞机飞行手册中规定的应急程序，在不超过其使用限制的情况下，下降到不再 需要辅助氧气的飞行高度。 (4)发生了这种故障之后，座舱气压高度被认为与飞行高度相同，除非能证 明，座舱增压设备任何可能的故障均不会导致座舱气压高度等于飞行高度。在 这种情况下，应将达到的最大座舱气压高度作为审定或者确定供氧量的依据， 或者它们二者的共同依据。 (b)机组成员。每个合格证持有人应当按照下列要求为机组成员提供氧气 源： (1)在座舱气压高度 3000 米(10000 英尺)以上至 3600 米(12000 英尺)（含） ， 应当对在驾驶舱内值勤的每一飞行机组成员提供氧气，他们也应当用氧，并且 如果在这些高度上超过 30 分钟，则对于 30 分钟后的那段飞行应当对其他机组 成员提供氧气。 (2)在座舱气压高度 3600 米(12000 英尺)以上，应当对在驾驶舱内值勤的每 一飞行机组成员提供氧气，他们也应当用氧，并且在此高度上整个飞行时间内， 应当对其他机组成员提供氧气。 (3)当要求某一飞行机组成员用氧时，他应当连续用氧，除非为执行其正常 52

任务需要除去氧气面罩或者其他氧气分配器。对那些处于待命状态的或者在完 成此次飞行前肯定要在驾驶舱内值勤的后备飞行机组成员，视为本款第（1）、 （2）项所述的其他机组成员。如果某一后备飞行机组成员不在待命状态，并且 在剩下的一段飞行中将不在驾驶舱内值勤，则就补充氧气要求而言，可以将其 视为一名旅客。 (c)旅客。每个合格证持有人应当按照下列要求为旅客提供氧气： (1)对于座舱气压高度 3000 米(10000 英尺)以上至 4300 米(14000 英尺) （含） 的飞行，并且如果在这些高度上超过 30 分钟，则对于 30 分钟后的那段飞行应 当为 10％的旅客提供足够的氧气。 (2)对于座舱气压高度 4300 米(14000 英尺)以上至 4600 米(15000 英尺) （含） 的飞行，足以为 30％的旅客在这些高度的飞行中提供氧气。 (3)对于座舱气压高度 4600 米(15000 英尺)以上的飞行，在此高度上整个飞 行时间内为机上每一旅客提供足够的氧气。 第 121.331 条

具有增压座舱的活塞发动机飞机应急下降和急救用的补充氧气 要求 (a)当运行活塞发动机驱动的有增压座舱的飞机时，合格证持有人必须按照 本条(b)至(d)款在座舱增压失效时的要求来装备飞机。 (b)对机组成员。当在飞行高度 3000 米(10000 英尺)以上运行时，合格证持 有人应当提供在这些高度上整个飞行时间内每一机组成员充足的氧气，并且对 驾驶舱内执勤的每一飞行机组成员提供的氧气量不得少于 2 小时。所要求的 2 小时供氧量，是飞机以恒定的下降率从其最大合格审定使用高度用 10 分钟下降 至 3000 米(10000 英尺)，随后在 3000 米(10000 英尺)高度上保持 110 分钟所必 需的氧气量。可用本规则第 121．337 条所要求的供氧量来确定在驾驶舱内执勤 的飞行机组人员在座舱增压失效情况下所需要的辅助呼吸供氧量。 (c)对旅客。当在飞行高度 2400 米(8000 英尺)以上运行时，合格证持有人 应当按照下列要求提供氧气： (1)当飞机在飞行高度 7600 米(25000 英尺)（含）以下飞行时，如果在飞行 航路上任一点飞机均能在 4 分钟之内安全下降到飞行高度 4300 米(14000 英尺) （含）以下，则足以为 10％的旅客供氧 30 分钟。 (2)如果飞机不能在 4 分钟之内降至飞行高度 4300 米(14000 英尺)（含）以 下，则应当按照下列要求提供氧气： (i)对于在飞行高度 4600 米(15000 英尺)以上时间超过 4 分钟的那部分飞 行，按照本规则第 121．327 条(c)款第(3)项所要求的供氧量。 (ii)对于飞行高度 4300 米(14000 英尺)以上至 4600 米(15000 英尺)（含） 的飞行，按照本规则第 121．327 条(c)款第(2)项所要求的供氧量。 (iii)对于飞行高度 2400 米(8000 英尺)以上至 4300 米(14000 英尺)（含） 的飞行，足以为 10％的旅客提供 30 分钟的供氧量。 (3)当飞机在飞行高度 7600 米(25000 英尺)以上飞行时，在飞行高度 2400 53

米(8000 英尺)至 4300 米(14000 英尺)（含）的整个飞行期间（包括应急下降） 足以为 10％的旅客提供 30 分钟的氧气量，加上在 4300 米(14000 英尺)以上符 合本规则第 121．327 条(c)款第(2)和(3)项要求的供氧量。 (d)就本条而言，假设座舱增压是在最临界的飞行高度或者飞行中某点上出 现故障，飞机在不超过其正常使用限制的情况下，下降到能够超越地形障碍的 安全飞行高度。 第 121.333 条

具有增压座舱的涡轮发动机飞机应急下降和急救用的补充氧气 要求 (a)当运行具有增压座舱的涡轮发动机飞机时，合格证持有人应当提供氧气 和分配设备，以在座舱增压失效时符合本条(b)款至(e)款的要求。 (b)机组成员。当在飞行高度 3000 米(10000 英尺)以上运行时，合格证持有 人应当向在驾驶舱内值勤的每一飞行机组成员提供足以符合本规则第 121.329 条要求的但供氧时间不少于 2 小时的氧气。所要求的 2 小时供氧量，是飞机从 其最大审定运行高度以恒定下降率用 10 分钟下降至 3000 米(10000 英尺)，并随 后在 3000 米(10000 英尺)高度上保持 110 分钟所必需的供氧量。在确定驾驶舱 内值勤的飞行机组成员所需要的供氧量时，可以包括座舱增压失效时第 121.337 条所要求的供氧量。 (c)飞行机组人员对氧气面罩的使用。 (1)当在飞行高度 7600 米(25000 英尺)以上运行时，在驾驶舱内值勤的每一 飞行机组成员均应当配备有一个氧气面罩，其设计应保证能将其迅速取下戴在 脸上，适当固定并密封，在需要时能立即供氧，并且不妨碍该飞行机组成员与 其他机组成员之间用飞机内话系统立即通话。 当在飞行高度 7600 米(25000 英尺) 以上未使用氧气面罩时，它应当保持在备用状态，且位于飞行机组人员在其值 勤位置上可以立即取用的范围内。 (2)当在飞行高度 7600 米(25000 英尺)以上运行时，操纵飞机的一名驾驶员 应当按照下述规定，始终使用一个固定在脸上、密封并供氧的氧气面罩： (i)如果在驾驶舱值勤的每一个飞行机组成员均有一个速戴型氧气面罩，合 格证持有人已经证明用一只手在 5 秒钟内即可以戴到脸上，适当固定、密封并 在需要时能立即供氧，则在低于下述飞行高度（含）时，驾驶员不需要戴上和 使用氧气面罩： (A)客座数在 30 人以上（不包括任何必需的机组成员座位），或者商载大 于 3,400 公斤（7,500 磅）的飞机，低于飞行高度层 12500 米(41000 英尺)（含）； (B) 客座数在 31 人以下（不包括任何必需的机组成员座位），或者商载不 大于 3,400 公斤 （7,500 磅） 的飞机， 低于飞行高度层 10500 米(35000 英尺) （含） ； (ii)合格证持有人还应当证明，佩戴面罩不妨碍戴眼镜，也不会延误飞行 机组成员执行其指定的紧急任务。氧气面罩在戴上后，不得妨碍该飞行机组成 员与其他机组成员之间用飞机内话系统立即通话。 (3)尽管有本条(c)款第(2)项的规定，当在飞行高度 7600 米(25000 英尺) 54

以上运行时，如果由于任何一种原因，在任一时刻，操纵飞机的一名驾驶员需 要离开其工作位置时，则操纵飞机的另一名驾驶员应当戴上并使用氧气面罩， 直至那名驾驶员回到其工作位置。 (4)在每次飞行的起飞之前，每个飞行机组成员应当对其所使用的氧气设备 进行飞行前检查，以确保氧气面罩功能正常、固定合适、并连接到适当的供氧 接头上，且供氧源及其压力适于使用。 (d)客舱乘务员对便携式氧气设备的使用。在飞行高度 7600 米(25000 英尺) 以上飞行期间，每一客舱乘务员应当携带至少可以供氧 15 分钟的便携式氧气设 备，除非经证明，在整个客舱内分布有足够的带有面罩或者备用接口与面罩的 便携式氧气装置，可以确保在座舱释压时，无论客舱乘务员在何处，每一客舱 乘务员均可以立即使用氧气。 (e)旅客。当飞机在飞行高度 3000 米(10000 英尺)以上运行时，应当对旅客 提供下列氧气源： (1)经合格审定在飞行高度 7600 米(25000 英尺)以下（含）运行的飞机能在 所飞航路的任一点上 4 分钟之内安全下降到飞行高度 4300 米(14000 英尺)（含） 以下时， 应当按照本规则规定的供氧率为 10％的旅客至少提供 30 分钟的氧气量。 (2)当飞机运行在飞行高度 7600 米(25000 英尺)（含）以下且不能在 4 分钟 之内安全下降到飞行高度 4300 米(14000 英尺)时，或者当飞机运行在飞行高度 7600 米(25000 英尺)以上时，在座舱释压后座舱气压高度 3000 米(10000 英尺) 以上至 4300 米(14000 英尺)（含）的整个飞行期间应当能以本规则规定的供氧 率为不少于 10％的旅客供氧，并且按照适用情况，能够符合本规则第 121.329 条(c)款第(2)和(3)项的要求，但对旅客的供氧时间应当不少于 10 分钟。 (3)为了对那些由于生理上的原因，在从飞行高度 7600 米（25000 英尺）以 上的座舱气压高度下降后可能需要纯氧的机上乘员进行急救护理，在座舱失密 后座舱气压高度 2400 米(8000 英尺)以上的整个飞行时间内，应当为 2％的乘员 （但在任何情况下不得少于 1 人）提供符合 CCAR-25 部第 25.1443 条的氧气源。 应当有适当数量（但在任何情况下不得少于 2 个）的经认可的氧气分配装置， 并带有一种装置供客舱机组成员使用这一供氧源。 (f)旅客简介。在飞行高度 7600 米(25000 英尺)以上的飞行实施之前，机组 成员应当将一旦座舱释压时使用氧气的重要性向旅客说明，并向他们指出氧气 分配设备的所在位置和向他们演示其使用方法。 第 121.335 条 氧气设备的标准 按照本规则实施运行的飞机，为遵守本规则第 121.329 条和第 121.331 条 规定所必需的氧气设备、氧气最低流量和氧气源应当符合适用的适航标准，但 是，如果合格证持有人证明，要完全符合这些标准是不实际的，局方可以批准 对这些标准作能提供等效安全性的任何更改。

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第 121.337 条 呼吸保护装置 (a)合格证持有人应当提供经批准的呼吸保护装置(PBE)，这些呼吸保护装 置应当符合本条(b)款所包含的设备、呼吸气体和通信要求。 (b)按照本规则实施运行的飞机，应当按照下列要求装备符合本条要求的呼 吸保护装置。 (1)该装置应当使在驾驶舱值勤的飞行机组成员免受烟雾、二氧化碳、或者 其它有害气体，或者由飞机释压以外的原因造成的缺氧环境的影响，并且当在 飞机上灭火时也应当使机组成员免受上述影响。 (2)该装置应当按照设备制造人制定的检查准则和周期进行定期检查，确保 其处于持续可靠和立即可用状态，以完成其预期紧急目的。如果合格证持有人 表明能够提供等效安全水平，则检查周期可以更改。 (3)该装置保护眼睛的部分，应当使佩戴者的视力不致受影响到不能完成机 组成员职责的程度，并且应当允许戴矫正眼镜而不影响视力或者降低本条(b)款 第(1)项规定的防护要求。 (4)当该装置在使用时，应当允许飞行机组在其指定的工作位置上用飞机无 线电设备通信和用机内通话器互相通话，还应当允许在驾驶舱每个驾驶员位置 与每个客舱内至少一个正常的客舱乘务员工作位置之间进行机组成员机内通话 器通话。 (5)当该装置在使用时，应当允许任何机组成员在本条(b)款第(4)项要求的 任何客舱乘务员工作位置上使用机内通话系统。 (6)如果该装置符合本规则第 121.333 条的氧气设备标准，则它也可以用来 满足本章的补充氧气要求。 (7)防护性呼吸供气持续时间和供气系统设备的要求如下： (i)该装置应当在 2400 米(8000 英尺)气压高度上对在驾驶舱值勤的飞行机 组成员和正在空中灭火的机组成员供给 15 分钟的呼吸用气体。 (ii)该呼吸供气系统本身及其工作方式和对其它部件的影响方面应当没有 危险。 (iii)对于化学氧气发生器以外的呼吸供气系统，应当有装置使机组在飞行 前能迅速测定每个供气源中的呼吸用气体已经完全充满。 (iv)对于每一化学氧气发生器，其供气系统设备应当符合 CCAR-25 部第 25.1450 条的相应适航要求。 (8)满足本条要求的带有一个固定的或者便携式呼吸用气体源的呼吸保护 装置应当安置在驾驶舱内方便的地方，使得每个必需飞行机组成员在其工作位 置上易于取得并能立即使用。 (9)满足本条要求的带有一个便携式呼吸气源的呼吸保护装置应当易于取 得，并按照下述要求置于实施灭火的机组成员能立即取用的地方： (i)在飞行期间机组可以进入的符合 CCAR25.857 定义的 A 级、B 级或者 E 级 货舱配备一个。 (ii)对于不在客舱、货舱或者驾驶舱内的厨房，每一手提灭火器配备一个 56

呼吸保护装置。 (iii)在驾驶舱配备一个呼吸保护装置，但是，如果存在特殊环境条件，使 得符合本要求不实际，则局方可以批准在能够提供等效安全水平的地方设置该 呼吸保护装置。 (iv)在每一客舱内，在本规则第 121.309 条要求的每一手提灭火器 1 米(3 英尺)范围内设置一个呼吸保护装置，如果存在特殊环境条件，使得符合本要求 不实际，且所建议的偏离将提供同等的安全水平，则局方可以批准允许呼吸保 护装置的设置离所要求的手提灭火器位置超过 1 米(3 英尺)。 (c)设备的飞行前检查。 (1)每次飞行前，将使用呼吸保护装置的飞行机组成员应当对其值勤位置上 的呼吸保护装置进行检查，以确保该设备： (i)对于非化学氧气发生器系统，其功能正常，适于工作，除通用配合型外 应当与面部配合适当，并已连接到供气端头，呼吸气源及压力适于使用； (ii)对于化学氧气发生器系统，适于工作，除通用配合型外应当与面部配 合适当。 (2)安装在飞行机组成员工作位置以外的每个呼吸保护装置，应当由指定的 机组成员检查，确保每个装置都存放适当，适于工作，对于非化学氧气发生器 系统，呼吸气源充满气。合格证持有人在其运行手册中应当指定至少一名机组 成员在该飞机当天首次起飞前进行上述检查，如果更换机组，则应当重新执行 该检查。 第 121.339 条 跨水运行的飞机的应急设备 (a)作下列情况运行时，所有飞机应当携带供机上每位乘员使用的配备有经 批准幸存者定位灯的救生衣或者经批准的等效漂浮装置，存放在每个座位或者 铺位上的乘员易于取用的地方： (1)距最近海岸线的水平距离超过该飞机滑翔距离的跨水运行； (2)自特定机场起飞或者着陆时，飞机的起飞或者进近航迹处于水面上空， 局方认为飞机发生不正常情况时有可能迫降水上的情况； (3)考虑特定水域的深度和范围，局方要求携带上述设备的在该水域上空实 施的运行。 (b)对距最近海岸线的水平距离超过 93 公里(50 海里)的延伸跨水运行，除 需携带本条(a)款中要求的救生衣外，还需携带以下设备： (1)额定容量和浮力足以容纳机上乘员的救生筏，每只筏应当配备有经批准 的幸存者定位灯。除非提供了容量足够的多余救生筏，否则这些救生筏的浮力 和座位量应当在损失了一条额定容量最大的救生筏后，还能容纳飞机上的全体 乘员； (2)每个救生筏至少一个烟火信号器； (3)经批准的救生型应急定位发射器。当这种发射器累计使用时间超过 1 小 时时，或者按照发射器制造厂在该设备批准时制定的标准，其电池已到使用寿 57

命的一半，或者对于可充电的电池已到充电使用寿命的一半，这种发射机内的 电池应当予以更换或者重新充电。更换电池或者重新充电的新到期日期应当清 晰地标在发射器的外部。本款中关于电池的使用寿命或者充电使用寿命的要求 不适用于那些在可能的存放期间基本不受影响的电池，如水激活电池。 (c)所要求的救生筏、救生衣和救生型应急定位发射器应当在无充裕时间作 准备程序而进行水上迫降的情况下易于取用。这些设备应当安装在有明显标记 的经批准的位置。 (d) 应当在所要求的每个救生筏上配备适于所飞航路的救生包。 第 121.341 条 结冰条件下运行的设备 (a)在结冰条件下运行的飞机，应当在风挡、机翼、尾翼、螺旋桨以及在其 上结冰将会对飞机的安全有不利影响的其它部位上，安装防冰或者除冰的装置。 (b)在夜间结冰条件下运行的飞机，应当有照明或者其他装置，能确定机翼 上从积冰的角度看关键部位的结冰情况。所采用的照明类型，不得产生可能影 响机组人员执行其任务的眩光或者反光。 第 121.342 条 空速管加温指示系统 具有空速管加温系统的飞机应当配备有符合 CCAR-25 部第 25.1326 条相应要 求的工作正常的空速管加温指示系统。 第 121.343 条 飞行记录器 (a) 按照本规则实施运行的飞机应当按照 CCAR-91 部第 91.509 条的要求安 装飞行数据记录器。 (b) 按照本规则运行的所有飞机应当装备经批准的驾驶舱舱音记录器，并 且该记录器从使用检查单开始（为飞行而起动发动机之前），到飞行结束完成 最后检查单止始终连续工作。 (c) 合格证持有人应当为其按照本规则运行的飞机分别安装一台独立的飞 行数据记录器和一台独立的驾驶舱舱音记录器，或者选择装备两台组合式记录 器(包括飞行数据记录器和驾驶舱舱音记录器)。 (d) 合格证持有人应当按照 CCAR-91 部第 91.509 条的要求使用、检查或者 评估上述要求的飞行数据记录器和驾驶舱舱音记录器，遵守规定的运行限制， 并按规定保存飞行记录器和驾驶舱舱音记录器的原始信息。

第 121.344 条 快速存取记录器或者等效设备 除局方特别批准外，按照本规则实施运行的飞机应当安装一个经局方批准 的快速存取记录器（QAR）或者等效设备。

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第 121.345 条 无线电设备 (a)按照本规则实施运行的飞机应当装备所实施运行类型要求的无线电设 备。 (b)在本规则第 121.347 条和第 121.349 条要求两套独立的 （单独和完整的） 无线电系统的情况下，每一系统应当具有一个独立的天线装置，但是采用刚性 支撑的非钢索天线，或者其他具有同等可靠性的天线装置，只要求一根天线。 (c) ATC 应答机应当符合 CTSO-C112 (S 模式)适当类别的性能和环境要求， 但不包括下列情况： (i) 在固定设备维护期间，临时安装符合 CTSO-74c 的替代设备； (ii) 已批准安装符合 CTSO-74c ATC 应答机的飞机，临时拆卸维修后的重 新安装； (iii) 对于已批准安装符合 CTSO-74c ATC 应答机的机队运行，从一架飞机 拆下 ATC 应答机维修后，安装在机队中的另一架飞机上。 第 121.346 条 空地双向数据通信系统 (a) 除本条(b)款的情况外，合格证持有人按照本规则实施运行的旅客座 位数大于 99 座的飞机应当安装满足本规则第 121.97 条要求的空地双向数据通 信系统。 (b) 除局方特别批准外，2004 年 4 月 20 日以前投入运行的旅客座位数大 于 99 座的飞机应当在 2005 年 12 月 31 日前安装满足本规则第 121.97 条要求的 空地双向数据通信系统。

第 121.347 条 地标领航的航路上目视飞行规则运行的无线电设备 在使用地标领航的航路上按照目视飞行规则运行飞机时，该飞机应当装备 有在正常运行情况下为满足下列要求所需的无线电设备： (a)在航路上任一地点与至少一个适当的地面台站进行通信联系； (b)在计划飞行的那个机场侧方边界范围内任何一点，与相应的空中交通管 制设施进行通信联系； (c)在航路上任一点使用两套独立系统中任一套系统接收气象信息。为遵守 本款而装备的两套设施之一可用于满足本条(a)和(b)款的要求。 (d) 在地标领航的航路上按照目视飞行规则在夜间实施运行的飞机，应当 配备正常运行条件下必需的无线电设备，以满足本条(a)款至(c)款的规定，并 在所飞的航路上接收适用的无线电导航信号，不要求信标接收机或者仪表着陆 系统接收机的情况除外。 第 121.349 条

仪表飞行规则运行或非地标领航的航路上目视飞行规则运行的 无线电设备 (a)按照仪表飞行规则或者在非地标领航的航路上按照目视飞行规则运行 59

飞机时，该飞机应当装备有在正常运行条件下为满足本规则第 121.347 条规定 功能所必需的无线电设备，并且装备有两套独立的无线电系统，使用其中任一 套系统都能满意地接收所飞航路所有主要导航设施和所用进近导航设施的无线 电导航信号。但是，只要求一套可以提供目视和音响信号的指点标接收机和一 套仪表着陆系统(ILS)接收机。为接收航路导航信号而安装的设备亦可用于接收 进近信号，只要它能接收这两种信号。 (b)在依靠低频无线电信号或者自动定向仪（ADF）进行导航的航路上飞行 时，如果飞机装备有两台甚高频全向信标（VOR）接收机，并且 VOR 导航设施的 所在位置及飞机的油量情况，使得飞机在低频无线电定位接收机或者 ADF 接收 机失效时，借助于 VOR 设备，可以继续安全地飞到某一适当的机场，并使用其 他的飞机无线电系统完成仪表进近，则只需装一台低频无线电定位接收机或者 ADF 接收机。 (c)当本条(a)或者(b)款要求有 VOR 导航接收机时，在每架飞机上应当至少 安装一套经批准的能接收并指示距离信息的测距设备（DME）。 (d)如果在航路上 DME 失效，则在发生这种故障时，驾驶员应当立即将故障 通报空中交通管制部门。 第 121.351 条 延伸跨水运行和某些其他运行的无线电设备 (a) 按照本规则实施延伸跨水运行的飞机应当装备有为遵守第 121.349 条所 必需的无线电设备和遵守本规则第 121.347 条(a)款的一套独立系统， 以及在 VOR 或者 ADF 等无线电导航设备不能使用的航段上，装备两套远程导航系统。 (b) 如果局方确定由于所飞越地形的特性，本条(a)款规定的设备是实施运 行所应当的，则局方可以规定在没有配备本条(a)款规定的设备的情况下，任何 人不得在该区域内实施定期或者补充运行。 (c) 尽管有本条(a)款的要求，对于在特定地形区域的运行和航路，局方可 以批准安装和使用单一的远程导航系统和单一的远程通信系统。局方在进行批 准时需考虑的运行因素如下： (1) 飞行机组在空中交通管制部门要求的精度范围内可靠确定飞机位置的 能力； (2) 所飞航路的长度； (3) 甚高频通讯间断的持续时间。

第 121.353 条 无人烟地区上空飞行的应急设备 除经局方批准外，合格证持有人在无人烟地区上空或者在局方规定的需要 配备紧急情况下进行搜寻和救援的设备的任何其他地域上空（局方在该合格证 持有人的运行规范中规定）实施运行时，该飞机应当装备有下列设备： (a)适当的烟火信号器。 (b)经批准的救生型应急定位发射器。当这种发射器累计使用时间超过 1 小 60

时，或者电池已到按照发射器制造厂在该设备批准时制定的标准使用寿命的一 半时，或者对于可充电的电池已到充电使用寿命的一半时，这种发射机内的电 池应当予以更换或者重新充电。更换电池或者重新充电的新到期日期应当清晰 地标在发射器的外部。本款中关于电池的使用寿命或者充电使用寿命的要求不 适用于那些在可能的存放期间基本不受影响的电池，如水激活电池。 (c)根据所飞航路和飞机上乘员数量，配备足够的救生包。

第 121.354 条 地形提示和警告系统（TAWS） (a) 对于按照本规则实施运行的飞机，应当按照下述规定配备经批准的地 形提示和警告系统，具体如下： (1) 新投入运行的最大审定起飞重量超过 5,700 公斤或者批准旅客座位数 超过 9 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统； (2) 从 2005 年 1 月 1 日起，所有最大审定起飞重量超过 15,000 公斤或者 批准旅客座位数超过 30 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统； (3) 从 2007 年 1 月 1 日起，所有最大审定起飞重量超过 5,700 公斤或者批 准旅客座位数超过 9 的涡轮发动机飞机，应安装经批准的 A 类 TAWS 系统。 (b) 飞机的飞行手册中应当包含下述程序： (1) 地形提示和警告系统（TAWS）的操作、使用； (2) 对于地形提示和警告系统（TAWS）的音频和视频警告，飞行机组的正 确应对措施。 (C) 对于安装了 TAWS 系统的飞机，本规则第 121.360 条规定的要求不再适 用。 第 121.355 条 使用特殊导航方法的运行所用的设备 (a)合格证持有人使用多普勒雷达或者惯性导航系统运行时，这些系统应当 按照本规则附录 I 的规定经过批准； (b)合格证持有人使用其他特殊导航方法运行时，装备的机载系统应当适合 于特定运行所要求的特殊导航方法，并获得局方的批准。 第 121.356 条 空中交通警戒与防撞系统（ACAS） (a) 按照本规则实施运行的飞机应当配备有批准的 ACAS II 机载防撞系统。 (b) 本规则第 121.131 条要求的相应手册中应当包含下述有关 ACAS II 机 载防撞系统的信息： (1) 下述情况的适当程序： (i) 设备的操作、使用； (ii) 对应设备的正确飞行机组操作。 (2) 所有与 ACAS II 机载防撞系统功能正常相关的输入源应当工作正常。 (c) 本条中规定的 ACAS II 等同于 TCAS II 7.0 版本。 61

第 121.357 条 机载气象雷达设备要求 (a)按照本规则实施运行的飞机应当装备有经批准的机载气象雷达设备。 (b)合格证持有人在按照本规则运行时，应当遵守下列规定： (1)根据当时的气象报告，如果所飞航路上很可能有可用机载气象雷达探测 到的雷暴或者其他潜在的危险气象条件时，机载气象雷达设备应当处于令人满 意的工作状态，否则，任何人不得按照仪表飞行规则条件签派飞机。 (2)如果机载气象雷达在航路上失效，则应当按照运行手册中对这种情况所 规定的经批准的指南和程序运行飞机。 (c)本条不适用于在进行训练、试验或者调机飞行的飞机。 (d)对于机载气象雷达设备，不要求有备用的供电电源。 第 121.358 条 低空风切变系统的设备要求 除经局方批准外，按照本规则实施运行的涡轮动力的飞机应当装备有经批 准的机载风切变警告与飞行指引系统，经批准的机载风切变探测和避让系统， 或者经批准的这些系统的组合。 第 121.359 条 驾驶舱话音记录器 (a)合格证持有人按照本规则运行的所有飞机应当装备经批准的驾驶舱话 音记录器，并且该记录器从使用检查单开始（为飞行而起动发动机之前），到 飞行结束完成最后检查单止始终连续工作。 (c) 驾驶舱话音记录器应当至少能够保存最后 30 分钟运行中所记录的信 息。但 2003 年 1 月 1 日以后，首次颁发单机适航证并且最大审定起飞质量超过 5 700 公斤的飞机上的驾驶舱话音记录器应当至少能够保存最后 2 小时运行中所 记录的信息。 (b)本条要求的驾驶舱话音记录器应当符合下列适用标准： (1)中国民用航空规章对运输类飞机的型号合格审定要求。 (2)每个话音记录器外壳应当符合下列所有要求： (i)为鲜橙色或者鲜黄色的； (ii)在外表面上附有反光带，以便于确定其在水下的位置； (iii)在外壳上或者靠近外壳处有经批准的水下定位装置，该装置的固定方 式应保证在发生坠毁撞击时不易分离，除非该驾驶舱话音记录器和本规则第 121.343 条要求的飞行数据记录器相互靠近安装，在发生坠毁撞击时它们不易分 离。 (c)为遵守本条要求，可以使用具有抹音特性的经批准的驾驶舱话音记录 器，这样，在录音工作过程中，可以随时抹掉或者用其它方法消除所记录内容 最后 30 分钟时间之前的记录内容。 (d)一旦发生了导致飞行终止、需要立即通知局方的事故或者事件，合格证 持有人应当至少将所记录的内容保留 60 天， 或者按照局方要求保留更长的时间。

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第 121.360 条 近地警告／下滑道偏离警告系统 (a)按照本规则实施运行的涡轮发动机飞机应当装备符合局方规定性能和 设计标准的近地警告系统/下滑道偏离警告系统。 (b)按照本规则实施运行的飞机所配备的机载近地警告系统应当具备无线 电高度报告功能。 (c)对于本条所要求的近地警告系统，飞机飞行手册中应当包括下列信息： (1)关于下列各款的适当程序： (i)设备的使用； (ii)飞行机组人员对该设备所发警告的恰当反应； (iii)在已知的不正常和应急状态时使其不工作； (iv)襟翼不在着陆形态时抑制“方式 4”警告。 (2)所有应当处于工作状态的输入信号源的概要。 (d)除按照飞机飞行手册中包含的程序使其不工作时外，任何人不得使本条 所要求的近地警告系统不工作。 (e)每次使本条所要求的近地警告系统不工作时，合格证持有人有责任确保 将其记录在飞机维修记录中，包括不工作的日期和时间。 第 121.361 条 飞机标记和标牌的文字要求 (a) 飞机上所有对旅客进行的提示、警告和通知的文字标记和标牌应当至 少有中文表述。 (b) 机上所有向旅客或者机外营救人员指示应急出口和门的位置以及开启 方法的文字标记和标牌应当至少有中文表述。 (c) 旅客可能使用的机上所有应急设备的操作、使用说明应当至少有中文 表述。

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L 章

飞机维修

第 121.362 条 总则 本章规定了飞机的维修要求，这些要求是按照本规则运行的合格证持有人 应当符合的要求： (a) 合格证持有人应当建立一个维修系统来保证其飞机持续符合型号设计 要求及有关中国民用航空规章中的维修要求。 (b)按照本规则运行的合格证持有人的飞机及其部件的维修工作应当由 CCAR-145 部批准的维修单位承担。 (c) 合格证持有人应当保证其飞机及其部件、维修系统接受局方为保证其 对本章规定的符合性而进行的检查和监督。 第 121.363 条 适航性责任 (a) 合格证持有人应当对飞机的适航性负责，包括机体、发动机、螺旋桨、 设备及其部件的适航性。 (b) 合格证持有人应当按照本章的要求并依据局方批准或者认可的手册、 程序实施下述工作，以确保飞机的适航性和运行设备、应急设备的可用性： (1) 每次飞行前按照本规则第 121.367 条要求的飞机维修方案完成所有维 修任务，并进行必要的检查和放行； (2) 对于影响安全运行的有关缺陷和损伤进行处理并达到批准的标准，如 该型飞机有可用的最低设备清单，应符合该清单规定的要求； (3) 依据本规则第 121.368 条要求的可靠性方案分析并保持本规则第 121.367 条要求的飞机维修方案的有效性； (4) 完成适航指令和局方要求强制执行的任何其它持续适航要求； (5) 依据批准的标准完成改装，对于非强制性改装，制定具体政策。 (c) 合格证持有人可以通过协议将上述（b）款中的全部或者部分工作进行 委托，但对其飞机负有同样的适航性责任。 第 121.365 条 合格证持有人的维修系统 (a) 任何合格证持有人应当建立一个由维修工程副总经理负责组织落实其 飞机适航性责任，并由总工程师负责监督落实其飞机适航性责任的维修系统。 维修系统应当具备必要的机构、设施、工具设备、器材、人员和工作程序来实 施或者安排实施维修（包括一般勤务）工作。 (b) 维修系统应当至少包括一个获得 CCAR-145 部航线维修批准的维修单 位，这个维修单位可以是自己建立的，也可以是通过协议委托的其他维修单位 （以下简称协议维修单位）。 64

第 121.366 条 维修工程管理手册 (a) 合格证持有人的维修系统应当制定阐述如何符合本章要求及实施规范 性管理的维修工程管理手册，并在实际工作中执行。 (b) 维修工程管理手册应当载明合格证持有人落实其飞机适航性责任和符 合本章要求的总体叙述、具体工作程序和管理要求，并应当获得局方的批准或 者认可。 (c) 维修工程管理手册应当包括以下内容： (1) 概述部分：其中至少包括维修系统的总体状况及政策、维修工程副总 经理签署的符合性声明、对本手册的符合性和有效性控制方法。 (2) 维修系统的组织机构和设施：其中至少包括组织机构图及其必要说明、 厂房设施图及其必要的说明(包括主基地以外的航线维修和一般勤务设施)。 (3) 人员和部门职责说明：其中至少包括维修工程副总经理、总工程师及 本规则第 121.371 条要求的部门主管的名单和技术经历；维修系统中各部门、 人员及其包含的 CCAR-145 部批准的维修单位或者协议维修单位的职责说明； 维修放行人员清单及其授权的放行范围。 (4) 工程技术管理：其中至少包括编制维修方案和最低设备清单相关部分、 制定具体维修技术要求和改装方案的要求和程序说明。 (5) 维修计划和控制：其中至少包括飞机使用和维修计划、选择和安排实 施一般勤务工作和维修工作、器材供应、统计和监控飞机及其部件的使用状况、 飞机放行的要求和程序说明； (6) 协议维修：其中至少包括协议维修单位说明、协议委托工作范围、协 调方式和对协议维修单位的监督管理要求和程序； (7) 质量管理：其中至少包括质量管理政策、对各类人员和单位评估、单 机适航性状况监控、质量审核、维修差错管理和质量调查的管理要求和程序； (8) 可靠性管理：其中应当至少包括可靠性管理的机构、可靠性控制体系 及可靠性方案的管理要求和程序； (9) 人员培训管理：其中应当至少包括培训大纲的制定，培训计划和实施， 人员技术档案和培训记录的管理要求和程序； (10) 有关附件：其中至少包括实际使用的表格标牌样件：工作程序清单及 其它必要的附件； (11) 符合性说明。 (d)维修工程管理手册中经局方批准部分的任何变化应当至少在计划的生 效前 30 天向局方申请批准，只有在获得局方的批准后维修工程管理手册才能变 更。

第 121.367 条 飞机维修方案 (a) 合格证持有人应当为其所运营的每架飞机编制维修方案，并呈交给局 65

方审查批准后按照方案准备和计划维修任务。 (b) 合格证持有人飞机的初始维修方案应当以局方批准或者认可的维修审 查委员会报告(MRBR) 以及型号合格证持有人的维修计划文件或者维修手册中制 造商建议的维修方案为基础。这些维修建议的结构和形式可以由合格证持有人 重新调整，以更好地符合合格证持有人特定维修方案的执行和控制。 (c) 对于没有局方批准或者认可的维修审查委员会报告(MRBR) 的飞机，合 格证持有人应当按照维修审查委员会报告(MRBR)的逻辑决断方法和过程制订初 始维修方案。 (d) 合格证持有人应当对维修方案进行定期检查以确保其中反映出飞机使 用特点、型号合格证持有人最新建议和维修审查委员会报告(MRBR)修订的评估、 改装的状况以及局方的强制性要求，并根据本规则第 121.368 条要求的可靠性 方案来持续监控维修方案的有效性。维修方案的任何修订应当获得局方的批准。 (e) 维修方案应至少包括下列基本信息： (1) 维修方案的使用说明和控制； (2) 载重平衡控制； (3) 飞机计划检查和维修工作； (4) 飞机非计划检查和维修工作； (5) 发动机、螺旋桨、设备的修理或者翻修； (6) 结构检查或者机体翻修； (7) 必检项目； (8) 维修资料的使用。 (f) 当合格证持有人的飞机从一个已批准的维修方案转为另一个经批准的 维修方案时，应当对飞机利用率、使用环境、安装的设备和维修系统的经验进 行评估，进行必要的转换检查，并经局方批准后方可以转换。 (g) 当合格证持有人使用其他合格证持有人经批准的维修方案时，应当通 过书面的协议进行，并经局方批准后方可以使用。 (h) 在合理的不可预见情况下导致无法按照计划实施维修方案规定的维修 工作时，其对维修方案的偏离应当在局方规定的范围，并向局方报告。 第 121.368 条 可靠性方案 (a) 合格证持有人应当建立可靠性管理体系来持续监控维修方案的有效性， 对于机队较小的飞机可以采用加入其他合格证持有人或者飞机制造厂的可靠性 管理体系的方法。可靠性管理体系监控的项目应当至少包括飞机各主要系统、 维修重要项目和结构重要项目。 (b) 可靠性管理体系中应当包含一个以维修工程副总经理或者其授权人员 为首的、由维修系统中各有关部门参加的可靠性管理机构，并明确其成员的职 责和工作程序。 (c) 合格证持有人应当制定可靠性方案来说明可靠性管理体系的工作方式。 66

可靠性方案可以是一个复杂的整体方案，也可以按照机型或者监控对象各自单 独制定可靠性方案。 (d) 可靠性方案的内容应当至少包括方案说明、可靠性管理机构和从数据 收集、数据分析、改正措施、性能标准、数据显示和报告、维修间隔调整和工 作内容(或者方式)变更，到可靠性方案修订等可靠性控制体系的说明。 (e) 可靠性方案及其任何修订应得到局方的批准；可靠性管理机构应根据 局方的要求定期向局方报告其活动情况并提交有关的报告。 第 121.371 条 维修系统的机构和人员 (a) 合格证持有人的维修系统应当按照下述要求设置机构，以落实本规则 第 121.363 条规定的适航性责任： (1) 一个工程技术部门，负责制定维修方案和最低设备清单的相关部分， 并制定具体的飞机维修技术要求或者改装方案； (2) 一个维修计划和控制部门，根据本条(a)款所述工程技术部门制定的维 修方案、维修技术要求和改装方案选择和安排实施维修工作，保证飞机运行和 维修中供应必要的合格器材，统计和监控飞机及其部件的使用和维修状况。维 修计划和控制部门可以是自己建立的，也可以是通过协议委托的协议维修单 位。 (3) 一个由总工程师负责的质量部门，监督合格证持有人及其维修系统对 飞机适航性责任的落实，对各类人员和单位进行评估、对单机适航性状况进行 监控,并实施维修差错管理和质量调查。质量部门应当具有独立的质量审核职 能。 (4) 一个培训管理部门，执行维修系统的培训政策，组织实施对维修系统 的人员（包括协议维修单位中的有关人员和合格证持有人授权的维修放行人员） 的培训，并建立和保存人员技术档案和培训记录。 (b) 维修系统的人员应当满足如下资格要求： (1) 工程技术部门、维修计划和控制部门、质量部门的主管应当具备维修 管理经验并获得 CCAR-66 部的《维修管理人员证书》； (2) 工程技术部门、维修计划和控制部门、质量部门中从事工程技术管理、 维修质量管理和飞机放行的的人员应当具有 CCAR-66 部的《维修人员执照》，其 专业和机型类别应当与所从事的工作相适应； (3) 维修系统的所有人员应当经过与其从事工作有关的专业知识、专业技 能、工作程序、维修人为因素及新技术应用等内容的培训并经相应的工作项目 授权后才能上岗，并且至少每两年进行一次必要的再培训。 第 121.372 条 培训大纲和人员技术档案 （a） 合格证持有人应当针对本规则第 121.371 条(b)款(3)要求的培训内 容制订培训大纲，其中应当至少明确培训对象、培训目标、学时要求、培训形 式、考试制度及培训机构、培训管理职责等内容。培训大纲及其任何修订应当 67

经过局方的批准。 （b） 专业知识和专业技能的培训应当由局方批准或者认可的培训机构实 施，但合格证持有人的培训管理部门应当对其培训进行监督，并确保能满足合 格证持有人的培训大纲的要求。 (c) 维修系统应当建立并保存其所有人员的技术档案及培训记录，并对其 及时修订，以保证现行有效。人员技术档案至少应当包括如下内容： (1) 现任职务或者工作范围； (2) 按照年月填写的技术简历； (3) 参加过的培训课程、培训形式、培训学时及考试成绩(如适用)； （4） 学历证明及合格证件的复印件。 （d） 维修人员技术档案及培训记录应当妥善保存，防止非授权人员接近和 修改。技术档案应当在维修人员离开合格证持有人后至少保存 2 年。 第 121.373 条 飞机的修理和改装 (a) 按照本规则运行的合格证持有人在对其飞机及其部件实施设计更改时， 如果对飞机的重量、平衡、结构强度、性能、动力装置工作、飞行特性有显著 影响或者影响适航性的其他特性，应当按照 CCAR-21 部的规定申请批准。 (b) 按照本规则运行的合格证持有人在对其飞机及其部件实施超过持续适 航文件规定的修理或者除本条(a)款的改装时，应当向局方申请批准，并提交证 明性和说明性资料。 第 121.375 条 飞机的适航性检查 (a)合格证持有人的每架飞机在首次投入运行前应当通过局方的检查，符合 本规则的要求并获得适航证签署或者其他方式的签署后才能投入运行。 (b) 按照本规则运营的飞机应当接受局方进行的年度适航性检查，符合本 规则的要求并获得适航证签署或者其他方式的签署后才能继续投入运行。 (c) 合格证持有人应当接受局方在任何时间对其正在运营的飞机进行的适 航性检查，对检查中发现的任何存在缺陷的飞机，应当在其改正措施满足局方 的要求后方可以再投入使用。 (d) 对于飞机首次投入运行的检查和年度适航性检查，合格证持有人应当 按照规定支付检查费用。 第 121.379 条 飞机放行 (a) 合格证持有人在每次完成维修工作和对任何缺陷、故障进行处理后， 在符合本条(b)款的要求后由合格证持有人授权的维修放行人员在飞机飞行记 录本上签署飞机放行。 (b) 飞机放行的条件如下： (1) 维修工作是按照合格证持有人的要求进行的；

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(2) 所有的工作项目都是由合格的维修人员完成，并按照 CCAR-145 部颁发 了维修放行证明； (3) 没有已知的飞机不适航的任何状况； (4) 至目前所完成的维修工作为止，飞机处于安全运行的状态。 (c) 在规定的使用限制条件下，合格证持有人可以在符合局方批准的最低 设备清单和外形缺损清单时放行带有某些不工作的设备或者带有缺陷的飞机。 (d) 对于航线维修、A 检或者相当级别（含）以下的飞机定期检修工作及结 合其完成的改装工作，如飞机放行结合 CCAR-145 部维修放行证明一同进行，则 无需重复签署。 第 121.380 条 维修记录 (a) 合格证持有人应当保存其所运营的飞机的下述记录： (1) 能表明每一本规则第 121.379 条要求的飞机放行满足其要求的所有详 细维修记录。 (2) 包含下述信息的记录内容： (ⅰ) 机体总的使用时间； (ⅱ) 每一发动机和螺旋桨的总使用时间； (ⅲ) 每一机体、发动机、螺旋桨和设备上的时寿件的现行状况； (ⅳ) 装在飞机上的所有要求定期翻修项目自上次翻修后的使用时间； (ⅴ) 飞机的目前维修状态，包括按照飞机维修方案要求进行的上次检查或 者维修工作后的使用时间； (ⅵ) 目前适用的适航指令的符合状况，包括符合的方法和数据，如果适航 指令涉及连续的工作，应当列明下次工作的时间和日期； (ⅶ) 目前对每一机体、发动机、螺旋桨和设备进行的重要改装的情况。 (b) 合格证持有人应当按照下述期限要求保存本条要求的维修记录： (1) 除飞机、发动机、螺旋桨和设备上一次翻修的记录外，本条(a)款第(1) 项要求的维修记录应当保存至该工作完成后至少 2 年； (2) 飞机、发动机、螺旋桨和设备上一次翻修的记录应保存至该工作被等 同范围和深度的工作所取代； (3) 本条(a)款第(2)项段要求的维修记录应当保存至飞机出售或者永久性 退役后一年，飞机出售时维修记录应随同飞机转移； (c) 合格证持有人终止运行时，所有保存的维修记录应转交给新的合格证 持有人。 (d) 合格证持有人将飞机干租给另一合格证持有人超过 6 个月时，所有保 存的维修记录应转交给新的合格证持有人；如果干租的租赁期小于 6 个月，所 有必要的维修记录都应转交给承租方或者承租方可以获取这些记录的副本。 (e) 合格证持有人应当保证所有的维修记录可以提供给局方或者国家授权的安 全调查机构的检查。 69

M章

机组成员和其他航空人员的要求

第 121.381 条 航空人员的条件及限制 (a)合格证持有人不得使用，任何人员也不得作为按照本规则运行的航空人 员被使用，除非该人员符合下列条件： (1)持有局方颁发的相应的现行有效航空人员执照和证件； (2)在按照本规则运行时，按照要求携带现行有效的航空人员执照、体格检 查合格证和其他必需的证件； (3)合格于所从事的工作。 (b)按照要求携带证件的每个航空人员，应当在局方检查时出示证件。 (c)合格证持有人不得使用已满 60 周岁的人员在实施本规则运行的飞机上 担任飞行机组必需成员。任何已满 60 周岁的人员，也不得在按照本规则运行的 飞机上担任飞行机组必需成员。

第 121.383 条 飞行机组的组成 (a)合格证持有人在运行飞机时，其飞行机组成员不得少于所批准的该型飞 机飞行手册中规定的数量，也不得少于本规则对所从事的该种运行所要求的最 少飞行机组成员数量。 (b)对于本规则要求应当具有飞行人员执照才能完成的两种或者两种以上 职能，不得由一名飞行人员同时完成。 (c)合格证持有人在按照本规则运行时，飞行机组至少配备两名驾驶员，并 且应当指定一名驾驶员为机长。 (d)在飞行机组必需成员中要求有领航员、飞行机械员或者飞行通信员的每 次飞行中，应当有飞行机组成员在领航员、飞行机械员或者飞行通信员生病或 者由于其他原因而丧失工作能力时能代替其工作，合格于应急完成相应的职能， 以保证安全完成飞行。在这种情况下，飞行人员完成所代替的职能时，无需持 有相应的执照。 第 121.385 条 飞行机械员 担任飞行机组必需成员的飞行机械员，其配备应当符合飞机飞行手册中对 机组定员的要求。 第 121.387 条 领航员和特殊导航设备 (a)当不能可靠地确定飞机位置的时间超过 1 小时时，只有符合下列条件之 一，合格证持有人方可以运行飞机： 70

(1)增配持现行有效领航员执照的飞行机组成员； (2)加装经局方批准的特殊导航设备，并且每一名执勤位置上的驾驶员都能 可靠地用其确定飞机位置。 (b)尽管有本条(a)款的规定，但如果局方认为在 1 小时或者 1 小时之内应 当使用特殊导航手段时，局方仍可以要求合格证持有人配备领航员或者安装特 殊导航设备，或者这两者同时要求。局方在作出这一决定时，主要考虑的因素 是： (1)该飞机的速度； (2)航路上通常的气象条件； (3)空中交通管制的范围； (4)交通拥挤程度； (5)目的地导航设备的有效区域范围； (6)燃油需求； (7)返回出发地点或者备降地点的可用燃油； (8)超过返航点后运行的飞行情况预测； (9)局方认为与安全有关的任何其他因素。 (c)需要领航员或者特殊导航设备或者两者都需要的运行，在合格证持有人 的运行规范中应当予以规定。 第 121.389 条 飞行通信员 (a)担任飞行机组必需成员的飞行通信员，其配备应当符合飞机飞行手册中 对机组定员的要求和本条(b)款对特定运行的要求。 (b)执行国际或者特殊管理的国内航线运行任务的飞行机组中，应当至少配 备一名胜任国际运行陆空通话工作的飞行通信员。但是，如果在驾驶舱值勤的 两名驾驶员都具备英语通话单飞资格，则可以不配备飞行通信员。 第 121.391 条 客舱乘务员 (a)为保证安全运行，合格证持有人在所用每架载运旅客的飞机上，应当按 照下列要求配备客舱乘务员： (1)对于旅客座位数量为 20 至 50 的飞机，至少配备 1 名客舱乘务员； (2)对于旅客座位数量为 51 至 100 的飞机，至少配备 2 名客舱乘务员； (3)对于旅客座位数量超过 100 的飞机，在配备 2 名客舱乘务员的基础上， 按照每增加 50 个旅客座位增加 1 名客舱乘务员的方法配备，不足 50 的余数部 分按照 50 计算。 (b)如果在按照本规则第 121.161 条(a)款或者(b)款的要求进行的应急撤离 演示中，合格证持有人使用的客舱乘务员人数，多于按照本条(a)款对演示所用 飞机的最大旅客座位数量所要求的客舱乘务员人数，则该合格证持有人应当按 照下列条件配备客舱乘务员： (1)飞机为最大旅客座位数量布局时，客舱乘务员人数至少应当等于应急撤 71

离演示期间所用的人数； (2)飞机为任一减少了旅客座位数量的布局时，客舱乘务员人数至少应当在 本条(a)款对该布局旅客座位数量要求的客舱乘务员人数之外再增加应急撤离 演示期间所用客舱乘务员人数与本条(a)款对原布局所要求人数之差。 (c)按照本条(a)和(b)款所批准的客舱乘务员人数应当规定在该合格证持 有人的运行规范中。 (d) 在起飞和着陆过程中，本条要求的客舱乘务员应当尽可能地靠近所要求 的地板高度出口，而且应当在整个客舱内均匀分布，以便在应急撤离时最有效 地疏散旅客。在滑行期间，本条要求的客舱乘务员，除完成保障飞机和机上人 员安全的任务外，其他时间应当坐在其值勤位置并系好安全带和肩带。 第 121.393 条 在经停站旅客不下飞机时对机组成员的要求 在中途过站停留时，如果乘坐该机的旅客仍停留在飞机上，合格证持有人 应当遵守下列规定： (a)如果保留在飞机上的客舱乘务员数量少于本规则第 121.391 条(a)款要 求的数量，则合格证持有人应当采取下列措施： (1)保证飞机发动机关车并且至少保持打开一个地板高度出口，供旅客下飞 机。 (2)保留在飞机上的客舱乘务员数量应当至少是本规则第 121.391 条(a)款 要求数量的一半，有小数时，舍去小数，但至少为 1 人。 (3)可以用其他人员代替要求的客舱乘务员，代替客舱乘务员的人员应当是 符合第 121.419 条应急撤离训练要求的合格人员且应当能够为旅客所识别。 (b)如果在过站时该飞机上只保留 1 名客舱乘务员或者其他合格人员，则该 客舱乘务员或者其他合格人员所在的位置应当符合经局方批准的该合格证持有 人运行程序的规定。如果在飞机上保留 1 名以上客舱乘务员或者其他合格人员， 这些客舱乘务员或者其他合格人员应当均匀分布在飞机客舱内，以便在紧急情 况下最有效地帮助旅客撤离。 第 121.395 条 飞行签派员 实施国内或者国际定期载客运行的合格证持有人，应当在每一飞行签派中 心安排有足够数量的合格飞行签派员，以确保对每次飞行进行恰当的运行控制。 第 121.397 条 紧急情况和应急撤离职责 (a)对于每一型号及其改型飞机，合格证持有人应当对要求的每类机组人 员，分别指派其在紧急情况时或者应急撤离时应当完成的任务。合格证持有人 应当证明，完成这些任务是现实可行的，并且考虑到了任何有理由预见到的紧 急情况的处置，包括个别机组成员可能丧失工作能力或者在客货混装的飞机上， 由于货物的移动，机组成员不能到达客舱这样的紧急情况。 (b)合格证持有人应当将本条(a)款要求的每类机组必需成员的任务规定在 72

其手册中。 N章

训练大纲

第 121.401 条 训练的基本要求 (a)合格证持有人应当按照下列要求，保证为所有机组成员、飞行签派员和 其他相关人员提供充分的训练： (1)制订符合本章、本规则附件 D《飞行训练要求》、附件 E《熟练检查要 求》和本规则附件 G《高级飞行模拟机的使用》规定要求的训练大纲，使其获得 相应的初始批准和最终批准，并按照训练大纲进行训练。 (2)为训练提供足够的地面训练设施和飞行训练设施。 (3)对于每一型别飞机及在该飞机型别范围内的各种改型，提供实施本规则 训练和检查所需的合适的训练资料、考试题、表格、指南、程序，并使其保持 现行有效。 (4)提供足够的地面教员、飞行教员、飞行模拟机教员、飞行签派教员和航 空检查人员，以实施所要求的训练和检查。 (b)对应当进行定期复训、飞行检查或者资格检查的机组成员、飞行签派员， 在要求进行训练或者检查的那个日历月之前一个或者之后一个的日历月中完成 了训练或者进行了检查的，被视为在所要求的那个日历月中完成了训练或者进 行了检查。 (c)负责每一段训练或者检查的每个教员、主管人员或者航空检查人员，在 完成这些训练或者检查后，应当对被训练或者检查合格的机组成员、飞行签派 员、飞行教员或者航空检查人员的技术熟练程度和知识水平作出合格证明。这 种合格证明应当作为该机组成员或者飞行签派员记录的一部分。 (d)适用于一个以上飞机型别或者机组成员位置的训练科目，如果已在其中 某一型别或者某一机组成员位置上完成了该训练科目，则这些科目在以后的训 练中，除定期复训之外，不需要重复训练。 (e)对于在飞行训练中进步较快、完成较好的受训人员，经其教员或者航空 检查人员推荐，并顺利通过航空检查人员或者局方的相应飞行检查，则该员的 飞行训练的计划小时数可以适当减少。但是，如果局方发现该训练单位在前 6 个月训练期间，按照本款推荐的人员有 20％飞行检查不合格，则不得适用本款， 直至局方认为该单位飞行训练效果已有改善为止。 (f)驾驶员转升机型的训练，通常应当根据本规则附件 F《民用飞机训练分 级》中针对训练提出的飞机分类，按照从小到大、循序渐进的原则进行。对于 进入初始、转机型和升级训练的驾驶员，还需符合相应的经历要求。

第 121.402 条 实施训练的特殊规定 （a）除合格证持有人自身提供训练之外，合格证持有人可以与取得 CCAR-142 73

部飞行训练中心合格证的训练中心签订合同或者协议，委托该训练中心或者使 用其提供的服务对合格证持有人的飞行机组成员进行本规则要求的训练、考试 或者检查，但该训练中心应当： （1）取得按照 CCAR-142 部颁发的运行规范； （2）有符合 CCAR-142 部要求并适用的训练设施、设备和教程； （3）有批准的符合于本章要求并适用于训练教学的课程、课程段和课程部分； （4）有可以提供训练、考试或者检查的足够教员和检查员。 （b）经局方对训练大纲的批准，合格证持有人可以与其他合格证持有人或者 训练机构签订合同或者协议，委托其提供对合格证持有人飞行机组成员之外的 人员进行本规则要求的训练、考试或者检查。 第 121.403 条 训练大纲的制订要求 (a)合格证持有人应当按照每一飞机型别分别制订训练大纲并保持其现行 有效，供运行该型别所需要的每一机组成员和飞行签派员使用。 (b)每个训练大纲应当包括新雇员训练、初始训练、转机型训练、升级训练、 复训和重新获得资格训练等基本类别的训练提纲。一般每一种训练提纲应当包 含地面训练、飞行模拟机飞行训练、飞机飞行训练、应急生存训练、差异训练 和资格检查等课程段的课程设置。每一课程段应当列明所训练的内容和计划小 时数，在飞行模拟机飞行训练、飞机飞行训练和资格检查课程段中，还应当列 明正常、非正常和应急动作、程序的详细说明。 (c)每种训练提纲还应当包括下列内容： (1)受训人员的进入条件及训练后应当达到的质量要求； (2)合格证持有人将使用的所有训练设施、设备，包括飞行训练器、飞行模 拟机等训练设备的清单； (3)所使用的教员、航空检查人员的资格； (4)局方按照本规则第 121. 405 条(d)款颁发的关于减少训练计划小时数 的批准文件。 第 121.405 条 训练大纲及其修订的批准 (a)申请训练大纲及其修订的初始批准和最终批准时，合格证持有人应当向 局方提交按照本规则第 121.403 条制订或者修订的训练大纲，并提供局方要求 的有关资料。 (b)对于符合本章要求的训练大纲或者其修订，局方以书面形式发出初始批 准，合格证持有人即可依照该大纲进行训练。在训练中局方对该训练大纲的训 练效果作出评估，指出应当予以纠正的缺陷。 (c)合格证持有人按照初始批准的训练大纲所进行的训练，能使每个受训人 员获得充分的训练，完成其指定任务的，局方可以为其颁发该训练大纲或者其 修订的最终批准。 (d)在颁发训练大纲或者其修订的初始批准和最终批准，包括批准减少本章 74

规定的计划小时数时，局方主要考虑，该合格证持有人训练中使用的资料、设 备、方法和程序，是否有助于保证教学质量和提高效率。在颁发减少训练计划 小时数的批准时，局方将向合格证持有人提供一份作出这种批准所依据的必要 条件的文件。 (e)当局方认为，为了使已经获得最终批准的训练大纲继续保持良好训练效 果，应当对其作某些修订时，则合格证持有人在接到局方的通知之后，应当对 大纲进行相应的修改。合格证持有人在接到这种通知后 30 天之内，可以向局方 提出重新考虑的请求。在对重新考虑的请求未作出决定的期间，该通知暂停生 效。 第 121.407 条 飞行模拟机和其他训练设备的批准 (a)在按照本规则所进行的训练和检查中所用的每一飞行模拟机和其他训 练设备均应当符合下列条件： (1)经局方批准，可以用于该合格证持有人、该型别飞机和所涉及的具体动 作、程序或者机组成员职能； (2)持续保持获得批准所要求的性能、功能和其他特性； (3)在所模拟的飞机作了改装，导致获得批准所要求的性能、功能或者其他 特性发生变化时，作与其相一致的改装； (4)在使用之前，对其进行每日的飞行前功能检查。 (5)具有每日的缺陷记录本，在每次训练飞行或者检查飞行结束时，由有关 的教员或者航空检查人员将发现的每个缺陷记入该记录本中。 (b)一台飞行模拟机或者其他训练设备，可以批准给一个以上的合格证持有 人使用。 (c)飞行模拟机满足下列条件方可以用于代替飞机，来满足本规则第 121.461 条、第 121.465 条和本规则附件 D、附件 E 中的飞机飞行训练和检查要 求： (1)按照本条得到批准，并且符合本规则附件 G 对高级飞行模拟机的相应要 求； (2)在经批准的训练大纲中使用，该大纲符合本规则附件 G 的相应要求。 第 121.409 条 使用飞行模拟机和其他训练设备的训练课程 (a)合格证持有人的经批准训练大纲中，可以包括使用飞行模拟机或者其他 训练设备的训练课程。 (b)在飞行模拟机上的训练课程可以用于代替本规则第 121.465 条规定的熟 练检查，但该课程应当符合下列条件并且应当按照第 121.465 条要求进行检查 以确定是否圆满完成训练课程： (1)至少设置了 4 小时在飞行模拟机驾驶员操纵位置上的训练，并且在训练 前后有简要讲解和讲评； (2)至少设置了本规则附件 E 规定的程序和动作的训练，或者设置了航线模 75

拟训练，该航线模拟训练应使用一个完整的飞行机组，至少包括了在航线运行 中可以预见到的动作与程序（含非正常和应急），并在该合格证持有人一个典 型航路上实施； (3)是由符合本规则第 121.411 条中相应要求的教员实施的。 (c)要求在其飞机上装备低空风切变系统的每个合格证持有人，应当在相应 机型的驾驶员训练课程中，使用经批准的飞行模拟机，进行低空风切变飞行程 序和动作的训练。 第 121.411 条 航空检查人员和教员的资格 (a)在按照本规则制定的训练大纲中担任教员或者航空检查人员的人员应 当符合下列条件： (1)持有相应的航空人员执照和等级，满意地完成与该型别飞机相应的各种 训练，包括复训的训练，并且通过相应的熟练检查或者资格检查，这些证件、 训练和检查是在按照本规则实施的运行中，担任相应的机长、领航员、飞行机 械员、飞行通信员、飞行签派员和客舱乘务员所必需的； (2)对于飞行教员，应当取得按照中国民用航空规章第 61 部第 61.221 条颁 发和规定的 a、b 和 c 类飞行教员执照； (3)对于领航教员、飞行机械教员、飞行通信教员及相应检查人员，应当按 照中国民用航空规章第 63 部的规定取得相应的教员执照； (4)已经满意地完成了本规则要求的适用训练； (5)针对该航空检查人员或者教员的任务和所涉及的机型，获得了局方的批 准； (6)对机组必需成员实施检查的航空检查人员，应当持有相应的体格检查合 格证。 (b)在飞行模拟机上实施的训练课程中担任飞行模拟机教员的人员，应当持 有相应飞行教员执照并符合下列条件： (1)完成了飞行模拟机教员操纵台及其他教员操纵设备的使用方法和飞行 模拟机教学方法的训练； (2)针对相应的型别和教学任务，获得了局方的批准； (3)对于现已停飞的飞行模拟机教员，每半年至少参加一次相应型别飞机按 照本规则运行的观察飞行，每年由局方对其教员资格进行一次认可。

第 121.413 条 飞行检查人员和教员的训练 (a)飞行检查员的地面训练应当包括下列内容： (1)飞行检查员的职责； (2)适用的中国民用航空规章和合格证持有人的规定与程序； (3)实施所规定检查的相应方法、程序和技术； (4)对驾驶员表现的恰当评价，包括如何发现不适当或者不充分的训练和可 76

能对安全产生不利影响的个人特性； (5)检查不满意时应当采取的措施； (6)在该型别飞机上完成所规定的正常、非正常和应急程序的方法、程序与 限制。 (b)飞行教员的地面训练应当包括下列内容： (1)教员的职责； (2)适用的中国民用航空规章和合格证持有人的规定与程序； (3)实施飞行教学的相应方法、程序和技术； (4)对驾驶员表现的恰当评价，包括如何发现不适当或者不充分的训练和可 能对安全产生不利影响的个人特性； (5)发现影响受训人员进步的原因及纠正措施； (6)在该型别飞机上完成所规定的正常、非正常和应急程序的方法、程序与 限制； (7)教学理论的训练，包括教学过程的基本原理、教授方法和程序、教员与 学员之间的关系。 (c)飞行检查员和飞行教员的飞行训练应当包括下列内容，这些训练可以在 飞机或者经批准的飞行模拟机上完成： (1)在左、右座上对所要求的正常、非正常和应急动作都应当进行足够的飞 行教学和飞行检查的练习，以保证其能胜任本规则所要求的飞行检查和飞行教 学任务； (2)对于训练中可能发生的各种紧急情况，从任一个驾驶员座位上采取的相 应安全措施； (3)飞行中偏差动作的防止和纠正。 (d)领航教员、飞行机械教员、飞行通信教员及其检查人员的地面训练与飞 行训练，应当充分保证其胜任指定的任务。 第 121.415 条 机组成员和飞行签派员的训练要求 (a)合格证持有人的每一训练大纲应当根据机组成员或者飞行签派员的具 体任务，提供下列地面训练： (1)对于新招聘的机组成员或者飞行签派员，提供至少 40 个计划小时数的 基础教育地面训练，除非按照本规则第 121.405 条规定予以减少或者符合本规 则第 121.401 条(d)款的规定。该训练至少包括下列内容： (i)机组成员或者飞行签派员的相应职责； (ii)中国民用航空规章的相应条款； (iii)合格证持有人的运行合格证和运行规范的内容； (iv)合格证持有人运行手册的相应部分。 (2)按照适用情况，本规则第 121.423 条至第 121.431 条规定的初始和转机 型地面训练。 (3)本规则第 121.419 条规定的应急生存训练，飞行签派员除外。 77

(b)每一训练大纲应当按照适用情况， 提供本规则第 121.433 条至第 121.437 条规定的飞行训练。 (c)每一训练大纲应当提供本规则第 121.439 条规定的定期复训地面和飞行 训练。 (d)合格证持有人使用的同一型别飞机之间具有差别时，为确保每一机组成 员和飞行签派员获得完成其指定任务所需的充分训练，训练大纲中应当设置本 规则第 121.421 条规定的差异训练。 (e)每一训练大纲中应当按照适用情况，包括本规则第 121.423 条和第 121.433 条规定的升级训练内容，用于副驾驶转升同一型别飞机机长的训练。 (f)对于转机型或者升级训练，本规则第 121.423 条至第 121.435 条规定的 某些具体科目、动作、程序或者其一部分，可以根据适用情况按照本规则第 121.401 条(d)款的规定予以省略，或者按照本规则第 121.405 条的规定减少其 地面教学或者飞机飞行训练的计划小时数。 (g)除本条以上规定的训练内容外，合格证持有人应当根据本单位具体情 况，在训练大纲中增加必要的地面和飞行训练内容，以确保每一机组成员和飞 行签派员达到下列要求： (1)对于所服务的每架飞机、每个机组成员工作位置、每种运行，持续保持 充分的训练和近期熟练水平； (2)对新的设备、设施、程序和技术，包括对飞机的改装，具有合格的知识 和技术水平。 第 121.417 条 驾驶员初始、转机型和升级训练的进入条件 (a)进入机长训练的驾驶员，应当满足中国民用航空规章第 61 部中对申请 航线运输驾驶员执照所规定的资格要求和经历要求。此外，在进入大型和重型 飞机的机长训练之前，需满足下列附加条件： (1)对于大型飞机，应当担任中型飞机机长飞行一年以上，相应机长飞行经 历时间不少于 300 小时，且总驾驶员飞行经历时间不少于 2200 小时；如不具有 上述中型飞机机长经历，则其总驾驶员飞行经历时间不得少于 2700 小时，其中 在大型或者重型飞机上不少于 1000 小时，在大型或者重型飞机上作为操作驾驶 员不少于 400 个包括起飞和着陆的航段，其中在本机型上作为操作驾驶员不少 于 200 个包括起飞着陆的航段。 (2)对于最大起飞全重 200 吨(不含)以下的重型飞机，应当担任大型飞机机 长飞行一年以上，相应机长飞行经历时间不少于 500 小时，且总驾驶员飞行经 历时间不少于 3500 小时；如不具有上述大型飞机机长经历，则其总驾驶员飞行 经历时间不得少于 4000 小时，其中在重型飞机上不少于 2000 小时，在大型或 者重型飞机上作为操作驾驶员不少于 600 个包括起飞和着陆的航段，其中在本 机型上作为操作驾驶员不少于 200 个包括起飞着陆的航段。 (3)对于最大起飞全重 200 吨(含)以上的重型飞机，应当担任大型飞机或者 最大起飞全重 200 吨(不含)以下重型飞机机长飞行一年以上，相应机长飞行经 78

历时间不少于 500 小时，且总驾驶员飞行经历时间不少于 4000 小时。 (b)在某一等级飞机上担任机长的驾驶员，可以直接进入同等级或者较低等 级飞机的机长训练。 (c)进入副驾驶训练的驾驶员应当至少具备本规则第 121.453 条（b）款规定 的资格条件，并通过航线运输驾驶员执照地面理论考试，对于拟转入大型或者 重型飞机担任副驾驶者还应当符合下列要求： (1)拟进入大型飞机担任副驾驶的驾驶员应当符合下列要求： (i)在局方认可的高性能多发飞机上进行 20 小时的飞行训练(可以包括不超 过 10 小时的飞行模拟机飞行训练时间)，包括在仪表航路转场中履行机长职责 飞行至少 2 个航段。在该训练中，应当包括必要的转机型地面和飞行训练，机 组资源管理和高性能飞机操作技术的训练； (ii)各机型的总驾驶员时间不得少于 250 小时（可以包括 75 小时飞行模拟 机和飞行训练器的时间，其中飞行训练器飞行训练时间不得超过 55 小时）； (iii)在多发飞机上担任机长飞行 70 小时和担任副驾驶飞行 300 小时的驾驶 员在进入本款规定的副驾驶训练前可以不进行高性能多发飞机训练。 (2)拟进入重型飞机担任副驾驶的驾驶员应当符合下列要求： (i)在局方认可的高性能多发飞机上进行 50 小时的飞行训练（可以包括不超 过 25 小时的飞行模拟机飞行训练时间），包括在仪表航路转场中履行机长职责 飞行至少 4 个航段，本场作为机长至少飞行 5 小时。在该训练中，应当包括必 要的转机型地面和飞行训练，机组资源管理和高性能飞机操作技术的训练； (ii)各机型的总驾驶员时间不少于 280 小时(可以包括 90 小时的飞行模拟机 和飞行训练器飞行训练时间，其中飞行训练器飞行训练时间不得超过 55 小时)； (iii)在多发飞机上担任机长飞行 100 小时的驾驶员在进入本款规定的副驾 驶训练前可以不进行高性能多发飞机训练。 （3）持航线运输驾驶员执照的驾驶员可以直接进入初始或者转机型副驾驶训 练。 (d)本条规定的高性能多发飞机是指最大起飞全重超过 4500 公斤，涡轮发动 机驱动，可以收放起落架，有增压，具有较复杂的系统、较现代化的仪表和设 备（至少具有 VOR/DME、ILS 等导航设备），在飞行性能和操纵特性上接近现代 喷气运输机的经局方批准的多发训练飞机。

第 121.419 条 机组成员的应急生存训练 (a)机组必需成员应当针对所飞飞机的型别、布局及所实施的每种运行，完 成本条规定的应急生存训练。 (b)应急生存训练应当包括下列内容： (1)讲解应急工作的任务分派和程序，包括机组成员之间的协调配合。 (2)逐个讲解下列应急设备的所在位置、功能和使用方法： (i)用于水上迫降和撤离的设备； 79

(ii)急救设备； (iii)手提灭火瓶，重点是适用不同类型失火的灭火瓶型号； (iv)配有撤离滑梯或者滑梯救生筏的应急出口，重点是不利情况下应急出 口的操作。 (3)讲解紧急情况的处理，包括下列内容： (i)急剧释压； (ii)空中或者地面的失火和烟雾控制程序，重点是找到客舱区域（包括所 有厨房、服务舱、升降机、盥洗室和放置电影屏幕处）内的电气设备和相关的 断路器； (iii)水上迫降或者其他形式的撤离，包括在紧急情况下，撤离那些需要由 别人帮助才能迅速移至某一出口的人员； (iv)旅客或者机组人员生病、受伤等非正常情况的处置，包括熟悉应急医 疗箱； (v)劫机和其他非法干扰情况的处理。 (4)回顾和讨论以前与实际紧急情况有关的飞行事故和事件。 (c)每一机组成员应当在规定的训练期限内，使用配置在其所服务的每一型 别飞机上的应急设备，完成下列应急演练： (1)一次性应急演练。在初次转入该机型的训练中，每个机组成员应当完成 下列一次性应急演练： (i)至少一次佩戴呼吸保护装置的演练。在该次演练中，该员应当佩戴该型 飞机机载呼吸保护装置或者经批准的模拟设备，使用一个型号的机载手提灭火 器或者经批准的灭火器去扑灭实际或者模拟的失火，该灭火器应当适合所扑灭 的失火的类型； (ii)至少一次经批准的灭火演练。在该次演练中，该员至少应当使用一个 型号的机载手提灭火器或者经批准的灭火器去扑灭实际或者模拟的失火，该灭 火器应当适合所扑灭的失火的类型。如果该机组成员在上述(i)目的呼吸保护装 置演练中扑灭的是实际失火，则本目规定的灭火演练不必再进行； (iii)每人使用至少一种机载或者经批准的用于训练的应急撤离滑梯进行 撤出飞机的应急撤离演练。机组成员可以观察飞机出口在应急方式下被打开以 及与之相连的出口滑梯或者滑梯救生筏被放出并充气的过程，或者亲自操作设 备完成这些动作。 (2)定期应急演练。下列训练应当在该机型初次训练时完成，以后每 24 个 日历月定期复训一次。在训练中应当完成下列第(i)至第(v)目的应急演练和设 备操作练习，并完成对第(vi)至第(ix)目演练的观察： (i)每种类型应急出口的正常和应急方式操作，包括放出应急撤离滑梯所要 求的动作和力量； (ii)安装的每种型号手提灭火器； (iii)每种类型的应急氧气系统，包括呼吸保护装置； (iv)个人漂浮装置的穿戴、使用和充气(如适用)； 80

(v)水上迫降(如适用)，至少包括驾驶舱的准备工作和程序、机组的协调配 合、对旅客的简要说明和客舱的准备工作、救生衣的穿戴和充气、救生绳的使 用、组织旅客和机组登上救生筏或者滑梯救生筏； (vi)从飞机（或者训练设施）上取出每种型号的救生筏并充气(如适用)； (vii)将每种型号的滑梯救生筏从一舱门转移到另一舱门； (viii)将每种型号的滑梯救生筏展开、充气和从飞机或者训练设施上脱开； (ix)应急撤离，包括滑梯的使用。 (d)在 7600 米(25000 英尺)以上高度的飞行中服务的机组成员，应当接受下 列内容的教育： (1)呼吸原理； (2)生理组织缺氧； (3)高空不供氧情况下的有知觉持续时间； (4)气体膨胀； (5)气泡的形成； (6)减压的物理现象和事件。 第 121.421 条 机组成员和飞行签派员的差异训练 (a)机组成员和飞行签派员的差异训练，至少应当包括适用于其所担负的任 务与职责的下列内容和时间： (1)讲授该飞机初始地面训练所要求的每一相应科目或者其一部分的差异； (2)进行该飞机初始飞行训练所要求的每一相应动作或者程序的差异飞行 训练； (3)局方认为对于该飞机、该运行、该机组成员或者飞行签派员所必需的地 面和飞行训练计划小时数。 (b)某一具体型别飞机的所有改型的差异训练，可以包括在该飞机的新雇员 训练、初始训练、转机型训练、升级训练和定期复训中。 第 121.423 条

驾驶员、飞行机械员的初始、转机型地面训练和驾驶员的升级 地面训练 (a)驾驶员、飞行机械员的初始、转机型地面训练和驾驶员的升级地面训练， 至少应当讲授适用于其指定职务的下列内容： (1)一般科目，包括下列内容： (i)合格证持有人的签派或者放行程序； (ii)确定重量与平衡、起飞与着陆跑道限制的基本原则与方法； (iii)足够的气象学内容，以保证掌握有关天气现象的实用知识，包括锋面 系统、结冰、雾、雷暴及各种高空气象情况的原理； (iv)空中交通管制系统、程序和用语； (v)导航和导航设备的使用，包括仪表进近程序； (vi)正常和应急通信程序； 81

(vii)下降到决断高度（DA）/决断高（DH）或者最低下降高度（MDA）/最 低下降高（MDH）之前，以及在其后下降过程中的目视参考； (viii)对于喷气飞机，喷气发动机的工作原理及使用特点，高速空气动力 学和现代大型客机的操纵特性，包括喷气飞机失速、飘摆原理及其改出方法； (ix)机组资源管理； (x)确保其胜任工作所必需讲授的其他内容。 (2)对于每一飞机型别，应讲授下列内容： (i)一般介绍； (ii)性能特征； (iii)发动机和螺旋桨； (iv)主要部件； (v)飞机主要系统（如飞行操纵、电气、液压）和其他有关的系统； (vi)正常、非正常和应急操作的原则以及相应的程序和限制； (vii)识别和避开危险天气的程序，包括意外遭遇危险天气时（包括低空风 切变）从中脱离的程序，以及进入或者靠近雷暴（包括最佳穿越高度）、颠簸 （包括晴空颠簸）、结冰、冰雹和其他危险天气环境时的操作程序； (viii)使用限制； (ix)燃油消耗和巡航控制； (x)飞行的计划； (xi)每一正常和应急程序； (xii)经批准的飞机飞行手册。 (b)驾驶员和飞行机械员的初始地面训练，除经批准按照第 121.405 条的规 定予以减少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，64 小时； (ii)以涡轮螺旋桨发动机为动力的，80 小时。 (2)对于组类Ⅱ飞机，至少具有 120 小时。 第 121.425 条 领航员的初始和转机型地面训练 (a)领航员的初始和转机型地面训练， 应当包括讲授本规则第 121.423 条(a) 款规定的与其指定任务和职责有关的科目，以及与特定型别飞机有关的下列内 容： (1)上升、巡航和下降速度的限制； (2)所安装的每项导航设备，包括有关的无线电、雷达和其他电子设备； (3)飞机的性能； (4)空速、温度和压力指示仪表或者系统； (5)罗盘的限制和补偿方法； (6)巡航控制图表和数据，包括燃油消耗率； (7)机组资源管理训练； 82

(8)确保其胜任工作所必需讲授的其他内容。 (b)领航员的初始地面训练，除经批准按照本规则第 121.405 条的规定予以 减少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，32 小时。 (2)对于组类Ⅱ飞机，至少具有 32 小时。

第 121.427 条 飞行通信员的初始和转机型地面训练 (a)飞行通信员的初始和转机型地面训练，应当包括讲授本规则第 121.423 条(a)款规定的与其指定任务和职责有关的科目，以及与特定型别飞机有关的下 列内容： (1)通信系统的使用； (2)空中交通管制； (3)仪表进近程序； (4)航行通告系统； (5)通信资料的使用； (6)机组资源管理训练； (7)确保其胜任工作所必需讲授的其他内容。 (b)飞行通信员的初始地面训练，除经批准按照本规则第 121.405 条规定予 以减少外，其计划小时数应当符合下列规定： (1)对于组类I飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，32 小时。 (2)对于组类II飞机，至少具有 32 小时。 第 121.429 条 客舱乘务员的初始和转机型地面训练 (a)客舱乘务员的初始和转机型地面训练应当至少讲授下列内容： (1)一般科目，包括下列内容： (i)机长的职权和客舱乘务员的职责； (ii)旅客的管理，包括遇有精神错乱或者其他具有危及安全举动的人时所 应遵循的程序； (iii)机组资源管理训练。 (2)对于每一飞机型别，讲授的内容应当包括下列项目： (i)飞机的一般介绍，着重介绍影响水上迫降、撤离、空中应急程序及其他 有关任务的物理特征； (ii)机内广播系统和与其他飞行机组成员联络的设备的使用，包括遇到试 图劫持飞机或者其他非常情况时的应急处置方法； 83

(iii)厨房电器设备和客舱加温、通风控制装置的正确使用。 (b)客舱乘务员的初始和转机型地面训练，应当包括资格检查，以确定其完 成指定任务和职责的能力。 (c)客舱乘务员的初始地面训练，除经批准按照本规则第 121.405 条予以减 少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，16 小时； (ii)以涡轮螺旋桨发动机为动力的，16 小时。 (2)对于组类Ⅱ飞机，至少具有 24 小时。 第 121.431 条 飞行签派员的初始和转机型地面训练 (a)飞行签派员的初始和转机型地面训练应当至少讲授下列内容： (1)一般科目，应当包括下列内容： (i)通信系统的使用，包括这些系统的特性和相应的正常、应急程序； (ii)气象学，包括各种类型的气象信息和预报，气象资料的分析（包括航 路与终端区的气温和其他天气条件的预报），锋面系统，风的条件，以及各种 高度的气象实况图和预报图的使用； (iii)航行通告系统； (iv)导航设备及其公布资料； (v)飞行签派员与驾驶员的共同责任； (vi)有关机场的特征； (vii)盛行的天气现象和可以供使用的气象资料来源； (viii)空中交通管制和仪表进近程序； (ix)签派员资源管理训练。 (2)对于每一架飞机，讲授的内容应当包括下列项目： (i)飞机的一般介绍，着重于运行特性与性能特性、导航设备、仪表进近与 通信设备、应急设备与使用程序、最低设备清单以及其他与飞行签派员任务和 职责有关的课题； (ii)飞行操作程序，包括本规则第 121.423 条(a)款第(2)项第(vi)目规定 的程序； (iii)重量与平衡的计算； (iv)飞机性能签派的基本要求和程序； (v)飞行的计划，包括航路选择、飞行时间分析及燃油要求； (vi)应急程序。 (3)在训练过程中应当强调应急程序，包括在飞机遇到危难时，向有关政府 部门和单位发出紧急通报，以给予该飞机最大限度的帮助。 (b)飞行签派员的初始和转机型地面训练，应当包括由有关主管人员或者地 面教员对其进行的资格检查，以验证其在本条(a)款规定科目方面的知识和能 力。 84

(c)飞行签派员的初始地面训练，除经批准按照本规则第 121.405 条予以减 少外，其计划小时数应当符合下列规定： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的，30 小时； (ii)以涡轮螺旋桨发动机为动力的，40 小时。 (2)对于组类Ⅱ飞机，至少具有 40 小时。 第 121.433 条 驾驶员的初始、转机型和升级飞行训练 (a)驾驶员的初始、转机型和升级训练应当包含本规则附件 D 中规定的动作 与程序的飞行训练和低空风切变飞行训练。 (b)本条(a)款所要求的动作与程序的飞行训练应当符合下列要求： (1)风切变动作与程序应当在经批准能完成这些动作与程序的飞行模拟机 上完成； (2)本规则附件 D 规定的动作与程序可以在该附件所允许的范围内，分别在 飞行模拟机、飞行训练器或者该型别飞机上完成； (3)本规则附件 D 中规定应当在飞机上完成的动作和程序，可以按照本规则 附件 G 的规定在相应级别的高级飞行模拟机上完成。 (c)除本条(d)款规定者外，本条(a)款所要求的初始飞行训练，应当在该型 别飞机上至少完成下列计划小时数的飞行训练，除非按照本规则第 121.405 条 的规定予以减少： (1)对于组类Ⅰ飞机，至少具有下列计划小时数： (i)以活塞式发动机为动力的：机长—10 小时；副驾驶—6 小时； (ii)以涡轮螺旋桨发动机为动力的：机长—24 小时；副驾驶—24 小时。 (2)对于组类Ⅱ飞机，计划小时数至少为:机长—28 小时；副驾驶—28 小时。 (d)如果合格证持有人使用符合本规则附件 G 要求的高级飞行模拟机进行系 统的飞行训练，且其训练大纲符合附件 G 的要求，则(c)款要求的计划小时数可 以按照附件 G 的规定部分或者全部在高级飞行模拟机上完成。但是对于下列训 练，还应当遵守下列要求： (1)初次在按照本规则运行的组类 II 飞机上进行的初始训练，在飞机的驾驶 员操作位置上完成至少 5 小时飞行训练，该训练应当包含本规则附件 E 中要求 在飞机上完成的动作和程序，并且包含至少 30 次起飞和着陆。 (2)初次在按照本规则运行的组类 II 飞机上的升机长训练，在飞机的驾驶员 操作位置上完成至少 2.5 小时飞行训练，该训练应当包含本规则附件 E 中要求 在飞机上完成的动作和程序，并且包含至少 15 次起飞和着陆。

第 121.435 条 飞行机械员的初始和转机型飞行训练 (a)飞行机械员的初始和转机型飞行训练应当至少包括下列内容： 85

(1)与完成飞行机械员的任务与职责有关的程序的训练，这些程序的训练可 以在飞机、飞行模拟机或者训练设备上完成。 (2)飞行检查，包括下列项目： (i)飞行前飞机检查； (ii)在滑行、滑跑、起飞、上升、巡航、下降、进近、着陆期间，在飞行 机械员工作位置上完成规定的任务； (iii)在飞行中或者在飞行模拟机或者训练设备上完成其他职能，如燃油管 理和燃油消耗记录的编制，正常、应急或者备用操作飞机的所有飞行系统。 (b)持有商用驾驶员执照带仪表等级、飞机类别与多发级别等级的飞行机械 员，或者在取得副驾驶资格后转为飞行机械员的驾驶员，可以在经批准的飞行 模拟机上完成本条(a)款第(2)项中规定的全部飞行检查。 (c)本条(a)款所要求的初始飞行训练，应当至少具有与第 121.433 条(c)款 对副驾驶规定的飞行训练相同的计划小时数，除非按照本规则第 121.405 条的 规定予以减少。 第 121.437 条 领航员和飞行通信员的初始和转机型飞行训练 (a)领航员和飞行通信员的初始和转机型飞行训练，应当包括足以保证其熟 练完成规定职责的飞行训练和飞行检查。 (b)本条(a)款所规定的飞行训练和检查应当在飞行中或者在适当的训练设 备上完成。这种训练和检查也可以在按照本规则实施的运行中在合格的领航员 和飞行通信员监督下完成。 第 121.439 条 定期复训 (a)定期复训应当以每 12 个日历月为一周期安排，保证每一机组成员或者 飞行签派员，在该型别飞机和机组成员工作位置上获得充分的训练并保持近期 熟练水平。 (b)机组成员和飞行签派员的定期复训地面训练应当至少包括下列内容： (1)机组成员或者飞行签派员在所涉及的飞机和工作位置方面知识状况的 问答或者考查； (2)根据需要讲授本规则第 121.415 条(a)款要求的初始地面训练的适当科 目，包括应急生存训练（对飞行签派员不作要求）； (3)对于客舱乘务员和飞行签派员，分别按照本规则第 121.429 条(b)款和 第 121.431 条(b)款的要求进行资格检查； (4)机组资源管理定期复训，对飞行机组成员，可以在航线模拟训练中完成 这一训练或者训练的某些部分。 (c)机组成员和飞行签派员的定期复训地面训练，除按照本规则第 121.405 条的规定予以减少外，其计划小时数应当符合下列规定： (1)对于飞行机组成员，至少具有下列计划小时数： (i)组类Ⅰ，以活塞式发动机为动力的飞机，16 小时； 86

(ii)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，20 小时； (iii)组类Ⅱ飞机，25 小时。 (2)对于客舱乘务员，至少具有下列计划小时数： (i)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，5 小时； (ii)组类Ⅱ飞机，12 小时。 (3)对于飞行签派员，至少具有下列计划小时数： (i)组类Ⅰ，以活塞式发动机为动力的飞机，8 小时； (ii)组类Ⅰ，以涡轮螺旋桨发动机为动力的飞机，10 小时； (iii)组类Ⅱ飞机，20 小时。 (d)飞行机组成员的定期复训飞行训练应当至少包括下列内容： (1)对于驾驶员，至少完成本规则附件 E 规定的动作与程序和低空风切变训 练。复训的飞行训练应该在经局方鉴定合格，至少 B 级以上的高级飞行模拟机 上进行，飞行训练的计划小时数为每 12 个日历月不少于 8 小时。除局方批准外， 对于没有飞行模拟机的机型，复训应当在地面利用该型别飞机或者训练设备训 练应急操作动作与程序，并且每 12 个日历月内至少应当有 4 小时使用飞机进行 飞行训练。 (2)对于飞行机械员，完成本规则第 121.435 条(a)款规定的飞行训练。 (3)对于领航员、飞行通信员，足够的实机飞行训练和实机飞行检查，保证 在有关操作程序和所用导航、通信设备方面能胜任工作，并熟悉合格证持有人 有关航路的重要导航、通信资料。 第 121.441 条 训练翻译的要求 (a)未取得第 121.477 条规定的飞行机组成员英语合格证（英语模拟陆空通 话考试合格、飞行专业英语考试合格）的飞行人员接受外国教员使用英语进行 本规定的各种训练时，应当由持有局方统一颁发的飞行翻译合格证的译员担任 翻译。 (b)外国教员使用其它语种对不熟悉该语种的飞行机组成员进行本规定的各 种训练时，应当由经局方批准的翻译人员担任翻译。

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O章

机组成员的合格要求

第 121.451 条 概则 (a)在配备三名（含）以上驾驶员的运行中，如需配备一名在巡航阶段替代 机长工作的资深副驾驶，该副驾驶除无需满足本规则第 121.457 条规定的运行 经历外，应当完全合格于在该次运行中担任机长。 (b)除下列检查和训练外，合格证持有人不得在按照本规则实施的运行中进 行其他任何飞行检查或者训练： (1)驾驶员的航线检查； (2)领航员的飞行检查和在合格的领航员监督下实施的领航员训练； (3)飞行通信员的飞行检查和在合格的飞行通信员监督下实施的飞行通信 员训练； (4)飞行机械员的检查（除应急程序外），但被检查的飞行机械员应当是已 按照本规则第 121.471 条(a)款规定合格并符合近期经历要求的； (5)客舱乘务员的训练和资格检查。 (c)除驾驶员航线检查和飞行机械员飞行检查外，接受训练或者检查的人员 不得作为机组必需成员使用。 第 121.453 条 驾驶员的执照要求 (a)只有持有航线运输驾驶员执照和该飞机相应型别等级的驾驶员，方可以 在按照本规则运行的飞机上担任机长，或者在需要三名（含）以上驾驶员的运 行中由符合第 121.451 条(a)款规定条件的副驾驶作为资深副驾驶。 (b)只有至少持有商用驾驶员执照和飞机类别、多发等级、仪表等级的驾驶 员，方可以在按照本规则运行的飞机上担任副驾驶。 第 121.455 条 必需的训练 (a)只有按照经批准的训练大纲，圆满完成了相应型别飞机和相应机组成员 位置的下列训练，方可以担任该型别飞机的机组必需成员： (1)新雇员训练。对于新雇员，应当圆满完成新雇员训练提纲中的地面基础 教育内容，并根据不同新雇员的原有经历和拟担任的职位，完成本款第(2)到(7) 项中相应的训练内容。 (2)初始训练。对于未在相同组类其他飞机的相同职务上经审定合格并服务 过的机组成员，应当圆满完成初始训练。 (3)转机型训练。对于已在相同组类其他型别飞机的相同职务上经审定合格 并服务过的机组成员，在转入该机型的同一职务之前，应当圆满完成转机型训 练。 88

(4)升级训练。对于在某一型别飞机上合格并担任副驾驶的机组成员，应当 圆满完成升级训练，方可以担任该机型飞机的机长。 (5)差异训练。对于已在某一特定型别的飞机上经审定合格并服务过的机组 成员，当使用的同型别飞机与原飞机存在差异时，应当圆满完成差异训练。 (6)定期复训。符合下列要求： (i)对于每个飞行机组成员，在前 12 个日历月之内，应当圆满完成本规则 规定的服务于每一机型的复训的地面和飞行训练。 (ii)对于客舱乘务员，应当在前 12 个日历月内完成复训地面训练和资格检 查； (7)重新获得资格训练。对于因为不符合近期经历要求、未按照规定期限完 成定期复训、未按照规定期限完成飞行检查或者飞行检查不合格等原因而失去 资格的机组成员，应当进行相应的重新获得资格训练。 （b）对于履行危险物品处理或者载运职责的人员（含地面人员）应当按照 CCAR-276 规定进行训练并保持训练记录。 第 121.457 条 新机型和新职位上的运行经历要求 (a)在飞机上担任机组必需成员的人员，应当在该型别飞机和在该机组成员 位置上，圆满完成本条要求的巩固知识与技术所需的飞行经验、飞行次数和航 线飞行经历时间，取得规定的运行经历。但下列情况除外： (1)除机长之外的机组成员，可以按照本条规定，在担任本职工作中，获得 符合本条要求的运行经历。 (2)符合机长要求的驾驶员可以担任符合第 121.451 条(a)款规定条件的资 深副驾驶或者副驾驶。 (3)对于同一型别中的各个改型，不要求在该改型上建立新的运行经历。 (b)在获得运行经历时，机组成员应当符合下列规定： (1)持有适合于该机组成员职位和该飞机的执照与等级； (2)已经圆满完成有关该型别飞机和该机组成员职位的相应地面与飞行训 练； (3)这些经历应当在按照本规则实施的运行中获得。但是，当某一飞机先前 未曾由合格证持有人在按照本规则实施的运行中使用过时，在该飞机验证飞行 或者调机飞行中所获得的经历可以用于满足本条的运行经历要求。 (c)驾驶员应当按照下述要求获得运行经历： (1) 待取得机长运行经历的驾驶员，应当在飞行检查员或者飞行教员的监 视下履行机长职责。对于完成初始或者升级训练、待取得机长运行经历的驾驶 员，应当在局方监察员或者局方委任代表的监视下完成规定的职责至少一个航 段飞行（包括起飞和着陆）。在按照本条规定取得运行经历的过程中，飞行检 查员或者飞行教员应当担任机长并坐在驾驶员座位上。 (2)副驾驶应当在飞行检查员或者飞行教员监督下完成其职责。 (3)运行经历所要求的飞行经历时间和飞行次数应当符合下列规定： 89

(i)组类Ⅰ，活塞式发动机为动力的飞机，飞行经历时间至少 15 小时； (ii)组类Ⅰ，涡轮螺旋桨发动机为动力的飞机，飞行经历时间至少 20 小时； (iii)组类Ⅱ飞机，飞行经历时间至少 25 小时。 (iv)本项要求的运行经历中，应当包括至少 4 次飞行，其中包括至少 3 次 作为该飞机的操作驾驶员的飞行。其中的 1 次操作应当在高度 3000 米（10000 英尺）以下用人工飞行的方式操作飞机。 (d)飞行机械员应当在飞行机械检查员或者教员的监督下履行飞行机械员 职责至少达到下列小时数： (1)组类Ⅰ，活塞式发动机为动力的飞机，8 小时； (2)组类Ⅰ，涡轮螺旋桨发动机为动力的飞机，10 小时； (3)组类Ⅱ飞机，12 小时。 (e)客舱乘务员应当在飞行乘务检查员的监督下履行规定的职责至少达到 5 小时，飞行乘务检查员应当亲自观察这些职责的完成情况。正在获得飞行经验 的客舱乘务员不得担任机组必需成员。 (f)对于新机型、新职位的驾驶员，为巩固其知识与技术，合格证持有人应 当采取下列措施，保证其飞行连续性： (1)在完成新机型或者新职位上的训练之后的 120 天之内，应当安排航线飞 行至少 100 小时； (2)如果驾驶员在完成必需的 100 小时航线飞行经历时间前，到该合格证持 有人运行的另一型别飞机上担任驾驶员，则该驾驶员在重新回到原新机型上担 任驾驶员时，应当首先在飞行模拟机或者飞机上完成经批准的复习训练； (3)对于在 120 天之内没有完成必需的 100 小时航线飞行经历时间的驾驶 员，应当在飞行模拟机或者飞机上完成熟练检查并重新建立 120 天之内 100 小 时的航线飞行经历。 第 121.459 条 驾驶员的使用限制和搭配要求 （a）如果副驾驶在所飞机型上的飞行经历时间少于 100 小时，并且机长不具 备飞行检查员或者飞行教员资格，则在下列情况下，应当由机长完成所有起飞 和着陆： (1)在局方规定或者合格证持有人规定的特殊机场； (2)机场的最新气象报告中有效能见度值等于或者小于 1200 米(3/4 英里)， 或者跑道视程(RVR)等于或者小于 1200 米(4000 英尺)。 (3)所用跑道有水、雪、雪浆或者严重影响飞机性能的情况； (4)所用跑道的刹车效应据报告低于“好”的水平； (5)所用跑道的侧风分量超过 7 米/秒(15 海里/小时)； (6)在机场附近据报告有风切变； (7)机长认为需谨慎行使机长权力的任何其他情况。 (b)在安排飞行机组搭配时，应当至少有一名驾驶员在该型别飞机上具有 100 小时的航线飞行经历时间。但在下列情况下，局方可以根据合格证持有人的 90

申请，使用对其运行规范作适当增补的方法，批准偏离本款的要求： (1)新审定合格的合格证持有人没有雇佣任何符合本款最低要求的驾驶员； (2)现有合格证持有人在其机群中增加了以前未在其运行中使用过的某型 飞机； (3)现有合格证持有人建立了新的基地，指派到该基地的驾驶员需要在该基 地运行的飞机上取得资格。 (c)合格证持有人应当建立一套飞行机组排班系统，保证科学合理地搭配飞 行机组成员，安全地完成所分派的任务。搭配飞行机组成员时应当考虑以下因 素： (1)飞行机组成员的经历、资格满足所飞区域、航路、机场和特殊运行的要 求； (2)飞行机组成员对所飞机型得到充分训练，使用设备、操纵飞机的整体能 力满足运行要求； (3)飞行机组成员的年龄和性格特征； (4)所执行的飞行任务的其他特点。 第 121.461 条 驾驶员的近期经历要求 (a)在合格证持有人不得使用任何驾驶员，任何驾驶员也不应在按照本规则 运行中担任飞行机组必需成员，除非该驾驶员于前 90 个日历日之内，在所服务 的该型别飞机上，至少已做过三次起飞和着陆。本款要求的起飞和着陆可以在 经批准的飞行模拟机上完成，在任一连续的 90 个日历日内未能完成要求的三次 起飞和着陆的人员，应当按照本条(b)款的规定重新建立近期经历。 (b)除了满足本规则所有适用的训练和检查要求之外，未满足本条(a)款要 求的驾驶员应当按照下列要求重新建立近期经历： (1)在飞行检查员监视下，在所飞的该型别飞机上，或者在经批准的飞行模 拟机上，至少完成三次起飞和着陆； (2)前述三次起飞和着陆应当包括至少一次模拟最临界发动机失效时的起 飞、至少一次使用仪表着陆系统进近到该合格证持有人经批准的仪表着陆系统 最低天气标准的着陆以及至少一次全停着陆。 (c)当使用飞行模拟机完成本条(a)款或者(b)款的任何要求时，飞行机组必 需成员的位置应当由具有恰当资格的人员占据，并且，飞行模拟机应当严格模 拟正常飞行环境，不得使用飞行模拟机重新设定位置的特性。 (d)飞行检查员应当对被监视的人员作出鉴定，判断其是否熟练和是否合格 于在本规则规定的运行中执行飞行任务，并且，可以决定增加他认为作出这种 鉴定所需要增加的动作。 第 121.463 条 航线检查 (a)机长应当在前 12 个日历月内，在其所飞的一个型别飞机上通过航线检 查，在检查中圆满完成机长职责。 91

(b)航线检查应当由在该航路和该型别飞机两方面都合格的飞行检查员实 施，并且至少有一次检查飞行是在合格证持有人的典型航路上进行的。 第 121.465 条 熟练检查 (a) 担任飞行机组必需成员的驾驶员应当在前 6 个日历月之内在所服务的 机型上完成熟练检查，否则不得担任飞行机组必需成员。 (b) 熟练检查可以在定期复训中进行。熟练检查每隔一次可以用本规则第 121.409 条(b)款中规定的飞行模拟机训练课程代替。按照中国民用航空规章第 61 部完成的型别等级飞行考试可以代替熟练检查。 (c)熟练检查应当满足下列要求： (1)至少包括本规则附件 E 所规定的程序和动作，除非该附件中另有特殊规 定。 (2)由局方监察员、局方委任代表或者合格证持有人的飞行检查员进行。 (d)对于本规则附件 E 中规定可以放弃的动作与程序，实施熟练检查的人员 可以根据自己的判断放弃检查，但应当满足下列要求： (1)局方没有发布应当完成该动作或者程序的特别指令； (2)被检查的驾驶员，在合格证持有人的该型别飞机和飞行机组成员职位 上，具有一年以上的安全运行经历。 (e)如果被检查的驾驶员在任一要求的动作上失败，实施熟练检查的人员可 以在熟练检查过程中，给该驾驶员增加训练。除了重复完成曾失败的动作之外， 可以要求被检查的驾驶员，重复他认为对判断驾驶员熟练程度所必需的任何其 他动作。如果被检查的驾驶员未通过熟练检查，合格证持有人不得在本规则运 行中使用该人员，该人员也不得在本规则运行中任职，直至其满意地完成熟练 检查为止。 第 121.467 条 机长的区域、航路和机场合格要求 (a)合格证持有人应当向机长提供所飞区域和所飞各机场与终端区的下述 各方面的最新信息，保证这些信息的完整和正确，并且确保该机长对这些信息 有足够的了解和有能力使用： (1)该季节相应的气象特征； (2)导航设施，包括机场目视助航设备； (3)通信程序； (4)地形和障碍物类型； (5)最低安全飞行高度； (6)航路和终端区进场与离场程序、等待程序和有关机场经批准的仪表进近 程序； (7)驾驶员将要使用的终端区的每个机场的活动拥挤区和自然布局； (8)航行通告。 (b)合格证持有人应当提供一个能被局方接受的系统，以便将本条(a)款所 92

要求的信息传递给机长和相应的飞行运作人员。该系统还应当保证合格证持有 人满足本规则第 121.469 条规定的要求。

第 121.469 条 机长的特殊区域、航路和机场合格要求 (a)局方可以根据周围地形、障碍物、复杂的进近程序或者离场程序等因素， 将某些机场确定为特殊机场，要求机长具有特殊的机场资格，并可以对某些区 域或者航路提出特殊类型的导航资格要求。 (b)合格证持有人应当保证，在飞往或者飞离特殊机场的运行中担任机长的 驾驶员，应当在前 12 个日历月之内曾作为飞行机组成员飞过该机场（包括起飞 和着陆），或者曾使用经局方认可的该机场图形演示设备或者飞行模拟机进行 训练并获得资格。但是，如果机场的云底高度，至少高于最低航路高度(MEA)、 最低超障高度(MOCA)、或者该机场仪表进近程序规定的起始进近高度最低者之 上 300 米(1000 英尺)，而且该机场的能见度至少为 4800 米(3 英里)，则进入该 机场（包括起飞或者着陆）时，可以不对机长作特殊机场资格要求。 (c)在需要特殊类型导航资格的航路或者区域上两个航站之间担任机长的 驾驶员，应当在前 12 个日历月之内，以局方认可的方式，用下列方法之一证明 其合格于使用该导航系统： (1)使用该特殊类型导航系统，担任机长在某一航路或者区域上飞行； (2)使用该特殊类型导航系统，在航空检查人员的监视下，担任机长在某一 航路或者区域上飞行； (3)完成本规则附件 I《多普勒雷达和惯性导航系统》规定的训练。

第 121.471 条 飞行机械员的合格要求 (a)在飞机上担任飞行机械员的人员，应当持有飞行机械员执照和相应的等 级，并完成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练 和检查以及本规则要求的训练和检查。 (b)在飞机上担任飞行机械员的人员，应当在前 6 个日历月之内，在该型别 飞机上至少担任飞行机械员飞行了 50 小时，或者，合格证持有人或者局方在该 型别飞机上对其进行了检查，并认为其熟悉且掌握了所有现行重要信息和操作 程序。 (c)按照本规则第 121.435 条(a)款第(2)项实施的飞行检查，满足本条(b) 款的要求。 第 121.473 条 飞行通信员的合格要求 (a)在飞机上担任飞行通信员的人员，应当持有飞行通信员执照和相应的等 级，并完成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练 和检查，以及本规则要求的训练和检查。 93

(b)在飞机上担任飞行通信员的人员，应当在前 6 个日历月之内至少担任飞行通 信员飞行了 50 小时，或者，合格证持有人或者局方在该型别飞机上对其进行了 检查，并认为其熟悉且掌握了所有现行重要信息和操作程序。

第 121.475 条 领航员的合格要求 (a)在飞机上担任领航员的人员，应当持有领航员执照和相应的等级，并完 成中国民用航空规章第 63 部为保持该执照和等级有效性所要求的训练和检查， 以及本规则要求的训练和检查。 (b)在飞机上担任领航员的人员，应当在前 6 个日历月之内至少担任领航员 飞行了 50 小时，或者，合格证持有人或者局方在该型别飞机上对其进行了检查， 并认为其熟悉且掌握了所有现行重要信息和操作程序。 第 121.477 条 客舱乘务员的合格要求 在飞机上担任客舱乘务员的人员，应当通过局方按照本规则批准的训练大 纲训练并经合格证持有人检查合格。在按照本规则运行时，应当持有现行有效 的体检合格证和合格证持有人颁发的客舱乘务员训练合格证。 第 121.479 条 飞行机组成员的英语要求 合格证持有人应当对飞行机组成员进行专业英语训练，使其能够在飞行中 使用英语进行陆空通话，阅读各种英文飞行手册、资料，在使用英语的飞行训 练和授课中无需翻译，使用英文填写各种飞行文件和使用英语进行交流。 对英语考试不合格的按照本规则运行的飞行机组成员实施下列限制： (a) 1960 年 1 月 1 日(含)以后出生的驾驶员，未取得飞行人员英语合格证 （英语模拟陆空通话考试合格、飞行专业英语考试合格）的，不得参加转大型(含) 以上机型训练，不得执行国际和特殊管理的国内航线飞行任务。 (b) 1955 年 1 月 1 日(含)至 1959 年 12 月 31 日(含)出生的驾驶员，未取得 飞行人员英语合格证（英语模拟陆空通话考试合格）的，不得在国际和特殊管 理的国内航线飞行任务中担任机长。 (c) 1955 年 1 月 1 日(含)以后出生的飞行通信员，未取得飞行人员英语合 格证（英语模拟陆空通话考试合格、飞行专业英语考试合格）的，不得执行国 际和特殊管理的国内航线飞行任务。 (d) 1954 年 12 月 31 日(含)以前出生的飞行通信员，未取得飞行人员英语 合格证（英语模拟陆空通话考试合格）的，不得执行国际和特殊管理的国内航 线飞行任务。

94

P章

机组成员值勤期限制、飞行时间限制 和休息要求

第 121.481 条 概则 (a) 合格证持有人在实施本规则运行中，应当保证其机组成员符合本章适用 的值勤期限制、飞行时间限制和休息要求。任何违反本章规定的人员不得在本 规则运行中担任机组必需成员。 (b)本章中的用语定义如下： (1)经批准的睡眠区，是指经局方批准，为使机组成员获得良好睡眠而指定 的场所。 (2)日历日，是指按照世界协调时或者当地时间划分的一个时间段，从当日 零点到次日零点之间的 24 小时。 (3)值勤期，是指机组成员在接受合格证持有人安排的飞行任务后，从为了 完成该次任务而到指定地点报到时刻开始（不包括从居住地或者驻地到报到地 点所用的时间），到解除任务时刻为止的连续时间段。在一个值勤期内，如机 组成员能在有睡眠条件的场所得到休息，则该休息时间可以不计入该值勤期的 值勤时间。 (4)休息期，是指从机组成员到达休息地点起，到为执行下一次任务离开休 息地点为止的连续时间段，在该段时间内，合格证持有人不得为该员安排任何 工作和给予任何干扰。为了完成指派的飞行任务作为乘员乘坐飞机往来于驻地 和值勤地点的时间不得计入休息期。 (5)运行延误，是指由于出现恶劣的气象条件、飞机设备故障、空中交通管 制不畅等客观情况而导致的延误。 (c)在本章中，机组成员的飞行时间是指机组成员在飞机飞行期间的值勤时 间，包括在座飞行时间(飞行经历时间)和不在座飞行时间。 第 121.483 条 驾驶员值勤期限制、飞行时间限制和休息要求 (a)当飞行机组配备 2 名驾驶员时，驾驶员的值勤期限制、飞行时间限制和 休息要求应当符合以下规定： (1) 值勤期最多 14 小时，该值勤期内的飞行时间不得超过 8 小时，但对于 不多于 2 个航段的飞行，飞行时间可以延长至 9 小时。值勤期后应当安排至少 10 个连续小时的休息期，但对飞行任务解除的时间是发生在当地时间午夜零点 之后的，则应安排 12 连续小时的休息期，这个休息期应当安排在该值勤期结束 时刻与下一值勤期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 14 小时的限制，则 95

该值勤期后的休息期可以缩短至 9 小时； (3)发生运行延误时，值勤期最多可以延长至 16 小时，但该值勤期后 10 小 时的休息期不得缩短。 (b)当飞行机组配备 3 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规 定条件的资深副驾驶时，驾驶员的值勤期限制、飞行时间限制和休息要求应当 符合以下规定： (1)值勤期最多 16 小时，该值勤期内的飞行时间不得超过 10 小时，但对于 中间没有经停的飞行，飞行时间可以延长至 12 小时。值勤期后应当安排至少 14 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤期 开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 16 小时的限制，则该 值勤期后的休息期可以缩短至 12 小时； (3)发生运行延误时，值勤期最多可以延长至 18 小时，但该值勤期后 14 小 时的休息期不得缩短。 (c)当飞行机组配备 3 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规定 条件的资深副驾驶并为飞行机组提供经批准的睡眠区时，驾驶员的值勤期限制、 飞行时间限制和休息要求应当符合以下规定： (1)值勤期最多 18 小时，该值勤期内的飞行时间不得超过 14 小时，但每个 驾驶员在飞行中应当有机会在经批准的睡眠区得到休息，值勤期后应当安排至 少 18 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值 勤期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 18 小时的限制，则该 值勤期后的休息期可以缩短至 16 小时； (3)发生运行延误时，值勤期最多可以延长至 20 小时，但该值勤期后 18 小 时的休息期不得缩短。 (d)当飞行机组配备 4 名驾驶员，其中包含 1 名符合第 121.451 条(a)款规定 条件的资深副驾驶时，驾驶员的值勤期限制、飞行时间限制和休息要求应当符 合以下规定： (1)值勤期最多 20 小时，该值勤期内的飞行时间不得超过 17 小时，但每个 驾驶员在飞行中应当有机会在批准的睡眠区得到休息，值勤期后应当安排至少 22 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤 期开始时刻之间； (2)发生运行延误时，如驾驶员的实际值勤时间未超过 20 小时的限制，则该 值勤期后的休息期可以缩短至 20 小时； (3)发生运行延误时，值勤期最多可以延长至 22 小时，但该值勤期后 22 小 时的休息期不得缩短。

96

第 121.485 条 领航员、飞行机械员、飞行通信员值勤期限制、飞行时间限制 和休息要求 (a)当飞行机组配备一名领航员、一名飞行机械员或者一名飞行通信员时， 可以有下述两种安排方式： (1)值勤期安排不超过 14 小时，该值勤期内的飞行时间不得超过 9 小时， 值勤期后应当安排至少 10 个连续小时的休息期，这个休息期应当安排在该值勤 期结束时刻与下一值勤期开始时刻之间。并且在发生运行延误时，还应当符合 下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 14 小时的限 制，则要求的休息期可以缩短至 9 小时； (ii)值勤期最多可以延长至 16 小时，但该值勤期后 10 小时的休息期不得缩 短。 (2)值勤期安排超过 14 小时但不超过 16 小时，该值勤期内的飞行时间不得 超过 12 小时，值勤期后安排至少 14 个连续小时的休息期，这个休息期应当安 排在该值勤期结束时刻与下一值勤期开始时刻之间。并且在发生运行延误时， 还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 16 小时的 限制，则要求的休息期可以缩短至 12 小时； (ii)值勤期最多可以延长至 18 小时，但该值勤期后 14 小时的休息期不得 缩短。 (b)当飞行机组配备两名领航员、两名飞行机械员或者两名飞行通信员时， 可以有下述两种安排方式： (1)值勤期安排超过 16 小时但不超过 18 小时，该值勤期内的飞行时间不得 超过 14 小时，且在飞行中应当有机会在经批准的睡眠区得到休息。值勤期后安 排至少 18 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下 一值勤期开始时刻之间。并且在发生运行延误时，还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 18 小时的 限制，则要求的休息期可以缩短至 16 小时； (ii)值勤期最多可以延长至 20 小时，但该值勤期后 18 小时的休息期不得 缩短。 (2)值勤期安排超过 18 小时但不超过 20 小时，该值勤期内的飞行时间不得 超过 17 小时，且在飞行中应当有机会在批准的睡眠区得到休息。值勤期后安排 至少 22 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一 值勤期开始时刻之间。并且在发生运行延误时，还应当符合下列规定： (i)如领航员、飞行机械员、飞行通信员的实际值勤时间未超过 20 小时的 限制，则要求的休息期可以缩短至 20 小时； (ii)值勤期最多可以延长至 22 小时，但该值勤期后 22 小时的休息期不得 缩短。 97

第 121.487 条 飞行机组成员的周、月、年飞行时间限制 合格证持有人在为飞行机组成员安排飞行时，应当保证飞行机组成员的总 飞行时间(含按照本规则实施的运行和本规则之外的运行，如训练、调机、私用 和作业飞行等)遵守以下规定： (a)任何 7 个连续日历日内不得超过 40 小时。 (b)任一日历月飞行时间不超过 100 小时，任何连续三个日历月内的总飞行 时间不得超过 270 小时。 （c）任一日历年内不得超过 1000 小时。 第 121.489 条 飞行机组成员值勤期和飞行时间安排的附加限制 (a)合格证持有人安排飞行机组成员的值勤期时，如果按照正常情况能够在 限制时间内终止值勤期，但由于运行延误，所安排的飞行没有按照预计时间到 达目的地，超出了值勤期的限制时间，则不认为该飞行机组成员在排班时超出 了值勤期限制。但是，应当遵守本规则第 121.483 条和第 121.485 条的规定， 值勤期的延长最多不超过 2 个小时。 (b)合格证持有人安排飞行机组成员的飞行时间时，如果正常情况下能够在 限制飞行时间内结束飞行，但由于运行延误，所安排的飞行没有按照预计时间 到达目的地，超出了飞行时间限制，则不认为该飞行机组成员在排班时超出了 飞行时间限制。 (c)当飞行机组成员为几个航空运营人或者在几种类型的运行中值勤时，其 值勤时间、飞行时间的总和应当满足本规则规定的值勤期限制和飞行时间限制。 (d)飞行机组成员在起飞前由于延误造成的待命时间，计入值勤期时间之 内。

第 121.491 条 客舱乘务员的值勤期限制和休息要求 (a)当按照本规则第 121.391 条规定的最低数量配备客舱乘务员时，客舱乘 务员的值勤期不得超过 14 小时， 值勤期后应当安排至少 9 个连续小时的休息期， 这一休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间。 (b)在按照本规则第 121.391 条规定的最低数量配备上增加客舱乘务员人数 时，客舱乘务员的值勤期限制和休息要求应当符合如下规定： (1)增加 1 名客舱乘务员，值勤期不得超过 16 小时；增加 2 名客舱乘务员， 值勤期不得超过 18 小时；增加 3 名或者 3 名以上客舱乘务员，值勤期不得超过 20 小时。 (2)值勤期超过 14 小时时， 值勤期后应当安排至少 12 个连续小时的休息期， 这一休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间。 (c)合格证持有人安排客舱乘务员值勤期时，如果按照正常情况能够在限制 时间内终止值勤期，但由于运行延误，所安排的飞行没有按照预计时间到达目 的地，超出了值勤期的限制时间，则不认为该客舱乘务员在排班时超出了值勤 98

期限制。 第 121.493 条 客舱乘务员的周、月、年飞行时间限制 合格证持有人在为客舱乘务员安排飞行时，应当保证客舱乘务员的总飞行时 间符合以下规定： (a)在任何连续 7 个日历日内不超过 40 小时。 (b)任一日历月内不得超过 120 小时。 (c)任一日历年内不得超过 1300 小时。 （d）客舱乘务员在飞机上履行安全保卫职责的时间应当记入客舱乘务员的飞 行时间。 第 121.495 条 机组成员休息时间的附加要求 (a)合格证持有人不得在机组成员规定的休息期内为其安排任何工作，该机 组成员也不得接受合格证持有人的任何工作。 (b)本章要求的休息期可以包含在其他休息期之内。 (c)只有在发生运行延误时，才允许按照本规则第 121.483 条和第 121.485 条中的规定缩短休息期，不允许作事先安排。 (d)在任何连续的 7 个日历日内，对被安排了一次或者一次以上值勤期的机 组成员，合格证持有人应当为其安排一个至少连续 48 小时的休息期。 (e)当合格证持有人为机组成员安排了其他工作任务时，该任务时间可以计 入、也可以不计入值勤期。当不计入值勤期时，在值勤期开始前应当为其安排 至少 8 个小时的休息期。 (f)如果飞行的终止地点所在时区与机组成员的基地所在时区之间有 6 个或 者 6 个小时以上的时差，则当机组成员回到基地以后，合格证持有人应当为之 安排一个至少 48 个连续小时的休息期。这一休息期应当在机组成员进入下一值 勤期之前安排。本款所述基地是指合格证持有人确定的机组成员驻地并接受排 班的地方。 (g)合格证持有人将机组成员运送到执行飞行任务的机场，或者将其从解除 任务的机场运送回驻地，这些路途上所耗费的时间不应当被认为是休息期的组 成部分。 (h)合格证持有人在安排了机组成员按照本规则第 121.487 条(a)款和第 121.493 条(a)款规定的飞行时间后，应当至少安排一个连续 48 小时的休息期。

99

Q章

飞行签派员的合格要求和值勤时间限制

第 121.501 条 飞行签派员的合格要求 (a)在国内、国际定期载客运行中担任飞行签派员的人员，应当持有飞行签 派员执照，并且按照本规则 N 章批准的训练大纲，圆满完成相应飞机组类中的 一个型别飞机的下列训练： (1)飞行签派员初始训练，但是如果该飞行签派员已对同一组类的另一型别 飞机接受了初始训练，则只需完成相应的转机型训练。 (2)运行熟悉，在驾驶舱观察按照本规则实施的运行至少 5 小时（含一次起 飞和着陆）。对于驾驶舱没有观察员座位的飞机，可以在配备耳机或者喇叭的 前排旅客座位上观察。本款要求可以用额外增加一次起飞和着陆代替一个飞行 小时的方法，将运行熟悉小时数减少至不低于 2.5 小时。 (3)对于新引进组类的飞机，在开始投入本规则运行后 90 天之内，不满足 本款第(2)项中运行熟悉要求的人仍可以担任飞行签派员。 (b)飞行签派员所签派的飞机与原签派的同型别飞机存在差异时，应当接受 该飞机的差异训练。 (c)飞行签派员应当在前 12 个日历月内完成定期复训地面训练和资格检查。 (d)飞行签派员应当在前 12 个日历月内在其签派的每一组类飞机的一个型 别飞机上，满足本条(a)款第(2)项中的运行熟悉要求。对每一组类飞机，本款 要求可以使用按照本规则第 121.407 条批准的该组类一个型别的飞行模拟机， 完成训练观察 5 小时的方法来满足。但是，如果使用飞行模拟机来满足本款要 求，不得减少小时数。 (e)合格证持有人在批准飞行签派员担任飞机签派任务前，应当确认该飞行 签派员熟悉其行使签派管辖权的运行区间的所有运行程序。但是，经审定合格 可以签派飞机通过其他某个运行区间的飞行签派员，在与经审定合格的对该运 行区间行使签派管辖权的飞行签派员协调后，可以签派飞机通过其他某个运行 区间。 第 121.503 条 飞行签派员的值勤时间限制 (a)合格证持有人应当规定飞行签派员日常的值勤时间。值勤时间应当从飞 行签派员为签派飞机而了解气象情况和飞机运行情况时刻开始，至所签派的每 架飞机已完成飞行，或者已超出其管辖范围，或者由另一位经审定合格的飞行 签派员接替其工作时止。 (b)除出现了超出合格证持有人控制能力的形势或者应急情况之外，签派员 的值勤时间限制应当符合下列要求： (1)任何合格证持有人不得安排飞行签派员连续值勤超过 10 小时； (2)如果飞行签派员在连续 24 小时内被安排值勤时间超过 10 小时，该合格 100

证持有人应当在该飞行签派员值勤时间达到或者累计达到 10 小时之前为他提供 至少连续 8 小时的休息时间； (3)合格证持有人应当在任意连续 7 个日历日内为飞行签派员安排一个至少 连续 24 小时的休息期，或者在任一日历月中被安排相当时间的休息期。 (c)合格证持有人在经局方批准后，可以安排在境外工作的飞行签派员，在 24 小时内连续工作超过 10 小时，但在每个 24 小时期间内，应当安排该飞行签 派员至少连续休息 8 小时。

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T章

飞行运作

第 121.531 条 国内、国际定期载客运行的运行控制责任 (a)合格证持有人应当对运行控制负责。 (b)机长和飞行签派员应当对飞行的计划、延迟和签派或者放行是否遵守中 国民用航空规章和合格证持有人的运行规范共同负责。 (c)飞行签派员应当对下列工作负责： (1)监控每次飞行的进展情况； (2)分析与发布该次飞行安全所必需的信息； (3)如果根据其本人或者机长的判断，认为该次飞行不能按照计划或者放行 的情况安全地运行或者继续运行时，取消或者重新签派该次飞行。 (d)在飞行期间，机长负责控制飞机和指挥机组，并负责旅客、机组成员、 货物和飞机的安全。 (e)在飞行期间，机长对于飞机的运行拥有完全的控制权和管理权。这种权 力没有限制，可以超越机组其他成员及他们的职责，无论机长是否持有执行其 他机组成员职责的有效证件。 (f)任何驾驶员在驾驶飞机时不得粗心大意和盲目蛮干，以免危及生命或者 财产的安全。

第 121.532 条 补充运行的运行控制责任 (a)合格证持有人应当对运行控制负责，并在手册中列出授权实施运行控制 的人员。 (b)机长和运行副总经理应当对飞行的放行、延续、改航和终止是否遵守中 国民用航空规章和合格证持有人的运行规范共同负责。运行副总经理以委托他 人行使飞行放行、延续、改航和终止的职能，但不能委托运行控制的责任。 (c)当运行副总经理或者机长认为该次飞行不能按照计划安全地运行时，运 行副总经理对取消、改航或者延迟飞行负责。运行副总经理应当负责至少在下 列方面对飞行运行进行监控： (1)始发地机场的离开和目的地机场的到达，包括中途停留机场及备降机场； (2)发生在起始、目的地和中途停留机场的维修及机械延误； (3)已知的严重影响飞行安全的情况。 (d)在飞行期间，机长负责控制飞机和指挥机组，并负责旅客、机组成员、 货物和飞机的安全。在飞行期间，对于飞机的运行拥有完全的控制权和管理权。 这种权力没有限制，可以超越机组其他成员及他们的职责，无论机长是否持有 执行其他机组成员职责的有效证件。 (e) 机长对飞行前的计划和飞行中的运行是否遵守中国民航规章和合格证持 102

有人的运行规范负责。 (f)任何驾驶员在驾驶飞机时不得粗心大意和盲目蛮干，以免危及生命或者 财产的安全。 第 121.533 条 飞行保安 按照本规则实施运行的合格证持有人应当遵守中国民用航空规章适用的保 安要求。 第 121.535 条 运行通告 合格证持有人应当将设备和运行程序方面的任何变动通知其相关的人员， 包括已知的正在使用的任何导航设施、机场、空中交通管制程序与规则、机场 交通管制规则等方面的变化，以及已知的威胁飞行安全的信息，包括结冰和其 他危险气象条件、地面和导航设施不正常的情况等。 第 121.537 条 运行时刻表 在安排运行时刻表时，合格证持有人应当为飞机在经停站正常补给服务留 出足够的时间，并应当考虑航路上的盛行风和所用型号飞机的巡航速度。这个 巡航速度不得大于发动机的标称巡航输出功率所能获得的巡航速度。 第 121.539 条 飞行机组成员的值勤要求 (a)在飞行的关键阶段，合格证持有人不得要求飞行机组成员完成飞机安全 运行所必需的工作之外的任何其他工作，飞行机组任何成员也不得承担这些工 作。预定厨房供应品，确认旅客的衔接航班，对旅客进行合格证持有人的广告 宣传，介绍风景名胜的广播，填写与运行无关的公司报告表、记录表等工作都 不是飞机安全运行所必需的工作。 (b)在飞行的关键阶段，飞行机组成员不得从事可能分散飞行机组其他成员 工作精力，或者可能干扰其他成员正确完成这些工作的活动，机长也不得允许 其从事此种活动。这些活动包括进餐、在驾驶舱无关紧要的交谈、在驾驶舱和 客舱机组成员之间无关紧要的通话、阅读与正常飞行无关的刊物等。 (c)在本条中，飞行关键阶段是指滑行、起飞、着陆和除巡航飞行以外在 3000 米(10000 英尺)以下的飞行阶段。 第 121.541 条 在操作位置上的飞行机组成员 (a)除本条(b)款规定外，在驾驶舱值勤的每个飞行机组必需成员，在飞行 过程中应当坐在指定的值勤位置并系好安全带；在起飞和着陆过程中应当坐在 指定的值勤位置并系好安全带和肩带，但对于驾驶员之外的飞行机组成员，在 履行其正常职责需要时可以松开肩带。 (b)在下列情形下，飞行机组必需成员可以离开指定的值勤位置： (1)为了完成与飞机运行有关的任务需要该机组成员离开时。 (2)机组成员的离开与生理需要有关时。 103

(3)机组成员到了休息期，并按照下述规定有人接替工作时： (i)对于指定的机长，在航路巡航飞行期间，可以由符合第 121.451 条(a) 款规定条件的资深副驾驶接替； (ii)对于指定的副驾驶，可以由有资格在航路飞行期间担任副驾驶的驾驶 员接替。但是，接替的驾驶员不必满足本规则第 121.461 条(b)款中关于近期经 历的要求。 第 121.543 条 操纵装置的控制 除符合下列规定之一的人员外，机长不得允许其他人员在飞行期间控制操 纵装置，其他人员也不得在飞行期间控制操纵装置： (a)运行该飞机的合格证持有人的合格驾驶员； (b)得到机长允许、有资格在该飞机上飞行的正在执行飞行运行检查任务的 局方监察员或者局方委任代表； (c)得到机长允许、有资格在该飞机上飞行并且获得了局方和运行该飞机的 合格证持有人批准的另一合格证持有人的驾驶员。 第 121.545 条 进入驾驶舱的人员的限制 (a)下列人员可以进入飞机驾驶舱，但并不限制机长为了安全而要求其离开 驾驶舱的应急决定权： (1)机组成员； (2)正在执行任务的局方监察员或者局方委任代表； (3)得到机长允许并且其进入驾驶舱对于安全运行是必需或者有益的人员。 (4)经机长同意，并经合格证持有人特别批准的其他人员。 (b)被准许进入驾驶舱的非机组人员，应当在客舱内有供该人员使用的座 位，但下列人员在驾驶舱有供其使用的座位时除外： (1)正在对飞行操作进行检查或者观察的局方监察员或者经授权的局方委 任代表； (2)局方批准进行空中交通管制程序观察的空中交通管制员； (3)合格证持有人雇用的持有执照的航空人员； (4)其他合格证持有人雇用的持有执照的航空人员，该员得到运行该飞机的 合格证持有人的批准； (5)运行该飞机的合格证持有人的雇员，其职责与飞行运作的实施或者计 划、或者空中监视飞机设备或者操作程序直接有关，此人进入驾驶舱对于完成 其任务是必需的，并且已得到在运行手册中列出的有批准权的主管人员的书面 批准； (6)该飞机或者其部件的制造厂家技术代表，其职责与空中监视飞机设备或 者操作程序直接有关，进入驾驶舱对于完成其职责是必需的，并已得到该合格 证持有人在运行手册中列出的有批准权的运行部门负责人的书面批准。

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第 121.547 条 局方监察员进入驾驶舱的权力 局方指定的监察员执行监察任务时，向机长出示局方监察员证件后，机长 应当允许该监察员不受阻碍地进入该飞机的驾驶舱。 第 121.549 条 飞行装具 (a)机长应当保证在每次飞行中，飞机上带有合适的航空图表资料，其中应 当包含有关导航设施和仪表进近程序的足够信息。 (b)在每次飞行中，每个机组成员应当有一个处于良好工作状态的手电筒， 供其随时使用。 第 121.551 条 国内、国际定期载客运行的运行限制或者暂停运行 当合格证持有人了解到某些情况，包括机场或者跑道情况等，对安全运行构 成威胁时，该合格证持有人应当限制或者暂停运行，直到这些情况消除为止。 第 121.552 条 补充运行的运行限制或者暂停运行 当实施补充运行的合格证持有人或者机长了解到某些情况，包括机场和跑道 情况等，对安全运行构成威胁时，该合格证持有人或者机长应当根据当时的情 况限制或者暂停运行，直到这些情况消除为止。 第 121.553 条 国内、国际定期载客运行对批准航路和限制的遵守 驾驶员在国内、国际定期载客运行中操作飞机时应当遵守下列规定： (a)不得在其运行规范规定以外的航路或者航段上飞行； (b)应当遵守其运行规范规定的限制。 第 121.555 条 最低油量的宣布 (a)当出现最低燃油量状况时，机长应当遵守下列规定： (1)向空中交通管制员宣布“最低油量”； (2)向空中交通管制员报告剩余的可用燃油还能飞多少分钟； (3)继续按照空中交通管制员同意的航路飞行； (4)通知飞行签派员，已宣布了最低油量； (5)如果按照目视飞行规则或者在无雷达地区实施运行，报告现在位置和预 计到达目的地的时间。 (b)最低油量是指飞行过程中应当报告空中交通管制员采取应急措施的一个 特定燃油油量最低值。该油量是在考虑到规定的燃油油量指示系统误差后，最 多可以供飞机在飞抵着陆机场后，能以等待空速在高于机场标高 450 米(1500 英 尺)的高度上飞行 30 分钟。 第 121.556 条 国内、国际定期载客运行的紧急情况 （a）在需要立即决断和处置的紧急情况下，机长可以采取他认为在此种情 况下为保证飞行安全应当采取的任何行动。在此种情况下，机长可以在保证安 105

全所需要的范围内偏离规定的运行程序与方法、天气最低标准和其他规定。 （b）飞行签派员在飞行期间发现需要其立即决断和处置的紧急情况时，应 当将紧急情况通知机长，确实弄清机长的决断，并且应当将该决断作出记录。 如果在上述情况下，该飞行签派员不能与飞行人员取得联系，则应当宣布进入 应急状态，并采取他认为在此种情况下为保证飞行安全应当采取的任何行动。 （c）当机长或者飞行签派员行使应急权力时，应当将飞行的进展情况及时 准确地报告给相应的空中交通管制部门和签派中心。宣布应急状态的人员应当 通过该合格证持有人的运行副总经理，向局方书面报告任何偏离。飞行签派员 应当在应急状态发生后 10 天内提交书面报告，机长应当在返回驻地后 10 天内 提交书面报告。

第 121.557 条 危险天气和地面设施与导航设施不正常的报告 (a)在飞行中遇到气象条件、地面设施或者导航设施不正常时，如果机长认 为这些情况对其他飞行的安全十分重要，应当尽快通知有关的地面站或者空中 交通管制员、飞行签派员。 (b)按照本条(a)款接到通知的人员，应当把情况报告给直接负责运行该设施 的机构。 第 121.558 条 补充运行的紧急情况 （a）在需要立即决断和处置的紧急情况下，机长可以采取他认为在此种情 况下为保证飞行安全应当采取的任何行动。在此种情况下，机长可以在保证安 全所需要的范围内偏离规定的运行程序与方法、天气最低标准和其他规定。 （b）在使用飞行跟踪系统实施运行控制的飞行期间，合格证持有人的相关 管理人员发现需要其立即决断和处置的紧急情况时，应当将紧急情况通知机长， 确实弄清机长的决断，并且应当将该决断作出记录。如果在上述情况下，该管 理人员不能与飞行人员取得联系，则应当宣布进入应急状态，并采取他认为在 此种情况下为保证飞行安全应当采取的任何行动。 （c）当机长或者相关管理人员行使应急权力时，应当将飞行的进展情况及 时准确地报告给相应的空中交通管制部门。宣布应急状态的人员应当通过该合 格证持有人的运行副总经理，向局方书面报告任何偏离。宣布应急状态的人员 应当在飞行结束或者返回驻地后 10 天内提交书面报告。

第 121.559 条 机械故障的报告 机长应当确保在飞行期间发生的所有机械不正常情况，都能在该飞行时间 结束时如实填入飞机飞行记录本。每次飞行前，机长应当清楚地了解上次飞行 结束时在记录本上所填的所有故障的处置情况。

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第 121.561 条 发动机不工作时的着陆和报告 (a)对于所有飞机，在飞机发动机失效，或者为防止可能的损坏而停止发动 机运转时，机长均应当按照飞行时间在距离最近的能安全着陆的合适机场着陆。 (b)如果装有三台或者三台以上发动机的飞机只有一台发动机失效或者停 止运转，机长在考虑到下列因素后，认为飞往另一机场与在最近的合适机场着 陆同样安全时，则可以飞往所选定的另一机场： (1)故障的性质和继续飞行可能出现的机械上的困难； (2)发动机停止运转时的高度、重量和可用的燃油量； (3)航路上和可以着陆机场的气象条件； (4)空中交通的拥挤情况； (5)地形种类； (6)机长对所使用的机场的熟悉程度。 (c)机长应当把飞行中发动机停车的情况尽快报告给有关的空中交通管制 员和飞行签派员，并随时报告飞行进展的全部情况。 (d)如果机长未在按照飞行时间距离最近的合适机场着陆，而选定另一机场 着陆，那么在完成该次飞行后，机长应当向运行经理呈交书面报告一式两份， 陈述其具有同等安全程度的理由。运行经理应当于驾驶员返回基地后 10 天内把 签有其意见的报告副本提交给局方。 第 121.563 条 仪表进近程序和仪表飞行规则着陆最低标准 机长应当依据合格证持有人运行规范中规定的仪表进近程序和仪表飞行规 则着陆最低标准实施仪表进近。 第 121.565 条 飞机互换 (a)在按照飞机互换协议实施运行之前，每个合格证持有人应当证明： (1)飞机互换运行的程序符合中国民用航空规章的规定和安全运行常规的 要求； (2)飞行机组必需成员和飞行签派员符合经批准的所用飞机和设备的训练 要求，并熟悉所用的通信和签派程序； (3)维修人员符合该飞机和设备的训练要求，并熟悉将使用的维修程序； (4)飞行机组成员和飞行签派员符合相应的航路和机场资格要求； (5)即将运行的飞机，其飞行仪表的布局、对安全具有关键意义的操纵装置 的位置和操作动作应当与被互换的飞机基本相同，但局方认为该合格证持有人 具有恰当的训练大纲，能保证任何影响安全的差异经差异训练而解决的情况除 外。 (b)每个合格证持有人应当把飞机互换协议中包含的有关条款和程序列入 其手册。

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第 121.567 条 飞机应急撤离的能力 (a)载有旅客的飞机在所安装的每个机上自动展开应急撤离辅助设备做好 撤离准备之前，不得在地面上移动、起飞或者着陆。 (b)合格证持有人应当保证，载有旅客的飞机在地面上移动之前，至少有一 个地板高度的出口，供旅客利用正常或者应急手段撤出飞机。 第 121.569 条 起飞前对旅客的简介 (a)运行载客飞机的合格证持有人，应当保证由适当的机组成员按照下列要 求向所有旅客提供口头简介： (1)每次起飞前，简介下列内容： (i)告知每个旅客，什么时候、什么地方和在什么情况下禁止吸烟以及禁烟 区的位置及有关说明。申明局方要求旅客遵守客舱信息灯的信号、标志牌的指 示，说明现行法规禁止摆弄、损伤或者毁坏飞机厕所内烟雾探测器，禁止在厕 所内吸烟以及适用时，禁止在客舱内吸烟。 (ii)应急出口位置及其引导标志和灯光。 (iii)安全带的使用方法，包括如何系好和松开安全带。告知每个旅客，什 么时候、什么地方、在什么情况下应当系好安全带。说明局方要求旅客遵守客 舱信息灯给出的信号和安全带的使用说明。 (iv)需要的任何应急漂浮设备的位置及其使用方法。 (v)对于飞行高度 7600 米(25000 英尺)以上的飞行，告知每个旅客一旦座舱 失压时使用氧气的重要性，向他们指出氧气分配设备的所在位置并演示其使用 方法。 (vi)关于禁止或者限制旅客在机上使用便携式电子设备的规定。 (2)在每次起飞之后，在要求系好安全带的信号灯即将关断之前或者刚刚关 断之后，广播通知旅客，即使在要求系好安全带的信号灯熄灭时，在座位上仍 应当继续系好安全带。 (3)除本款第(4)项规定外，在每次起飞之前，被指定担负该次飞行任务的 客舱乘务员，应当对在紧急情况下需由他人协助方能迅速移动到出口的旅客进 行个别简介。简介时客舱乘务员应当完成下列工作： (i)告诉该旅客及其随行人员（如有的话），在应急情况下，通往每一适当 出口的通道以及开始撤往出口的最佳时间； (ii)征询该旅客及其随行人员（如有的话）关于帮助此人的最适宜方式， 以免使其痛苦和进一步受伤。 (4)本款第(3)项所述旅客如已在同一飞机上于前面的航段中接受过简介并 且值勤客舱乘务员已得知关于防止该员痛苦和进一步受伤的最适宜方式，则该 项要求不适用。 (b)合格证持有人应当在载客飞机的每一旅客方便使用的位置上，备有至少 用中文印制的卡片以补充口头简介。每张卡片包含的信息只能是该次飞行所用 的该型别飞机的信息。卡片上不得印有任何广告。卡片应当包括下列内容： 108

(1)应急出口的示意图和使用方法； (2)使用应急设备的其他必要说明。 (c)合格证持有人应当将按照本条(a)款进行简介时应当遵循的程序在其手 册中作出规定。 第 121.571 条 延伸跨水运行中对旅客的简介 (a)除本规则第 121.569 条(a)款所要求的语言简介外，使用飞机作延伸跨 水运行的合格证持有人，应当保证由适当的机组成员向所有旅客提供补充口头 简介，讲解救生衣、救生筏和其他漂浮装置的位置和使用方法，包括演示救生 衣穿戴和充气的方法。 (b)合格证持有人应当将按照本条(a)款要求进行简介时应当遵循的程序规 定在其手册中。 (c)如果飞机起飞后直接进入跨水飞行，本条(a)款所要求的简介应当于起 飞前进行。 (d)如果飞机起飞后不直接进入跨水飞行，本条(a)款所要求的简介不必在 起飞前进行，但在跨水飞行前，应当完成全部简介。 第 121.573 条 便携式电子设备的禁用和限制 (a)从飞机为开始飞行而关闭舱门时刻起，至结束飞行打开舱门时刻止，飞 机上的乘员不得开启和使用，合格证持有人也不得允许其开启和使用与航空器 正常飞行无关的主动发射无线电信号的便携式电子设备，这些电子设备包括： (1)移动电话； (2)对讲机； (3)遥控玩具和其他带遥控装置的电子设备； (4)局方或者合格证持有人认定干扰飞机安全运行的其他无线电发射装置。 (b)飞机上的乘员可以使用 CCAR 91 部第 91.23 条(b)款规定的便携式电子 设备。但是，在起飞、爬升、下降、进近、着陆等飞行关键阶段，合格证持有 人应当限制旅客使用便携式计算机、收音机、CD 播放机、电子游戏机、视频录 放机等便携式电子设备。 (c)在飞行期间，当机长发现存在电子干扰并怀疑该干扰来自机上乘员使用 的便携式电子设备时，机长和机长授权人员应当要求其关闭这些便携式电子设 备；情节严重的应当在飞机降落后移交地面公安机关依法处置，并在事后向局 方报告。 第 121.574 条 旅客医用氧气 (a)当满足下述条件时，合格证持有人可以允许旅客携带和使用用于贮存、 产生或者分配氧气的设备： (1)该设备符合下列要求： (i)由合格证持有人提供； 109

(ii)是经国家相关部门批准的型号； (iii)由合格证持有人按照经批准的维修大纲进行维修； (iv)外表面无可燃污物； (v)能为使用者提供每分钟 4 升的最低氧气流量； (vi)所有阀门、接头和仪表均具有防毁坏保护结构； (vii)适当地固定好。 (2)当氧气以液体形式贮存时，该设备自首次使用或者其贮存容器经清洗以 来，已按照经批准的维修大纲得到维修。 (3)当氧气以压缩气体的形式贮存时，自首次使用或者其贮气瓶的上次水压 试验以来，该设备已按照经批准的维修大纲得到维修，并且任何氧气瓶内的压 力未超过额定的氧气瓶压力。 (4)每个使用该设备的人员均应持有由合格医生签署的书面证明，说明该员 有使用该设备的医学需要，并具体标明，在正常飞行时与飞机客舱内压力相对 应的压力高度下，每小时所需的最大氧气量和最大氧气流量。当在一架飞机上， 载运的旅客都是那些在飞行中需要医用氧气的人员（每个人员有不超过一名陪 伴亲属或者其他有关人员）和医护人员时，在该飞机上载运医用氧气不适用本 款规定。 (5)当按照本条(a)款第(4)项要求具有医生证明时，携带的氧气总量等于按 照医生证明中标明的每小时所需的最大氧气量，乘以按照本规则要求的用以计 算飞机燃油量的小时数。 (6)当设备装机时和计划在空中使用这些设备时，应当通知机长。 (7)该设备应妥善安放，使用该设备的每个人都应正常就座，以免妨碍接近 或者使用客舱中任何必需的应急出口、正常出口或者过道。 (b)任何人不得在按照本条(a)款规定装载的氧气存贮和分配设备 3 米（10 英尺）之内吸烟。 (c)在飞机上有旅客的情况下，合格证持有人不得允许任何人把氧气分配设 备从充满氧气的氧气瓶上拆开或者接上。 (d)本条要求不适用于载运本规则要求的辅助氧气、急救氧气及其相关设备。 第 121.575 条 在机上饮用含酒精饮料的限制 (a)除运行该飞机的合格证持有人供应的含酒精饮料外，任何人不得在飞机 上饮用其他含酒精饮料。 (b)合格证持有人不得允许任何处于醉酒状态的人进入其飞机。 (c)合格证持有人不得向乘坐其飞机的下列人员供应任何含酒精饮料： (1)表现为醉酒状态的人； (2)按照适用的飞机保安要求，正在护送别人的人或者被护送的人； (3)按照适用的飞机保安要求，在飞机上持有致命性或者危险性武器的人。 (d)当发现有人拒绝遵守本条(a)、(b)款的规定，或者发生由于处于醉酒状 态的人进入飞机引起的骚扰事件时，机长和机长授权人员应当场制止，合格证 110

持有人应当在事发后 5 天内向局方报告。 第 121.576 条 航空卫生保障 (a)合格证持有人应当配备适当的航空卫生专业技术人员，为运行提供必要 的航空卫生保障。 (b)航空卫生专业技术人员应当： (1)及时了解运行中机组成员的身体状况，对他们在运行过程中遇到的各种 生理心理问题认真分析原因，并采取行之有效的措施； (2)根据飞行任务和飞行环境特点，对航空人员进行航空卫生知识培训和指 导； (3)了解机组驻地的地理环境、气候特点、饮食卫生及疫情等情况，制定航 空卫生保障工作的具体措施。 (c)合格证持有人应当制定程序，确保符合下列要求： (1)为机长和副驾驶员配备不同餐食，如配同种餐食，机长和副驾驶应当间 隔一小时进餐； (2)机组成员在身体状况发生变化，不符合所持体检合格证相应医学标准时， 不得执行飞行任务； (3)机组成员在值勤前不得服用药效可能持续到飞机预计起飞时间的药物，也不 得在值勤中服用药物，但航空医师确认的不影响飞行安全的药物除外。 第 121.577 条 禁用药物的使用和携带 担任安全敏感工作的人员，包括飞行机组成员、客舱乘务员、飞行签派员， 不得使用或者携带大麻、可卡因、鸦片、天使粉或者安非他明等禁用药物。合 格证持有人不得安排明知其使用或者携带了上述禁用药物的人员担任安全敏感 工作，该人员也不得为合格证持有人担负此种工作。 第 121.579 条 饮用含酒精饮料后的值勤限制 (a)本条适用于机组成员、飞行签派员等担任安全敏感工作的人员。 (b)前款所述有关人员如果其体内酒精浓度达 0.04 以上，不得上岗或者继 续留在岗位上担任安全敏感工作。任何合格证持有人，在明知该员酒精浓度达 0.04 或者以上时，不得允许其担任或者继续担任安全敏感工作。酒精浓度是指 用呼气测试器测试的每 210 升呼出气体中所含酒精的克数。 (c)有关人员在担任安全敏感工作过程中，不得饮用含酒精饮料。任何合格 证持有人，在明知有关人员在担任安全敏感工作过程中饮用含酒精饮料时，不 得允许该人员担任或者继续担任安全敏感工作。 (d)有关人员在饮用含酒精饮料后 8 小时之内，不得上岗值勤。任何合格证 持有人在明知该人员在 8 小时之内饮用过含酒精饮料时，不得允许该人员担任 或者继续担任上述工作。

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第 121.581 条 客舱和驾驶舱内大件物品的固定 合格证持有人应当提供手段并采取措施，使厨房内每项设备、停用的服务 车、每件装在客舱或者驾驶舱的机组行李，能够承受相应于该飞机型号合格审 定应急着陆状态的载荷系数下的载荷，不至于因移动而造成危害。 第 121.583 条

飞机地面移动、起飞和着陆期间食品、饮料和旅客服务设施的 固定 (a)当处于下列情形之一时，合格证持有人不得使飞机在地面移动、起飞或 者着陆： (1)当旅客座位上放有由合格证持有人提供的食品、饮料或者餐具时； (2)在每个旅客的食品和饮料盘及每个椅背餐桌均被固定在其收藏位置之 前； (3)在每个旅客服务车被固定在其收藏位置之前； (4)在每个可以伸展至过道的电影屏幕被收上之前。 (b)每位旅客均应当遵守机组成员按照本条规定提出的要求。

第 121.585 条 客舱臭氧浓度 (a)本条采用下述定义： (1)“飞行阶段”是指在两个机场之间预定不着陆飞行时间。 o (2)“海平面当量”是指 25 C和 760 毫米汞柱压力的状态。 (b)除本条(d)款和(e)款规定外，合格证持有人不得在下述飞行高度层之上 运行飞机，除非已成功地向局方证明，客舱内臭氧的浓度不超过下述规定： (1)对于飞行高度超过 9600 米(32000 英尺)的飞行，在超过该飞行高度的任 何时间里，按照容积计为海平面当量的百万分之 0.25； (2)对于飞行高度超过 8400 米(27000 英尺)的飞行，飞行时间超过 4 小时并 含有高于该飞行高度飞行的每个飞行阶段的加权平均值，按照容积计为海平面 当量的百万分之 0.1。此时飞行高度 6000 米(18000 英尺)以下的臭氧量视为零。 (c)为符合本条要求，应当根据飞机运行程序和性能限制，或者根据合格证 持有人的运行，通过分析或者试验提供证明。分析或者试验应当证明下述两种 情况： (1)在统计可靠度至少为 84％时，大气臭氧的统计值表明，在飞机所运行的 高度和位置，座舱臭氧的浓度不会超过本条(b)款的规定。 (2)飞机通风系统，包括任何臭氧控制设备，可以维持客舱臭氧浓度不高于 本条(b)款所规定的限度。 (d)在下述情况下，合格证持有人可以通过修订运行规范的方式，获得偏离 本条(b)款的批准，其前提条件是： (1)该合格证持有人证明，由于情况超出其控制能力或者不合理的经济负 担，在一段具体的时间内不能满足要求； (2)已经提交了一份被局方接受的计划，尽最大能力符合要求。 112

(e)对于具有下述情形之一的飞机，合格证持有人不必符合本条(b)款的要 求： (1)飞机载运的人员仅为飞行机组成员和第 121.591 条规定的人员； (2)已有更换发动机计划的飞机。 第 121.587 条 使用自动驾驶仪的最低高度 (a)对于航路上飞行，除本条(b)款和(c)款规定外，在离地高度低于飞机飞 行手册中注明的巡航状态下自动驾驶仪故障时最大高度损失的 2 倍，或者低于 150 米(500 英尺)（取两者之中较高者）时，任何人不得在航路上，包括上升和 下降阶段，使用自动驾驶仪。 (b)对于进近，当使用仪表进近设施时，在离地高度低于飞机飞行手册中注 明的进近状态自动驾驶仪故障时最大高度损失的 2 倍，或者低于批准的该进近 设施最低下降高或者决断高之下 15 米(50 英尺)（取上述两者之中较高者）时， 任何人不得使用自动驾驶仪。但在下述情况下应当遵守以下规定： (1)当报告的气象条件低于中国民用航空规章规定的基本目视飞行规则气 象条件时，在离地高度低于飞机飞行手册中注明的进近状态带进近耦合器的自 动驾驶仪故障时最大高度损失之上 15 米(50 英尺)时，任何人不得使用带进近耦 合器的自动驾驶仪作仪表着陆系统(ILS)进近； (2)当报告的气象条件等于或者高于中国民用航空规章规定的基本目视飞 行规则最低条件时，在离地高度低于飞机飞行手册中注明的进近状态时带进近 耦合器的自动驾驶仪故障时最大高度损失，或者低于 15 米(50 英尺)（取两者中 较高者）时，任何人不得使用带进近耦合器的自动驾驶仪作仪表着陆系统(ILS) 进近。 (c)尽管有本条(a)款或者(b)款的规定，但在符合下列条件的情况下，局方 仍可以颁发运行规范，允许使用经批准的带自动驾驶能力的飞行操纵引导系统， 直至接地： (1)飞机飞行手册中注明，在带进近耦合器的自动驾驶仪故障时，该系统不 会出现任何高度损失（零高度之上）； (2)局方认为，使用该系统直至接地，并不会对本条所要求的安全标准产生 其他影响。 (d)尽管有本条(a)款的规定，但在符合下列条件的情况下，局方仍可以颁 发运行规范，允许合格证持有人在起飞和初始爬升阶段低于本条(a)款规定的高 度使用经批准的带自动驾驶能力的自动驾驶仪系统： (1)飞机飞行手册中规定了经审定的最低接通高度限值； (2)在到达飞机飞行手册中规定的最低接通高度限值或者局方规定的高度 (两者取高者)之前，不接通该系统； (3)局方确认使用该系统不会影响本条要求的安全标准。

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第 121.589 条 用于航路监察的向前观察员座位 (a)除本条(c)款规定外，合格证持有人应当在其用于本规则运行的飞机的 驾驶舱内备有一个座位，供局方实施航路监察时使用。该座位的位置和设备要 求由局方决定。 (b)对于机组所需座位之外另有一个以上观察员座位的飞机，应当有一个向 前观察员座位或者局方选定的观察员座位供局方使用。 (c)对于在本规则生效前投入运行的在驾驶舱没有观察员座位的飞机，合格 证持有人应当提供一个配备耳机或者喇叭的前排旅客座位，以便局方监察员在 实施航路监察时乘坐。 第 121.591 条 无需符合本规则载客要求载运的人员 (a)合格证持有人载运经其批准的下列人员时，无需符合本规则第 121.391 条、第 121.569 条、第 121.585 条和第 121.605 条规定的对载运旅客飞机的要 求，本规则第 121.161 条规定的对载运旅客运行的要求，以及本规则第 121.545 条、第 121.571 条和第 121.603 条中与旅客有关的要求： (1)机组成员。 (2)公司雇员。 (3)正在执行局方任务的局方监察员或者局方委任代表。 (4)下述有关人员： (i)保障本次飞行安全所需的人员； (ii)安全处理动物所需的人员； (iii)安全处理危险物品所需的人员； (iv)贵重或者机密货物保安所需的人员； (v)保管易碎或者易腐货物所需的人员； (vi)试验或者测试货物容器或者货物处置装置所需的人员； (vii)操作装卸货物的特殊设备所需的人员； (viii)装卸超规格货物所需的人员。 (5)符合前项规定的赴任或者离任的人员。 (6)经适当军事部门的特殊批准，根据军方运输合同运载的军事信使、军事 航路监督人、军运合同协调人或者执行另一军运合同的运营人的飞行机组成员。 (7)陪同合格证持有人处理公司事务的雇员的随行人员。 (b)合格证持有人使用飞机运载由本条(a)款所规定的乘员时，应当符合下 列规定： (1)各乘员能自由地从其座位到达驾驶舱或者到达正常或者应急出口； (2)当禁止吸烟和应当系好安全带时，机长有办法通知每个乘员； (3)飞机上每个乘员都具有经批准的座位，这些座位上都有经批准的安全 带。座位应当装在合适的位置，该位置对执行飞行任务的飞行机组成员不会产 生任何干扰。 (c)在每次起飞前，使用飞机载运本条(a)款所述乘员的合格证持有人，应 114

当确保已由相应的机组成员将下列事项的有关规定口头通知了上述乘员： (1)吸烟； (2)使用安全带； (3)应急出口的位置和使用； (4)氧气和应急氧气设备的使用； (5)对于延伸跨水运行，救生筏的位置，救生衣的位置和使用方法，包括演 示救生衣穿戴和充气的方法。 (d)使用飞机运载本条(a)款所述乘员的合格证持有人，应当把安全运载这 些乘员的程序编入运行手册。 (e)机长可以批准本条(a)款所述的乘员进入飞机驾驶舱。 第 121.593 条 出口座位的安排 (a)合格证持有人应当根据坐在出口座位的旅客应当具备的能力，安排或者 调整旅客座位并履行下列职责： (1)确定其机群中每一种旅客座位布局的出口座位。 (2)在其实施旅客运营的机场的旅客登机门或者售票柜台处，将所制定的有 关出口座位旅客安排的规定提供给公众，供公众监督检查。 (3)在滑行或者推飞机前，至少有一名机组必需成员已经核实没有可能不具 备能力的旅客坐在出口座位处。 (4)提示在出口座位就座的旅客阅读为其专备的出口座位旅客须知卡并进 行自我对照，该卡中应当包含就座于出口座位的旅客应当具备的能力、不宜在 出口座位就座的情况、可以要求调换座位的情况以及服从机组成员安排和调整 座位的义务。 (5)在其运行手册中规定下列内容： (i)在机上安排或者调整旅客座位的人员； (ii)安排或者调整座位、核实出口座位就座情况的程序； (iii)在机场向公众提供信息和在机上向出口座位旅客提供出口座位旅客 须知卡的内容。 (6)本款第(5)项所述运行手册中规定的内容得到局方批准。 (b)前款中的用语按照下列规定： (1)出口座位是指旅客从该座位可以不绕过障碍物直接到达出口的座位和 旅客从离出口最近的过道到达出口必经的成排座位中的每个座位。 (2)在出口座位就座的旅客应当具备的能力是指完成下列职责的能力： (i)确定应急出口的位置； (ii)认出应急出口开启机构； (iii)理解操作应急出口的指示； (iv)操作应急出口； (v)评估打开应急出口是否会增加由于暴露旅客而带来的伤害； (vi)遵循机组成员给予的口头指示或者手势； 115

(vii)收藏或者固定应急出口门，以便不妨碍使用该出口； (viii)评估滑梯的状况，操作滑梯，并在其展开后稳定住滑梯，协助他人 从滑梯离开； (ix)迅速地经应急出口通过； (x)评估、选择和沿着安全路线从应急出口离开。 (3)不宜在出口座位就座的情况是指机组成员确认旅客可能由于下述原因 不具备本款第(2)项所列的应当具备的一项或者多项能力： (i)该人的两臂、双手和双腿缺乏足够的运动功能、体力或者灵活性导致下 列能力缺陷： (A)向上、向旁边和向下达不到应急出口位置和应急滑梯操纵机构； (B)不能握住并推、拉、转动或者不能操作应急出口操纵机构； (C)不能推、撞、拉应急出口舱门操纵机构或者不能打开应急出口； (D)不能把与机翼上方出口窗门的尺寸和重量相似的东西提起、握住、放在 旁边的座椅上，或者把它越过椅背搬到下一排去； (E)不能搬动在尺寸与重量上与机翼上方出口门相似的障碍物； (F)不能迅速地到达应急出口； (G)当移动障碍物时不能保持平衡； (H)不能迅速走出出口； (I)在滑梯展开后不能稳定该滑梯； (J)不能帮助他人用滑梯离开。 (ii)该人不足 15 岁，或者如没有陪伴的成年人、父母、或者其他亲属的协 助，缺乏履行本款第(2)项所列出的一项或者多项能力； (iii)该人缺乏阅读和理解本条要求的、由合格证持有人用文字或者图表形 式提供的有关应急撤离指示的能力，或者缺乏理解机组口头命令的能力。 (iv)该人在没有隐形眼镜或者普通眼镜以外的视觉器材帮助时，缺乏足够 的视觉能力导致缺乏本款第(2)项列出的一项和多项能力； (v)该人在没有助听器以外的帮助时，缺乏足够的听觉能力听取和理解客舱 乘务员的大声指示； (vi)该人缺乏足够的能力将信息口头传达给其他旅客； (vii)该人具有可能妨碍其履行本款第(2)项所列的一项或者多项适用功能 的情况或者职责，例如要照料幼小的孩子，或者履行前述功能可能会使其本人 受到伤害。 (4)可以要求调换座位的情况是指在出口座位就座的旅客，按照出口座位旅 客须知卡或者按照机组成员向旅客进行的简介进行自我对照，有下列情形之一 时可以向机组成员提出调换座位的情况： (i)属于不宜在出口座位就座的情况的； (ii)不能确定自己是否具备应当具备的能力的； (iii)为了履行出口座位处的功能有可能伤害其身体的； (iv)不能履行出口座位处可能要求其履行的职责的； 116

(v)由于语言、理解等原因，不能理解出口座位旅客须知卡内容和机组成员 讲解内容的。 (c)如果合格证持有人依据本条确定，被安排在出口座位上的旅客很可能没 有能力履行本条(b)款第(2)项所列的功能，或者旅客自己要求不坐在出口座位， 合格证持有人应当立即将该旅客重新安排在非出口座位位置。在非出口座位已 满员的情况下，如果需要将一位旅客从出口座位调出，合格证持有人应当将一 位愿意并能够完成应急撤离功能的旅客，调到出口座位上。在出口座位就座的 旅客要求更换座位时，机组成员不得要求其讲出理由。 (d)合格证持有人可以按照本条规定，仅凭下列原因而拒绝运送该旅客： (1)该旅客拒绝遵守合格证持有人机组成员或者经授权的其他雇员发出的、 执行按照本条制定的出口座位限制的指示； (2)由于身体残疾，适合于该人残障的唯一座位是出口座位。 (e)每个旅客应当遵守合格证持有人的机组成员或者经授权的其他雇员所 给予的、执行按照本条制定的出口座位限制的指示。 第 121.595 条 拒绝运输的权力 (a)合格证持有人不得以旅客在紧急情况下需要别人帮助才能迅速移到出 口，因而会对飞行安全不利为理由，拒绝运送该旅客。但是在合格证持有人已 经制定了紧急情况下由其他人员帮助此种旅客迅速转移到出口的程序并包括有 合理的通知要求，而该旅客不遵守该程序中的通知要求，或者根据该程序不能 运送该旅客的情况除外。 (b)每个合格证持有人应当向局方提供按照本条(a)款制定的程序副本。 (c)当局方认为，为了安全或者公共利益而有必要修改本条(a)款所要求的 程序时，合格证持有人在接到局方通知后，应当对其程序进行修改。 (d)合格证持有人应当在其使用的每个机场，向公众提供其按照本条(a)款 制定的程序的副本。

第 121.601 条 驾驶舱检查单 (a)合格证持有人应当为每一型号飞机提供经批准的驾驶舱检查单。 (b)这些经批准的检查单应当至少包括在起动发动机、起飞或者着陆之前， 以及在发动机和系统出现了紧急情况时，飞行机组成员为确保安全应当进行的 每一项检查。检查单的设计应当使飞行机组成员无需依赖于对所要进行检查的 项目的记忆。 (c)经批准的检查单应当放置在每架飞机驾驶舱内方便飞行机组成员使用 的地方，飞行机组在操作飞机时应当遵循检查单规定的程序。 第 121.605 条 驾驶舱门的关闭与锁定 载运旅客飞机的机长应当保证，如果驾驶舱和客舱有门分隔的话，在飞行 117

期间关闭并锁定该门。但下列情况除外： (a)起飞和着陆期间，如果驾驶舱门是通往必需的旅客应急出口或者地板高 度出口的通道； (b)在执行任务的机组成员需要进入客舱或者驾驶舱时，或者按照第 121.545 条规定准许进入驾驶舱的人有必要进入驾驶舱时。

第 121.607 条 手提行李 (a)合格证持有人允许旅客携带手提行李登机时，应当按照其运行规范内规 定的手提行李程序，对每个旅客的手提行李进行检查，以控制其尺寸、重量和 数量。如果旅客的手提行李超过合格证持有人运行规范内手提行李程序规定的 允许量，则该旅客不得登机。 (b)合格证持有人在关闭全部旅客登机门，准备滑行或者推飞机前，应当至 少有一名机组必需成员，核实了每件行李都已按照本条规定存放好。 (c)合格证持有人在允许飞机起飞或者着陆前，每件行李应当按照下列要求 之一存放： (1)存放在合适的隔间、行李舱、货舱，这些舱室标有最大重量标牌并提供 了固定所有行李或者货物的装置，该装置不影响任何应急设备的使用； (2)按照在客舱内载运货物的相应规定存放； (3)放在旅客座椅下面； (4)盲人携带的手杖可以平放在成排座椅下的地板上(不得伸到通道上)、非 应急出口窗旁座椅下的地板上或者局方批准的任何其他地方。 (d)除散放的衣服类物品之外，其他行李应当放在经批准的装有限动装置或 者门的行李架上。 (e)每位旅客应当遵守机组成员为符合本条(a)、(b)、(c)、(d)款的规定而 给予的指示。 (f)允许在下方放置行李的每个旅客座椅，应当装有防止置于其下的行李物 品向前滑动的装置。此外，每个靠过道的座椅应当装有防侧滑装置，防止置于 其下的行李物品在该飞机型号合格审定的应急着陆条件规定的极限惯性力撞击 下滑到过道上。 第 121.609 条 审定合格的陆上机场的使用 除另经局方批准外，合格证持有人及其驾驶员在实施本规则规定的运行中， 不得操作飞机进入未被批准用于公共航空运输运行的陆地机场。但是，合格证 持有人可以指定或者使用未被批准用于公共航空运输运行的机场，作为起飞或 者着陆用的备降机场，这些机场应当在该合格证持有人的运行规范中注明。

118

U章

签派和飞行放行

第 121.621 条 国内、国际定期载客运行的签派权 除下述两种情况外，每次飞行应当在起飞前得到飞行签派员的明确批准方可 以实施： (a)对于国内定期载客运行的飞机，在原签派放行单列出的中途机场地面停 留不超过 1 小时。 (b)对于国际定期载客运行的飞机，在原签派放行单列出的中途机场地面停 留不超过 6 小时。

第 121.622 条 补充运行的飞行放行权 (a)实施补充运行应当使用飞行跟踪系统，每次飞行应当得到合格证持有人 授权实施运行控制人员的批准，方可实施。 (b)在开始飞行前，机长或者由合格证持有人授权实施运行控制的人员应当 按照该次飞行所遵守的条件制定一个满足飞行的放行单。只有当由机长和授权 实施运行控制人员均认为可以安全飞行时，机长方可签署飞行放行单。 (c)当实施补充运行的飞机在地面停留超过 6 小时时，应当重新签署新的飞 行放行单，否则不得继续飞行。 第 121.623 条 气象条件的熟悉 (a)对于国内、国际定期载客运行，飞行签派员在签派飞机前，应当完全熟 悉所飞航路、机场的气象实况报告和预报，否则不得签派或者放行该次飞行。 (b)对于补充运行，机长应当完全熟悉所飞航路、机场的气象实况报告和预 报，否则不得开始该次飞行。 第 121.625 条 国内、国际定期载客运行中飞行签派员向机长的通告 (a)在开始飞行之前，飞行签派员应当向机长提供可能影响该次飞行安全的 机场条件和导航设施不正常等方面的所有现行可得的报告或者信息，并且应当 向机长提供可能影响该次飞行安全的每一所飞航路和机场的所有可得的天气实 况报告和天气预报，包括晴空颠簸、雷暴、低空风切变等危险天气现象。 (b)在飞行期间，飞行签派员应当及时向机长提供可能影响该次飞行安全的 天气条件，包括晴空颠簸、雷暴、低空风切变等危险天气现象，和有关设施、 服务不正常的任何可以获得的补充信息。

第 121.626 条 补充运行的设施和服务 (a)开始飞行前，每个机长应当获得所有可能影响飞行安全的有关机场条件 119

和导航设施不正常情况的最新报告或者信息。 (b)在飞行期间，机长应当获得所有可能影响飞行安全的气象条件、设施和 服务不正常情况的附加信息。

第 121.627 条 飞机设备 除非飞机是处于适航状态，并且装备了本规则第 121.305 条规定的设备， 否则任何人不得签派或者放行飞机。 第 121.629 条 通信和导航设施 (a)对于定期载客运行，除本条(b)款规定外，在每次飞行前，只有确认在 航路批准时本规则第 121.97 条和第 121.101 条所要求的通信和导航设施处于良 好工作状态，方可以签派或者放行飞机在该航路或者航段上飞行。 (b)对于国际定期载客运行，如果由于超出合格证持有人控制能力的技术原 因或者其他原因，在航路上没有本规则第 121.97 条和第 121.101 条所要求的设 施，只要机长和飞行签派员认为现有的航路设施与所要求的通信和导航设施等 同并处于良好的工作状态，即可签派飞机在该航路或者航段上飞行。 (c)对于补充运行， 只有当通信和导航设施满足本规则第 121.121 条规定时， 方可以放行飞机。 第 121.631 条 目视飞行规则的签派或者放行 按照目视飞行规则签派或者放行飞机前，应当确认可获得的天气实况报告、 预报或者两者的组合，表明从签派或者放行飞机飞行时刻起至飞机抵达签派单 中所列各机场的时间内，整个航路的云底高度和能见度处于或者高于适用的目 视飞行规则最低标准，否则，不得签派或者放行飞机按照目视飞行规则飞行。 第 121.633 条 仪表飞行规则的签派或者放行 除本规则第 121.635 条规定外，按照仪表飞行规则签派或者放行飞机飞行 前，应当确认相应的天气实况报告、预报或者两者的组合，表明在签派或者放 行单中所列的每个机场的天气条件，在飞机预计到达时处于或者高于经批准的 最低标准，否则，不得签派或者放行飞机按照仪表飞行规则飞行。 第 121.635 条 跨水运行的签派或者放行 (a)签派或者放行飞机进行含有延伸跨水运行的飞行前，应当确认相应的天 气实况报告、预报或者两者的组合，表明飞机预计到达所签派或者放行的目的 地机场和必需的备降机场时，这些机场的天气条件等于或者高于经批准的最低 标准，否则，不得签派或者放行飞机进行含有延伸跨水运行的飞行。 (b)合格证持有人应当按照仪表飞行规则实施含有延伸跨水运行，但该合格 证持有人证明按照仪表飞行规则飞行对于安全是不必要时除外。 (c)对于其他跨水运行，如果局方认为按照仪表飞行规则运行对安全是必要 120

的，合格证持有人应当按照仪表飞行规则实施这些跨水运行。 (d)每个按照目视飞行规则实施延伸跨水运行的批准和每个按照仪表飞行 规则实施其他跨水运行的要求，均应当在该合格证持有人的运行规范中明确规 定。 第 121.637 条 起飞备降机场 (a)如果起飞机场的气象条件低于合格证持有人运行规范中为该机场规定 的着陆最低标准，在签派或者放行飞机前应当按照下述规定选择起飞备降机场： (1)对于双发动机飞机，备降机场与起飞机场的距离不大于飞机使用一发失 效的巡航速度在静风条件下飞行 1 小时的距离。 (2)对于装有三台或者三台以上发动机的飞机，备降机场与起飞机场的距离 不大于飞机使用一发失效时的巡航速度在静风条件下飞行 2 小时的距离。 (b)对于本条(a)款，备降机场的天气条件应当满足本规则第 121.643 条的 要求。 (c)在签派或者放行飞机前，签派或者飞行放行单中应当列出每个必需的起 飞备降机场。 第 121.639 条 仪表飞行规则国内定期载客运行的目的地备降机场 (a)按照仪表飞行规则签派飞机飞行前，应当在签派单上至少为每个目的地 机场列出一个备降机场。当目的地机场或者第一备降机场的天气条件预报处于 边缘状态时，应当再指定至少一个备降机场。但是，如果天气实况报告、预报 或者两者的组合表明，在飞机预计到达目的地机场时刻前后至少 1 小时的时间 段内，该机场云底高度和能见度符合下列规定并且在每架飞机与签派室之间建 立了独立可靠的通信系统进行全程监控，则可以不选择目的地备降机场： (1)机场云底高度至少在公布的最低的仪表进近最低标准中的最低下降高 (或者决断高)之上 450 米(1500 英尺)， 或者在机场标高之上 600 米(2000 英尺)， 取其中较高值； (2)机场能见度至少为 4800 米（3 英里），或者高于目的地机场所用仪表进 近程序最低的适用能见度最低标准 3200 米（2 英里）以上，取其中较大者。 (b)按照本条规定选择的目的地备降机场的天气条件应当满足第 121.643 条 的要求。 第 121.641 条 国际定期载客运行的目的地备降机场 (a)按照仪表飞行规则签派飞机飞行前，应当在签派单上为每个目的地机场 至少列出一个备降机场。但在下列情形下，如果在每架飞机与签派室之间建立 了独立可靠的通信系统进行全程监控，则可以不选择目的地备降机场： (1)当预定的飞行不超过 6 小时，且相应的天气实况报告、预报或者两者的 组合表明，在预计到达目的地机场时刻前后至少 1 小时的时间内，目的地机场 的天气条件符合下列规定： 121

(i)机场云底高度符合下列两者之一： (A)如果该机场需要并准许盘旋进近，至少在最低的盘旋进近最低下降高度 （MDA）之上 450 米（1500 英尺）； (B)至少在公布的最低的仪表进近最低标准中的最低下降高度(MDA)或者决 断高度(DA)之上 450 米（1500 英尺），或者机场标高之上 600 米（2000 英尺）， 取其中较高者。 (ii)机场能见度至少为 4800 米（3 英里），或者高于目的地机场所用仪表 进近程序最低的适用能见度最低标准 3200 米（2 英里）以上，取其中较大者； (2)该次飞行是在前往无可用备降机场的特定目的地机场的航路上进行的， 而且飞机有足够的燃油来满足本规则第 121.659 条(b)款或者第 121.661 条(b) 款的要求。 (b)按照本条规定选择的目的地备降机场的天气条件应当满足第 121.643 条 的要求。

第 121.642 条 仪表飞行规则补充运行的目的地备降机场 (a)除本条(b)款规定外，当放行飞机按照仪表飞行规则进行补充运行时， 应当在飞行放行单中至少为每个目的地机场列出一个备降机场。 (b)对于在国外飞行的航路上，当特定目的地机场无可用备降机场时，如果 飞机装载了本规则第 121.661 条和第 121.662 条规定的燃油，在仪表飞行规则 下可以不指定备降机场。 (c)根据本条(a)款规定，备降机场天气条件应当符合第 121.643 条规定的 标准。 (d)除非放行单上列出了每个必需的备降机场，否则不得放行飞机。

第 121.643 条 备降机场最低天气标准 (a)对于签派或者飞行放行单上所列的备降机场，应当有相应的天气实况报 告、预报或者两者的组合表明，当飞机到达该机场时，该机场的天气条件等于 或者高于合格证持有人运行规范规定的备降机场最低天气标准。 (b)在合格证持有人运行规范中，签派或者放行的标准应当在经批准的该机 场的最低运行标准上至少增加下列数值，作为该机场用作备降机场时的最低天 气标准： (1)对于只有一套进近设施与程序的机场，最低下降高（MDH）或者决断高 （DH）增加 120 米(400 英尺)，能见度增加 1600 米(1 英里)； (2)对于具有两套（含）以上非精密进近设施与程序并且能提供不同跑道进 近的机场，最低下降高(MDH)增加 60 米(200 英尺)，能见度增加 800 米(1/2 英 里)，在两条较低标准的跑道中取较高值； (3)对于具有两套（含）以上精密进近设施与程序并且能提供不同跑道进近 122

的机场，决断高(DH)增加 60 米(200 英尺)，能见度增加 800 米(1/2 英里)，在 两条较低标准的跑道中取较高值。 第 121.645 条 在不安全状况中继续飞行 (a)当机长或者飞行签派员（仅在国际和国内运行时）认为该次飞行不能安 全完成时，除非该机长认为已经没有更安全的程序可以执行，机长不得允许该 次飞行继续飞往所签派或者放行的机场。在这种情况下，继续飞往该机场就处 于本规则第 121.556 条和第 121.558 条规定的紧急状态。 (b)如果用于该种运行的任何仪表或者某一设备在航路上失效，机长应当遵 循在合格证持有人手册中规定的适用于该情况的经批准程序。 第 121.647 条 仪表或者设备失效 (a)在飞机所装的仪表或者设备失效时，只有符合下列条件，方可起飞： (1)该飞机具有经批准的最低设备清单。 (2)局方颁发给该合格证持有人的运行规范批准其按照最低设备清单运行， 飞行机组应当能在飞行之前直接查阅经批准的最低设备清单上的所有信息。查 阅方法可以是阅读印刷资料或者其他方式，但这些方式应当经局方批准并规定 在合格证持有人的运行规范中。经批准的最低设备清单，在运行规范中得到局 方授权的，构成经批准的对型号设计的修改，而不需要重新进行型号合格审定。 (3)经批准的最低设备清单应当符合以下规定： (i)根据本条(b)款规定的限制编写； (ii)对某些仪表和设备处于不工作状态时该飞机的运行作出规定。 (4)应当向驾驶员提供注明不工作仪表与设备的记录和本款第(3)项第(ii) 目要求的信息。 (5)该飞机按照最低设备清单和运行规范中规定的所有适用条件与限制实 施运行。 (b)下列仪表和设备不得包含在最低设备清单中： (1)该飞机型号合格审定所依据的适航规章中明确规定或者所要求的，并且 在所有运行条件下对安全运行都是必需的仪表和设备。 (2)适航指令要求应当处于工作状态的那些仪表和设备，但适航指令提供了 其他方法的除外。 (3)本规则要求该种运行应当具有的仪表和设备。 (c)尽管有本条(b)款第(1)、(3)项的规定，飞机上某些仪表或者设备不工 作时，仍可以依据局方颁发的特殊飞行许可运行。 第 121.649 条 在结冰条件下运行 (a)当机长或者飞行签派员（仅在国内定期和国际定期运行时）认为，在航 路或者机场上，预料到的或者已遇到的结冰状况会严重影响飞行安全时，任何 人不得签派或者放行飞机、继续在这些航路上飞行或者在这些机场着陆。 123

(b)当有霜、雪或者冰附着在飞机机翼、操纵面、螺旋桨、发动机进气口或 者其他重要表面上，或者不能符合本条(c)款时，任何人不得使飞机起飞。 (c)除了本条(d)款规定外，在某种条件之下，当有理由认为，霜、冰、雪 会附着在飞机上时，任何人不得签派或者放行飞机或者使其起飞，但该合格证 持有人在其运行规范中具有经批准的地面除冰防冰大纲并且其签派或者放行、 起飞都符合该大纲要求的除外。经批准的地面除冰防冰大纲应当至少包括下列 项目： (1)详细规定如下内容： (i)合格证持有人确定结冰条件的方法，在这种条件下，有理由认为霜、冰、 雪会附着在飞机上，并且应当使用地面除冰防冰操作规程； (ii)决定实施地面除冰防冰操作规程的负责人； (iii)实施地面除冰防冰操作规程的程序； (iv)在地面除冰防冰操作规程实施时，负责使飞机安全离地的每一运行职 位或者小组的具体工作和职责。 (2)飞行机组必需成员的初始、年度定期地面训练和检查，飞行签派员、地 勤组、代理单位人员等其他有关人员的资格审定。训练和检查的内容为包括下 列方面的经批准大纲中的具体要求和人员职责： (i)保持时间表的使用； (ii)飞机除冰防冰程序，包括检验、检查程序和职责； (iii)通信程序； (iv)飞机表面附着的霜、冰或者雪等污染物和关键区的识别，以及污染物 严重影响飞机性能和飞行特性的说明。 (v)除冰防冰液的型号与特性。 (vi)寒冷天气飞行前的飞机检查程序。 (vii)在飞机上识别污染物的技术。 (3)合格证持有人的保持时间表和合格证持有人工作人员使用这些时间表 的程序。保持时间是指除冰防冰液防止在飞机受保护表面结冰或者结霜和积雪 的预计时间。保持时间开始于最后一次应用除冰防冰液的开始时刻，结束于应 用在飞机上的除冰防冰液失效的时刻。保持时间应当由局方认可的数据所证明。 合格证持有人的大纲应当包括，在条件改变时飞行机组成员增加或者减少所定 保持时间的程序。大纲中应当规定在超过合格证持有人保持时间表上最大保持 时间后，只有在至少符合下列条件之一时才能允许起飞： (i)进行本条(c)款第(4)项定义的起飞前污染物检查，查明机翼、操纵面和 合格证持有人大纲中定义的其他关键表面没有霜、冰或者雪； (ii)根据合格证持有人经批准的大纲，使用经局方认可的备用程序，以与 上述不同的方法查明，机翼、操纵面和合格证持有人大纲中定义的其他关键表 面没有霜、冰或者雪。 (iii)机翼、操纵面和其他关键表面已重新除冰并确定了新的保持时间。 (4)飞机除冰防冰程序和职责、起飞前检查程序和职责以及起飞前污染物检 124

查程序和职责。起飞前检查是指在保持时间之内，检查飞机的机翼或者有代表 性的表面有无霜、冰或者雪的情况。起飞前污染物检查是通过检查，确认机翼、 操纵面和合格证持有人大纲中定义的其他关键表面没有霜、冰或者雪。这种检 查应当在开始起飞之前 5 分钟之内进行。该检查应当在飞机外部完成，但大纲 中另有规定的除外。 (d)合格证持有人如果没有本条(c)款要求的大纲，也可以按照本条继续运 行，但是，在其运行规范中应当规定任何时候只要有理由认为霜、冰和雪可能 会附着在飞机上，飞机就不得起飞。但经过检查确认没有霜、冰和雪附着在机 翼、操纵面和其他关键表面上时除外。该检查应当在开始起飞之前 5 分钟之内 进行，并且应当在飞机外部完成。 第 121.651 条 初始签派或者放行、重新或者更改签派或者放行 (a)合格证持有人可以指定任一经批准用于该型飞机的正常使用机场、临时 使用机场或者加油机场，作为初始签派或者放行的目的地机场。 (b)在签派或者放行单中指定的备降机场的天气预报，应当表明在飞机预计 到达该备降机场时，备降机场的天气条件将等于或者高于运行规范中对该机场 规定的备降最低天气标准，否则，飞行签派员和机长不得允许该次飞行继续向 所签派或者放行的机场飞行。但是，签派或者放行单可以在航路上予以更改， 增加任何处在本规则第 121.657 条至第 121.663 条规定的飞机燃油范围内的备 降机场。 (c)飞机在航路上飞行时，任何人不得擅自更改初始签派或者放行单上指定 的初始目的地机场或者备降机场。如确有必要改变为另外的机场时，则该机场 应当是经批准用于该型飞机的，并且在重新签派或者更改签派或者放行单时， 应当符合本规则第 121.621 条至第 121.675 条和第 121.173 条的相应要求。 (d)在航路上更改签派或者放行单时，通常需由飞行签派员和机长共同决 定，并且应当记录更改的内容。当涉及更改空中交通管制飞行计划时，应当预 先和有关的空中交通管制部门取得协调。 第 121.653 条

国内、国际定期载客运行飞至或者飞离加油机场或者临时使用 机场的签派 除了根据本规则适用于飞离正常使用机场的签派要求之外，在签派飞机飞 至或者飞离加油机场或者临时使用机场时，该机场应当符合本规则适用于正常 使用机场的要求。 第 121.655 条

国内、国际定期载客运行从备降机场和未列入运行规范的机场 起飞 (a)从备降机场起飞时，该机场的天气条件应当至少等于合格证持有人运行 规范中对于备降机场规定的最低天气标准。 (b)在未列入运行规范的机场起飞时，应当符合下列条件： 125

(1)该机场和有关设施适合于该飞机运行； (2)驾驶员能遵守飞机运行适用的限制； (3)飞机已根据适用于从经批准的机场实施运行的签派规则予以签派； (4)该机场的天气条件等于或者高于该机场所在国政府批准的或者规定的 起飞最低天气标准，或者如该机场没有批准的或者规定的标准时，云高/能见度 等于或者高于 240 米/3200 米（800 英尺/2 英里），或者 270 米/2400 米（900 英尺/1.5 英里），或者 300 米/1600 米（1000 英尺/1 英里）。 第 121.657 条 国内定期载客运行的燃油量要求 (a)除本条(b)款规定外，签派飞机或者使飞机起飞时，该飞机应当装有能 够完成下列飞行的足够燃油： (1)飞往被签派的目的地机场； (2)此后，按照规定需要备降机场的，飞往目的地机场的最远的备降机场并 着陆； (3)完成上述飞行后，还能以正常巡航消耗率飞行 45 分钟。 (b)经局方批准，合格证持有人可以采用由预定点飞至备降机场的方法确定 燃油：签派飞机起飞前，该飞机应当装有足够的油量，经预定点飞至备降机场， 此后以正常巡航消耗率飞行 45 分钟，但所载油量不得少于飞至所签派的目的地 机场，此后以正常巡航消耗率飞行 2 小时所需要的油量。 第 121.659 条

非涡轮发动机飞机和涡轮螺旋桨发动机飞机国际定期载客运行 的燃油量要求 (a)在实施国际运行的情况下，签派非涡轮发动机或者涡轮螺旋桨发动机为 动力的飞机，或者使该飞机起飞时，应当在考虑到预计的风和其他天气条件后， 使飞机有足够的燃油完成下列飞行： (1)飞往被签派的目的地机场并在该机场着陆； (2)此后，按照规定需要备降机场的，由被签派的目的地机场飞往签派单上 规定的最远的备降机场并着陆； (3)完成上述飞行后，该飞机还能够以正常巡航消耗率飞行 30 分钟，加上 以正常巡航消耗率飞往本款第(1)、(2)项规定的机场所需总时间的 15％，或者 以正常巡航消耗率飞行 90 分钟，取其中较短的飞行时间。 (b)签派非涡轮发动机或者涡轮螺旋桨发动机为动力的飞机飞往按照本规 则第 121.641 条(a)款第(2)项未规定备降机场的机场时，应当在考虑到预报的 风和其他天气条件后，仍有足够的油量飞往该机场，并能够以正常巡航燃油消 耗率飞行 3 小时。 第 121.660 条

非涡轮发动机飞机和涡轮螺旋桨发动机飞机补充运行的燃油量 要求 (a)除本条(b)款规定外，在放行非涡轮发动机飞机或者涡轮螺旋桨发动机 126

飞机或者使该飞机起飞时，应当在考虑到预计的风和其他天气条件后，使飞机 装载足够的燃油完成下列飞行： (1)飞到放行的目的地机场并在该机场着陆； (2)此后，飞到放行单中指定的最远备降机场并着陆； (3)此后，还能按照正常燃油消耗率飞行 45 分钟，或者，对于运行规范中批 准实施昼间目视飞行规则运行，并且运行非运输类飞机的合格证持有人，在实 施昼间目视飞行规则运行时，还能按照正常燃油消耗率飞行 30 分钟。 (b) 如果放行飞机实施的运行包含有一个国外机场，装载的燃油量按照本规 则第 121.659 条（a）款计算。 (c)放行飞机到第 121.642 条(b)款所述的未指定备降机场的机场，应当在考 虑到预计的风和其他天气条件后，装载足够的燃油，飞到那个机场后，再以正 常燃油消耗率飞行 3 个小时。

第 121.661 条

除涡轮螺旋桨发动机飞机之外的涡轮发动机飞机国际定期载客 运行、补充运行的燃油量要求 (a)在实施国际定期载客运行和补充运行的情况下，除了经局方在其运行规 范中批准的按照本规则第 121.657 条规定执行的飞行外，签派或者放行涡轮发 动机飞机（涡轮螺旋桨发动机飞机除外）飞行，或者使其起飞时，应当在考虑 到预计的风和其他天气条件后，飞机有足够的燃油完成下列飞行： (1)飞往目的地机场并在该机场着陆； (2)从起飞机场到目的地机场并着陆所需总飞行时间的 10％的一段时间的 飞行； (3)此后，按照规定需要备降机场的，由目的地机场飞至签派或者放行单中 指定的最远备降机场并着陆； (4)完成上述飞行后，还能以等待速度在备降机场，或者当不需要备降机场 时在目的地机场上空 450 米(1500 英尺)高度上在标准温度条件下飞行 30 分钟。 (b)签派或者放行涡轮发动机飞机（涡轮螺旋桨发动机飞机除外）飞往按照 本规则第 121.641 条(a)款第(2)项或者第 121.642 条（b）款未规定备降机场的 目的地机场时，应当在考虑到预计的风和其他天气条件后，有足够的油量飞到 该机场，然后以正常巡航消耗率至少飞行 2 小时。 (c)如果局方认为，为了安全，某一特定航路有必要增加油量，局方可以修 改实施国际运行的合格证持有人的运行规范，要求其携带的油量多于本条(a)款 或者(b)款中规定的最低限度。 (d)对于在国内实施的补充运行，按照本规则第 121.660 条的规定计算燃油 装载量。 第 121.662 非涡轮发动机飞机和涡轮螺旋桨发动机飞机补充运行的燃油量要求 (a)除本条(b)款规定外，在放行非涡轮或者涡轮螺旋桨为动力的飞机，或 127

者使其起飞时，应当在考虑到预计的风和其它天气条件后，使飞机装载足够的 燃油和滑油完成下列飞行： (1)飞到被放行的目的地机场并在该机场着陆； (2)此后，飞到放行单中指定的最远备降机场； (3)此后，按正常巡航消耗率飞行 45 分钟。 (b) 对于放行除国内两点之间的任何飞行，飞机必须装载足够的燃油以满足 本条(a)款第(1)和第(2)项的规定，此后，按正常巡航消耗率飞行 30 分钟加上 飞到本条(a)款第(1)和第(2)项指定的机场所需总时间的 15%，或者以正常巡航 消耗率飞行 90 分钟，取较少者。 (c)放行非涡轮或者涡轮螺旋桨飞机飞到按照本规则 121.642(b)款未指定 备降机场的目的地机场时，应当在考虑到预期的风和其他天气条件后，有足够 的燃油量飞到该机场，然后以正常巡航消耗率飞行 3 个小时。 第 121.663 条 计算所需燃油应当考虑的因素 (a)除满足本规则第 121.657 条至第 121.661 条的要求外，计算所需燃油还 应当考虑到以下因素： (1)风和其他天气条件预报； (2)预期的空中交通延误； (3)在目的地机场进行一次仪表进近和可能的复飞； (4)空中释压和航路上一台发动机失效的情况； (5)可能延误飞机着陆的任何其他条件。 (b)本条中的所需燃油是指不可用燃油之外的燃油。 第 121.665 条 目视飞行规则国内运行的起飞和着陆最低天气标准 对于目视飞行规则国内运行，合格证持有人应当遵守中国民用航空规章中 有关起飞和着陆最低天气标准的规定。 第 121.667 条 仪表飞行规则的起飞和着陆最低标准 (a)不论空中交通管制是否许可，当由局方批准的气象系统报告的天气条件 低于合格证持有人运行规范的规定时，飞机不得按照仪表飞行规则起飞。如果 合格证持有人的运行规范没有规定该机场的起飞最低标准，则使用的起飞最低 标准不得低于民航总局为该机场制定的起飞最低标准。对于没有制定起飞最低 标准的机场，可以使用下列基本起飞最低标准： (1)对于双发飞机，能见度 1600 米； (2)对于三发或者三发以上飞机，能见度 800 米。 (b)除本条(d)款规定外，飞机不得飞越最后进近定位点继续进近，或者在 不使用最后进近定位点的机场，进入仪表进近程序的最后进近航段，除非由局 方批准的系统为该机场发布了最新的天气报告，报告该机场的能见度等于或者 高于仪表进近程序规定的能见度最低标准。 128

(c)如果驾驶员根据本条(b)款已经开始实施仪表进近程序的最后进近，并 在此后收到了较新的天气报告，报告的天气条件低于最低天气标准，该驾驶员 仍可以继续进近至决断高或者最低下降高。当到达决断高或者最低下降高，在 进近复飞点之前的任何时间内，只有符合下列条件，方可以继续进近到低于决 断高或者最低下降高并着陆： (1)该飞机持续处在正常位置，从该位置能使用正常机动动作以正常下降率 下降到计划着陆的跑道上着陆，并且以此下降率可以使飞机在计划着陆的跑道 的接地区内接地； (2)飞行能见度不低于所用的标准仪表进近程序规定的能见度； (3)除Ⅱ类和Ⅲ类进近（在这些进近中，必需的目视参考由局方在批准时具 体规定）外，驾驶员至少能清楚地看到和辨认计划着陆跑道的下列目视参考之 一： (i)进近灯光系统，如果驾驶员使用进近灯光作为参考，应当能同时清楚地 看到和辨认红色终端横排灯或者红色侧排灯，否则不得下降到接地区标高之上 30 米(100 英尺)以下； (ii)跑道入口； (iii)跑道入口标志； (iv)跑道入口灯； (v)跑道端识别灯； (vi)目视进近下滑道指示灯； (vii)接地区或者接地区标志； (viii)接地区灯； (ix)跑道或者跑道标志； (x)跑道灯。 (4)当使用具有目视下降点的非精密直接进近程序时，飞机已到达该目视下 降点，且在该点使用正常程序或者下降率能降落到跑道上。 (d)当能见度低于所用仪表进近程序规定的最低能见度时，如果该机场同时 开放了仪表着陆系统和精密进近雷达，且驾驶员同时使用了这两套设备，则可 以在该机场开始实施该仪表进近程序（Ⅱ类和Ⅲ类程序除外）的最后进近。但 是只有符合下列条件时，方可以操作飞机进近到低于经批准的最低下降高，或 者继续进近到低于决断高： (1)该飞机持续处在正常位置，从该位置能使用正常机动动作以正常下降率 下降到计划着陆跑道上着陆，并且以此下降率可以使飞机在计划着陆跑道的接 地区内接地； (2)飞行能见度不低于所用的标准仪表进近程序规定的能见度； (3)除Ⅱ类和Ⅲ类进近（在这些进近中，必需的目视参考由局方在批准时具 体规定）外，驾驶员至少能清楚地看到和辨认计划着陆跑道的下列目视参考之 一： (i)进近灯光系统，但是如果驾驶员使用进近灯光作为参考，除非能同时看 129

到和辨认红色跑道端横排灯或者红色侧排灯，否则不得下降到接地区标高之上 30 米(100 英尺)以下； (ii)跑道入口； (iii)跑道入口标志； (iv)跑道入口灯； (v)跑道端识别灯； (vi)目视进近下滑道指示器； (vii)接地区或者接地区标志； (viii)接地区灯； (ix)跑道或者跑道标志； (x)跑道灯。 (e)就本条而言，最后进近航段从仪表进近程序规定的最后进近定位点或者 设施处开始。当一个包含程序转弯的程序没有规定最后进近定位点时，最后进 近航段在完成程序转弯的那一点开始，并且在该点上，飞机在该程序规定距离 之内在最后进近航迹上向机场飞行。 (f)除了在合格证持有人的运行规范中另有批准外，在国外机场按照仪表飞 行规则起飞、进近或者着陆的驾驶员，应当遵守管辖该机场的当局所规定的仪 表进近程序和最低天气标准。 第 121.669 条 新机长的仪表飞行规则着陆最低天气标准 (a)如果机长在其驾驶的某型别飞机上作为机长按照本规则运行未满 100 小 时，则合格证持有人运行规范中对于正常使用机场、临时使用机场或者加油机 场规定的最低下降高(MDH)或者决断高(DH)和着陆能见度最低标准，分别增加 30 米(100 英尺)和 800 米(1/2 英里)或者等效的跑道视程(RVR)。对于用作备降机 场的机场，最低下降高(MDH)或者决断高(DH)和能见度最低标准无须在适用于这 些机场的数值上增加，但是任何时候，着陆最低天气标准不得小于 90 米(300 英 尺)和 1600 米(1 英里)。 (b)如果该驾驶员在另一型别飞机上作为机长在按照本规则实施的运行中 至少已飞行 100 小时，该机长可以用在本型飞机上按照本规则实施运行中的一 次着陆，去取代必需的机长经历 1 小时，减少本条(a)款所要求的 100 小时的机 长经历，但取代的部分不得超过 50 小时。 第 121.671 条 报告的最低天气条件的适用性 在按照本规则第 121.665 条至第 121.669 条实施运行时，最新天气报告正 文中的云高和能见度值用于控制机场所有跑道上的目视飞行规则和仪表飞行规 则起飞、着陆和仪表进近程序。然而，如果最新天气报告，包括从管制塔台发 出的口头报告，含有针对机场某一特定跑道的跑道能见度或者跑道视程等数值， 这些特定值用于控制该跑道的目视飞行规则和仪表飞行规则着陆、起飞和仪表 直接进近。 130

第 121.673 条 飞行高度规则 (a)除了起飞、着陆需要或者在考虑到地形特征、气象服务设施的质量和数 量、可用的导航设施和其他飞行条件后，局方认为为安全实施飞行需要其他高 度而对任一航路或者航路的一部分规定了其他最低标准的情况以外，任何人不 得在本条(b)和(c)款规定的最低高度以下运行飞机。在中华人民共和国之外飞 行时，本条规定的最低高度标准应当起控制作用，除非在合格证持有人运行规 范中或者由飞机飞越的国家规定了较高的最低标准。 (b)按照本规则实施运行的任何飞机在昼间按照目视飞行规则运行时不得 在距地表、山峰、丘陵或者其他障碍物 300 米(1000 英尺)的高度以下飞行。 (c)按照本规则实施运行的任何飞机按照仪表飞行规则运行时，在距预定航 道中心线两侧各 25 公里(13.5 海里)水平距离范围内，在平原地区不得在距最高 障碍物 400 米(1300 英尺)的高度以下，在丘陵和山区不得在距最高障碍物 600 米(2000 英尺)的高度以下飞行。 第 121.675 条 起始进近高度 当按照仪表飞行规则飞往无线电导航设施作起始进近时，任何人不得将飞 机下降到按照该设施制定的仪表进近程序中规定的起始进近最低高度之下，直 至到达该设施的上空。 第 121.677 条 国内、国际定期载客运行的签派责任 合格证持有人应当根据授权的飞行签派员所提供的信息，为两个规定地点 之间的每次飞行编制签派单。机长和授权的飞行签派员应当在签派单上签字。 机长和授权的飞行签派员均认为该次飞行能安全进行时，他们才能签字。对于 某一次飞行，飞行签派员可以委托他人签署放行单，但是不得委托他人行使其 签派权。 第 121.679 条 装载舱单的制定 在每架飞机起飞之前，合格证持有人应当制定装载舱单，并对其准确性负责。 该舱单应当由合格证持有人负责管理飞机舱单和装载的人员，或者由合格证持 有人授权的其他合格人员制定并签字。机长在收到并核实装载舱单后方可以起 飞飞机。

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V章 第 121.691 条

记录和报告

机组成员和飞行签派员记录

(a)每个合格证持有人应当建立和保存每个机组成员和每个飞行签派员的 下列记录： (1)技术档案，包括飞行记录簿，各种训练和检查的记录，事故、事故征候 结论，奖励和惩罚记录等。 (2)能证明该机组成员或者飞行签派员是否满足本规则适用条款要求的记 录，包括航路检查、飞机和航路资格审定、体格检查、以及飞行时间、值勤时 间和休息时间的记录等； (3)对飞行机组成员或者飞行签派员体格、业务不合格情况所采取的每一措 施，该记录至少保存 6 个月。 (b)局方批准的计算机记录系统可以用于符合本条(a)款的要求。 (c)合格证持有人应当在机组成员和飞行签派员所服务的基地保存本条(a) 款要求的记录，以便接受局方的检查。机组成员和飞行签派员不再服务于该合 格证持有人时，其技术档案应当按照档案管理制度移交。 第 121.693 条 飞机记录 合格证持有人应当保持按照本规则运行的所有飞机的清单，并应当将该记 录和每次修订的副本送交负责对其运行进行全面检查的局方机构。按照互换协 议使用的另一公共航空运输承运人的飞机可以用加注的方法包括在内。 第 121.695 条 国内、国际定期载客运行的签派单 (a)签派单应当至少包括每次飞行的下列信息： (1)飞机的国籍标志、登记标志、制造厂家和型号； (2)承运人名称、航班号和计划起飞时间； (3)起飞机场、中途停留机场、目的地机场和备降机场； (4)运行类型说明，例如仪表飞行规则、目视飞行规则； (5) 最低燃油量。 (b)签派单应当至少包括或者附有下列文件： (1)在机长与飞行签派员签署放行单时可以获得的关于目的地机场、中途停 留机场和备降机场的最新天气实况报告和预报。签派单还可以包括机长或者飞 行签派员认为必需的或者希望具有的其他天气实况报告和预报； (2)飞行计划； (3)航行通告。

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第 121.696 条 补充运行的放行单 (a)除本条(c)款外，飞行放行单应当至少包括每次飞行的下列信息： (1)公司或者机构的名称； (2)飞机的国籍标志、登记标志、制造厂家和型号； (3)航班或者航次和飞行日期； (4)每一飞行机组成员、客舱乘务员和机长姓名； (5)起飞机场、目的地机场、备降机场和航路； (6)运行类型说明，例如仪表飞行规则、目视飞行规则； (7)起飞最低燃油量。 (b)飞机飞行放行单应当含有或者附带目的地机场和备降机场的最新天气 实况报告、预报或者两者的组合。放行单还可以包括机长认为必需的或者希望 具有的其他天气实况报告和预报。

第 121.697 条 装载舱单 装载舱单应当包含飞机在起飞时有关装载情况的下列信息： (a)飞机、燃油和滑油、货物和行李、乘客和机组成员的重量。 (b)该次飞行的最大允许重量，该最大允许重量不得超过下述重量中最小的 重量： (1)对于拟使用跑道，考虑对跑道气压高度和坡度以及起飞时的风和温度条 件的修正值之后的最大允许起飞重量； (2)考虑到预期的燃油和滑油消耗，能够符合适用的航路性能限制的最大起 飞重量； (3)考虑到预期的燃油和滑油消耗，能够在到达目的地机场时符合批准的最 大设计着陆重量限制的最大起飞重量； (4)考虑到预期的燃油和滑油消耗，能够在到达目的地机场和备降机场时符 合着陆限制的最大起飞重量。 (c)按照批准的程序计算的总重量。 (d)按照批准的能够保证重心处于批准范围之内的计划，对该飞机实施装载 的证据。 (e)旅客的姓名，除非该项内容由合格证持有人以其他方式保存。 第 121.699 条 国内、国际定期载客运行装载舱单、签派单和飞行计划的处置 (a)机长应当将下列文件的副本随机携带到目的地： (1)填写好的装载舱单； (2)签派或者放行单； (3)飞行计划。 (b)合格证持有人应当保存前款规定的文件的副本至少 3 个月。

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第 121.700 条 补充运行的装载舱单、飞行放行单和飞行计划的处置 (a)实施补充运行的飞机机长必须携带下列文件的原件或者经签署的文件 副本飞行到目的地机场： (1)装载舱单； (2)飞行放行单； (3)适航放行单； (4)驾驶员航线合格证； (5)飞行计划。 (b)如果飞行在合格证持有人主运行基地始发时，应当在其主运行基地保存 本条(a)款规定的文件的原件或者副本。 (c)除本条(d)规定外，如果飞行在合格证持有人主运行基地以外的机场始 发时，机长（或合格证持有人授权的其他运行控制人员）应当在起飞前或起飞 后立即将本条(a)款列出的文件副本发送或带回到主运行基地保存。 (d)如果飞行始发在合格证持有人的主运行基地以外机场时，合格证持有人 在那个机场委托他人负责管理飞行运行，按照本条(a)款规定签署过的文件副本 在送回合格证持有人的主运行基地前在该机场的保存不得超过 30 天。如果这些 文件的原件或者副本已经送回合格证持有人的主运行基地，则这些文件不需要 继续保存在该机场。 (e)实施补充运行的合格证持有人必须： (1)根据本条(d)款规定，在其运行手册中制定专门人员负责这些文件副本； (2)按照本条规定原始文件和副本应当在主运行基地保存 3 个月。

第 121.701 条 飞机飞行记录本 (a) 合格证持有人应当对于每一架飞机建立飞机飞行记录本，记录运行中 发现的缺陷和工作不正常情况及所进行的维修工作；另外，它还用于记录与飞 行安全有关的运行信息、飞行机组和维修人员需要了解的有关数据。 (b)飞机飞行记录本中应当包括飞机运行信息、影响飞机适航性和安全运行 的任何缺陷及保留状况、要求的维修项目、维修工作记录、飞机放行等内容。 (c) 飞机飞行记录本的格式应当固定，各项内容应当使用墨水或者不可以 更改的书写工具及时填写，并且有足够的复页以保证满足使用和保存要求。 (d) 合格证持有人应当在飞机上飞行机组成员易于取用的地方放置一份飞 机飞行记录本原件，其中至少记录包括每次飞行前三次飞行期间填写内容的连 续记录，并且每次起飞前在地面保存一份记录上一次飞行和本次飞行前填写内 容的飞机飞行记录本的复页。 (e) 合格证持有人应当在维修工程管理手册中规定飞机飞行记录本的格式 及填写、使用和保存要求。

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第 121.703 条 通信记录 合格证持有人应当记录与其飞行机组成员之间每次航路上的无线电联系， 并将该记录至少保存 30 天。

第 121.705 条 飞行中紧急医疗事件报告 (a)合格证持有人应当对飞行中发生的紧急医疗事件作出记录并保存 24 个 月。紧急医疗事件包括导致使用附件 B 要求的紧急医疗箱的情况，由于人员伤 病造成的飞机改航备降，旅客或者机组人员死亡等。这些记录应当说明使用医 疗箱的情况、使用人和该次紧急医疗事件的结果。 (b)合格证持有人应当将发生的紧急医疗事件及时报告局方。

第 121.707 条 使用困难报告（运行） (a) 合格证持有人应当向局方报告在某架飞机上出现或者发现的有关下述 情况： (1) 飞行中的失火以及有关火警系统工作不正常； (2) 飞行中的假火警信号； (3) 在飞行中引起发动机、相邻结构、设备和部件损坏的排气系统故障或 者失效； (4) 飞行中引起烟、蒸汽、有毒或者有害烟雾在驾驶舱或者客舱积聚或者 流通的飞机部件的故障或者失效； (5) 飞行中或者地面发动机熄火或者停车； (6) 螺旋桨顺桨系统失效或者在飞行中该系统控制超速的能力不正常； (7) 飞行中燃油系统或者应急放油系统的故障或者渗漏； (8) 飞行中非正常的起落架收放或者起落架舱门的开启和关闭； (9) 刹车系统的失效或者故障； (10) 飞机系统及其部件的故障或者失效导致中断起飞或者在飞行中采取紧 急措施的情况； (11) 在实际撤离、培训、测试、维修、演示或者无意使用时，任何应急撤 离系统或者其部件(包括应急出口、旅客应急撤离灯系统、撤离设备)的缺陷或 者不能完成预定的功能； (12) 自动油门、自动飞行或者飞行操纵系统或者其部件的缺陷或者不能完 成预定的功能； (13) 其他已经危及或者可能危及飞机的安全运行的故障或者缺陷。 (b) 合格证持有人应在 24 小时之内向局方报告本条所要求报告的情况，并 至少保存报告的信息 30 天，以备局方核查。 (c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条所要求 135

报告的情况，报告中应至少包括下述信息： (1) 飞机的制造厂家、型号、飞机/发动机/螺旋桨的序号 (2)飞机登记号； (3) 合格证持有人的名称； (4) 发生或者发现日期和地点； (5) 失效、故障或者缺陷的发生阶段； (6) 失效、故障或者缺陷的性质； (7) 适用的 ATA 章节； (8) 飞机、发动机、螺旋桨或者部件的总使用时间或者循环； (9) 失效、故障或者存在缺陷的零部件的制造厂家、件号、名称、序号和 部位； (10) 采取的预防或者紧急措施； (11) 为了更完整地分析失效、故障或者缺陷原因的其他信息，包括主要部 件与型号设计有关的可以提供信息和自上次翻修、修理和检测的适用时间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可以提供内 容的报告时间，并且应当尽快补充报告没有提供的信息。 第 121.708 条 使用困难报告(结构) (a) 合格证持有人应当向局方报告下述有关的事件或者发现的失效现象： (1) 腐蚀、裂纹、或者开裂导致要求更换有关的零部件； (2) 腐蚀、裂纹、或者开裂因超出制造厂家规定的允许损伤限度导致要求 修理或者打磨； (3) 在复合材料结构中，制造厂家指定作为主要结构或者关键结构件的腐 蚀、裂纹、或者开裂；或者 (4) 根据未包含在制造厂家的维修手册中的经批准资料修理的情况； (5) 其他飞机结构中已经或者可能危及飞机安全运行的失效或者缺陷。 (b) 合格证持有人应在 24 小时之内向局方报告本条所要求报告的情况，并 至少保存报告的信息 30 天，以备局方核查。 (c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条所要求 报告的情况，报告中应至少包括下述信息： (1) 飞机制造厂家、型号、批号和登记号； (2) 合格证持有人名称； (3) 发现故障或者缺陷的时间； (4) 发现故障或者缺陷的地面运行阶段； (5) 故障或者缺陷件的名称、状况和位置； (6) ATA 章节名称； (7) 飞机总使用循环(如适用)和总使用时间； (8) 其他对更完整地分析故障或者缺陷原因必要的信息，包括腐蚀等级、 裂纹长度及可以提供的与其主要部件设计有关的信息、自上一次翻修、修理或 136

者检查后的使用时间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可以提 供内容报告的时间，并且应当尽快补充报告没有提供的信息。 第 121.709 条 机械原因中断使用汇总报告 (a) 合格证持有人应当在每月 10 日之前向局方报告前一个月出现的因机械 原因的下述情况的汇总报告： (1) 中断飞行； (2) 非计划更换飞机； (3) 延误、备降或者改航； (4) 因已知或者怀疑的机械原因引起的非计划换发。 (b) 合格证持有人应当按照局方规定的格式和方式提交本条所要求的报告。 第 121.710 条 运行中人为差错报告 合格证持有人应当在 72 小时内向局方报告运行中出现的飞行机组成员、维 修及其他运行控制人员发生的人为差错。

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W章

双发飞机延伸航程运行（ETOPS）

第 121.711 条 目的和合格条件 (a)本章和本规则附件 H《双发飞机延伸航程运行（ETOPS）——运行和飞机 合格审定要求》规定了批准和实施双发飞机延伸航程运行的条件。对距离可用 机场 75 分钟、120 分钟、180 分钟的延伸航程运行规定了具体标准。 (b)只有其飞机机体与发动机的组合经审定符合运输类飞机的适航标准并 满足第 121.715 条规定的合格证持有人，方有资格进行延伸航程运行。 (c)合格证持有人可以按照本规则第 121.733 条的规定，申请加快的延伸航 程运行批准。 第 121.713 条 定义 在本章中，使用下列定义： (a)可用机场。可用机场是指经审定适用于大型飞机公共航空运输承运人所 用飞机运行的机场，或者认为其符合等效安全要求的机场。 (b)合适机场。在飞机预计最早到达时刻前一个小时至预计最后到达时刻后 一个小时这一时间段内，如果可用机场的天气实况报告、预报或者两者的组合， 表明其天气条件不低于运行规范中规定的运行最低标准，并且该机场的场面条 件能保证安全着陆，则该可用机场为合适机场。 (c)延伸航程运行。延伸航程运行是指双发飞机在其飞行航路上至少有一点 距可用机场的距离超过飞机以经批准的一台发动机不工作的巡航速度（在标准 条件下静止大气中）飞行 1 小时的航程的飞行。 (d)延伸航程运行飞机构形的维修与程序标准（以下简称 CMP 标准）。该标 准是为使机体与发动机的组合适合于延伸航程运行，局方认为应当符合的特定 飞机构形最低要求，包括任何特殊的检查、硬件寿命限制、主最低设备清单 （MMEL）限制和维修常规。 (e)延伸航程进入点。延伸航程进入点是指在飞机离场航路上距可用机场的 距离等于飞机以经批准的一台发动机不工作的巡航速度飞行（在标准条件下静 止大气中）1 小时的一个点。 (f)审查关口。审查关口是跟踪计划中的一些关口，使对本章和附件 H 一些 具体要求的跟踪与记录能有秩序地进行。每个审查关口应当根据应当完成的任 务确定名称。只有完成这些任务后，才能通过该审查关口，进入下一审查阶段。 局方需亲自取证或者批准的项目应当包含在各个审查关口中。 第 121.715 条 申请条件和批准依据 (a)为获得实施延伸航程运行的批准，合格证持有人应当演示证明其计划的 138

双发飞机延伸航程运行，能与现行三发和四发涡轮动力飞机所要求的安全水平 一致。为了演示证明这一点，申请人应当提供足够的证据，证明在延伸航程运 行中所用的机体发动机组合符合下列标准，或者提供可接受的证据，证明这种 演示已经作为型号设计批准的一部分而完成，批准的标准在本规则附件 H 中规 定： (1)应当通过演示证明，延伸航程运行所需的系统在设计上是符合失效－安 全标准的，并且各系统能够持续地得到维修并且在与其申请的运行相适合的可 靠性水平上运行。 (2)以空中停车率（IFSD）度量的动力系统可靠性已达到 0.05 次／1000 小 时以下，并且有理由预计，空中停车率将继续降低至 0.02 次／1000 小时以下。 (3)申请人的训练大纲、运行大纲，能达到并保持一个可接受的系统可靠性 水平，以安全实施所申请的延伸航程运行。 (b)为保持持续适航性，局方可以在任何时候要求修订 CMP 标准，以便纠正 后来出现的妨碍达到所要求的可靠性水平的问题。局方将根据需要采取行动， 要求贯彻 CMP 标准的修订，以便达到和保持所需的可靠性水平。修订标准生效 之前的 CMP 标准将不再认为适合于其后的延伸航程运行。 (c)延伸航程运行批准采用颁发或者修改合格证持有人运行规范的方法进 行。 第 121.717 条 使用经验 (a)除本规则第 121.733 条规定之外，合格证持有人应当具有本条要求的与 所申请运行相适合的最低限度的使用经验。申请人应当对所用的机体发动机组 合有足够的维修与运行经验。 (b)在批准延伸航程运行之前，应当证明，在全世界机群中，所申请的该特 定机体发动机组合的单套动力系统空中停车率（IFSD）和机体系统可靠性，能 够达到或者已经达到可接受的和相当稳定的水平。动力系统可靠性的这种确定， 应当根据本章的要求，从包含所有空中停车事件和发动机可靠性重大问题的全 世界机群数据库中获得。这种确定应当考虑经批准的最大改航飞行时间、已发 现的系统问题的纠正和空中起动能力可能降低的情况。 (c)在局方按照逐个审查的原则对其评审和同意后，要求的使用经验可以减 少或者增加。减少或者增加使用经验的要求将根据对合格证持有人能力和资格 的评审，看其是否能使该特定机体发动机组合在延伸航程运行中达到所必需的 可靠性。合格证持有人的使用经验应当符合下列规定： (1)75 分钟运行。如果局方认为，根据合格证持有人运行和维修的一般经验 和延伸航程计划，能够达到足够的安全水平，则可以批准该合格证持有人在具 有该机体发动机组合的最低限度使用经验或者没有使用经验的情况下，实施 75 分钟延伸航程运行。在作出决定时将考虑所申请的运行区域、合格证持有人演 示的将飞机成功投入运行的能力、所准备的维修和运行大纲的质量等因素。 (2)120 分钟运行。为了以最多达 120 分钟的改航飞行时间（在静止大气中） 139

实施延伸航程运行，合格证持有人应当至少具有连续 12 个月使用该特定机体发 动机组合的运行经验。局方根据达到同等安全水平的要求，可以增加或者减少 该使用经验要求。 (3)180 分钟运行。为了以最多达 180 分钟的改航飞行时间（在静止大气中） 实施延伸航程运行，合格证持有人应当至少已获得连续 12 个月使用该特定机体 发动机组合实施 120 分钟延伸航程运行的经验。局方根据达到同等安全水平的 要求，可以增加或者减少该使用经验要求。为满足本款经验要求，经局方批准， 可以用与实际实施 120 分钟延伸航程运行等效的使用经验来代替。 第 121.719 条 批准程序 (a)根据本规则第 121.157 条申请双发飞机延伸航程运行批准的合格证持有 人，应当在使用该特定机体发动机组合开始延伸航程运行计划日期前足够的时 间，向其主运营基地所在地民航地区管理局提交申请书和必需的证明资料。随 申请书提供的资料应当证明该合格证持有人实施和支持这些运行的能力与资 格，并且应当包含为符合本条所有要求而使用的方法。 (b)申请人应当向受理申请的民航地区管理局提供足够的资料，以便该民航 地区管理局进行下列工作： (1)将该合格证持有人的数据与其他运营人及全世界机群的平均值进行趋 势比较； (2)评估该合格证持有人有关型号发动机的动力系统过去的可靠性记录，以 及该合格证持有人申请延伸航程运行批准的该机体发动机组合所达到的系统可 靠性记录。 (c)该申请人还应当向受理申请的民航地区管理局提交下列资料： (1)对于在前次飞行中出现动力系统停车或者机体主要系统失效或者系统 性能出现明显恶化趋势的飞机，排除未对其采取适当纠正措施而被签派作延伸 航程运行的程序和中心控制程序。在某些情况下，为确定采取的措施是否适当， 可能根据情况，需要成功地完成一次或者多次不载客飞行或者非延伸航程的载 客飞行，然后才可以签派作延伸航程运行； (2)用于保证机载设备持续保持其性能和可靠性水平，以符合延伸航程运行 要求的大纲； (3)发动机状态监控大纲； (4)发动机滑油消耗监控大纲； (5)一旦获得运行批准后，当合格证持有人修改为符合延伸航程运行要求而 制定的维修和训练程序、常规或者限制时，应当在采用前至少 60 个日历日向相 关的民航地区管理局报告其实质性修改内容。 (d)如果局方认为其申请书和证明资料是可以接受的，申请人应当根据本规 则第 121.729 条和局方提出的任何其他指导意见，实施运行检验飞行。如果局 方对运行检验飞行进行评审后，认为是可以接受的，将批准申请人使用该机体 发动机组合实施延伸航程运行。 140

(e)双发飞机延伸航程运行批准适用本规则第 121.21 条(c)款至(d)款规定 的程序和期限。 第 121.721 条 飞行签派 (a)本条中的飞行签派要求，用于增加或者充实 U 章所包含的各项要求，专 用于延伸航程运行。 (b)适合于延伸航程运行的系统冗余水平反映在主最低设备清单（MMEL）中。 合格证持有人的最低设备清单（MEL），考虑到计划的延伸航程运行的种类和对 于该合格证持有人独特的设备与服务问题，应当比主最低设备清单有更严格的 限制。对飞行安全有重大影响的系统，应当包括在合格证持有人最低设备清单 中，这些系统包括但不限于下列各项内容： (1)电气，包括电瓶； (2)液压； (3)引气； (4)飞行仪表； (5)燃油； (6)飞行操纵； (7)防冰； (8)发动机起动与点火； (9)动力系统仪表； (10)导航与通信； (11)辅助动力装置； (12)空调与增压； (13)货舱灭火； (14)应急设备； (15)延伸航程运行必需的任何其他设备。 (c)合格证持有人签派飞机作延伸航程运行时，其通信导航设备应当符合下 列条件： (1)飞机通信设备，在正常传播条件下和一台发动机不工作的通常巡航高度 上，在计划航路飞行中和备降时飞向所用任何合适备降机场的航路中，能可靠 地提供飞机与空中交通管制间的双向语言通信联络； (2)考虑到飞机所安装的导航设备，地面非目视导航设施的可用性和位置能 在计划的航路和飞行高度上，以及一旦发动机停车时飞向所用任何备降机场的 航路和高度上，提供所需的导航精度； (3)在指定的备降机场，具有保证所批准的进近和运行最低标准的可用目视 和非目视设施。 (d)燃油和滑油量要求按照下列规定： (1)合格证持有人签派飞机作延伸航程运行，该飞机应当带有足够的燃油和 滑油以符合本规则的要求，并且应当携带按照本款第(2)项确定的额外燃油。在 141

计算燃油需要量时，可以利用飘降，同时应当至少考虑下列各项因素： (i)在预期的整个飞行轨迹一台发动机不工作的巡航高度上，以及进近与着 陆全过程中，现行的预报风和其他天气条件； (ii)使用防冰系统的需要，以及由于在飞机无防冰表面积冰而造成的性能 损失； (iii)使用辅助动力装置的需要； (iv)飞机增压和空调的丧失，应当考虑到一旦丧失增压，飞机需要飞行在 符合氧气要求的高度上； (v)复飞后的再次进近和着陆； (vi)导航精度要求； (vii)任何已知的空中交通管制限制。 (2)在规定临界燃油储备时，合格证持有人应当确定，飞机飞至最困难的临 界点，然后完成改航并按照本款第(3)项所列条件飞向合适的备降机场所需要的 燃油。这种临界燃油储备应当与本规则对该次飞行正常要求的燃油相比较。如 果在比较中确定，完成临界燃油方案所需燃油超过了由本规则的其他要求所确 定的在最困难的临界点飞机上所载燃油，则应当增加燃油到能安全地满足临界 燃油方案的要求。考虑到本款第(1)项所列项目，临界燃油方案应当计入从临界 点开始的计算耗油量上增加 5％的意外耗油量，以防备预报风的偏差、5％的燃 油消耗率补偿或者对燃油消耗率在使用中变大规定的一个量值、任何构型偏离 清单的项目、机体和发动机的防冰以及备降中遇到结冰后无防冰表面上冰的累 积。如果辅助动力装置(APU)是必需的能源，则应当计入其在适当飞行阶段的燃 油消耗。 (3)临界燃油方案。申请人应当基于在最困难的临界点改航备降的临界燃油 方案，按照下列规定确定所需的临界燃油储备： (i)当临界点是根据飞机以经批准的一台发动机不工作的巡航速度飞行到 合适备降机场的飞行时间确定时，则假定在临界点发动机和增压系统同时失效。 (ii)立即下降到 3000 米(10000 英尺)，并继续在此高度以经批准的一台发 动机不工作的巡航速度飞行，或者，如果飞机装备有足够的辅助氧气，则继续 在 3000 米(10000 英尺)以上的高度巡航飞行。 (iii)当接近目的地时，下降到高于机场 450 米(1500 英尺)的高度，等待 15 分钟，开始进近，随后复飞，再完成正常进近和着陆。 (e)合格证持有人签派飞机作延伸航程运行，应当在驾驶舱文件中，例如计 算机计算的飞行计划中，列出所需的起飞机场、目的地机场和备降机场，包括 在发动机停车或者系统故障需要改航备降时所用的合适的航路备降机场。合适 的航路备降机场应当在签派放行单上列出并标明。一个机场只有符合下列条件， 才准许列为合适的航路备降机场： (1)按照该飞机飞行手册的规定，对于该机场标高和拟使用的跑道，考虑到 风的条件、跑道道面条件和飞机的操作特性后，飞机能在该机场管理当局公布 的并根据本规则第 121.197 条计算的可用着陆距离之内着陆并停止。 142

(2)对于该合格证持有人经批准的进近程序和拟用跑道的运行最低标准，机 场的服务和设施是有保证的； (3)最新气象预报表明，从计划的最早着陆时间前一小时开始，到计划的最 晚着陆时间后一小时，该机场的天气条件等于或者高于经批准的备降机场的最 低天气标准。另外，在上述这一段时间中该机场预报的拟用作着陆的跑道的侧 风分量，应当小于着陆最大允许侧风。 (4)在飞行过程中，合格证持有人应当将指定的备降机场的条件的任何明显 变化通知飞行机组。在延伸航程运行飞至延伸航程进入点之前，应当对这些航 路备降机场上本款第(3)项中规定的那段时间的气象预报、着陆距离、机场服务 与设施进行评估。如果发现任何条件将影响安全进近和着陆，如气象预报低于 着陆最低标准，合格证持有人应当通知驾驶员，并且应当选出可以安全进近与 着陆的可以接受的备降机场。 (f)合格证持有人签派飞机作延伸航程运行时，应当在运行手册中包含有足 够的数据，可以支持临界燃油储备和运行区的计算。这些数据应当来源于飞机 飞行手册或者根据飞机飞行手册制定的经批准的资料，并且应当包括下列内容： (1)一台发动机不工作时的详细性能资料，包括燃油流量在标准大气和非标 准大气条件下及其随空速与功率调定值的变化。该性能资料应当包括下列情形： (i)飘降，包括净性能； (ii)巡航高度范围，包括 3000 米(10000 英尺)； (iii)等待； (iv)保持高度的能力，包括净性能； (v)复飞。 (2)所有发动机工作时的详细性能资料，包括标称燃油流量数据在标准大气 和非标准大气条件下及其随空速与功率调定值的变化。包括下列情形： (i)巡航高度范围，包括 3000 米(10000 英尺）； (ii)等待。 (3)有关延伸航程运行的其他详细条件，这些条件可能对性能造成严重影 响，例如飞机上无防冰保护表面上冰的累积、冲压涡轮（RAT）的放出、反推装 置的展开等。 (4)建立每种机体发动机组合的延伸航程运行区所用的高度、空速、油门值 和燃油流量，应当用于证明能按照本规则第 121.191 条的要求超越相应地形与 障碍物。 第 121.723 条 飞行机组训练、评审和运行手册 (a)合格证持有人应当制定并保持更新训练大纲和运行手册，以支持其所需 的系统可靠性水平，这种可靠性将在运行的各个环节中得到证明，包括机组在 设备失效或者不可以使用时采取的措施。如果这些大纲或者手册的所有部分或 者某些部分达不到前述要求，局方可以要求修改或者更新飞行机组训练大纲、 运行手册和检查单。 143

(b)合格证持有人的延伸航程运行训练大纲，应当为飞行机组成员提供下列 方面的训练并在训练后进行评审和熟练检查： (1)能力 (i)飞行的计划，包括各种可能发生的情况； (ii)飞行进程监控。 (2)程序 (i)改航备降程序 (ii)合适的导航和通信系统的使用程序； (iii)在发生故障时的非正常程序和应急程序，包括在飞行中出现应当立即 作出继续前进、返航或者改航决断的单个和多个故障时的程序；与这些故障相 关的运行限制，包括任何适用的最低设备清单；动力系统空中起动程序，包括 APU 的空中起动程序；机组空中失能的程序； (iv)应急设备的使用，包括呼吸保护装置和水上迫降设备的使用； (v)当指定的备降机场的条件改变，妨碍安全进近和着陆时应当采用的程 序； (vi)对经批准按照延伸航程运行要求增加或者改装的设备进行了解并有效 地使用的程序； (vii)在航路飞行阶段的燃油管理程序。这些程序应当要求独立地交叉检查 燃油油量表，例如使用燃油流量计算消耗燃油和剩余燃油，然后与油量表指示 的剩余燃油进行比较。 (c)合格证持有人应当委任那些经证明完全理解延伸航程运行特殊要求的 航空人员担当专门的延伸航程运行航空检查人员，以保证飞行机组动作和程序 的标准化，并突出延伸航程运行的特殊性质。 第 121.725 条 运行限制 (a)可以批准合格证持有人在某一区域之内实施延伸航程运行，在该区域 内，计划飞行航路上任何一点到可用机场的改航飞行时间不超过 75 分钟、120 分钟或者 180 分钟。前述飞行时间是飞机以经批准的一台发动机不工作的巡航 速度，在标准条件静止大气中飞行的时间。 (b)经批准用于双发飞机延伸航程运行的任何区域应当作为经批准的运行 区域明确写入运行规范。 (c)飞行签派限制应当明确规定该合格证持有人实施特定延伸航程运行飞 到合适机场所允许的最大改航飞行时间。以经批准的一台发动机不工作的巡航 速度在标准条件静止大气中的最大改航飞行时间，不得大于按照本章批准的相 应值。飞行签派应符合下列要求: (1)飞行签派程序应当保证延伸航程运行只限于那些能够符合经批准的到 合适机场最大改航飞行时间的飞行计划航路。合格证持有人应当保证符合下述 要求： (i)按照本规则第 121.565 条规定，一旦发动机在空中停车，驾驶员应当立 144

即改航飞向以时间计算最近的机场并在该机场着陆，该机场应当是飞行机组确 定的合适机场。 (ii)建立常规做法，以保证一旦出现单个或者多个主要系统失效时，驾驶 员将开始实施改航程序，飞向最近的合适机场并在该机场着陆，或者经演示证 明在实质上不会降低安全水平时，继续完成计划的飞行。 (2)最大改航飞行时间应当符合本章规定的各种限制。 (d)应急情况下的程序不得理解为可以削弱机长在保证飞机安全运行上的 最后决定权和责任。 第 121.727 条 运行规范 (a)合格证持有人使用双发飞机作延伸航程运行，应当得到批准并将该项批 准列入其运行规范。 (b)延伸航程运行的运行规范应当至少对下列各项内容作出具体明确的规 定： (1)特定机体发动机组合， 包括现行经批准的延伸航程运行要求的 CMP 标准， 与在飞机飞行手册中规定的一样。 (2)经批准的运行区域。 (3)在计划航路和改航备降航路上飞行的最低高度。 (4)最大改航飞行时间，即飞机以经批准的一台发动机不工作的巡航速度在 标准条件静止大气中从航路上任何一点飞向合适机场着陆的飞行时间。 (5)经批准使用的机场，包括备降机场，以及相关的仪表进近和运行最低标 准。 (6)指定用于延伸航程运行的那些飞机的标识，包括厂家、型别和序号、国 籍和登记标志。 (7)飞机性能备注。 第 121.729 条 运行检验飞行 (a)合格证持有人应当在局方人员目击监视下，使用特定机体发动机组合进 行检验飞行，演示其具有安全实施其计划的资格和能力。 (b)在检验飞行中，应当演示下列紧急情况之一，除非这些紧急情况已在检 验飞行之前，用局方接受的模拟方法进行了演示，并经局方目击证明是成功的： (1)一台发动机完全丧失推力，且全部丧失发动机驱动的发电机电源； (2)对于适航性、机组工作负荷或者性能风险来说，认为在延伸航程运行中 可能发生的更为临界的任何其他情况。 第 121.731 条 持续监视 (a)合格证持有人应当依据本章，对其特定机体发动机组合的空中停车率进 行持续的监控，并与其可靠性经历比较，如果该合格证持有人的可靠性经历明 显低于该机群的平均水平，则应当通知局方。 145

(b)如果合格证持有人在延伸航程运行中没有保持可以接受的可靠性水平， 存在明显恶化的趋势，或者在该飞机型号设计上或者在实施延伸航程运行上存 在明显缺陷，局方将对其进行特殊评审，如果需要，将施加运行限制，并对该 合格证持有人规定出纠正措施，要求其按时解决这些问题。 第 121.733 条 加快的延伸航程运行批准 (a)尽管本章有其他要求，合格证持有人仍可以按照加快的批准程序申请延 伸航程运行并获得批准。申请加快延伸航程运行批准的合格证持有人，应当符 合本条的要求。 (b)合格证持有人申请加快延伸航程运行批准的机体发动机组合，应当是经 延伸航程运行型号设计批准的机体与发动机组合。 (c)按照本条申请加快延伸航程运行批准的合格证持有人，应当向局方演示 其具有适当的延伸航程运行大纲，该大纲包括下列内容： (1)机体发动机组合符合 CMP 标准。 (2)符合本章、本规则附件 H 和下列要求所确定的飞行运行大纲： (i)适合于延伸航程运行的经过验证的飞行计划和签派大纲。 (ii)适合于延伸航程运行的气象信息获得方法和最低设备清单。 (iii)延伸航程运行飞行运行人员的初始训练、定期复训和检查大纲。 (iv)飞行机组和签派人员熟悉所飞延伸航程运行航路，尤其是熟悉备降机 场的要求和选择。 (3)包含下列内容的文件资料： (i)合格证持有人未曾使用的技术，以及申请加快的延伸航程运行批准的双 发飞机与目前使用的飞机之间在主动力和备用动力系统，如发动机、电源、液 压、气源等系统上的明显差异。 (ii)针对本项前目中确定的差异，训练飞行人员与维修人员的计划。 (iii)使用经验证的或者厂家已检验的训练手册和运行手册的计划，这些手 册中的程序适用于合格证持有人申请加快延伸航程运行批准的运行区域。 (iv)对上述经验证的或者厂家检验的训练手册或者运行手册中程序的任何 修改；根据修改的性质和程度，可能要求合格证持有人对这些修改制定的检验 计划。 (v)基于该合格证持有人自己的情况，增加有关延伸航程运行的训练和程序 的检验计划。 (vi)从机体制造厂家、发动机制造厂家、其他合格证持有人或者其他外部 机构，获得延伸航程运行大纲支持的详细情况。 (vii)由上述外部机构提供飞行签派支持时采用的控制程序。 (d)合格证持有人应当在计划的延伸航程运行开始前 6 个月， 向局方提交 “加 快的延伸航程运行批准计划”。合格证持有人的申请书应当包括下列内容： (1)确定申请的航路和支持这些航路所必需的延伸航程运行改航飞行时间。 (2)确定起始并维持延伸航程运行的过程和安排的有关资源，应当证明其管 146

理人员和支持延伸航程运行的维修与运行所涉及的所有人员，有能力完成所承 担的任务。 (3)需要时，确定建立符合型号设计批准所要求的标准的计划，即 CMP 标准 符合性的计划。 (4)符合本条(a)、(b)款要求的计划。 (e)运行批准应当符合下列规定： (1)在使用经验较少的情况下颁发的运行批准，只限于局方在批准加快的延 伸航程运行批准计划上同意的那些区域。 (2)如果合格证持有人符合本条(c)款的要求，合格证持有人最多将得到型 号设计批准限制的延伸航程运行批准。 (f)在加快的延伸航程运行开始实施前，本条(c)款规定的内容应当按照下 列规定经过验证： (1)在确定延伸航程运行大纲支持运作程序时应当包括描绘该运作程序各 种要素的流程图。对管理该运作程序的管理人员的任务、职责及其训练要求应 当作出规定。合格证持有人应当演示该运作程序已经就位，并按照预定的要求 工作。合格证持有人可以用详尽提供证明文件和分析资料的方法演示，或者在 该运作程序可工作并能重复预定结果的飞机上演示。合格证持有人还应当证明， 该运作程序已具有反馈环路系统，在要求时能根据使用经验反映出修改该运作 程序的需要。 (2)当局方认为建议的该运作程序的验证计划是不充分的或者该计划没有 得出可以接受的结果时，局方可以要求在飞机上检验该运作程序。 (3)如果合格证持有人目前在用另一机体发动机组合作延伸航程运行，并选 择使用该组合的使用经验来演示证明其符合本条要求，则该合格证持有人应当 证明已有措施，保证在所申请加快延伸航程运行批准的机体发动机组合上，将 会得出同样的结果。检验大纲应当包括下列内容： (i)合格证持有人应当证明，已考虑到延伸航程运行检验大纲对有关飞行运 作安全的影响。合格证持有人应当在其申请书中说明，对延伸航程运行运作程 序验证大纲涉及的人员作出了哪些政策性指导。这些指导材料应当明确地说明， 延伸航程运行运作程序检验操作练习不得对实际运行的安全产生不利的影响， 尤其是在非正常运行、应急运行或者驾驶舱高工作负荷的期间。应当强调，在 非正常或者应急运行或者驾驶舱高工作负荷期间，可以随时中止延伸航程运行 运作程序检验练习。 (ii)检验方案中，对于没有用其他方法检验的维修和运行支持系统，应当 提供足够的次数和时间，使其得到检验。 (iii)对延伸航程运行运作程序要素相关的任务完成情况，应当建立一种监 控和报告制度。对于延伸航程运行维修和运行运作程序要素的任何修改建议应 当明确。 (iv)在开始实施运作程序检验大纲前，应当向局方提供下列信息： (A)检验期，包括开始日期和建议的结束日期； 147

(B)检验中所用飞机的标识，包括国籍和登记标志、制造厂和序号、机体和 发动机型号； (C)计划检验区域和实际运行区域的说明； (D)指定的延伸航程运行检验航路的标识。在这些航路上应当有足够长的典 型飞行时间，以便能够进行必要的运作程序检验。 (v)合格证持有人应当向局方提供定期的运作程序检验报告。报告应当包括 下列内容： (A)延伸航程运行运作程序的每个要素在检验期间如何利用； (B)这些运作程序要素的任何缺陷和纠正这些缺陷所采取的措施； (C)延伸航程运行各运作程序的任何改变，这些改变是在发生空中停车、非 计划更换发动机或者任何其他重大运行事件之后所必需的。 (4)局方在批准降低延伸航程运行运作程序检验要求时，将主要考虑下列因 素： (i)合格证持有人在其他机体发动机组合上的经验； (ii)合格证持有人先前的延伸航程运行经验； (iii)合格证持有人使用双发、三发或者四发飞机作远程、跨水运行的经验； (iv)飞行机组和飞行签派人员在为其他经批准的延伸航程运行合格证持有 人工作期间积累的经验。

148

X 章 第 121.741 条

应急医疗设备和训练

适用范围

本章规定了按照本规则实施载客运行的合格证持有人的机载应急医疗设备 和训练的要求，但并不要求合格证持有人及其代理人提供专业的应急医疗服务。 第 121.743 条

应急医疗设备

(a)按照本规则运行载客飞机的合格证持有人应当配备本条所要求的应急 医疗设备。 （b）本条所要求的各项应急医疗设备： (1) 应当根据运行规范中确立的检查周期进行定期检查，以确保在紧急情 况下能够使用； (2) 应当便于机组人员取用，而且应当放置在客舱内； (3)应有明确的标示并有明确的使用方法提示； (4)使用箱盒或者容器携带时，内容物或者包装器具本身应当有明确的标 示，并标有最后一次检查的日期。 (c)为了处理飞行期间可能发生的受伤、医学事件或者小的意外事件，每 架飞机应当配备符合本规则附件 B 中规定和要求的以下设备： (1)经批准的急救箱； (2)在需要空中客舱乘务员的飞机上有一只经批准的应急医疗箱。 第 121.745 条

机组成员处置飞行中医学事件的训练

(a)合格证持有人的每一训练大纲中应包括本条规定的，针对每一型别、厂 家、构型的飞机、每一机组必需成员、每一运行种类的适用训练内容。 (b)训练应当包括下列内容： (1)遇有应急医疗事件时的程序，包括机组成员之间的协调； (2)应急医疗设备的存放位置、功能和使用方法； (3)急救箱内容物品； (4)对于每一客舱乘务员： (ⅰ) 心肺复苏术，包括操作练习； (ⅱ) 至少每 24 个月进行一次复训，包括心肺复苏术的操作练习。 (c)本条要求的机组成员实际操练和复训不需要达到或者相当于专业急救 人员的专业水平。

149

Y章

罚则

第 121.761 条 未取得运行合格证的违法运行 航空运营人未按照本规则取得运行合格证从事本规则第 121.3 条规定的运 行活动的，由其运行活动所在地的民航地区管理局责令其停止违法活动；持有 其他类型航空运营人运行合格证，超越其合格证或者运行规范批准范围从事本 规则运行的，运行活动所在地区民航地区管理局可根据国家法律或者行政法规 规定暂扣其运行合格证 1 至 6 个月或者吊销其运行合格证。 第 121.763 条 运行合格证的吊扣和吊销 (a) 大型飞机公共航空运输承运人运行合格证持有人有下列行为之一并且 情节严重的，局方可以依据国家法律或者行政法规，暂停或者取消其运行规范 中的部分内容、吊扣其运行合格证 1 至 6 个月或者吊销其运行合格证： (1)违反本规则第 121.57 条规定，未遵守运行合格证、运行规范或者超越 豁免或者偏离许可实施运行的； (2)违反本规则 H 章的规定，使用不符合要求的飞机实施运行的； (3)违反本规则 I 章的规定，超过飞机性能使用限制实施运行的； (4)违反本规则 K 章的规定，飞机的仪表和设备不符合本规则要求的； （5）违反本规则 L 章的规定，未落实其飞机适航性责任的； (6)违反本规则 N 章的规定，使用未经局方批准的训练大纲或者未按照经批 准的训练大纲进行规定的训练而实施运行的； (7)违反本规则 M 章、O 章或者 Q 章的规定，机组成员和其他航空人员不符 合规定的要求，未按照规定使用或者搭配航空人员的； (8)违反本规则 U 章中规定的签派和飞行放行规则签派或者放行飞机的； (9)有局方认定的其他严重影响运行安全或者已造成严重后果的行为的。 (b)运行合格证被吊扣期间或者运行合格证被吊销后，合格证持有人应当将 合格证交回相应的局方机构。 第 121.765 条 警告和罚款 (a)合格证持有人有下列行为之一的，局方可以责令其停止违法行为，并处 以警告或者人民币 1 万元以上 3 万元以下罚款： (1)有本规则第 121.763 条(a)款规定的行为之一，情节轻微的； (2)违反本规则第 121.41 条(a)、(b)和(c)款规定，拒绝局方检查或者不能 提供相关资料供局方检查的； (3)违反本规则第 121.43 条和第 121.45 条规定，未配备足够的管理人员或 者配备了不合格管理人员的； (4)违反本规则第 121.131 条、第 121.135 条或者第 121.137 条规定，其运 150

行手册和飞行手册未保持现行有效，未及时修订、分发或者未随身或者随机携 带的； (5)违反本规则第 121.691 条至第 121.703 条或者第 121.380 条规定，未按 照规定的内容记录有关信息，未按照规定的时间保持记录或者记录的格式不符 合要求的； (6)违反本规则第 121.557 条、 第 121.559 条、 第 121.573 条(c)款、 第 121.575 条(d)款、第 121.705 条至第 121.710 条规定，未按照规定的内容、时间、格式 和方式报告有关情况或者未按照规定保存有关信息的； (7)违反本规则第 121.483 条至第 121.493 条或者第 121.503 条规定，未按 照规定安排航空人员的值勤期、飞行时间和休息时间的； (8)违反本规则第 121.365 至 375 条规定，未按照规定设置、配备维修机构 及人员、未经规定的批准程序实施维修或者其维修系统对飞机维修不能实施有 效管理的； (9)在实施运行的过程中未按照本规则 T 章的规定对飞机上的人员、货物和 设备进行有效管理，被局方认定影响运行安全的； (b) 合格证持有人违反本规则第 121.453 条的规定，使用未取得航空人员执 照、体检合格证的飞机驾驶员，而参加本规则运行的，局方可以按照《中华人 民共和国民用航空法》第二百零五条的规定对合格证持有人处以警告或者人民 币 5 万元以上 20 万元以下的罚款。 (c)对于合格证持有人的航空人员和其他直接参与运行的个人，未按照合格 证持有人的手册或者管理规则履行职责，导致违反本规则规定，或者其本人直 接违反本规则规定的， 局方可以对其处以警告或者 500 元以上 1000 元以下罚款。

151

Z章

附

则

第 121.771 条 施行与废止 本规则自 2005 年 6 月 1 日起施行。2005 年 4 月 1 日之前，按照《公共航 空运输承运人运行合格审定规则》（CCAR－121FS），通过运行合格审定取得运 行合格证的合格证持有人，应当在 2007 年 1 月 1 日之前，通过按照本规则进行 的补充审定合格后方可运行。 1990 年 5 月 26 日民航总局令第 4 号发布的《中国民用航空飞行签派工作细 则》、1991 年 9 月 5 日民航总局令第 21 号发布的《中国民用航空航空卫生工作 规则》、1995 年 5 月 12 日民航总局令第 41 号公布并经 1997 年 1 月 6 日民航总 局令第 60 号修订的《民用航空器运行适航管理规定》（CCAR-121AA-R1）、1998 年 7 月 3 日民航总局令第 77 号公布的《中国民用航空飞行人员训练管理规定》 （CCAR-62FS）、1999 年 5 月 5 日民航总局令第 83 号公布的《公共航空运输承 运人运行合格审定规则》（CCAR－121FS）、2000 年 7 月 18 日民航总局令第 92 号公布的《中国民用航空总局关于修订<公共航空运输承运人运行合格审定规则

的决定》同时废止，但是由于执行本规则需要时间进行调整的，本款所述 6 部 规章中有关内容可以执行到 2007 年 1 月 1 日止。

152

附件 A

定义

定期载客运行： 是指航空承运人或者航空运营人以取酬或者出租为目的，通过本人或者其 代理人以广告或者其他形式提前向公众公布的，包括起飞地点、起飞时间、到 达地点和到达时间在内的任何载客运行。 最大商载： （a）对于局方在技术规范中已规定最大无油重量的飞机，以最大无油重量 减去空机重量、航空器携带的适用设备的重量和运行载重（包括最少机组成员、 食物饮料和与这些食物饮料有关的供应品和设备的重量，但不包括可用燃油和 滑油）所计算出的最大商载。 （b）对于其它飞机，以最大审定起飞重量、较小空机重量、较少的机载设 备重量和较小的运行必需重量（运行必需重量为最少的燃油、滑油重量和机组 成员重量之和）所计算出的最大商载。机组成员、成员燃油和滑油的重量按照 下列方法计算： (1)规章要求的机组成员中每一成员的体重： (i)男性飞行机组成员按照 82 公斤； (ii)女性飞行机组成员按照 64 公斤； (iii)男性客舱乘务员按照 82 公斤； (v)女性客舱乘务员按照 59 公斤； (vi)客舱乘务员不区分性别时，体重平均按照 64 公斤。 (2)滑油按照 157 公斤或者型号合格审定中规定的重量。 (3)规章规定的一次飞行运行所需携带最少燃油量。 偏离：对于规章中明确允许偏离的条款，合格证持有人在提出恰当理由和 证明能够达到同等安全水平的情况下，经局方批准，可以不遵守相应条款的规 定或者遵守替代的规定、条件或者限制。 豁免：对于规章中没有明确允许偏离的条款，合格证持有人在提出恰当的 理由、相应的安全措施并证明这些安全措施能保证同等安全水平的情况下，经 民航总局批准，可以不执行相应的规章条款，而执行民航总局在作出此项批准 时所列的规定、条件或者限制。豁免是遵守规章的一种替代做法，遵守所颁发 的豁免及其条件和限制，就是遵守规章。 运行控制：是指合格证持有人使用用于飞行动态控制的系统和程序，对某 次飞行的起始、持续和终止行使控制权的过程。 湿租：是指按照租赁协议，承租人租赁飞机时携带出租人一名或者多名机组 成员的租赁。 协议维修单位：是指通过与运营人正式签订协议接受委托和授权，根据运 153

营人的维修方案、维修技术要求和改装方案选择或者安排实施维修工作，并至 少在运营人基地提供航线维修的维修单位。 一般勤务工作：是指航空器进出机场地面引导、停放、推、拖及挡轮档，拿 取和堵放航空器的各种堵盖，为航空器提供电源、气源，加(放)水、加(放)油 料、充气、充氧，必要的清洁和除冰、雪、霜等为保证航空器正常投入运行实 施的勤务工作。 飞行机组成员：是指飞行期间在航空器驾驶舱内执行任务的驾驶员、领航 员、飞行通信员和飞行机械员。 机组成员：指飞行期间在航空器上执行任务的航空人员，包括飞行机组成 员和客舱乘务员。 机长：是指经合格证持有人指定，在飞行时间内对航空器的运行和安全负 最终责任的驾驶员。 飞机组类：为方便机组成员和飞行签派员的训练管理，根据飞机动力装置 的区别对飞机划分的种类。在本规则中，将飞机分为两个组类：组类I，以螺旋 桨驱动的飞机，包括以活塞式发动机为动力的飞机和以涡轮螺旋桨发动机为动 力的飞机；组类II，以涡轮喷气发动机为动力的飞机。 新雇员训练：是指合格证持有人新雇佣的人员，或者已经雇佣但没有在机 组成员或者飞行签派员工作岗位上工作过的人员，在进入机组成员或者飞行签 派员工作岗位之前需要进行的训练。新雇员训练包括基础理论教育和针对特定 机型和岗位的训练。 初始训练：未曾在相同组类其他飞机的相同职务上经审定合格并服务过的 机组成员和飞行签派员需要进行的改飞机型训练。 转机型训练：曾在相同组类不同型别飞机的相同职务上经审定合格并服务 过的机组成员和飞行签派员需要进行的改飞机型训练。 升级训练：已在某一特定型别的飞机上经审定合格并担任副驾驶的机组成 员，在该型别飞机上担任机长之前需要进行的训练。 定期复训：是指已取得资格的机组成员和飞行签派员，为了保持其资格和 技术熟练水平，在规定的期限内按照规定的内容进行的训练。 重新获得资格训练：已在特定航空器型别和特定工作岗位上经审定合格， 但因某种原因失去资格的机组成员和飞行签派员，为恢复这一资格所应当进行 的训练。 差异训练：对于已在某一特定型别的飞机上经审定合格并服务过的机组成 员和飞行签派员，当局方认为其使用的同型别飞机与原服务过的飞机在性能、 设备或者操作程序等方面存在差异，需要进行补充性训练时应当完成的训练。 日历月：是指按照世界协调时或者当地时间划分，从本月 1 日零点到下个 月 1 日零点之间的时间段。 飞行时间：是指航空器为准备起飞而借自身动力开始移动时起，直到飞行 结束停止移动为止的时间。 飞行经历时间：是指机组必需成员在其值勤岗位上执行任务的飞行时间， 154

即在座飞行时间。 延伸跨水运行：是指飞机距最近海岸线的水平距离超过 93 公里(50 海里) 的跨水运行。 最低油量：是指飞行过程中应当报告空中交通管制员采取应急措施的一个 特定燃油油量最低值，该油量是在考虑到规定的燃油油量指示系统误差后，最 多可以供飞机在飞抵着陆机场后，能以等待空速在高于机场标高 450 米(1500 英 尺)的高度上飞行 30 分钟的燃油量。 非精密进近和着陆运行：是指不使用电子下滑道指引的仪表进近和着陆。 精密进近和着陆运行：使用精确的方位和下滑道指引的仪表进近和着陆， 其最低标准由相应的运行类型(分为I、II、IIIA、IIIB、IIIC 等类型)确定。 决断高度(DA)/决断高(DH)：是指在精密进近中，如不能建立继续进近所必 需的目视参考，则应当开始复飞的特定高度或者高。 最低下降高度(MDA)/最低下降高(MDH)：是指在非精密进近或者盘旋进近 中，如不能建立必需的目视参考，则不能继续下降的特定高度或者高。 机场运行最低标准：是指机场用于起飞和着陆时的条件限制。对于起飞， 用能见度和/或者跑道视程以及云高（需要时）来表示；对于精密进近和着陆运 行中的着陆，用与相应运行类型对应的能见度和/或者跑道视程，以及决断高度 (DA)/决断高(DH)来表示；对于非精密进近和着陆运行中的着陆，用能见度和/ 或者跑道视程、最低下降高度(MDA)/最低下降高(MDH)以及云高（需要时）来表 示。 目视气象条件：是指用能见度、离云的距离和云高表示，等于或者高于规 定最低标准的气象条件。 仪表气象条件：是指用能见度、离云的距离和云高表示，低于为目视气象 条件所规定的最低标准的气象条件。 超障高度(OCA)/超障高(OCH)：是指为遵循适当的超障准则所确定的相关跑 道入口标高或者机场标高之上的特定高度或者高。 备降机场：是指当飞机不能或者不宜飞往预定着陆机场或者在该机场着陆 时，可以飞往的另一个预先指定备用着陆的机场。备降机场包括起飞备降机场、 航路备降机场和目的地备降机场。 起飞备降机场：是指当飞机在起飞后较短时间内需要着陆而又不能使用原 起飞机场时，预先指定用以进行着陆的备降机场。 航路备降机场：是指当飞机在航路中遇到不正常或者紧急情况后，预先指 定用以进行着陆的备降机场。 目的地备降机场：是指当飞机不能或者不宜在预定着陆机场着陆时可以飞 往预先指定用以着陆的备降机场。 主最低设备清单(MMEL)：是指局方确定在特定运行条件下可以不工作并且 仍能保持可接受的安全水平的设备清单。主最低设备清单包含这些设备不工作 时航空器运行的条件、限制和程序，是运营人制定各自最低设备清单的依据。 最低设备清单(MEL)：是指运营人依据主最低设备清单并考虑到各航空器的 155

构型、运行程序和条件为其运行所编制的设备清单。最低设备清单经局方批准 后，允许航空器在规定条件下，所列设备不工作时继续运行。最低设备清单应 当遵守相应航空器型号的主最低设备清单，或者比其更为严格。 附件 B 急救箱和应急医疗箱 1.急救箱 本规则第 121.309 条所要求的急救箱应当满足以下条件和要求： （1）每架飞机在载客飞行中急救箱的数量不得少于下表的规定： 旅客座位数 0-50 50-150 151-250 250 以上

急救箱数量 1 2 3 4

（2）急救箱应尽可能均匀地放在飞机上易于取用的位置； （3）每只急救箱应当能防尘、防潮； （4）每只急救箱内至少配备以下医疗用品： 项目

数量

绷带，5 列

5卷

消毒棉签

20 支

敷料，10X10cm

8块

三角巾

5条

止血带

1条

外用烧伤药膏

3支

手臂夹板

1付

腿部夹板

1付

绷带，3 列

4卷

胶布，1cm、2cm

各1卷 156

剪刀

1把

橡胶手套或者防渗透手套

1付

（5）第（4）项中不适于装在急救箱内的手臂夹板和腿部夹板可以存放在距 离急救箱尽可能近的易于取用的位置。 2.应急医疗箱 本规则第 121.309 条所要求的应急医疗箱应当满足以下条件和要求： （1）每架飞机在载客飞行时应当至少配备一只应急医疗箱，存放在机组人 员易于取用的位置； （2）应急医疗箱应当妥善存放，能够防尘、防潮、防不良温度损坏； （3）每只应急医疗箱内应当至少配备以下医疗用品和物品： 项目

数量

血压计

1个

听诊器

1付

口咽气道（三种规格）

各1个

注射器和针头（用药所需的 4 支 各种规格） 50%葡萄糖注射液

60ml

1:1000 肾上腺素单次用量 安瓿

2支

盐酸苯海拉明注射液

2支

硝酸甘油片

10 片

皮肤消毒剂

适量

消毒棉签

40 支

箱内医疗用品清单和药物 使用说明

1份

157

附件 C

本规则第 121.161 条规定的应急撤离程序演示准则

(a)中断起飞应急撤离演示 (1)演示应当在黑暗的夜间进行，或者在白天模拟黑夜的情况下进行。如果 在白天于室内进行演示，应当在遮盖所有窗户和关闭房门的情况下进行，以尽 可能减少日光的影响。可以采用地板或者地面照明，但应当为低亮度的并有遮 档，以防光线射入飞机窗户或者舱门。 (2)飞机应当处于起落架放下的正常地面姿态。 (3)除非飞机装备有滑下机翼的设备，否则可以使用台架或者扶梯，帮助人 员从机翼下至地面。为保护参加演示的人员，可以在地面放置垫子或者反放的 救生筏等安全设备。不得使用非飞机应急撤离部分的其他设备来帮助参加演示 的人员到达地面。 (4)应当切断飞机正常电源。 (5)涉及载运旅客运行的所有应急设备应当按照合格证持有人的手册安装。 (6)每一外部舱门和出口，以及每一内部舱门或者门帘应当处于模拟正常起 飞的状态。 (7)应当使用正常健康人群的代表性旅客载荷。妇女应当至少占旅客载量的 40％。超过 50 岁的旅客至少占 35％。超过 50 岁的妇女至少占 15％。不算在总 载客量之内的三个真人大小的玩具婴儿应当由旅客怀抱以模拟两岁以下的婴 儿。维修或者操作飞机的机组成员、机务人员和经训练的其他人员，不得充当 旅客。 (8)除局方要求者外，任何旅客不得被指派到某个特定座位上。除按照本款 第(12)项要求者之外，合格证持有人的任何雇员不得坐在紧邻应急出口的座位 上。 (9)安全带和肩带应当按照要求系好。 (10)在开始演示之前，大约占总数一半的手提行李、毯子、枕头和其他类 似物品，应当分数处扔放在过道和通往应急出口的道路上，以造成轻微障碍。 (11)飞机的乘客密度和配置应当代表合格证持有人飞机的最大载客量形 式。 (12)每个机组成员应当是正常航班机组的成员，但飞行机组成员可以是正 常航班机组成员之外其他了解该飞机的人员。每个机组成员应当坐在通常指定 的起飞座位上，并且在接到开始演示的信号之前，不得离开该座位。 (13)任何机组成员或者旅客不得事先被告知该次演示所用的应急出口。 (14)合格证持有人不得对参加人员就该次演示进行实习、排练或者讲解， 任何参加人员也不得在前 6 个月之内参加过这种类型的演示。 (15)本规则第 121.569 条所要求的起飞前旅客简介可以按照合格证持有人 的手册进行。还可以告诉旅客应当遵循机组成员的指令，但不得解释在演示中 158

拟遵循的程序。 (16)如果提供了本款第(3)项所允许的安全设备，为防止暴露可用的应急出 口，所有客舱和驾驶舱窗口都应当遮挡起来，或者所有应急出口处都配备安全 设备。 (17)在满足适用于该飞机必需应急出口所有要求的机身两侧的应急出口 中，可以用作演示的不得超过 50％。在演示中不使用的应急出口，应当使其手 柄不能工作，或者在出口外面用红灯、红带或者其他可以接受的方式表明由于 失火或者其他原因，这些出口是不能使用的。使用的出口应当在该飞机所有应 急出口中有代表性，并且应当由合格证持有人指定并经局方批准。应当至少使 用一个地板高度的出口。 (18)除按照本款第(3)项规定外，所有撤离人员应当通过作为飞机设备一部 分所提供的设施撤离飞机。 (19)合格证持有人的经批准程序，以及正常装备的所有应急设备，包括滑 梯、绳索、灯光和麦克风，应当在演示中充分利用，但飞行机组成员在演示中 不得实际帮助客舱中的其他人员。 (20)当最后一名旅客撤离飞机并到达地面时，撤离时间段即告结束。如果 采用台架或者扶梯的撤离人员比率，不多于在飞机实际坠毁的情况下利用飞机 上的设施从机翼上下落的人员比率，则当撤离人员使用并处于本款第(3)项所允 许的台架或者扶梯上时，可以认为其已处于地面上。 (b)水上迫降演示 应当假定该演示在白天进行，而且所有机组必需成员在演示时都在场。 (1)如果合格证持有人手册要求由旅客帮助释放救生筏下水，则所需的旅客 应当在飞机上并按照手册参加演示。 (2)应当在每一应急出口和机翼处放置一个台架，其平台顶部的高度应模拟 飞机在水上迫降后的水平面。 (3)收到水上迫降信号后，每一撤离人员应当按照合格证持有人手册的要求 穿上救生衣。 (4)应当按照合格证持有人手册的要求，将每一救生筏放下水并充气，并将 其他必需的应急设备放在救生筏上。 (5)每一撤离者应当登上救生筏，指派到每一救生筏上的机组成员应当指明 放于救生筏上的应急设备的位置并说明其用途。 (6)应当使用飞机、模型飞机或者模拟客舱的漂浮装置。 (i)如果利用模型飞机，它应当模拟目前合格证持有人使用的或者计划使用 的飞机，而且其内部布置应当全尺寸真实模拟，并应当装备有充分的座椅供撤 离人员使用。应急出口和应急舱门的使用应当严格模拟在飞机上的使用情况。 在机翼上方出口外部应当有足够的翼面以演示撤离。 (ii)如果采用模拟客舱的漂浮装置，则应当尽可能模拟运行中使用的飞机 客舱。应急出口和应急舱门的使用应当严格模拟在飞机上的使用情况。在机翼 159

上方出口外部应当装有足够的翼面以演示撤离。该装置应当装备飞机上安装的 相同救生设备，以容纳参加演示的所有人员。 附件 D

飞行训练要求

本规则第 121.433 条对驾驶员初始、转机型和升级飞行训练所要求的动作 与程序规定在本附件中。这些动作与程序的训练按照本附件的规定分别在经批 准的飞行训练器、飞行模拟机和飞机上进行，但低空风切变动作与程序应当在 经批准可以完成这些动作与程序的飞行模拟机上进行。 规定在飞行训练器上完成的动作与程序可以在飞行模拟机上完成，或者在 某些情况下，在静止飞机上完成。除低空风切变训练外，规定在飞行模拟机上 完成的动作与程序可以在飞机上完成。 按照本附件实施飞行训练时，所用的飞行模拟机应当经局方认可，但不需 要遵守附件 G 中的高级飞行模拟机要求，在这些飞行模拟机上完成训练后还应 当在飞机上完成本附件规定应当在飞行中完成的动作与程序。如果在实际训练 中使用的飞行模拟机是根据附件 G 审定合格为 B 级、C 级或者 D 级的高级飞行模 拟机，且合格证持有人的训练大纲符合附件 G 中的要求，则可以按照附件 G 中 的规定，用高级飞行模拟机全部或者部分代替飞机，来完成本附件中规定应当 在飞机上完成的动作与程序。 驾驶员在各个职位上的训练，用下列符号表示： P＝机长(PIC) S＝副驾驶(SIC) B＝机长和副驾驶 PJ＝机长从喷气飞机转机型到喷气飞机 PP＝机长从螺旋桨飞机转机型到螺旋桨飞机 SJ＝副驾驶从喷气飞机转机型到喷气飞机 SP＝副驾驶从螺旋桨飞机转机型到螺旋桨飞机 AT＝所有转机型类(PJ，PP，SJ，SP) PS＝副驾驶升为机长（同一机型）

160

动作/程序

初始训练 转机型训练 升级训练 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中

根据所涉及的飞机和 运行，驾驶员的飞行训练 应当包括下列动作与程 序。 I. 飞行前 B (a)目视检查飞机的外部和 内部，指出需检查的每个项 目的位置，说明检查它的目 的。如该机型必需飞行机械 员，目视检查可用图形教具 代替，该教具应真实描绘飞 行前检查项目的位置和细 节 (b)起动前检查单的使用，相 应操纵系统的检查，起动程 序，无线电和电子设备的检 查，飞行前选择合适的导航 与通信无线电设备和频率 (c)按照相应交通管制当局 B 或者实施训练人员发布的 指令，完成滑行和进出停机 位程序 (d)起飞前检查，包括发动机 检查 Ⅱ.起飞： (a)正常起飞 B B (b)模拟仪表条件下起飞，在 机场标高之上30 米(100 英 尺)高度或者之前进入仪表 飞行 (c)侧风起飞 B

AT

PS

B

AT

AT

PS

PS

B

AT

AT

PS

PS AT

AT 161

PS

PS

(d)模拟临界发动机在下列 时刻失效时起飞： (1)在V1 后到V2 前的一点, 实施训练的人员认为在当 时条件下适合于该机型；或 者 (2)当V1 和V2 或者V1 和VR 相同时,在V1 后尽量靠近 V1 的一点；或者 (3)对于非运输类飞机,在适 当的速度上

B

AT

162

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (e)中断起飞，在正常起飞期 B AT PS 间达到一个合理速度时进 行，该速度的确定应当考虑 到飞机特性、跑道长度、道 面条件、风向风速、刹车热 能及其他影响安全的因素 以上(a)至(e)款起飞至少 一次应当在夜间完成。对于 转机型的驾驶员,本款要求 的夜间起飞可以在满足本 规则第121.457 条要求的 运行经历时完成 Ⅲ. 飞行动作与程序 (a)转弯 B AT PS (b)俯冲和马赫抖振 B AT PS (c)最大续航时间和最大航 B AT PS 程程序 (d)在飞行机械员位置上操 B AT PS 作各系统和操纵装置 (e)安定面失控和卡阻 B AT PS (f)下列系统的正常和非正 B AT PS 常(或者备用)操作与程序： (1)增压 B AT PS (2)引气 B AT PS (3)空调 B AT PS (4)燃油和滑油 B B AT AT PS PS (5)电气 B B AT AT PS PS (6)液压 B B AT AT PS PS (7)飞行操纵 B B AT AT PS PS (8)防冰与除冰 B AT PS (9)自动驾驶仪 B AT PS 163

(10)自动进近设备或者其他 B 进近设备 (11)失速警告装置、失速防 B 止装置和增稳装置 (12)机载雷达设备 (13)其他可用系统、装置或 者设备 (14)电气、液压、飞行操纵、 B 飞行仪表系统的故障或者 失效

B

AT

PS

B

AT

PS

B B

AT AT

PS PS

B

AT

164

AT

PS

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (15)起落架和襟翼系故障或 B B AT AT PS PS 者失效 (16)导航或者通信设备失效 B AT PS (g)飞行应急程序，至少包括 下列训练: B AT AT PS PS (1)动力装置、加热设备、货 B 舱、客舱、驾驶舱、机翼、 和电气的失火 (2)烟雾控制 B B AT AT PS PS (3)动力装置失效 B AT PS (4)应急放油 B B AT AT PS (5)相应飞行手册中规定的 B AT PS 其他应急程序 P PJ PS (h)在每个方向上的大坡度 转弯。每个大坡度转弯应当 用45 度坡度，航向改变至 少180 度，但不大于360 度 (i)以起飞形态（除只用零襟 B AT PS 翼形态起飞的飞机外）、光 洁形态和着陆形态接近失 速，其中至少有一次在以 15 至30 度坡度的转弯中完 成 (j)从该机型特有的飞行特 B AT PS 性中改出 (K)仪表程序，包括： (1)区域离场和进场 B AT PS (2)导航系统的使用，包括切 B AT PS 入并保持指定的方位线 (3)等待 B AT PS (l) ILS 仪表进近，包括： 165

(1)正常ILS 进近 B (2)人工操纵ILS 进近，并模 B 拟一台发动机失效，失效发 生在进入最后进近航道之 前，持续到接地或者完成中 断进近程序 (m)除ILS 外的仪表进近程 序,包括： (1)受训人员很可能使用的 非精密进近 (2)除(1)款外，受训人员很 可能使用的至少一种其他 非精密进近和中断进近程 序

动作/程序

AT

PS AT

B

PS

AT

B

AT

PS PS

初始训练 转机型训练 升级训练 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中

对于第Ⅲ条(k)款和第Ⅲ条 (l)款，每次仪表进近应当 按照所用进近设施经批准 的程序和限制进行。仪表进 近开始于飞机飞越所用程 序的起始进近点，结束于飞 机接地时或者完成中断进 近形态的转换时

166

(n)盘旋进近，应当符合下列 B 要求： (l)对于所用程序，盘 旋进近到经批准最低下降 高度的那部分应当在模拟 仪表条件下进行； (2)盘旋进近应当做 到经批准最低盘旋最低下 降高度，然后改变航向并作 必要的机动（以目视参考）， 保持能在跑道上正常着陆 的飞行航道，该航道与模拟 仪表部分的最后进近航道 至少差90 度以上； (3)盘旋进近不得超 过飞机正常操作限制和没 有过大的机动动作，坡度不 得超过30 度。 下列驾驶员不必进行 本款训练：(1)如果合格证 持有人的运行手册中禁止 某些机型在气象条件低于 云高300米/能见度5000米 时作盘旋进近，该合格证持 有人相应机型的所有驾驶 员；(2)合格证持有人的运 行手册中禁止副驾驶在本 规则运行中作盘旋进近时， 相应的副驾驶 (0)无襟翼进近。如果局方认 P 为，由于系统设计原因，该 型别飞机襟翼放出故障的 概率极低，则该型别飞机可 以不要求本动作训练。在作 出这种决定时，局方将确定 是否需要训练只放缝翼进 近和部分襟翼进近 (p)中断进近，包括：

AT

PS

PP PJ

167

PS

(1)从ILS 进近中中断进近 (2)从其他进近中中断进近

B

AT B

PS AT

168

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 (3)包含完整经批准中断进 B AT PS 近程序的中断进近 (4)包含发动机失效的中断 B AT PS 进近 Ⅳ.着陆和进近到着陆: (a)正常着陆 B AT PS (b)水平安定面配平不正确 P PJ PS 时的着陆与复飞 PP (c)从ILS 仪表进近中进入着 B AT PS 陆 (d)侧风着陆 B AT PS (e)模拟发动机失效后机动 到着陆,，按照以下规定： PJ PS (1)对于3 发飞机，模拟两台 P PP 发动机（中发和一侧外发） 失效后按照经批准程序机 动到着陆 PJ PS (2)对于其他多发飞机，模拟 P PP 50％的动力装置失效（在飞 机一侧）后机动到着陆 PJ PS (3)在飞行模拟机上完成第 PP (1)或者第(2)项要求的飞 行机组成员，还应当在飞机 上完成一台发动机失效后 着陆的飞行训练。 对于副驾驶升机长训 练，如果该员从未在实际飞 行中完成第(1)或者第(2) 项动作，则应当按照第(1) 或者第(2)项机长初始训练 的要求完成 169

(4)对于副驾驶，只需完成最 S 临界一台发动机模拟失效 后机动到着陆 (f)模拟盘旋进近条件下的 B 着陆（第Ⅲ条(n)款中最后 一段的例外条款，同样适用 于本款） (g)中断着陆，包括中断着陆 B 后的正常中断进近程序。对 于本动作，应在约15 米(50 英尺)高度并飞越跑道入口 时中断着陆

SJ SP

170

AT

PS

AT

PS

初始训练 转机型训练 升级训练 动作/程序 飞机 训练设 飞机 训练设 飞机 训练设 上 备上 上 备上 上 备上 飞静模 训 飞静模 训 飞静模 训 行止拟 练 行止拟 练 行止拟 练 机 器 机 器 中 机 器 中 中 PJ PS (h)无襟翼着陆，如局方认为 P PP 该动作适合于在飞机上训 练的话 (i)人工恢复(如适用) B AT PS 着陆和进近到着陆的 训练应当包括第Ⅳ条(a)款 至(i)款规定的各种类型和 条件，但在适合时可以将一 种以上组合起来。 以上着陆之一的训练 应当在夜间进行。对于转机 型的驾驶员，本要求可以在 按照本规则第121.457 条 要求的运行经历期间完成。

171

附件 E

熟练检查要求

本附件规定了本规则第 121.465 条要求的对驾驶员进行熟练检查的动作与 程序。这些动作与程序应当在飞行中进行，但在相应栏目中有适当符号表示的 那些动作与程序，可以按照符号的表示在飞行模拟机或者飞行训练器上进行。 当某一动作或者程序批准在飞行训练器上进行时，也可以在飞行模拟机上 进行。 如果在实际训练中使用根据附件 G 审定合格的飞行模拟机，合格证持有人 可以按照附件 G 中的规定，在飞行模拟机上完成本附件中规定应当在飞机上完 成的动作与程序。 本附件中下述符号表示： P＝机长： B＝机长和副驾驶： ＝符号上带星号(如 B)表示在动作与程序栏中规定了特殊条件： #＝当某一动作前标有该符号时，表示该动作由实施检查的人员确定，可以 要求在飞机上进行。 在完成本附件规定的所有动作中，驾驶员应当表现出保证飞行安全所需的良 好判断力。实施检查的人员在判定驾驶员是否具有这种判断力时，应当考虑被 检查人员能否严格遵守经批准的程序，在没有规定程序或者推荐常规的情况下 能否根据当时情况的分析采取正确措施，以及在实施飞行操作过程中是否考虑 周到和顾及后果。

172

要 求 模 拟 仪 表 条 件

动作/程序

在完成本附件规定的动作与程序时,应当满意地演 示下列项目有关的知识和技术： (1)该飞机及其系统和部件； (2)根据经批准的飞机飞行手册、合格证持有人 的运行手册、检查单或者适合于该型别飞机的其他 经批准资料中规定的程序和限制，正确控制空速、 形态、航向、高度和姿态； (3)遵守进近程序、空中交通管制程序或者其他 适用程序 I. 飞行前 (a)设备考试（口试或者笔试)。作为实践考试一部 分的设备考试应当密切联系飞行操作部分，考试 那些在飞行操作检查中不大可能检查到的内容。 设备考试应当包含： (1)该飞机及其动力装置、各系统、部件和运行、 性能等方面的实用知识； (2)正常、非正常和应急程序及其有关的操作与限 制； (3)经批准飞机飞行手册的有关规定。 实施考试的人员可以认可在合格证持有人 地面训练中前6 个日历月内对该驾驶员进行的 设备考试，作为本款设备考试。 (b)飞行前检查。该驾驶员应当： (1)对飞机外部和内部进行实际的目视检查，指出 每个项目的位置并简要说明检查的目的； (2)演示飞行前检查单的使用，相应操纵系统的检 查，起动程序，无线电和电子设备检查，飞行前 选用合适的导航和通信无线电设施。 可以用逼真地描绘飞行前检查项目位置与 173

要允 求许 在模 飞拟 机机 上上 完完 成成

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B

B

B*

细节并能提供不正常状态图示的图形教具代替 进行飞行前检查。如果该型别飞机的飞行机组必 需成员中有飞行机械员，目视检查可以按照第 121.465 条(d)款放弃。 (c)滑行。包括按照相应交通管制当局或者实施检 查的人员发布的指令滑行(对于副驾驶熟练检 查，达到在副驾驶位置上能做到的程度)、进出 停机位程序 (d)动力系统检查。按照相应飞机机型要求 Ⅱ. 起飞： (a)正常起飞1 次 (b)仪表条件下起飞1 次，模拟在到达机场标高之 B 上30 米(100 英尺)高度时或者在此之前进入仪 表飞行 (c)侧风起飞1 次，如在当时气象、机场、交通条 件下可以进行的话 (a)和(c)款要求可以合并，如果(b)款在飞行中 进行，则(a)、(b)、(c)三款要求可以合并。

174

B

B B* B*

B*

要 求 模 拟 仪 表 条 件

动作/程序

＃(d)发动机失效时的起飞。模拟最临界的发动机 在下列时刻失效的1 次起飞： (1)在V1 后至V2 前的一点，根据检查人员的判断， 该点适合于该机型和当时条件； (2)当V1 和V2 或者V1 或者VR 相同时，V1 后尽量 靠近V1 的一点；或者 (3)对于非运输类飞机，在适当的速度上。 (e)中断起飞。中断起飞可以在飞机正常起飞滑跑 期间达到某个合理速度时进行，该速度的确定应 考虑飞机特性、跑道长度、道面条件、风向风速、 刹车热能和可能严重影响安全或者飞机的其他 有关因素 Ⅲ. 仪表程序 (a)区域离场和区域进场。在完成这些动作期间， B 驾驶员应当： (1)遵守实际的或者模拟的空中交通管制指令（包 括指定的方位线）； (2)正确使用可用的导航设施。 区域离场或者区域进场之一，可以按照第 121.465 条(d)款放弃。 (b)等待。包括进入、保持、脱离等待航线图。可 B 以与区域离场或者区域进场结合进行 (c)ILS 和其他仪表进近。应当包括下列项目： (1)至少1 次正常ILS 进近 B (2)至少1 次模拟一台发动机失效的人工操纵ILS B 进近。应当在进入最后进近航道之前模拟发动机 失效，并保持到接地或者完成中断进近程序 (3)至少1 次非精密进近程序，该程序是合格证持 B 有人很可能使用的有代表性的非精密进近程序 (4)至少在一程序下降设施上演示1 次非精密进近 B 175

要允 求许 在模 飞拟 机机 上上 完完 成成 B

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B* B

B

B*

B

B

B

B B

程序，该程序是合格证持有人经批准使用的本款 第(3)项以外的进近程序 每次仪表进近应当按照所用进近设施经批准程序 和限制进行。仪表进近开始于飞机飞越所用进近 程序的起始进近点，结束于飞机在跑道上接地或 者完成中断进近形态的转换。仪表条件不必模拟 到低于接地区之上30 米(100 英尺) (d)盘旋进近。如果合格证持有人经批准的盘旋最 低标准低于300 米/5000 米，应当按照下列要求 至少作一次盘旋进近： (1)进近到经批准最低盘旋进近高度的那部分应当 B 在模拟仪表条件下进行； (2)进近应当作到经批准最低盘旋进近高度，然后 改变航向并作必要的机动(按照目视参考〕，保 持能在跑道上正常着陆的飞行航道，该航道与模 拟仪表最后进近航道至少差90 度； (3)盘旋进近不得有过大的机动动作，不得超过该 飞机正常使用限制。坡度不得超过30 度。 要 动作/程序 求 模 拟 仪 表 条 件 如果存在该驾驶员不能控制的当地条件，阻止做该 动作，或者使其不能按照要求完成，则可以按照 第121.465 条(d)款规定放弃检查。但是，该动 作不得在连续两次熟练检查中按照此规定放弃 检查。如果合格征持有人手册中禁止副驾驶在本 规则运行中做盘旋进近，则对副驾驶不要求盘旋 进近动作 (e)中断进近 (1)每个驾驶员应当至少完成一次从ILS 进近中中 断进近 (2)每个机长应当至少再完成一次中断进近 应当至少完成一次完整的经批准中断进近程序。由 176

B*

B*

要允 求许 在模 飞拟 机机 上上 完完 成成

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B* P*

实施检查的人员确定，在中断进近期间任何时 刻，可以要求模拟发动机失效。这些动作可以单 独完成，也可以与本附件第Ⅲ条或者第Ⅴ条条要 求的动作结合进行。至少一次中断进近应当在飞 机上完成。 Ⅳ. 空中动作 (a)大坡度转弯。应当在每个方向完成至少一次大 P 坡度转弯。每个大坡度转弯应当用45 度坡度， 航向改变至少180 度，但不大于360 度 (b)接近失速。对于本动作，当出现可以察觉的抖 B 振或者开始进入失速的其他反应时，即达到了接 近失速。除后面规定者外，应当至少按照下列要 求做三次接近失速： (1)一次起飞形态(只用零襟翼起飞形态的飞机除 外)； (2)一次光洁形态； (3)一次着陆形态。 由实施检查的人员确定，一次接近失速应 当以上述形态之一并在15至30度坡度转弯中完 成。本款要求的三次接近失速中的两次可以放弃 检查。 如果合格证持有人经批准可以签派失速警 告设备不工作的飞机飞行，则在这些动作期间不 得使用该设备。 (c)特有飞行特性。从该机型特有的飞行特性中改 出 (d)动力装置失效。除某些动作明确要求需在动力 装置模拟失效时完成外，实施检查的人员可以在 检查期间任何时刻要求模拟动力装置失效 Ⅴ. 着陆和进近到着陆 尽管允许一些动作可以结合完成， 或者可以放弃， 或者可以使用模拟机，但是，所有机长的熟练检 查和副驾驶在一机型上的首次熟练检查应当至 少做两次实际着陆(一次全停)。着陆和进近到着 陆应当包括下列各项，但在合适时，可以将一项 以上的动作结合进行：

177

P

P

B

B*

B

B

B

要 求 模 拟 仪 表 条 件

动作/程序

(a)正常着陆 (b)从ILS 进近到着陆，如果存在该驾驶员不能控 制的情况妨碍实际着陆，实施检查的人员可以允 许其进近到他判断能完成全停着陆的一点而不 着陆 (c)侧风着陆，按照当时气象、机场、交通条件可 行程度确定的侧风条件 (d)按照下列要求，模拟发动机失效后机动到着陆： (1)对于三发飞机，以失去两台发动机(中和一外侧 发动机)的经批准程序机动到着陆 (2)对于其他多发飞机，模拟50％的动力装置失效 并在飞机一侧模拟失去动力时机动到着陆 对于本条(d)款第(1)和第(2)项要求， 副驾驶可以 只模拟最临界的一台发动机失效。如果驾驶员在 有视景模拟机上满足本条(d)款第(1)或者第(2) 项要求，他还应当在飞行中模拟最临界的一台发 动机失效机动到着陆。 (e)如果合格证持有人经批准的盘旋最低标准低于 300 米/5000 米，则模拟盘旋进近条件下的着陆。 但是，当在飞机上完成时，如存在该驾驶员不能 控制的情况妨碍着陆，实施检查的人员可以允许 其进近到他判断能完成全停着陆的一点而不着 陆 #(f)中断着陆，包括正常中断进近程序，约在跑道 之上15 米(50 英尺)并飞越跑道入口时中断着 陆。本动作可以与仪表进近、盘旋进近、或者中 断进近程序结合，但在低于跑道之上30 米(100 英尺)时，不必模拟仪表条件 Ⅵ. 正常和非正常程序 178

要允 求许 在模 飞拟 机机 上上 完完 成成 B B*

B* B* B* B*

B*

B

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

每个驾驶员应当按照检查员为了确定被检查者对 该飞机相应系统与设备实用知识水平而认为需 要的数量，演示下列系统与设备的正确使用： (a)防冰和除冰系统 (b)自动驾驶系统 (c)自动进近或者其他进近辅助系统 (d)失速警告装置、失速防止装置和增稳装置 (e)机载雷达设备 (f)其他可用系统、设备、装置 (g)液压和电气系统失效与故障 (h)起落架和襟翼系统失效与故障 (i)导航或者通信设备失效

179

B B B B B B B B B

要 求 模 拟 仪 表 条 件

动作/程序

要允 求许 在模 飞拟 机机 上上 完完 成成

Ⅶ. 应急程序 每个驾驶员应当按照飞行检查员为了确定被检查 者是否具有完成应急程序的足够知识和能力而 认为需要的数量，演示下列紧急情况下的正确应 急程序： (a)飞行中失火 (b)烟雾控制 (c)急剧释压 (d)应急下降 (e)相应经批准飞机飞行手册所列的其他应急程序

附件 F

允 允许按 许 照第 训 121.46 练 5 条(d) 器 款放弃 上 检查 完 成

B B B B B

民用飞机训练分级

为方便训练管理，将民用飞机分为小型、中型、大型和重型 4 个等级。分 级时主要根据飞机的最大起飞全重，对处于分界线边缘的机型，民航总局可以 根据其训练难度、客座数量、驾驶员责任等情况加以适当调整。 1． 飞机分级的最大起飞全重参考值 小型飞机：最大起飞全重 5.7 吨以下； 中型飞机：最大起飞全重 5.7 吨-25 吨； 大型飞机：最大起飞全重 25 吨-100 吨； 重型飞机：最大起飞全重 100 吨以上。 2． 民用飞机的训练分级举例 小型飞机：运五、运十一、运十二、双水獭、TB20、TB200、夏延IIIA、海 岛人、M-18、PL-12、GA-200、农林五型 A； 180

中型飞机：运七、安 30、肖特 360、冲八、空中国王 200、SAAB340、奖状 VI、奖状II、ATR72； 大型飞机：B737、MD82、MD90、雅克 42、图 154M、BAe146、A320、L100-300、 运八、福克 100； 重型飞机：B747、B757、B767、B777、A300、A310、A330、A340、MD11、 IL-86。 3． 军转民飞行人员原飞机型的分级原则 考虑军方飞行人员转到民用航空系统后的训练，对其原飞机型的等级按照 下列原则确定： 初教机、歼击机、强击机，相当于民用小型机； 轰炸机，相当于民用中型机； 运输机，按照 1 款中的最大起飞全重参考值确定。 附件 G

高级飞行模拟机的使用

本附件为在高级飞行模拟机上进行飞行机组训练规定了基本准则和方法。 合格证持有人使用的每台飞行模拟机都应当经局方鉴定合格。对于经局方鉴定 为 B 级、C 级或者 D 级高级飞行模拟机的，在符合本附件下列规定的前提下，可 以用于完成附件 D、附件 E 中规定应当在实际飞行中完成的动作和程序，从而全 部或者部分代替本规则附件 D、 附件 E 规定需在飞机上进行的飞行训练或者检查： 1． 训练大纲要求 用本附件规定的高级飞行模拟机代替或者部分代替飞机进行飞行训练和检 查时，合格证持有人的训练大纲应当满足下列附加要求： (a)训练大纲（提纲）中应当包含使用 B、C 或者 D 级飞行模拟机的完整课 程，并且说明如何将 B、C、D 级飞行模拟机与其他训练设备结合起来，以最大 发挥其整体训练、检查和执照考试功能。 (b)用文件证明每个教员和飞行检查员符合第 121.411 条的要求。 (c)建立一种程序，用于保证每个教员和飞行检查员在所教学或者检查的相 同型别飞机上，作为机组成员实际参加经批准的定期航班飞行的计划，或者参 加经批准的航线观察的计划。 (d)建立一种程序，用于保证每年至少给予每个教员和飞行检查员 4 小时的 训练，以熟悉该合格证持有人的训练大纲及其修订，并强调他们在该大纲中的 各自责任，对飞行模拟机教员和飞行检查员的训练，应当包括训练政策和程序、 教学方法和技术、飞行模拟机控制装置的使用（包括环境和故障设置面板）、 飞行模拟机的限制及每个训练课程所要求的最低限度设备。 181

(e)训练大纲中包含有航线模拟飞行训练（LOFT），这种航线模拟飞行训练 应当对每个飞行机组成员进行至少 4 小时的训练课程，并包含合格证持有人航 路的至少 2 个有代表性的飞行航段，其中一个航段应当包含从某一机场推飞机 开始至到达另一机场的完整的正常运行程序，另一航段应包含合适的非正常和 应急飞行操作训练。

2．允许在高级飞行模拟机上实施的训练和检查 用本附件规定的高级飞行模拟机代替或者部分代替飞机飞行训练和检查时， 应当按照下列规定确定允许各级模拟机实施的训练和检查。其中在较低等级的 飞行模拟机上允许完成的训练和检查，允许在较高等级的飞行模拟机上完成： (a) B 级飞行模拟机允许完成下列训练和检查： (1)本规则第 121.461 条要求的近期经历的建立。 (2)本规则附件 D 要求在飞机上进行的夜间起飞和着陆。 (3)本规则第 121.465 条要求的熟练检查，但该驾驶员应当在航线检查或者 其他检查中在飞机上完成 2 次着陆（可以在按照本规则实施的运行中进行）。 (b)确定 C 级飞行模拟机允许的训练和检查时，应当符合下列规定： (1)对于下述训练和检查，在完成模拟机飞行训练或者检查后，经局方考试 合格，可以减少直至免除受训者的飞机实际飞行时次： (i)同组类中不同飞机之间的转机型训练及其执照考试。 (ii)持有航线运输驾驶员执照并且已在同组类飞机上具有担任机长至少 500 小时飞行经历的驾驶员的升级训练及其执照考试。 (iii)对于已持有航线运输驾驶员执照的驾驶员，本规则要求的初始训练 （不包括机长训练）。 (2)对于上述第(1)项规定之外的训练和检查，受训人员在飞行模拟机训练结 束后，还需在飞机上完成包括至少 5 次起落的实际飞行。 (c)确定 D 级飞行模拟机允许的训练和检查时，应当符合下列规定： (1)除下述第(2)项规定的训练和检查外，对于所有本规则要求的驾驶员飞 行训练和检查以及《民用航空器驾驶员、飞行教员和地面教员合格审定规则》 （CCAR-61 部）第 61.187 条要求的执照实践考试，在完成模拟机飞行训练或者 检查后，经局方考试合格，可以减少直至免除受训人员的飞机实际飞行时次。 (2)对于下列受训人员在飞行模拟机训练或者检查结束后，还需在飞机上完 成下列次数的实际本场起落飞行： (i)未取得航线运输驾驶员执照的驾驶员在组类 II 飞机上的初始训练或者初 次在组类 II 飞机上进行的初始训练，至少完成 30 次； (ii)初次在组类 II 飞机上的升机长训练及其型别等级考试，至少完成 15 182

次。 附件 H 双发飞机延伸航程运行（ETOPS） ——运行和飞机合格审定要求 1． 动力系统可靠性的评估 为了确定特定机体发动机组合是否满足延伸航程运行对动力系统可靠性的 现行要求，合格证持有人应当向局方提供对运行进行彻底评估所需的信息，包 括所有事件的说明、鉴定结果和确定对动力系统可靠性影响所需的有关资料。 这些资料包括： (a)地面与空中所有原因造成的发动机停车事件清单，包括发动机熄火（不 包括正常训练）。清单中应当包括发动机的标识（发动机和飞机的型号、序号）， 发动机构形和改装履历，发动机位置，造成该次事件的情形，飞行或者地面运 行的阶段，天气／环境条件，以及停车的原因。另外，对于不能进行控制或者 达不到预定推力水平的所有事件，应当提供类似的信息。 (b)非计划发动机更换率（6 个月和 12 个月累计），更换的简要说明，更换 率对时间的关系曲线，非计划发动机更换的主要原因。 (c)签派的延误，取消，中断起飞（包括维修或者机组错误造成的那些中断 起飞），以及由于动力系统的原因造成的改航。 (d)全部发动机小时和循环次数，发动机小时的分布（相对于使用年限的分 布）。 (e)影响可靠性的动力系统部件故障平均间隔时间。 (f)基于 6 个月和 12 个月滚动平均值的空中停车率（IFSD）。 (g)局方指定的其他资料。 2． 合适的航路备降机场 (a)合适机场应当具有作为可用机场所需的能力、服务和设施，并且其天气 和场面条件，在特定运行时间内，有很大的把握，保证一旦需要改航到该航路 备降机场时，能使飞机在发动机和/或者一些系统不工作条件下安全完成进近和 着陆。 (b)在延伸航程运行做飞行计划和作签派时，某一特定机场被考虑为合适机 场，应当符合本条(a)款的标准，并且应当具有下列仪表进近能力与航路备降机 场天气最低标准的一种组合： (1)单个精密进近：云高 180 米(600 英尺)、能见度 3200 米(2 英里)，或者 云高与能见度分别高于经批准的着陆最低标准 120 米(400 英尺)、1600 米(1 英 里)，以高者为准； (2)两条或者多条独立的精密进近跑道： 云高 120 米(400 英尺)、 能见度 1600 183

米(1 英里)，或者云高与能见度分别高于经批准的着陆最低标准 60 米(200 英 尺)、800 米(1/2 英里)，以高者为准； (3)非精密进近（一个或者多个）：云高 240 米(800 英尺)、能见度 3200 米 (2 英里)， 或者云高与能见度分别高于经批准的着陆最低标准 120 米(400 英尺)、 1600 米(1 英里)，以高者为准。 (c)在某些具有合适装备的机场，对于某些飞机，经合格审定具有恰当的能 力，当飞机的机体和／或者动力系统出现任何失效状况，导致改航到航路备降 机场时，能安全地实施Ⅱ类和／或者Ⅲ类进近与着陆，局方将按照逐例评审的 原则，可以考虑批准某些运行低于标准的航路备降机场天气最低标准，但应当 证明，在改航飞行期间随后又出现故障，不可能出现导致丧失安全实施并完成 Ⅱ类和／或者Ⅲ类进近与着陆能力的情况。应当考虑到批准的最大改航飞行时 间，对该飞机能力进行评审，对于那些在最大改航飞行时间具有经批准的能力 的飞机，可以在具有合适装备的机场（如合适的话）使用低于基本航路备降机 场天气最低标准的标准。 (d)对于在延伸航程运行航路飞行中遇到需改航 （包括第 121.561 条的规定） 状况的飞机，航路备降机场是否合适，应当以在此种状况下该机场是否仍然适 合，该机场的天气和场面条件是否允许进行仪表进近并完成着陆来确定。 3． 维修和运行报告要求 (a)在延伸航程运行中使用的飞机的维修大纲，应当包含支持这些运行所需 的标准、指南和指令。计划用于延伸航程运行的机体发动机组合应当符合第 121.717 条的要求。局方将审查该机体发动机组合的资料，并查明可能影响安全 运行的任何状态。 注：计划用于 75 分钟改航飞行时间的飞机不必具有预定的小时数或者空中 停车率。 (b)合格证持有人应当保证，考虑用于延伸航程运行的飞机的基础维修大 纲，是现行批准给该合格证持有人对于该厂家和该型号机体发动机组合的持续 适航维修大纲。延伸航程运行维修要求将以补充要求的形式表示和批准。其中 应当包括防止对延伸航程运行飞机的关键系统中的多项类似部件实施同一行动 （如在两台发动机上同时更换燃油控制装置）的维修程序。 (1)在合格证持有人日常工作单和有关指令上应当清楚标明延伸航程运行 有关的工作任务。 (2)应当清楚地规定延伸航程运行有关程序，例如有关中心维修控制系统的 程序。 (3)应当制定延伸航程运行服务检查制度，以证实飞机的状态和某些关键项 目是可接受的。这种检查应当由具有延伸航程运行资格的维修人员在延伸航程 飞行即将进行之前完成并签字。 注：对于在良性运行区域（见本附件延伸航程运行大纲标准中的定义）75 184

分钟延伸航程飞行的回程航段，不要求延伸航程运行服务检查。 (4)应当适时查阅和填写记录本，以保证恰当地完成了 MEL 程序、延期项目、 维修检查和各系统检验程序。 (c)合格证持有人应当具有供延伸航程运行中有关人员使用的手册。这种手 册应当指出维修大纲和本附件规定的其他要求，并清楚地指明它们在运营人手 册系统中的位置。所有延伸航程运行要求，包括支持性大纲、程序、任务、职 责，应当清楚地标明并接受修改控制。这种手册应当在实施延伸航程飞行前 60 天提交给局方。 (d)合格证持有人的滑油消耗大纲应当反映制造厂的建议，并对滑油消耗趋 势具有灵敏的反应。该大纲应当考虑在延伸航程运行出发站所加的滑油量和运 转平均消耗的关系，即对在延伸航程运行出发站所加的滑油包括在内的所有滑 油，应当进行持续的监控。如果滑油分析对于该厂家和该型号发动机有意义， 则滑油分析应当包括在该大纲中。如果延伸航程运行需要 APU，则 APU 应当加入 滑油消耗大纲。 (e)本大纲应当规定将被监控的参数、数据收集方法和纠正措施运作程序。 该大纲应当反应制造厂的指南和航空界的实践经验。该大纲应当保证发动机的 限制边界不被超越，以便在所有经批准功率等级和预期环境条件下，能实施延 长的单发改航飞行时间而不超过经批准的发动机限制（即转子转速、排气温度）。 通过该大纲保护的发动机边界，应当考虑额外发动机载荷要求的影响（如防冰、 电源等），这些载荷是在改航有关的单发飞行阶段中可能需要的。 (f)合格证持有人应当制定检验大纲或者程序，以保证在出现发动机停车、 主系统失效、趋势恶化或者需要检验飞行或者其他措施的任何规定事件后，能 有纠正措施，并建立保证其贯彻实施的制度。在该大纲中应当明确规定谁负责 提出检验行动，哪个单位负责确定需要采取什么措施。象 APU 等主系统，或者 需要检验行动的情况，应当在合格证持有人延伸航程运行维修手册中规定。 (g)应当制定延伸航程运行可靠性大纲，或者在现有可靠性大纲中增加延伸 航程运行的内容。该大纲应当是针对事件的，应当具有报告程序，以报告有害 于延伸航程飞行的重大事件。这些信息应当能随时提供给合格证持有人和局方 使用，以帮助确定其可靠性水平是否足够，并评估该合格证持有人继续安全实 施延伸航程运行的资格和能力。该大纲规定需报告的事件，在发生后 72 小时内 应当报告给局方。下列事件应当报告： (1)空中停车； (2)改航或者返航； (3)非指令功率改变或者喘振； (4)发动机不能控制或者达不到预期的功率； (5)延伸航程运行飞机的关键系统方面的问题； (6)有害于延伸航程运行的其他事件； (7)报告应当包括： (i)飞机的标识（型号、国籍和等级标志）； 185

(ii)发动机的标识（型号和序号）； (iii)发动机总时间、循环次数和上次进厂以来的时间； (iv)对于各系统，大修以来的时间或者对有缺陷组件上次检验以来的时间； (v)飞行阶段； (vi)纠正措施。 (h)应当制定发现动力系统状态有不利趋势时应采取什么措施的准则。当动 力系统的空中停车率（以 12 个月滚动平均计算），对于 120 分钟运行超过每 1000 发动机小时 0.05 次， 或者对于 180 分钟运行超过每 1000 发动机小时 0.03 次时， 合格证持有人应当报告局方，立即进行评审。发现的问题和采取的纠正措施应 当向局方提交报告。局方可以要求增加纠正措施或者运行限制。 (i)维修训练大纲应当包括延伸航程运行特殊要求。只有那些完成了合格证 持有人延伸航程训练大纲，并在持合适证件的维修人员直接监视下满意完成延 伸航程任务的维修人员，或者，在该运营人维修大纲中使用的该厂家该型号飞 机上具有先前维修经验的维修人员，才可以算作是合格于延伸航程运行维修的 人员。 (j)延伸航程运行部件控制。合格证持有人应当具有部件控制大纲，以保证 维持延伸航程运行的合适部件和构形。该大纲应当包括，在部件借用或者共用 安排时，对装于延伸航程运行飞机的部件进行核查。运营人还应当有措施，保 证修理或者大修后所用的部件能维持该飞机所需的延伸航程运行构形。 4． 延伸航程运行大纲准则 (a)本规则第 121.717 条详细规定了到航路备降机场（以经批准的一台发动 机不工作巡航速度）最大改航飞行时间 120 分钟的延伸航程运行运行批准准则。 下面规定少于 120 分钟（75 分钟）和大于 120 分钟（180 分钟）的运行批准准 则。对于批准 75 分钟的运行，不必符合基础分部的全部要求。对于批准 180 分 钟的运行，应当符合基础分部的全部要求和本款延伸航程运行大纲准则对于 180 分钟运行所需的要求。 (b)75 分钟运行。下列标准是评审不同运行区域的依据和批准 75 分钟运行 的要求。 (1)良性运行区域。良性运行区域是具有下列条件的运行区域： (i)具有多个可用机场。 (ii)通信、导航、空中交通管制服务和设施的可靠性与可获得性水平都很 高。 (iii)盛行气象条件较稳定，在气温、风、云高或者能见度方面一般不会到 达极端条件。 (2)在良性区域获得 75 分钟延伸航程运行批准的准则是： (i)飞机设计。应当对机体－发动机组合进行评审，以确定其有无影响安全 运行的因素。 186

(ii)维修大纲应当遵守本附件中 75 分钟大纲的指南。 (iii)其运行大纲应当遵守主最低设备清单（MMEL）的规定(不包括“延伸 航程”的限制条件)。每次飞行的重量应当使飞机能以经批准的一台发动机不工 作巡航速度和功率调定值保持飞行高度等于或者高于最低航路高度。 (3)非良性运行区域的程序。对于 75 分钟的批准，非良性运行区域具有一 个或者多个下列特性： (i)气象。盛行气象条件在风、气温、云高和能见度上长时间内可能接近极 端状态。 (ii)备降机场。可用机场不多。 (iii)由于是偏远地区或者水域，通信、导航、空中交通管制设施服务的可 靠性和可获得性水平不高。 (4)在非良性运行区域获得 75 分钟延伸航程运行批准的准则是： (i)飞机设计。应当对机体－发动机组合进行评审，以确定在非良性运行区 影响安全运行的各种因素。 (ii)维修大纲应当遵守本附件对于 120 分钟运行的指南。 (iii)运行大纲应当遵守本规则对于 120 分钟运行的指南。 (c)180 分钟运行。每个申请大于 120 分钟延伸航程运行批准的合格证持有 人，应当具有使用特定延伸航程运行构型的机体－发动机组合，实施 120 分钟 运行连续 12 个月的运行服务经验。等效于实际进行 120 分钟运行的替代服务经 验，可以由局方按照逐例确定的原则规定。只有那些已证明具有成功实施 120 分钟大纲能力的运营人，才可以考虑批准其大于 120 分钟的运行。这些运营人 还应当演示本款讨论的额外能力。运行区域将由到可用机场（以经批准的一台 发动机不工作的巡航速度在标准条件静止大气中）180 分钟的最大改航飞行时间 确定。签派限制将为到可用机场（以经批准的一台发动机不工作的巡航速度在 标准条件静止大气中）180 分钟的最大改航飞行时间。 (1)签派考虑。 (i)最低设备清单（MEL）。MEL 应当反应足够的主系统冗余量水平，以支持 180 分钟（静止大气）运行。第 121.721 条(b)款第(1)至(15)项所列的系统应当 考虑。 (ii)天气。合格证持有人应当证明，能依靠所使用的气象信息系统，以适 当的精确度和可靠性预报所申请运行区域中航站与航路的天气。诸如人员编配、 签派员训练、天气报告与预报的来源、预报可靠性记录（如可能）等因素，应 当进行评审。 (iii)燃油。临界燃油计划应当同时考虑到在 3000 米(10，000 英尺)高度所 有发动机工作需要的燃油，或者，如飞机装备有足够的辅助氧气，考虑到高于 3000 米(10，000 英尺)高度所有发动机工作需要的燃油。 (iv)运行控制规则和程序。在飞行的过程中，应当及时通知飞行机组指定 的航路备降机场上条件的任何明显改变。在 180 分钟延伸航程飞行进入延伸航 程进入点之前，对指定航路备降机场上本规则第 121.721 条(e)款第(3)项规定 187

时间段内的预报天气、着陆距离、机场服务与设施，应当进行评审。如果发现 妨碍安全进近与着陆的任何条件（如天气预报低于着陆最低标准），应当通知 驾驶员，并且选出能安全进近与着陆的可接受备降机场。到新选出的备降机场 的改航飞行时间，以经批准单发不工作巡航速度（在标准条件静止大气中）飞 行，不得超过 180 分钟。 (v)飞行的计划。合格证持有人应当符合第 121.561 条的规定。在一台发动 机不工作巡航高度上风与气温的影响应当计算在内。另外，合格证持有人的大 纲应当向飞行机组提供因没有作气象预报而不符合本附件要求、但对于所飞航 路又是合适的那些适合机场的信息。当执行改航飞行时，应当向飞行机组提供 为符合第 121.561 条而需使用的机场设施信息和其他有关这些机场的相应计划 资料。 (2)机组训练和评审。 (i)如果备用电源明显降低了驾驶员所用驾驶舱仪表的等级，则在初始训练 和定期复训中，应当进行以备用发电机为唯一电源模拟进近的经批准的训练。 (ii)应急事件程序。对于拟使用的每个运行区域规定的应急事件程序，应 当为机组提供详细的初始训练和定期复训。 (iii)改航决断。应当进行特殊的初始训练和定期复训，训练机组评估可能 的动力系统和机体系统失效的能力。 (iv)应当提供自动的飞机系统状态监控，以提高飞行机组及时作出改航决 断的能力。 (v)一次或者多次检验飞行。合格证持有人应当通过由局方目击的检验飞 行，演示证明其有能力使用特定的机体－发动机组合安全实施 180 分钟运行。 检验飞行的指导原则见第 121.729 条。 5． 型号设计批准考虑 (a)当计划使用双发型号设计的飞机作延伸航程运行时，应当证明其设计特 点是适合于计划的运行的。特定机体－发动机组合的重要机体系统和动力系统 应当证明在设计上是符合失效－安全标准的，并且，通过使用经验，确认它能 达到适于计划的运行的可靠性水平。 (b)批准的申请。合格证持有人应当向局方申请确认特定机体－发动机组合 是适于延伸航程运行的型号设计，局方收到申请后将根据型号设计批准和本规 则的服务经验要求，对该机体－发动机组合进行评估。 (c)准则。申请人应当依据工程和运行考虑以及可以接受的失效－安全方法 学，对各种失效和失效组合进行评估。这种分析应当考虑单台发动机运行的影 响，包括为第一台发动机失效后可能产生的额外压力留出余量。除非能证明可 以提供等效安全水平或者失效的影响很小，否则应当使用失效和可靠性分析作 指导，证实其具有失效－安全设计的恰当水平。下列准则适用于双发飞机的延 伸航程运行： 188

(1)应当证明机体和动力系统是符合相应型号合格审定标准的。 (i)应当使用应用工程和运行判断，证明动力系统能达到所需的可靠性水 平。动力系统可靠性的这种确定是从全世界机群数据库中获得的，这种数据库 应包含所有空中停车事件、所有重大的发动机可靠性问题、以及明显失去推力 事例的可获得资料，包括那些发动机失效或者推力减小/由驾驶员关车的事件。 这种确定应当充分考虑经批准的最大改航飞行时间和已知发动机问题的改正， 以及空中起动能力可能降低的事件。 (ii)自抑制性发动机失效、级联效应性失效、间接损坏、或者剩余系统或 者设备的失效，应当根据相应的型号合格审定标准进行评估。 (iii)应当提供一种手段，在低燃油量状态时向飞行机组发出警告。这种警 告应当在可用总燃油量不少于以最大连续功率维持半个小时运行时开始。 (iv)在型号设计评审期间应当证明，在改航飞行期间以所有经批准功率等 级和在所有预期环境条件下，实施延伸期单发运行中具有足够的发动机限制边 界（如转子转速、排气温度）。这种评估应当考虑到在与改航飞行相关的单发 飞行阶段可能需要的额外发动机载荷需求（如防冰、电源等）的影响。 (2)应当根据相应的型号合格审定标准评估非自抑制性发动机失效对安全 的影响。 (3)如果延伸航程运行需要 APU 装置，则 APU 装置应当符合适用的型号合格 审定标准和证明其能完成计划功能所需的其他要求。如果某些延伸航程运行需 要空中起动和运转 APU，则应当证实 APU 在该运行中具有足够的可靠性。 (4)延伸期单发运行不得要求特别的驾驶技术和/或者机组配合。考虑到一 台发动机不工作后该飞机型号的性能降低、飞行机组工作负荷增加和剩余系统 或者设备的故障，对飞行机组程序的影响应当减到最低限度。还应当考虑到一 台发动机和/或者机体系统不工作后继续飞行，对飞行机组和旅客生理需要（如 温度控制等）的影响。 (5)应当对延伸期单发运行进行演示，证明剩余的动力（电源、液压和气源） 能持续保持在继续安全飞行与着陆所需的水平，并能为旅客和机组提供总体安 全所需的那些服务。除非能够证明，在继续飞行到合适机场所需的高度上以单 发运行能保持客舱压力，否则应当提供氧气，以在最大改航飞行时间中供旅客 和机组使用。 (6)在不能证明任何单个失效或者任何失效组合是极不可能的情况下，应当 证明能提供电源给重要的飞行仪表、警告系统、电子设备、通信、导航、必需 的航路与航站引导设备、支持性系统和/或者硬件、以及认为继续安全飞行和在 合适机场着陆的延伸航程运行所需的任何其他设备。向每个驾驶员提供的资料， 对于计划的运行应当具有足够的精度。 (7)应当提供三个（含）以上可靠的、独立的交流(AC)电源。如果一个或者 多个必需电源是由 APU、液压系统、或者冲压涡轮提供的，应符合下列相应标准： (i)液压动力源应当是可靠的。为了达到这种可靠性，可能需要提供两个以 上的独立能源（如从两个以上气源的引气）。 189

(ii)应当演示冲压涡轮(RAT)放出，证明其放出和使用具有足够的可靠性。 冲压涡轮不得依靠发动机动力放出。 (8)应当证明，对于所有关键系统，具有足够的状态监控信息和程序，以便 于飞行机组作出飞行前是否起飞、飞行中是否继续前进、返航和改航的决断。 (9)当相关的货舱灭火限制时间小于经批准的最大改航飞行时间（在静止大 气条件下，包括等待和进近与着陆的 15 分钟余量）时，不得实施延伸航程运行。 最大改航飞行时间的确定要考虑到不能证明是极不可能发生的其他有关失效， 如发动机不工作和失效组合。 (10)应当证明机体和动力防冰能为计划的运行提供足够的能力（如飞机操 纵性等）。这应当考虑到长时间暴露于与发动机停车改航、巡航、等待、进近 或者着陆相关的低高度。 (11)如果使用定期的维修、换件、和/或者检验来获得延伸航程运行的型号 设计批准，则特定的维修信息应当易于提取，并在相应维修文件中清楚注明和 标识。 6． 失效影响和可靠性的分析 (a)申请人提供的机体与动力系统失效影响和可靠性的分析与演示，应当基 于第 121.717 条要求的服务经验和使用该飞机在可能飞行的延伸航路上预期最 长改航飞行时间。如果在某些失效方案中由于时间限制的系统需要考虑较少的 时间，下一个较少的时间（75 分钟或者 120 分钟）将规定为经批准的改航飞行 时间。 (b)动力系统。 (1)应当对特定机体发动机组合的动力系统可靠性进行评估。 (2)分析应当考虑： (i)单套动力系统运行的后果（如大功率需求，引气要求等），并包括第一 台发动机失效可能导致的损坏； (ii)燃油的可获得性和管理对于动力系统工作的后果（如交输阀失效，燃 油失去管理，识别和隔离渗漏的能力等）； (iii)可能危及剩余动力系统工作的其他失效、外部条件、或者维修与机组 差错的后果； (iv)反推装置意外展开的后果，如果不能证明反推装置展开极不可能发生 （包括设计和维修）的话。 (c)液压动力和飞行操纵。因为许多商用飞机具有全液压驱动的操纵装置， 所以这些系统可以组合起来考虑。对于所有飞行操纵装置均由液压驱动的飞机， 对液压系统冗余量的评审应当证明，不能证明极不可能发生的单个失效或者失 效组合，不会妨碍继续安全飞行和在合适机场着陆。作为这种评审的一部分， 应当假设出现任何两套液压系统和任一发动机失效的情况，除非在失效评审期 间证明，不存在损坏源或者损坏源的位置使得这种失效情况不会发生。 190

(d)电源。电源需提供给一小组为继续安全飞行与着陆所需的仪表与设备， 并提供给数量大得多的一组使飞行机组有效应付恶劣运行条件所需的仪表与设 备。应当提供多个电源（发动机驱动的发电机，APU 等），以满足“继续安全飞 行与着陆需要”和在相应的型号合格审定标准中规定的任何“恶劣条件需要” 两方面。应当评审失效－安全和冗余特征，考虑到其暴露时间，由统计分析加 以支持。 (e)设备冷却。应当有资料证明，考虑到不能证明是极不能发生的冷却系统 失效模式，延伸航程运行的必要电子设备能够工作在可以接受状态。在作出签 派之前和在飞行期间，冷却系统应当显示正常工作，以确保系统的运转。 (f)货舱。货舱的设计和防火系统能力应当符合下列要求： (1)设计。货舱防火系统的整体性和可靠性应当适合于计划的运行，考虑到 失火探测器、衬垫材料等。 (2)防火。应当进行分析或者试验以证明，考虑到经批准的最大改航飞行时 间（在静止大气中，包括等待和/或者进近与着陆的 15 分钟余量），系统扑灭 火灾的能力能充分保证安全飞行和在合适机场着陆。 (g)通信、导航和基本飞行仪表（高度、空速、姿态、航向）。应当证明， 在非极不可能发生的动力和/或者机体系统失效所有组合中，能向每个驾驶员提 供可靠的通信、足够精度的导航、基本的飞行仪表，以及对于计划的运行，遵 守偶然事件程序所需的任何航路与终端引导。 (h)客舱增压。失效－安全和冗余量特征的审查应当表明，在单台发动机工 作状态下，不会发生客舱失压的情况；应当具有经批准的飞机性能资料，以证 实在失去增压并在其后于较低高度运行时，有能力继续安全飞行和着陆。 (i)驾驶舱和客舱环境。应当证明，在不能证明是极不可能发生的动力与电 气系统失效所有组合中，均能维持合适的驾驶舱和客舱环境。 7． 失效状态的评估 (a)在评估失效－安全特征和失效状态的影响中，应当考虑下列各点： (1)该系统性能的变化，失效的概率，机组动作的复杂性，以及有关机组训 练的种类和频率。 (2)减轻或者加重初始失效状态直接后果的因素，包括可能影响机组处理直 接后果能力的、存在于飞机之内的随动状态或者相关状态，例如烟的出现，飞 机加速，对地空通信的干扰、客舱增压问题等。 (3)厂家应当进行试飞并由局方目击试飞，以确证预期的飞机飞行品质和性 能，考虑到发动机失效、电源丧失等。剩余飞机系统与性能的足够性，以及飞 行机组处理紧急情况的能力，考虑到剩余的飞行面板信息，将在所有阶段和可 以预见的运行条件中进行评估。根据厂家数据库的范围、内容和局方对此的评 审，这种试飞可以用作批准基本空气动力和发动机性能资料的手段，这种资料 将用于建立规定的飞机性能。 191

(b)飞机评估报告。对特定机体－发动机组合的动力与机体系统可靠性的评 估将包含在飞机评估报告中。该报告将提交给局方批准。该报告被批准后，动 力与机体系统的建议将包括在经批准的文件中，该文件建立候选飞机的 CMP 标 准要求。然后该文件将在运行规范和飞机飞行手册中注明。 8． 延伸航程运行型号设计批准 (a)通过与型号合格审定程序和服务经验资料相一致的工程检验与试验大 纲，圆满完成飞机评审后，型号设计批准将反映在经批准的飞机飞行手册或者 其增补中，或者经局方批准的其他文件中，这些文件中将直接或者间接（注明 出处）包含下列有关信息（如适用）： (1)特殊限制（如必要），包括与最大改航飞行时间相关的任何限制。 (2)标志或者标牌（如需要）； (3)对性能部分的修订； (4)延伸航程运行所需的机载设备、装置和飞行机组程序； (5)对包含飞机构型 CMP 标准的文件的说明或者注解； (6)有效性的声明： “该机体－发动机组合的型号设计可靠性与性能已根据本规则进行评审， 认为适合于（指明最大改航飞行时间）延伸航程运行，但这些运行应结合使用 经批准的飞机构型 CMP 标准。本结果不构成实施延伸航程运行的批准。” (b)型号设计改变程序。局方将在其正常监督和设计改变批准的工作中考虑 到延伸航程运行。严重影响延伸航程运行的重大问题将被纠正。为达到或者保 持延伸航程运行的可靠性目标所需的改装或者维修措施，将插入型号设计 CMP 标准文件。局方通常将与受影响的航空企业协调这种措施。必要时将使用适航 指令程序使 CMP 标准的改变生效。现行 CMP 标准将反映在每个延伸航程运行运 营人的运行规范 D 部分中。 9． 持续适航 建立延伸航程运行飞机适合性的型号设计 CMP 标准为该运行确定了最低标 准。合格证持有人或者厂家可以通过正常的批准程序，起动额外的改装或者维 修措施，以提高或者保持飞机的适航性。合格证持有人或者厂家（如适合）应 当彻底评审此种改变，以确保它们不会严重影响可靠性或者与延伸航程运行的 批准要求相抵触。 附件 I

多普勒雷达和惯性导航系统 1．申请的批准。

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(a)申请批准使用多普勒雷达或者惯性导航系统的申请人，应当在开始进行 评审飞行 30 天之前，向民航总局提交请求对该系统进行评审的申请书。 (b)申请书应当包含： (1)该系统的简要经历资料，向局方证明所申请使用的系统有足够的精度和 可靠性。 (2)按照本规则第 121.405 条进行初始批准所需要的训练大纲课程计划。 (3)符合局方要求的维修计划。 (4)设备安装说明。 (5)对《使用手册》的建议修订，该手册列出所申请使用系统有关的所有正 常和应急程序，包括当设备部分或者全部失效时继续保持导航功能的详细方法， 以及当系统之间发生异常的较大差异时确定最精确的系统的方法。就本附件而 言，较大差异是指导致航迹超出准许范围的差异。 (6)对最低设备清单所做的任何修订建议，以及对这种修订的充分的论证。 (7)使用该系统实施的运行计划，包括在航路长度、磁罗盘可靠性、航路设 施的可利用性，以及为支持该系统所用的进出口点和终端区无线电设施的充分 性等方面对每条航路的分析。就本附件而言，进出口点是指长距离航行开始或 者终止使用远程导航的特定导航定位点。 2．设备和设备安装的一般要求 (a)惯性导航和多普勒雷达系统应当按照适用的适航要求安装。 (b)驾驶舱布局应当便于坐在执勤位置上的每个驾驶员观看和使用。 (c)当系统内部发生可能的失效或者故障时，该设备应当以目视的、机械的 或者电的输出信号表明输出信息无效。 (d)系统内部可能的失效或者故障，不得导致丧失飞机必需的导航能力。 (e)系统位置的校准、更新和导航计算机功能不得因飞机的正常电源中断和 转换而失效。 (f)系统不得成为有害的射频干扰源，也不得受飞机其他系统的射频干扰而 严重影响工作。 (g)经批准的飞机飞行手册及其补充，应当包含必需的有关资料，以确定正 常和应急使用程序，并应包含惯性导航和多普勒性能相关的使用限制（例如提 供地面校准能力的最高纬度，或者系统之间的差异）。 3．设备和设备的安装——惯性导航系统(INS) (a)如果申请人选定使用惯性导航系统，它应当至少是双套系统（包括导航 计算机和基准组件）。在起飞时应当至少有两套系统是工作的。双套系统可以 由两套惯性导航系统装置组成，也可以由一套惯性导航装置和一套多普勒雷达 装置组成。 193

(b)每套惯性导航系统应当具有： (1)适合于该装置计划用途的所有纬度下有效的地面校准能力。 (2)校准状态显示或者完成导航准备的灯光显示，向飞行机组表明已完成校 准。 (3)以准确的坐标表示飞机的现在位置。 (4)相对于目的地机场或者航路点位置的信息： (i)为进入与保持预定航迹和为确定偏离预定航迹的偏差所需要的信息。 (ii)为确定到达下一航路点或者目的地机场的距离和时间所需要的信息。 (c)当安装的惯性导航系统(INS)没有存贮器或者其他飞行中校准手段时， 应当有一单独电源（与主推进系统无关），至少能提供足够的电力（根据分析 证明或者在飞机上演示）维持惯性导航系统达 5 分钟，以便在电源恢复正常供 电时能恢复其全部能力。 (d)该设备应当提供飞行机组探测系统中可能的故障或者失效所需的目视、 机械或者电气输出信号。 4．设备和设备的安装——多普勒雷达系统 (a)如果申请人选定使用多普勒雷达系统，则应当至少是双套系统（包括双 套天线或者多用组合天线），但是： (1)带备用系统（能工作）的单台工作发射机可以代替两台工作发射机使用。 (2)如果装有罗盘比较系统，且使用程序要求机组成员对所有罗盘航向指示 器经常进行交叉检查，则可以对所有装置采用单一航向源信息；双套系统既可 以由两套多普勒雷达装置组成，也可以由一套多普勒雷达装置和一套惯性导航 装置组成。 (b)在起飞时应当至少有两套系统工作。 (c)根据局方的决定和合格证持有人运行规范的规定，为满足特定的运行要 求，可以要求安装其他导航设备以更新多普勒雷达。这些导航设备包括 DME、VOR、 ADF 和机载气象雷达等。当要求安装这些设备时，驾驶舱布局应当使全部控制装 置能为每一个坐在执勤位置上的驾驶员操作。 5． 训练大纲 对多普勒雷达和惯性导航系统的初始训练大纲应当包括： (a)飞行机组成员、签派员和维修人员的任务和职责。 (b)对于驾驶员，讲解下述内容： (1)原理和程序，限制，故障探测，飞行前和飞行中测试，交叉检查的方法。 (2)计算机的使用，所有系统的介绍，高纬度下罗盘的限制，领航方法复习， 飞行的计划，适用的气象学内容。 (3)利用可靠的定位点进行位置更新的方法。 194

(4)定位点的实用图上作业方法。 (c)非正常和应急程序。 6．设备精度和可靠性 (a)每套惯性导航系统应当满足下述相应精度要求： (1)对于飞行时间不足 10 小时（含）的飞行，允许在所完成的系统飞行的 95％中，不大于每小时 3.7 公里(2 海里)圆圈误差。 (2)对于飞行时间超过 10 小时的飞行，允许在所完成的系统飞行的 95％中， 误差最大为偏离航迹±32 公里(20 英里)和沿航迹±40 公里(25 英里)。 (b)多普勒雷达的罗盘航向输入信息应当保持±1°的精度，整个系统的偏 差不得超过 2°。当采用自由陀螺技术时，应当使用各种程序以保证达到相同等 级的航向精度和总系统偏差。 (c)每套多普勒雷达系统应当满足在所完成的系统飞行的 95％中，偏离航迹 ±32 公里(20 英里)和沿航迹±40 公里(25 英里)的精度要求。允许进行更新。 不满足本条要求的系统应认为是不合格的系统。 7．评审计划 (a)请求评审的批准应当作为多普勒雷达或者惯导系统运行批准申请的一 部分提出。 (b)申请人应当提供足够的飞行次数，以便向局方充分证明申请人在其运行 中使用驾驶舱导航设备的能力。 (c)局方根据以下情况进行评审： (1)运行程序是否完整； (2)设备的运行精度和可靠性，以及对于所建议的运行，该系统的可行性； (3)为支持自主系统，终端区、进出口点、区域和航路上地面设备的可获得 性； (4)驾驶舱工作负荷的可承受能力； (5)飞行机组训练、检查是否充分； (6)维修训练的充分和备件的可获得性。 (d)在完成评审演示后，局方对其设备的充分和驾驶舱导航的可靠性或者修 订得到满意证明的运行进行批准。该批准的形式以颁发运行规范表明。

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关于《大型飞机公共航空运输承运人运行合格审定规则》 的说明 《公共航空运输承运人运行合格审定规则》（以下简称《规则》）自 1999 年 5 月发布以来，所有从事公共运输的航空公司已在规定时间内通过运行合格 审定，几年来，这些取得运行合格证的承运人按照《规则》实施运行，较好地 保证了运行的安全，为我国经济建设和公众提供了安全有效和多方位的航空运 输服务；《规则》的发布和实施提高了我国民用航空运输飞行的整体安全水平 和国际地位，推动了我国民用航空与国际接轨和交流的速度。1999 年下半年， 国际民航组织根据全球安全监督审计计划（USOAP），对我国民用航空运行进行 审计，在其审计报告中，给予了中国民航安全管理较高评价，但也向民航总局 提出修订规章的某些部分和标准、增加资源配置和加强监督检查等方面的建议。 针对这些建议，民航总局于 2000 年 7 月 18 日，发布民航总局令第 92 号，对《规 则》中关于合格证持有人的管理人员职位设置、双发飞机的延伸飞行和驾驶员 熟练检查的标准进行了第一次修订。本次修订是根据近来民航体制改革、公共 航空运输活动不断增加和国际标准变化等的需要进行的。现就本次《规则》修 订的几个主要方面作以下说明： 1、重新设定适用范围和运行种类 CCAR-121 原适用范围为使用最大起飞全重在 5.7 吨以上的多发飞机，从事 国内、国际定期或者不定期公共航空运输经营活动的承运人。通过规章颁布 5 年多的实践和公共航空运输发展的多样需求看来，这样设定较为单一，与目前 迅速发展的公共航空运输已不太适应，有调整的必要。因此在本次修订时除保 持原定的适用范围外，新增了补充运行种类，即使用旅客座位数超过 30 座或者 最大商载超过 3.4 吨的多发飞机，实施补充运行的航空承运人，其满足规章要 求比实施国际和国内定期载客运行种类的航空承运人简单，投入也较少。例如 可以采用较为简单的飞行跟踪系统取代飞行签派系统来对飞行运行进行监控， 此类运行的范围除规定的高原航路和机场外，可以以区域的方式获得局方批准， 从而免除了机场、航路逐一审查批准的适用要求，机长的资格也只需符合区域 运行的要求等。 由于相对 CCAR-135 部而言，适用于 CCAR-121 部范围的飞机都是在起飞全 重 5.7 吨以上的旅客座位数较多或者商载较重的大飞机，所以规章名称改为《大 型飞机公共航空运输承运人运行合格审定规则》（以下简称本规则）。 2.增补持续适航维修部分 196

本次修订前，持续维修的要求是以《民用航空器运行适航管理规定》 （CCAR121AA）来要求的。而对于运行中的运输飞机的机载设备的要求，则于 1993 年（及其以后的修订）制定的适航管理文件《民用飞机运行的仪表和设备要求》 （AR93001R2）下发。在具体的执行过程中，还以适航指令的形式强制要求加装 部分运行要求的设备。根据总局法规制定调整方案和司局职能的重新划分，现 将 CCAR121FS 与 CCAR121AA 进行合并，并将飞机运行中的仪表和设备要求 （AR93001R1）纳入本规章，按照国际惯例及 ICAO 的要求制定一部完整的运行 规章。 3.并入 CCAR-62 部的必要内容 《中国民用航空飞行人员训练管理规定》（以下简称 CCAR-62 部）对于飞 行人员的训练起到过重要的管理和规范作用。但随着《民用航空驾驶员、飞行 教员和地面教员合格审定规则》和《规则》的颁布，原 CCAR-62 部的训练要求 在这些规章中有了更加充分的阐述和更加具体的规定，为了使飞行标准的规章 进一步系统化，本次修订吸收了 CCAR-62 部中适用于《规则》训练部分的所有 必要内容，如驾驶员拟进入大型和重型飞机初始改装或者转机型经历时间、双 发高性能飞机的补充训练和英语要求。在本规则修订发布实施的同时，废止《中 国民用航空飞行人员训练管理规定》。 4.提高或者调整部分飞行标准 （i）增加飞行训练计划小时数 针对进入按照本规则运行的驾驶员一般飞行经历时间少，持商用执照的驾 驶员占大多数的情况，本次修订提高了第 121.433 条驾驶员初始改装、转机型 和升级的飞行训练时间，具体规定如下: 以涡轮螺旋桨发动机为动力飞机的机长和副驾驶计划飞行训练小时数为 24 小时，机长比原规定多 9 小时，副驾驶比原规定多 17 小时； 以涡轮喷气发动机为动力飞机的机长和副驾驶计划飞行训练小时数为 28 小 时，机长比原来多 8 小时，副驾驶比原来多 18 小时。 （ii）提高拟转大型和重型飞机副驾驶进入条件 对于拟转大型和重型飞机的副驾驶，除采用了 CCAR-62 部执照和多发高性 能飞机飞行训练的相关要求外，增加了航线运输驾驶员执照地面理论考试和在 高性能飞机训练完成后达到仪表航路转场飞行中履行机长职责分别飞行 2 个航 段和 4 个航段的要求。转大型飞机副驾驶的各机型总驾驶员时间改为可以包括 飞行模拟机和训练器时间的 250 小时；转重型飞机的副驾驶各机型总驾驶员时 间改为可以包括飞行训练器和飞行模拟机飞行训练时间的 280 小时。考虑到一 部分拟转大型或者重型飞机副驾驶总驾驶员飞行经历时间是在担任机长或者双 发飞机上担任副驾驶取得的，在进行多发高性能飞机训练要求的同时，本条也 就此规定了相应条件。 197

(iii)增加升大型或者重型飞机机长的操作航段次数要求 为了防止大型和重型飞机的副驾驶在取得升机长飞行经历阶段，其飞行经 历时间在非操作情况下所占比例过多，对操作航段做了相应增加：对于没有中 型机机长经历的驾驶员，拟转升大型飞机机长前，在大型或者重型飞机上，作 为操作驾驶员不少于 400 个包括起飞和着陆的航段飞行，其中在本机型上作为 操作驾驶员不少于 200 个航段；对于没有大型机机长经历的驾驶员转升 200 吨 以下重型飞机机长，在大型或者重型飞机上作为操作驾驶员不少于 600 个包括 起飞和着陆的航段，其中在本机型上作为操作驾驶员不少于 200 个，分别比原 要求各增加 200 个飞行航段。 （iv）增加了本场训练次数要求 本规则附件 G 允许在 D 级模拟机训练的驾驶员，除在组类 II 飞机上初次取 型别等级和持商用执照驾驶员的初始训练和检查需要在飞机上完成 3 次起落外， 可以减少直至免除受训人员的飞机实际飞行时次。本次修订将在 D 级模拟机训 练完成后还需增加实际飞机起落飞行训练次数做了如下调整： 对于未取得航线运输驾驶员执照的驾驶员，在组类 II 飞机上完成初始训练 或者初次在组类 II 飞机上进行初始训练，如果是在 D 级模拟机完成训练的，还 要至少完成 30 次实际起落的本场训练； 对于初次在组类 II 飞机上的升机长训练及其型别等级考试，如果是在 D 级 模拟机上完成的，还要至少完成 15 次实际起落的本场训练。 （v）在规章中明确机组成员飞行时间限制 以规章的形式进一步明确飞行机组成员的月飞行时间在任何连续三个日历 月内的总飞行时间不得超过 270 小时，月飞行小时不得超过 100 小时；任一日 历年内不得超过 1000 小时，其中参加飞行训练、调机、私用、作业的时间均应 当作为总时间的一部分进行累计，并遵守上述飞行时间的限制。 将客舱乘务员的飞行时间规定为在任何连续 7 个日历日内不得超过 40 小时； 任一日历月内不得超过 120 小时；任一日历年内不得超过 1300 小时。如果客舱 乘务员在飞机上履行其他职责，该时间也应当计为客舱乘务员的飞行时间。 5.延长驾驶员服务年限 近年来由于生活水平和就医条件改善，已处于退役年龄的驾驶员体质和体 能要大大高于过去水平，考虑到近年来运输航空量增长迅速，航空公司驾驶员 缺乏的矛盾日益突出，参照一些国家的做法，在不违背国际民航组织相关标准 的前提下，本次修订中，将服务于合格证持有人的具有本机型机长资格驾驶员 服务年限从 60 周岁延长至 63 周岁，其限制是 60 周岁前可以担任航线运输飞机 的机长，60 至 63 周岁可以担任航线运输飞机的副驾驶。 6.增加应急医疗设备和训练的要求 根据公共航空运输的广泛性和服务必要性，参考国外规章制定的内容，增 198

加应急医疗设备和训练一个章节，对机载应急医疗设备和客舱乘务员所需要的 训练做出规定和要求。

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Part 135 — CCAR-135 小型航空器商业运输

小型航空器商业运输运营人的合格审定和运行规范。

Part 135 — CCAR-135 小型航空器商业运输

FAR Part 135 原文

Part 135

Authority:

Source:

§ 135.1

Applicability.

(a) This part prescribes rules governing—

(1) The commuter or on-demand operations of each person who holds or is required to hold an Air Carrier Certificate or Operating Certificate under part 119 of this chapter.

(2) Each person employed or used by a certificate holder conducting operations under this part including the maintenance, preventative maintenance and alteration of an aircraft.

(3) The transportation of mail by aircraft conducted under a postal service contract awarded under 39 U.S.C. 5402c.

(4) Each person who applies for provisional approval of an Advanced Qualification Program curriculum, curriculum segment, or portion of a curriculum segment under subpart Y of part 121 of this chapter of 14 CFR part 121 and each person employed or used by an air carrier or commercial operator under this part to perform training, qualification, or evaluation functions under an Advanced Qualification Program under subpart Y of part 121 of this chapter of 14 CFR part 121.

(5) Nonstop Commercial Air Tour flights conducted for compensation or hire in accordance with § 119.1(e)(2) of this chapter that begin and end at the same airport and are conducted within a 25-statute-mile radius of that airport; provided further that these operations must comply only with the drug and alcohol testing requirements in §§ 120.31, 120.33, 120.35, 120.37, and 120.39 of this chapter; and with the provisions of part 136, subpart A, and § 91.147 of this chapter by September 11, 2007.

(6) Each person who is on board an aircraft being operated under this part.

(7) Each person who is an applicant for an Air Carrier Certificate or an Operating Certificate under 119 of this chapter, when conducting proving tests.

(8) Commercial Air tours conducted by holders of operations specifications issued under this part must comply with the provisions of part 136, Subpart A of this chapter by September 11, 2007.

(9) Helicopter air ambulance operations as defined in § 135.601(b)(1).

(b) [Reserved]

(c) An operator who does not hold a part 119 certificate and who operates under the provisions of § 91.147 of this chapter is permitted to use a person who is otherwise authorized to perform aircraft maintenance or preventive maintenance duties and who is not subject to anti-drug and alcohol misuse prevent programs to perform—

(1) Aircraft maintenance or preventive maintenance on the operator's aircraft if the operator would otherwise be required to transport the aircraft more than 50 nautical miles further than the repair point closest to operator's principal place of operation to obtain these services; or

(2) Emergency repairs on the operator's aircraft if the aircraft cannot be safely operated to a location where an employee subject to FAA-approved programs can perform the repairs.

§ 135.1

Applicability.

(d) Additional requirements for powered-lift operations, training, checking, and testing, are set forth in part 194 of this chapter.

§ 135.2

Compliance schedule for operators that transition to part 121 of this chapter; certain new entrant operators.

(a) Applicability. This section applies to the following:

(1) Each certificate holder that was issued an air carrier or operating certificate and operations specifications under the requirements of part 135 of this chapter or under SFAR No. 38-2 of 14 CFR part 121 before January 19, 1996, and that conducts scheduled passenger-carrying operations with:

(i) Nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats;

(ii) Transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats; or

(iii) Turbojet engine powered airplanes having a passenger seat configuration of 1-30 seats.

(2) Each person who, after January 19, 1996, applies for or obtains an initial air carrier or operating certificate and operations specifications to conduct scheduled passenger-carrying operations in the kinds of airplanes described in paragraphs (a)(1)(i), (a)(1)(ii), or paragraph (a)(1)(iii) of this section.

(b) Obtaining operations specifications. A certificate holder described in paragraph (a)(1) of this section may not, after March 20, 1997, operate an airplane described in paragraphs (a)(1)(i), (a)(1)(ii), or (a)(1)(iii) of this section in scheduled passenger-carrying operations, unless it obtains operations specifications to conduct its scheduled operations under part 121 of this chapter on or before March 20, 1997.

(c) Regular or accelerated compliance. Except as provided in paragraphs (d), and (e) of this section, each certificate holder described in paragraph (a)(1) of this section shall comply with each applicable requirement of part 121 of this chapter on and after March 20, 1997 or on and after the date on which the certificate holder is issued operations specifications under this part, whichever occurs first. Except as provided in paragraphs (d) and (e) of this section, each person described in paragraph (a)(2) of this section shall comply with each applicable requirement of part 121 of this chapter on and after the date on which that person is issued a certificate and operations specifications under part 121 of this chapter.

(d) Delayed compliance dates. Unless paragraph (e) of this section specifies an earlier compliance date, no certificate holder that is covered by paragraph (a) of this section may operate an airplane in 14 CFR part 121 operations on or after a date listed in this paragraph unless that airplane meets the applicable requirement of this paragraph:

(1) Nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats. No certificate holder may operate under this part an airplane that is described in paragraph (a)(1)(i) of this section on or after a date listed in paragraph (d)(1) of this section unless that airplane meets the applicable requirement listed in paragraph (d)(1) of this section:

(i) December 20, 1997:

(A) Section 121.289, Landing gear aural warning.

(B) Section 121.308, Lavatory fire protection.

(C) Section 121.310(e), Emergency exit handle illumination.

(D) Section 121.337(b)(8), Protective breathing equipment.

(E) Section 121.340, Emergency flotation means.

(ii) December 20, 1999: Section 121.342, Pitot heat indication system.

(iii) December 20, 2010:

(A) For airplanes described in § 121.157(f), the Airplane Performance Operating Limitations in §§ 121.189 through 121.197.

(B) Section 121.161(b), Ditching approval.

(C) Section 121.305(j), Third attitude indicator.

(D) Section 121.312(c), Passenger seat cushion flammability.

(iv) March 12, 1999: Section 121.310(b)(1), Interior emergency exit locating sign.

(2) Transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats. No certificate holder may operate under this part an airplane that is described in paragraph (a)(1)(ii) of this section on or after a date listed in paragraph (d)(2) of this section unless that airplane meets the applicable requirement listed in paragraph (d)(2) of this section:

(i) December 20, 1997:

(A) Section 121.308, Lavatory fire protection.

(B) Section 121.337(b) (8) and (9), Protective breathing equipment.

(C) Section 121.340, Emergency flotation means.

(ii) December 20, 2010: Section 121.305(j), Third attitude indicator.

(e) Newly manufactured airplanes. No certificate holder that is described in paragraph (a) of this section may operate under part 121 of this chapter an airplane manufactured on or after a date listed in this paragraph (e) unless that airplane meets the applicable requirement listed in this paragraph (e).

(1) For nontransport category turbopropeller powered airplanes type certificated after December 31, 1964, that have a passenger seat configuration of 10-19 seats:

(i) Manufactured on or after March 20, 1997:

(A) Section 121.305(j), Third attitude indicator.

(B) Section 121.311(f), Safety belts and shoulder harnesses.

(ii) Manufactured on or after December 20, 1997: Section 121.317(a), Fasten seat belt light.

(iii) Manufactured on or after December 20, 1999: Section 121.293, Takeoff warning system.

(iv) Manufactured on or after March 12, 1999: Section 121.310(b)(1), Interior emergency exit locating sign.

(2) For transport category turbopropeller powered airplanes that have a passenger seat configuration of 20-30 seats manufactured on or after March 20, 1997: Section 121.305(j), Third attitude indicator.

(f) New type certification requirements. No person may operate an airplane for which the application for a type certificate was filed after March 29, 1995, in 14 CFR part 121 operations unless that airplane is type certificated under part 25 of this chapter.

(g) Transition plan. Before March 19, 1996 each certificate holder described in paragraph (a)(1) of this section must submit to the FAA a transition plan (containing a calendar of events) for moving from conducting its scheduled operations under the commuter requirements of part 135 of this chapter to the requirements for domestic or flag operations under part 121 of this chapter. Each transition plan must contain details on the following:

(1) Plans for obtaining new operations specifications authorizing domestic or flag operations;

(2) Plans for being in compliance with the applicable requirements of part 121 of this chapter on or before March 20, 1997; and

(3) Plans for complying with the compliance date schedules contained in paragraphs (d) and (e) of this section.

§ 135.3

Rules applicable to operations subject to this part.

(a) Each person operating an aircraft in operations under this part shall—

(1) While operating inside the United States, comply with the applicable rules of this chapter; and

(2) While operating outside the United States, comply with Annex 2, Rules of the Air, to the Convention on International Civil Aviation or the regulations of any foreign country, whichever applies, and with any rules of parts 61 and 91 of this chapter and this part that are more restrictive than that Annex or those regulations and that can be complied with without violating that Annex or those regulations. Annex 2 is incorporated by reference in § 91.703(b) of this chapter.

(b) Each certificate holder that conducts commuter operations under this part with airplanes in which two pilots are required by the type certification rules of this chapter shall comply with subparts N and O of part 121 of this chapter instead of the requirements of subparts E, G, and H of this part. Notwithstanding the requirements of this paragraph, a pilot serving under this part as second in command in a commuter operation with airplanes in which two pilots are required by the type certification rules of this chapter may meet the requirements of § 135.245 instead of the requirements of § 121.436.

(c) If authorized by the Administrator upon application, each certificate holder that conducts operations under this part to which paragraph (b) of this section does not apply, may comply with the applicable sections of subparts N and O of part 121 instead of the requirements of subparts E, G, and H of this part, except that those authorized certificate holders may choose to comply with the operating experience requirements of § 135.244, instead of the requirements of § 121.434 of this chapter. Notwithstanding the requirements of this paragraph, a pilot serving under this part as second in command may meet the requirements of § 135.245 instead of the requirements of § 121.436.

(d) Additional limitations applicable to certificate holders that are required by paragraph (b) of this section or authorized in accordance with paragraph (c) of this section, to comply with part 121, subparts N and O of this chapter instead of subparts E, G, and H of this part.

(1) Upgrade training. (i) Each certificate holder must include in upgrade ground training for pilots, instruction in at least the subjects identified in § 121.419(a) of this chapter, as applicable to their assigned duties; and, for pilots serving in crews of two or more pilots, instruction and facilitated discussion in the subjects identified in § 121.419(c) of this chapter.

(ii) Each certificate holder must include in upgrade flight training for pilots, flight training for the maneuvers and procedures required in § 121.424(a), (c), (e), and (f) of this chapter; and, for pilots serving in crews of two or more pilots, the flight training required in § 121.424(b) of this chapter.

(2) Initial and recurrent leadership and command and mentoring training. Certificate holders are not required to include leadership and command training in §§ 121.409(b)(2)(ii)(F), 121.419(c)(1), 121.424(b) and 121.427(d)(1) of this chapter and mentoring training in §§ 121.419(c)(2) and 121.427(d)(1) of this chapter in initial and recurrent training for pilots in command who serve in operations that use only one pilot.

(3) One-time leadership and command and mentoring training. Section 121.429 of this chapter does not apply to certificate holders conducting operations under this part when those operations use only one pilot.

§ 135.4

Applicability of rules for eligible on-demand operations.

(a) An “eligible on-demand operation” is an on-demand operation conducted under this part that meets the following requirements:

(1) Two-pilot crew. The flightcrew must consist of at least two qualified pilots employed or contracted by the certificate holder.

(2) Flight crew experience. The crewmembers must have met the applicable requirements of part 61 of this chapter and have the following experience and ratings:

(i) Total flight time for all pilots:

(A) Pilot in command—A minimum of 1,500 hours.

(B) Second in command—A minimum of 500 hours.

(ii) For multi-engine turbine-powered fixed-wing and powered-lift aircraft, the following FAA certification and ratings requirements:

(A) Pilot in command—Airline transport pilot and applicable type ratings.

(B) Second in command—Commercial pilot and instrument ratings.

(iii) For all other aircraft, the following FAA certification and rating requirements:

(A) Pilot in command—Commercial pilot and instrument ratings.

(B) Second in command—Commercial pilot and instrument ratings.

(3) Pilot operating limitations. If the second in command of a fixed-wing aircraft has fewer than 100 hours of flight time as second in command flying in the aircraft make and model and, if a type rating is required, in the type aircraft being flown, and the pilot in command is not an appropriately qualified check pilot, the pilot in command shall make all takeoffs and landings in any of the following situations:

(i) Landings at the destination airport when a Destination Airport Analysis is required by § 135.385(f); and

(ii) In any of the following conditions:

(A) The prevailing visibility for the airport is at or below 3/4 mile.

(B) The runway visual range for the runway to be used is at or below 4,000 feet.

(C) The runway to be used has water, snow, slush, ice, or similar contamination that may adversely affect aircraft performance.

(D) The braking action on the runway to be used is reported to be less than “good.”

(E) The crosswind component for the runway to be used is in excess of 15 knots.

(F) Windshear is reported in the vicinity of the airport.

(G) Any other condition in which the pilot in command determines it to be prudent to exercise the pilot in command's authority.

(4) Crew pairing. Either the pilot in command or the second in command must have at least 75 hours of flight time in that aircraft make or model and, if a type rating is required, for that type aircraft, either as pilot in command or second in command.

(b) The Administrator may authorize deviations from paragraphs (a)(2)(i) or (a)(4) of this section if the responsible Flight Standards office that issued the certificate holder's operations specifications finds that the crewmember has comparable experience, and can effectively perform the functions associated with the position in accordance with the requirements of this chapter. The Administrator may, at any time, terminate any grant of deviation authority issued under this paragraph. Grants of deviation under this paragraph may be granted after consideration of the size and scope of the operation, the qualifications of the intended personnel and the following circumstances:

(1) A newly authorized certificate holder does not employ any pilots who meet the minimum requirements of paragraphs (a)(2)(i) or (a)(4) of this section.

(2) An existing certificate holder adds to its fleet a new category and class aircraft not used before in its operation.

(3) An existing certificate holder establishes a new base to which it assigns pilots who will be required to become qualified on the aircraft operated from that base.

(c) An eligible on-demand operation may comply with alternative requirements specified in §§ 135.225(b), 135.385(f), and 135.387(b) instead of the requirements that apply to other on-demand operations.

§ 135.7

Applicability of rules to unauthorized operators.

The rules in this part which apply to a person certificated under part 119 of this chapter also apply to a person who engages in any operation governed by this part without an appropriate certificate and operations specifications required by part 119 of this chapter.

§ 135.12

Previously trained crewmembers.

A certificate holder may use a crewmember who received the certificate holder's training in accordance with subparts E, G, and H of this part before March 19, 1997 without complying with initial training and qualification requirements of subparts N and O of part 121 of this chapter. The crewmember must comply with the applicable recurrent training requirements of part 121 of this chapter.

§ 135.19

Emergency operations.

(a) In an emergency involving the safety of persons or property, the certificate holder may deviate from the rules of this part relating to aircraft and equipment and weather minimums to the extent required to meet that emergency.

(b) In an emergency involving the safety of persons or property, the pilot in command may deviate from the rules of this part to the extent required to meet that emergency.

(c) Each person who, under the authority of this section, deviates from a rule of this part shall, within 10 days, excluding Saturdays, Sundays, and Federal holidays, after the deviation, send to the responsible Flight Standards office charged with the overall inspection of the certificate holder a complete report of the aircraft operation involved, including a description of the deviation and reasons for it.

§ 135.21

Manual requirements.

(a) Each certificate holder, other than one who uses only one pilot in the certificate holder's operations, shall prepare and keep current a manual setting forth the certificate holder's procedures and policies acceptable to the Administrator. This manual must be used by the certificate holder's flight, ground, and maintenance personnel in conducting its operations. However, the Administrator may authorize a deviation from this paragraph if the Administrator finds that, because of the limited size of the operation, all or part of the manual is not necessary for guidance of flight, ground, or maintenance personnel.

(b) Each certificate holder shall maintain at least one copy of the manual at its principal base of operations.

(c) The manual must not be contrary to any applicable Federal regulations, foreign regulation applicable to the certificate holder's operations in foreign countries, or the certificate holder's operating certificate or operations specifications.

(d) A copy of the manual, or appropriate portions of the manual (and changes and additions) shall be made available to maintenance and ground operations personnel by the certificate holder and furnished to—

(1) Its flight crewmembers; and

(2) Representatives of the Administrator assigned to the certificate holder.

(e) Each employee of the certificate holder to whom a manual or appropriate portions of it are furnished under paragraph (d)(1) of this section shall keep it up to date with the changes and additions furnished to them.

(f) The certificate holder must ensure the appropriate parts of the manual are accessible to flight, ground, and maintenance personnel at all times when such personnel are performing their assigned duties.

(g) The information and instructions contained in the manual must be displayed clearly and be retrievable in the English language.

§ 135.23

Manual contents.

Each manual accessed in paper format must display the date of last revision on each page. Each manual accessed in electronic format must display the date of last revision in a manner in which a person can immediately ascertain it. The manual must include:

(a) The name of each management person required under § 119.69(a) of this chapter who is authorized to act for the certificate holder, the person's assigned area of responsibility, the person's duties, responsibilities, and authority, and the name and title of each person authorized to exercise operational control under § 135.77;

(b) Procedures for ensuring compliance with aircraft weight and balance limitations and, for multiengine aircraft, for determining compliance with § 135.185;

(c) Copies of the certificate holder's operations specifications or appropriate extracted information, including area of operations authorized, category and class of aircraft authorized, crew complements, and types of operations authorized;

(d) Procedures for complying with accident notification requirements;

(e) Procedures for ensuring that the pilot in command knows that required airworthiness inspections have been made and that the aircraft has been approved for return to service in compliance with applicable maintenance requirements;

(f) Procedures for reporting and recording mechanical irregularities that come to the attention of the pilot in command before, during, and after completion of a flight;

(g) Procedures to be followed by the pilot in command for determining that mechanical irregularities or defects reported for previous flights have been corrected or that correction has been deferred;

(h) Procedures to be followed by the pilot in command to obtain maintenance, preventive maintenance, and servicing of the aircraft at a place where previous arrangements have not been made by the operator, when the pilot is authorized to so act for the operator;

(i) Procedures under § 135.179 for the release for, or continuation of, flight if any item of equipment required for the particular type of operation becomes inoperative or unserviceable en route;

(j) Procedures for refueling aircraft, eliminating fuel contamination, protecting from fire (including electrostatic protection), and supervising and protecting passengers during refueling;

(k) Procedures to be followed by the pilot in command in the briefing under § 135.117;

(l) Flight locating procedures, when applicable;

(m) Procedures for ensuring compliance with emergency procedures, including a list of the functions assigned each category of required crewmembers in connection with an emergency and emergency evacuation duties under § 135.123;

(n) En route qualification procedures for pilots, when applicable;

(o) The approved aircraft inspection program, when applicable;

(p)(1) Procedures and information, as described in paragraph (p)(2) of this section, to assist each crewmember and person performing or directly supervising the following job functions involving items for transport on an aircraft:

(i) Acceptance;

(ii) Rejection;

(iii) Handling;

(iv) Storage incidental to transport;

(v) Packaging of company material; or

(vi) Loading.

(2) Ensure that the procedures and information described in this paragraph are sufficient to assist a person in identifying packages that are marked or labeled as containing hazardous materials or that show signs of containing undeclared hazardous materials. The procedures and information must include:

(i) Procedures for rejecting packages that do not conform to the Hazardous Materials Regulations in 49 CFR parts 171 through 180 or that appear to contain undeclared hazardous materials;

(ii) Procedures for complying with the hazardous materials incident reporting requirements of 49 CFR 171.15 and 171.16 and discrepancy reporting requirements of 49 CFR 175.31.

(iii) The certificate holder's hazmat policies and whether the certificate holder is authorized to carry, or is prohibited from carrying, hazardous materials; and

(iv) If the certificate holder's operations specifications permit the transport of hazardous materials, procedures and information to ensure the following:

(A) That packages containing hazardous materials are properly offered and accepted in compliance with 49 CFR parts 171 through 180;

(B) That packages containing hazardous materials are properly handled, stored, packaged, loaded and carried on board an aircraft in compliance with 49 CFR parts 171 through 180;

(C) That the requirements for Notice to the Pilot in Command (49 CFR 175.33) are complied with; and

(D) That aircraft replacement parts, consumable materials or other items regulated by 49 CFR parts 171 through 180 are properly handled, packaged, and transported.

(q) Procedures for the evacuation of persons who may need the assistance of another person to move expeditiously to an exit if an emergency occurs; and

(r) If required by § 135.385, an approved Destination Airport Analysis establishing runway safety margins at destination airports, taking into account the following factors as supported by published aircraft performance data supplied by the aircraft manufacturer for the appropriate runway conditions—

(1) Pilot qualifications and experience;

(2) Aircraft performance data to include normal, abnormal and emergency procedures as supplied by the aircraft manufacturer;

(3) Airport facilities and topography;

(4) Runway conditions (including contamination);

(5) Airport or area weather reporting;

(6) Appropriate additional runway safety margins, if required;

(7) Airplane inoperative equipment;

(8) Environmental conditions; and

(9) Other criteria affecting aircraft performance.

(s) Other procedures and policy instructions regarding the certificate holder's operations issued by the certificate holder.

§ 135.25

Aircraft requirements.

(a) Except as provided in paragraph (d) of this section, no certificate holder may operate an aircraft under this part unless that aircraft—

(1) Is registered as a civil aircraft of the United States and carries an appropriate and current airworthiness certificate issued under this chapter; and

(2) Is in an airworthy condition and meets the applicable airworthiness requirements of this chapter, including those relating to identification and equipment.

(b) Each certificate holder must have the exclusive use of at least one aircraft that meets the requirements for at least one kind of operation authorized in the certificate holder's operations specifications. In addition, for each kind of operation for which the certificate holder does not have the exclusive use of an aircraft, the certificate holder must have available for use under a written agreement (including arrangements for performing required maintenance) at least one aircraft that meets the requirements for that kind of operation. However, this paragraph does not prohibit the operator from using or authorizing the use of the aircraft for other than operations under this part and does not require the certificate holder to have exclusive use of all aircraft that the certificate holder uses.

(c) For the purposes of paragraph (b) of this section, a person has exclusive use of an aircraft if that person has the sole possession, control, and use of it for flight, as owner, or has a written agreement (including arrangements for performing required maintenance), in effect when the aircraft is operated, giving the person that possession, control, and use for at least 6 consecutive months.

(d) A certificate holder may operate in common carriage, and for the carriage of mail, a civil aircraft which is leased or chartered to it without crew and is registered in a country which is a party to the Convention on International Civil Aviation if—

(1) The aircraft carries an appropriate airworthiness certificate issued by the country of registration and meets the registration and identification requirements of that country;

(2) The aircraft is of a type design which is approved under a U.S. type certificate and complies with all of the requirements of this chapter (14 CFR chapter I) that would be applicable to that aircraft were it registered in the United States, including the requirements which must be met for issuance of a U.S. standard airworthiness certificate (including type design conformity, condition for safe operation, and the noise, fuel venting, and engine emission requirements of this chapter), except that a U.S. registration certificate and a U.S. standard airworthiness certificate will not be issued for the aircraft;

(3) The aircraft is operated by U.S.-certificated airmen employed by the certificate holder; and

(4) The certificate holder files a copy of the aircraft lease or charter agreement with the FAA Aircraft Registry, Department of Transportation, 6400 South MacArthur Boulevard, Oklahoma City, OK (Mailing address: P.O. Box 25504, Oklahoma City, OK 73125).

§ 135.41

Carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances.

If the holder of a certificate operating under this part allows any aircraft owned or leased by that holder to be engaged in any operation that the certificate holder knows to be in violation of § 91.19(a) of this chapter, that operation is a basis for suspending or revoking the certificate.

§ 135.43

Crewmember certificates: International operations.

(a) This section describes the certificates that were issued to United States citizens who were employed by air carriers at the time of issuance as flight crewmembers on United States registered aircraft engaged in international air commerce. The purpose of the certificate is to facilitate the entry and clearance of those crewmembers into ICAO contracting states. They were issued under Annex 9, as amended, to the Convention on International Civil Aviation.

(b) The holder of a certificate issued under this section, or the air carrier by whom the holder is employed, shall surrender the certificate for cancellation at the responsible Flight Standards office at the termination of the holder's employment with that air carrier.

§ 135.61

General.

This subpart prescribes rules, in addition to those in part 91 of this chapter, that apply to operations under this part.

§ 135.63

Recordkeeping requirements.

(a) Each certificate holder shall keep at its principal business office or at other places approved by the Administrator, and shall make available for inspection by the Administrator the following—

(1) The certificate holder's operating certificate;

(2) The certificate holder's operations specifications;

(3) A current list of the aircraft used or available for use in operations under this part and the operations for which each is equipped;

(4) An individual record of each pilot used in operations under this part, including the following information:

(i) The full name of the pilot.

(ii) The pilot certificate (by type and number) and ratings that the pilot holds.

(iii) The pilot's aeronautical experience in sufficient detail to determine the pilot's qualifications to pilot aircraft in operations under this part.

(iv) The pilot's current duties and the date of the pilot's assignment to those duties.

(v) The effective date and class of the medical certificate that the pilot holds.

(vi) The date and result of each of the initial and recurrent competency tests and proficiency and route checks required by this part and the type of aircraft flown during that test or check.

(vii) The pilot's flight time in sufficient detail to determine compliance with the flight time limitations of this part.

(viii) The pilot's check pilot authorization, if any.

(ix) Any action taken concerning the pilot's release from employment for physical or professional disqualification.

(x) The date of the completion of the initial phase and each recurrent phase of the training required by this part; and

(5) An individual record for each flight attendant who is required under this part, maintained in sufficient detail to determine compliance with the applicable portions of § 135.273 of this part.

(b) Each certificate holder must keep each record required by paragraph (a)(3) of this section for at least 6 months, and must keep each record required by paragraphs (a)(4) and (a)(5) of this section for at least 12 months.

(c) For multiengine aircraft, each certificate holder is responsible for the preparation and accuracy of a load manifest in duplicate containing information concerning the loading of the aircraft. The manifest must be prepared before each takeoff and must include:

(1) The number of passengers;

(2) The total weight of the loaded aircraft;

(3) The maximum allowable takeoff weight for that flight;

(4) The center of gravity limits;

(5) The center of gravity of the loaded aircraft, except that the actual center of gravity need not be computed if the aircraft is loaded according to a loading schedule or other approved method that ensures that the center of gravity of the loaded aircraft is within approved limits. In those cases, an entry shall be made on the manifest indicating that the center of gravity is within limits according to a loading schedule or other approved method;

(6) The registration number of the aircraft or flight number;

(7) The origin and destination; and

(8) Identification of crew members and their crew position assignments.

(d) The pilot in command of an aircraft for which a load manifest must be prepared shall carry a copy of the completed load manifest in the aircraft to its destination. The certificate holder shall keep copies of completed load manifests for at least 30 days at its principal operations base, or at another location used by it and approved by the Administrator.

§ 135.64

Retention of contracts and amendments: Commercial operators who conduct intrastate operations for compensation or hire.

Each commercial operator who conducts intrastate operations for compensation or hire shall keep a copy of each written contract under which it provides services as a commercial operator for a period of at least one year after the date of execution of the contract. In the case of an oral contract, it shall keep a memorandum stating its elements, and of any amendments to it, for a period of at least one year after the execution of that contract or change.

§ 135.65

Reporting mechanical irregularities.

(a) Each certificate holder shall provide an aircraft maintenance log to be carried on board each aircraft for recording or deferring mechanical irregularities and their correction.

(b) The pilot in command shall enter or have entered in the aircraft maintenance log each mechanical irregularity that comes to the pilot's attention during flight time. Before each flight, the pilot in command shall, if the pilot does not already know, determine the status of each irregularity entered in the maintenance log at the end of the preceding flight.

(c) Each person who takes corrective action or defers action concerning a reported or observed failure or malfunction of an airframe, powerplant, propeller, rotor, or appliance, shall record the action taken in the aircraft maintenance log under the applicable maintenance requirements of this chapter.

(d) Each certificate holder shall establish a procedure for keeping copies of the aircraft maintenance log required by this section in the aircraft for access by appropriate personnel and shall include that procedure in the manual required by § 135.21.

§ 135.67

Reporting potentially hazardous meteorological conditions and irregularities of ground facilities or navigation aids.

Whenever a pilot encounters a potentially hazardous meteorological condition or an irregularity in a ground facility or navigation aid in flight, the knowledge of which the pilot considers essential to the safety of other flights, the pilot shall notify an appropriate ground radio station as soon as practicable.

§ 135.69

Restriction or suspension of operations: Continuation of flight in an emergency.

(a) During operations under this part, if a certificate holder or pilot in command knows of conditions, including airport and runway conditions, that are a hazard to safe operations, the certificate holder or pilot in command, as the case may be, shall restrict or suspend operations as necessary until those conditions are corrected.

(b) No pilot in command may allow a flight to continue toward any airport of intended landing under the conditions set forth in paragraph (a) of this section, unless, in the opinion of the pilot in command, the conditions that are a hazard to safe operations may reasonably be expected to be corrected by the estimated time of arrival or, unless there is no safer procedure. In the latter event, the continuation toward that airport is an emergency situation under § 135.19.

§ 135.71

Airworthiness check.

The pilot in command may not begin a flight unless the pilot determines that the airworthiness inspections required by § 91.409 of this chapter, or § 135.419, whichever is applicable, have been made.

§ 135.73

Inspections and tests.

Each certificate holder and each person employed by the certificate holder shall allow the Administrator, at any time or place, to make inspections or tests (including en route inspections) to determine the holder's compliance with the Federal Aviation Act of 1958, applicable regulations, and the certificate holder's operating certificate, and operations specifications.

§ 135.75

Inspectors credentials: Admission to pilots' compartment: Forward observer's seat.

(a) Whenever, in performing the duties of conducting an inspection, an FAA inspector presents an Aviation Safety Inspector credential, FAA Form 110A, to the pilot in command of an aircraft operated by the certificate holder, the inspector must be given free and uninterrupted access to the pilot compartment of that aircraft. However, this paragraph does not limit the emergency authority of the pilot in command to exclude any person from the pilot compartment in the interest of safety.

(b) A forward observer's seat on the flight deck, or forward passenger seat with headset or speaker must be provided for use by the Administrator while conducting en route inspections. The suitability of the location of the seat and the headset or speaker for use in conducting en route inspections is determined by the Administrator.

§ 135.76

DOD Commercial Air Carrier Evaluator's Credentials: Admission to pilots compartment: Forward observer's seat.

(a) Whenever, in performing the duties of conducting an evaluation, a DOD commercial air carrier evaluator presents S&A Form 110B, “DOD Commercial Air Carrier Evaluator's Credential,” to the pilot in command of an aircraft operated by the certificate holder, the evaluator must be given free and uninterrupted access to the pilot's compartment of that aircraft. However, this paragraph does not limit the emergency authority of the pilot in command to exclude any person from the pilot compartment in the interest of safety.

(b) A forward observer's seat on the flight deck or forward passenger seat with headset or speaker must be provided for use by the evaluator while conducting en route evaluations. The suitability of the location of the seat and the headset or speaker for use in conducting en route evaluations is determined by the FAA.

§ 135.77

Responsibility for operational control.

Each certificate holder is responsible for operational control and shall list, in the manual required by § 135.21, the name and title of each person authorized by it to exercise operational control.

§ 135.78

Instrument approach procedures and IFR landing minimums.

No person may make an instrument approach at an airport except in accordance with IFR weather minimums and instrument approach procedures set forth in the certificate holder's operations specifications.

§ 135.79

Flight locating requirements.

(a) Each certificate holder must have procedures established for locating each flight, for which an FAA flight plan is not filed, that—

(1) Provide the certificate holder with at least the information required to be included in a VFR flight plan;

(2) Provide for timely notification of an FAA facility or search and rescue facility, if an aircraft is overdue or missing; and

(3) Provide the certificate holder with the location, date, and estimated time for reestablishing communications, if the flight will operate in an area where communications cannot be maintained.

(b) Flight locating information shall be retained at the certificate holder's principal place of business, or at other places designated by the certificate holder in the flight locating procedures, until the completion of the flight.

(c) Each certificate holder shall furnish the representative of the Administrator assigned to it with a copy of its flight locating procedures and any changes or additions, unless those procedures are included in a manual required under this part.

§ 135.81

Informing personnel of operational information and appropriate changes.

Each certificate holder shall inform each person in its employment of the operations specifications that apply to that person's duties and responsibilities and shall make available to each pilot in the certificate holder's employ the following materials in current form:

(a) Airman's Information Manual (Alaska Supplement in Alaska and Pacific Chart Supplement in Pacific-Asia Regions) or a commercial publication that contains the same information.

(b) This part and part 91 of this chapter.

(c) Aircraft Equipment Manuals, and Aircraft Flight Manual or equivalent.

(d) For foreign operations, the International Flight Information Manual or a commercial publication that contains the same information concerning the pertinent operational and entry requirements of the foreign country or countries involved.

§ 135.83

Operating information required.

(a) The operator of an aircraft must provide the following materials, in current and appropriate form, accessible to the pilot at the pilot station, and the pilot shall use them:

(1) A cockpit checklist.

(2) For multiengine aircraft or for aircraft with retractable landing gear, an emergency cockpit checklist containing the procedures required by paragraph (c) of this section, as appropriate.

(3) Pertinent aeronautical charts.

(4) For IFR operations, each pertinent navigational en route, terminal area, and approach and letdown chart.

(5) For multiengine aircraft, one-engine-inoperative climb performance data and if the aircraft is approved for use in IFR or over-the-top operations, that data must be sufficient to enable the pilot to determine compliance with § 135.181(a)(2).

(b) Each cockpit checklist required by paragraph (a)(1) of this section must contain the following procedures:

(1) Before starting engines;

(2) Before takeoff;

(3) Cruise;

(4) Before landing;

(5) After landing;

(6) Stopping engines.

(c) Each emergency cockpit checklist required by paragraph (a)(2) of this section must contain the following procedures, as appropriate:

(1) Emergency operation of fuel, hydraulic, electrical, and mechanical systems.

(2) Emergency operation of instruments and controls.

(3) Engine inoperative procedures.

(4) Any other emergency procedures necessary for safety.

§ 135.85

Carriage of persons without compliance with the passenger-carrying provisions of this part.

The following persons may be carried aboard an aircraft without complying with the passenger-carrying requirements of this part:

(a) A crewmember or other employee of the certificate holder.

(b) A person necessary for the safe handling of animals on the aircraft.

(c) A person necessary for the safe handling of hazardous materials (as defined in subchapter C of title 49 CFR).

(d) A person performing duty as a security or honor guard accompanying a shipment made by or under the authority of the U.S. Government.

(e) A military courier or a military route supervisor carried by a military cargo contract air carrier or commercial operator in operations under a military cargo contract, if that carriage is specifically authorized by the appropriate military service.

(f) An authorized representative of the Administrator conducting an en route inspection.

(g) A person, authorized by the Administrator, who is performing a duty connected with a cargo operation of the certificate holder.

(h) A DOD commercial air carrier evaluator conducting an en route evaluation.

§ 135.87

Carriage of cargo including carry-on baggage.

No person may carry cargo, including carry-on baggage, in or on any aircraft unless—

(a) It is carried in an approved cargo rack, bin, or compartment installed in or on the aircraft;

(b) It is secured by an approved means; or

(c) It is carried in accordance with each of the following:

(1) For cargo, it is properly secured by a safety belt or other tie-down having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions, or for carry-on baggage, it is restrained so as to prevent its movement during air turbulence.

(2) It is packaged or covered to avoid possible injury to occupants.

(3) It does not impose any load on seats or on the floor structure that exceeds the load limitation for those components.

(4) It is not located in a position that obstructs the access to, or use of, any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment, or located in a position that obscures any passenger's view of the “seat belt” sign, “no smoking” sign, or any required exit sign, unless an auxiliary sign or other approved means for proper notification of the passengers is provided.

(5) It is not carried directly above seated occupants.

(6) It is stowed in compliance with this section for takeoff and landing.

(7) For cargo only operations, paragraph (c)(4) of this section does not apply if the cargo is loaded so that at least one emergency or regular exit is available to provide all occupants of the aircraft a means of unobstructed exit from the aircraft if an emergency occurs.

(d) Each passenger seat under which baggage is stowed shall be fitted with a means to prevent articles of baggage stowed under it from sliding under crash impacts severe enough to induce the ultimate inertia forces specified in the emergency landing condition regulations under which the aircraft was type certificated.

(e) When cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand fire extinguisher.

§ 135.89

Pilot requirements: Use of oxygen.

(a) Unpressurized aircraft. Each pilot of an unpressurized aircraft shall use oxygen continuously when flying—

(1) At altitudes above 10,000 feet through 12,000 feet MSL for that part of the flight at those altitudes that is of more than 30 minutes duration; and

(2) Above 12,000 feet MSL.

(b) Pressurized aircraft. (1) Whenever a pressurized aircraft is operated with the cabin pressure altitude more than 10,000 feet MSL, each pilot shall comply with paragraph (a) of this section.

(2) Whenever a pressurized aircraft is operated at altitudes above 25,000 feet through 35,000 feet MSL, unless each pilot has an approved quick-donning type oxygen mask—

(i) At least one pilot at the controls shall wear, secured and sealed, an oxygen mask that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude exceeds 12,000 feet MSL; and

(ii) During that flight, each other pilot on flight deck duty shall have an oxygen mask, connected to an oxygen supply, located so as to allow immediate placing of the mask on the pilot's face sealed and secured for use.

(3) Whenever a pressurized aircraft is operated at altitudes above 35,000 feet MSL, at least one pilot at the controls shall wear, secured and sealed, an oxygen mask required by paragraph (b)(2)(i) of this section.

(4) If one pilot leaves a pilot duty station of an aircraft when operating at altitudes above 25,000 feet MSL, the remaining pilot at the controls shall put on and use an approved oxygen mask until the other pilot returns to the pilot duty station of the aircraft.

§ 135.91

Oxygen and portable oxygen concentrators for medical use by passengers.

(a) Except as provided in paragraphs (d) and (e) of this section, no certificate holder may allow the carriage or operation of equipment for the storage, generation or dispensing of medical oxygen unless the conditions in paragraphs (a) through (c) of this section are satisfied. Beginning August 22, 2016, a certificate holder may allow a passenger to carry and operate a portable oxygen concentrator when the conditions in paragraphs (b) and (f) of this section are satisfied.

(1) The equipment must be—

(i) Of an approved type or in conformity with the manufacturing, packaging, marking, labeling, and maintenance requirements of title 49 CFR parts 171, 172, and 173, except § 173.24(a)(1);

(ii) When owned by the certificate holder, maintained under the certificate holder's approved maintenance program;

(iii) Free of flammable contaminants on all exterior surfaces;

(iv) Constructed so that all valves, fittings, and gauges are protected from damage during carriage or operation; and

(v) Appropriately secured.

(2) When the oxygen is stored in the form of a liquid, the equipment must have been under the certificate holder's approved maintenance program since its purchase new or since the storage container was last purged.

(3) When the oxygen is stored in the form of a compressed gas as defined in title 49 CFR 173.115(b)—

(i) When owned by the certificate holder, it must be maintained under its approved maintenance program; and

(ii) The pressure in any oxygen cylinder must not exceed the rated cylinder pressure.

(4) The pilot in command must be advised when the equipment is on board, and when it is intended to be used.

(5) The equipment must be stowed, and each person using the equipment must be seated, so as not to restrict access to or use of any required emergency or regular exit, or of the aisle in the passenger compartment.

(b) No person may smoke or create an open flame and no certificate holder may allow any person to smoke or create an open flame within 10 feet of oxygen storage and dispensing equipment carried under paragraph (a) of this section or a portable oxygen concentrator carried and operated under paragraph (f) of this section.

(c) No certificate holder may allow any person other than a person trained in the use of medical oxygen equipment to connect or disconnect oxygen bottles or any other ancillary component while any passenger is aboard the aircraft.

(d) Paragraph (a)(1)(i) of this section does not apply when that equipment is furnished by a professional or medical emergency service for use on board an aircraft in a medical emergency when no other practical means of transportation (including any other properly equipped certificate holder) is reasonably available and the person carried under the medical emergency is accompanied by a person trained in the use of medical oxygen.

(e) Each certificate holder who, under the authority of paragraph (d) of this section, deviates from paragraph (a)(1)(i) of this section under a medical emergency shall, within 10 days, excluding Saturdays, Sundays, and Federal holidays, after the deviation, send to the responsible Flight Standards office a complete report of the operation involved, including a description of the deviation and the reasons for it.

(f) Portable oxygen concentrators —(1) Acceptance criteria. A passenger may carry or operate a portable oxygen concentrator for personal use on board an aircraft and a certificate holder may allow a passenger to carry or operate a portable oxygen concentrator on board an aircraft operated under this part during all phases of flight if the portable oxygen concentrator satisfies all of the requirements of this paragraph (f):

(i) Is legally marketed in the United States in accordance with Food and Drug Administration requirements in title 21 of the CFR;

(ii) Does not radiate radio frequency emissions that interfere with aircraft systems;

(iii) Generates a maximum oxygen pressure of less than 200 kPa gauge (29.0 psig/43.8 psia) at 20 °C (68 °F);

(iv) Does not contain any hazardous materials subject to the Hazardous Materials Regulations (49 CFR parts 171 through 180) except as provided in 49 CFR 175.10 for batteries used to power portable electronic devices and that do not require aircraft operator approval; and

(v) Bears a label on the exterior of the device applied in a manner that ensures the label will remain affixed for the life of the device and containing the following certification statement in red lettering: “The manufacturer of this POC has determined this device conforms to all applicable FAA acceptance criteria for POC carriage and use on board aircraft.” The label requirements in this paragraph (f)(1)(v) do not apply to the following portable oxygen concentrators approved by the FAA for use on board aircraft prior to May 24, 2016:

(A) AirSep Focus;

(B) AirSep FreeStyle;

(C) AirSep FreeStyle 5;

(D) AirSep LifeStyle;

(E) Delphi RS-00400;

(F) DeVilbiss Healthcare iGo;

(G) Inogen One;

(H) Inogen One G2;

(I) Inogen One G3;

(J) Inova Labs LifeChoice;

(K) Inova Labs LifeChoice Activox;

(L) International Biophysics LifeChoice;

(M) Invacare Solo2;

(N) Invacare XPO2;

(O) Oxlife Independence Oxygen Concentrator;

(P) Oxus RS-00400;

(Q) Precision Medical EasyPulse;

(R) Respironics EverGo;

(S) Respironics SimplyGo;

(T) SeQual Eclipse;

(U) SeQual eQuinox Oxygen System (model 4000);

(V) SeQual Oxywell Oxygen System (model 4000);

(W) SeQual SAROS; and

(X) VBox Trooper Oxygen Concentrator.

(2) Operating requirements. Portable oxygen concentrators that satisfy the acceptance criteria identified in paragraph (f)(1) of this section may be carried on or operated by a passenger on board an aircraft provided the aircraft operator ensures that all of the conditions in this paragraph (f)(2) are satisfied:

(i) Exit seats. No person operating a portable oxygen concentrator is permitted to occupy an exit seat.

(ii) Stowage of device. During movement on the surface, takeoff and landing, the device must be stowed under the seat in front of the user, or in another approved stowage location so that it does not block the aisle way or the entryway to the row. If the device is to be operated by the user, it must be operated only at a seat location that does not restrict any passenger's access to, or use of, any required emergency or regular exit, or the aisle(s) in the passenger compartment.

§ 135.93

Minimum altitudes for use of autopilot.

(a) Definitions. For purpose of this section—

(1) Altitudes for takeoff/initial climb and go-around/missed approach are defined as above the airport elevation.

(2) Altitudes for enroute operations are defined as above terrain elevation.

(3) Altitudes for approach are defined as above the touchdown zone elevation (TDZE), unless the altitude is specifically in reference to DA (H) or MDA, in which case the altitude is defined by reference to the DA(H) or MDA itself.

(b) Takeoff and initial climb. No person may use an autopilot for takeoff or initial climb below the higher of 500 feet or an altitude that is no lower than twice the altitude loss specified in the Airplane Flight Manual (AFM), except as follows—

(1) At a minimum engagement altitude specified in the AFM; or

(2) At an altitude specified by the Administrator, whichever is greater.

(c) Enroute. No person may use an autopilot enroute, including climb and descent, below the following—

(1) 500 feet;

(2) At an altitude that is no lower than twice the altitude loss specified in the AFM for an autopilot malfunction in cruise conditions; or

(3) At an altitude specified by the Administrator, whichever is greater.

(d) Approach. No person may use an autopilot at an altitude lower than 50 feet below the DA(H) or MDA for the instrument procedure being flown, except as follows—

(1) For autopilots with an AFM specified altitude loss for approach operations—

(i) An altitude no lower than twice the specified altitude loss if higher than 50 feet below the MDA or DA(H);

(ii) An altitude no lower than 50 feet higher than the altitude loss specified in the AFM, when the following conditions are met—

(A) Reported weather conditions are less than the basic VFR weather conditions in § 91.155 of this chapter;

(B) Suitable visual references specified in § 91.175 of this chapter have been established on the instrument approach procedure; and

(C) The autopilot is coupled and receiving both lateral and vertical path references;

(iii) An altitude no lower than the higher of the altitude loss specified in the AFM or 50 feet above the TDZE, when the following conditions are met—

(A) Reported weather conditions are equal to or better than the basic VFR weather conditions in § 91.155 of this chapter; and

(B) The autopilot is coupled and receiving both lateral and vertical path references; or

(iv) A greater altitude specified by the Administrator.

(2) For autopilots with AFM specified approach altitude limitations, the greater of—

(i) The minimum use altitude specified for the coupled approach mode selected;

(ii) 50 feet; or

(iii) An altitude specified by Administrator.

(3) For autopilots with an AFM specified negligible or zero altitude loss for an autopilot approach mode malfunction, the greater of—

(i) 50 feet; or

(ii) An altitude specified by Administrator.

(4) If executing an autopilot coupled go-around or missed approach using a certificated and functioning autopilot in accordance with paragraph (e) in this section.

(e) Go-Around/Missed Approach. No person may engage an autopilot during a go-around or missed approach below the minimum engagement altitude specified for takeoff and initial climb in paragraph (b) in this section. An autopilot minimum use altitude does not apply to a go-around/missed approach initiated with an engaged autopilot. Performing a go-around or missed approach with an engaged autopilot must not adversely affect safe obstacle clearance.

(f) Landing. Notwithstanding paragraph (d) of this section, autopilot minimum use altitudes do not apply to autopilot operations when an approved automatic landing system mode is being used for landing. Automatic landing systems must be authorized in an operations specification issued to the operator.

(g) This section does not apply to operations conducted in rotorcraft.

§ 135.95

Airmen: Limitations on use of services.

(a) No certificate holder may use the services of any person as an airman unless the person performing those services—

(1) Holds an appropriate and current airman certificate; and

(2) Is qualified, under this chapter, for the operation for which the person is to be used.

(b) A certificate holder may obtain approval to provide a temporary document verifying a flightcrew member's airman certificate and medical certificate privileges under an approved certificate verification plan set forth in the certificate holder's operations specifications. A document provided by the certificate holder may be carried as an airman certificate or medical certificate on flights within the United States for up to 72 hours.

§ 135.97

Aircraft and facilities for recent flight experience.

Each certificate holder shall provide aircraft and facilities to enable each of its pilots to maintain and demonstrate the pilot's ability to conduct all operations for which the pilot is authorized.

§ 135.98

Operations in the North Polar Area.

After August 13, 2008, no certificate holder may operate an aircraft in the region north of 78° N latitude (“North Polar Area”), other than intrastate operations wholly within the state of Alaska, unless authorized by the FAA. The certificate holder's operation specifications must include the following:

(a) The designation of airports that may be used for en-route diversions and the requirements the airports must meet at the time of diversion.

(b) Except for all-cargo operations, a recovery plan for passengers at designated diversion airports.

(c) A fuel-freeze strategy and procedures for monitoring fuel freezing for operations in the North Polar Area.

(d) A plan to ensure communication capability for operations in the North Polar Area.

(e) An MEL for operations in the North Polar Area.

(f) A training plan for operations in the North Polar Area.

(g) A plan for mitigating crew exposure to radiation during solar flare activity.

(h) A plan for providing at least two cold weather anti-exposure suits in the aircraft, to protect crewmembers during outside activity at a diversion airport with extreme climatic conditions. The FAA may relieve the certificate holder from this requirement if the season of the year makes the equipment unnecessary.

§ 135.99

Composition of flight crew.

(a) No certificate holder may operate an aircraft with less than the minimum flight crew specified in the aircraft operating limitations or the Aircraft Flight Manual for that aircraft and required by this part for the kind of operation being conducted.

(b) No certificate holder may operate an aircraft without a second in command if that aircraft has a passenger seating configuration, excluding any pilot seat, of ten seats or more.

(c) Except as provided in paragraph (d) of this section, a certificate holder authorized to conduct operations under instrument flight rules may receive authorization from the Administrator through its operations specifications to establish a second-in-command professional development program. As part of that program, a pilot employed by the certificate holder may log time as second in command in operations conducted under this part and part 91 of this chapter that do not require a second pilot by type certification of the aircraft or the regulation under which the flight is being conducted, provided the flight operation is conducted in accordance with the certificate holder's operations specifications for second-in-command professional development program; and—

(1) The certificate holder:

(i) Maintains records for each assigned second in command consistent with the requirements in § 135.63;

(ii) Provides a copy of the records required by § 135.63(a)(4)(vi) and (x) to the assigned second in command upon request and within a reasonable time; and

(iii) Establishes and maintains a data collection and analysis process that will enable the certificate holder and the FAA to determine whether the second-in-command professional development program is accomplishing its objectives.

(2) The aircraft is a multiengine airplane or a single-engine turbine-powered airplane. The aircraft must have an independent set of controls for a second pilot flightcrew member, which may not include a throwover control wheel. The aircraft must also have the following equipment and independent instrumentation for a second pilot:

(i) An airspeed indicator;

(ii) Sensitive altimeter adjustable for barometric pressure;

(iii) Gyroscopic bank and pitch indicator;

(iv) Gyroscopic rate-of-turn indicator combined with an integral slip-skid indicator;

(v) Gyroscopic direction indicator;

(vi) For IFR operations, a vertical speed indicator;

(vii) For IFR operations, course guidance for en route navigation and instrument approaches; and

(viii) A microphone, transmit switch, and headphone or speaker.

(3) The pilot assigned to serve as second in command satisfies the following requirements:

(i) The second in command qualifications in § 135.245;

(ii) The flight time and duty period limitations and rest requirements in subpart F of this part;

(iii) The crewmember testing requirements for second in command in subpart G of this part; and

(iv) The crewmember training requirements for second in command in subpart H of this part.

(4) The pilot assigned to serve as pilot in command satisfies the following requirements:

(i) Has been fully qualified to serve as a pilot in command for the certificate holder for at least the previous 6 calendar months; and

(ii) Has completed mentoring training, including techniques for reinforcing the highest standards of technical performance, airmanship and professionalism within the preceding 36 calendar months.

(d) The following certificate holders are not eligible to receive authorization for a second-in-command professional development program under paragraph (c) of this section:

(1) A certificate holder that uses only one pilot in its operations; and

(2) A certificate holder that has been approved to deviate from the requirements in § 135.21(a), § 135.341(a), or § 119.69(a) of this chapter.

§ 135.100

Flight crewmember duties.

(a) No certificate holder shall require, nor may any flight crewmember perform, any duties during a critical phase of flight except those duties required for the safe operation of the aircraft. Duties such as company required calls made for such nonsafety related purposes as ordering galley supplies and confirming passenger connections, announcements made to passengers promoting the air carrier or pointing out sights of interest, and filling out company payroll and related records are not required for the safe operation of the aircraft.

(b) No flight crewmember may engage in, nor may any pilot in command permit, any activity during a critical phase of flight which could distract any flight crewmember from the performance of his or her duties or which could interfere in any way with the proper conduct of those duties. Activities such as eating meals, engaging in nonessential conversations within the cockpit and nonessential communications between the cabin and cockpit crews, and reading publications not related to the proper conduct of the flight are not required for the safe operation of the aircraft.

(c) For the purposes of this section, critical phases of flight includes all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

§ 135.100

Flight crewmember duties.

(d) For the purposes of this section, taxi is defined as movement of an aircraft under its own power on the surface of an airport and includes hover taxi which is movement of a helicopter or any vertical takeoff and landing aircraft conducted above the surface and in ground effect at airspeeds less than approximately 20 knots, and air taxi which is movement of a helicopter or any vertical takeoff and landing aircraft conducted above the surface but normally not above 100 feet AGL.

§ 135.101

Second in command required under IFR.

Except as provided in § 135.105, no person may operate an aircraft carrying passengers under IFR unless there is a second in command in the aircraft.

§ 135.103

§ 135.105

Exception to second in command requirement: Approval for use of autopilot system.

(a) Except as provided in §§ 135.99 and 135.111, unless two pilots are required by this chapter for operations under VFR, a person may operate an aircraft without a second in command, if it is equipped with an operative approved autopilot system and the use of that system is authorized by appropriate operations specifications. No certificate holder may use any person, nor may any person serve, as a pilot in command under this section of an aircraft operated in a commuter operation, as defined in part 119 of this chapter unless that person has at least 100 hours pilot in command flight time in the make and model of aircraft to be flown and has met all other applicable requirements of this part.

(b) The certificate holder may apply for an amendment of its operations specifications to authorize the use of an autopilot system in place of a second in command.

(c) The Administrator issues an amendment to the operations specifications authorizing the use of an autopilot system, in place of a second in command, if—

(1) The autopilot is capable of operating the aircraft controls to maintain flight and maneuver it about the three axes; and

(2) The certificate holder shows, to the satisfaction of the Administrator, that operations using the autopilot system can be conducted safely and in compliance with this part.

The amendment contains any conditions or limitations on the use of the autopilot system that the Administrator determines are needed in the interest of safety.

§ 135.107

Flight attendant crewmember requirement.

No certificate holder may operate an aircraft that has a passenger seating configuration, excluding any pilot seat, of more than 19 unless there is a flight attendant crewmember on board the aircraft.

§ 135.109

Pilot in command or second in command: Designation required.

(a) Each certificate holder shall designate a—

(1) Pilot in command for each flight; and

(2) Second in command for each flight requiring two pilots.

(b) The pilot in command, as designated by the certificate holder, shall remain the pilot in command at all times during that flight.

§ 135.111

Second in command required in Category II operations.

No person may operate an aircraft in a Category II operation unless there is a second in command of the aircraft.

§ 135.113

Passenger occupancy of pilot seat.

No certificate holder may operate an aircraft type certificated after October 15, 1971, that has a passenger seating configuration, excluding any pilot seat, of more than eight seats if any person other than the pilot in command, a second in command, a company check pilot, or an authorized representative of the Administrator, the National Transportation Safety Board, or the United States Postal Service occupies a pilot seat.

§ 135.115

Manipulation of controls.

No pilot in command may allow any person to manipulate the flight controls of an aircraft during flight conducted under this part, nor may any person manipulate the controls during such flight unless that person is—

(a) A pilot employed by the certificate holder and qualified in the aircraft; or

(b) An authorized safety representative of the Administrator who has the permission of the pilot in command, is qualified in the aircraft, and is checking flight operations.

§ 135.117

Briefing of passengers before flight.

(a) Before each takeoff each pilot in command of an aircraft carrying passengers shall ensure that all passengers have been orally briefed on—

(1) Smoking. Each passenger shall be briefed on when, where, and under what conditions smoking is prohibited (including, but not limited to, any applicable requirements of part 252 of this title). This briefing shall include a statement that the Federal Aviation Regulations require passenger compliance with the lighted passenger information signs (if such signs are required), posted placards, areas designated for safety purposes as no smoking areas, and crewmember instructions with regard to these items. The briefing shall also include a statement (if the aircraft is equipped with a lavatory) that Federal law prohibits: tampering with, disabling, or destroying any smoke detector installed in an aircraft lavatory; smoking in lavatories; and, when applicable, smoking in passenger compartments.

(2) The use of safety belts, including instructions on how to fasten and unfasten the safety belts. Each passenger shall be briefed on when, where, and under what conditions the safety belt must be fastened about that passenger. This briefing shall include a statement that the Federal Aviation Regulations require passenger compliance with lighted passenger information signs and crewmember instructions concerning the use of safety belts.

(3) The placement of seat backs in an upright position before takeoff and landing;

(4) Location and means for opening the passenger entry door and emergency exits;

(5) Location of survival equipment;

(6) If the flight involves extended overwater operation, ditching procedures and the use of required flotation equipment;

(7) If the flight involves operations above 12,000 feet MSL, the normal and emergency use of oxygen; and

(8) Location and operation of fire extinguishers.

(9) If a rotorcraft operation involves flight beyond autorotational distance from the shoreline, as defined in § 135.168(a), use of life preservers, ditching procedures and emergency exit from the rotorcraft in the event of a ditching; and the location and use of life rafts and other life preserver devices if applicable.

(b) Before each takeoff the pilot in command shall ensure that each person who may need the assistance of another person to move expeditiously to an exit if an emergency occurs and that person's attendant, if any, has received a briefing as to the procedures to be followed if an evacuation occurs. This paragraph does not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft.

(c) The oral briefing required by paragraph (a) of this section shall be given by the pilot in command or a crewmember.

(d) Notwithstanding the provisions of paragraph (c) of this section, for aircraft certificated to carry 19 passengers or less, the oral briefing required by paragraph (a) of this section shall be given by the pilot in command, a crewmember, or other qualified person designated by the certificate holder and approved by the Administrator.

(e) The oral briefing required by paragraph (a) of this section must be supplemented by printed cards which must be carried in the aircraft in locations convenient for the use of each passenger. The cards must—

(1) Be appropriate for the aircraft on which they are to be used;

(2) Contain a diagram of, and method of operating, the emergency exits;

(3) Contain other instructions necessary for the use of emergency equipment on board the aircraft; and

(4) No later than June 12, 2005, for scheduled Commuter passenger-carrying flights, include the sentence, “Final assembly of this aircraft was completed in [INSERT NAME OF COUNTRY].”

(f) The briefing required by paragraph (a) may be delivered by means of an approved recording playback device that is audible to each passenger under normal noise levels.

(g) If any passengers on board a flight conducted under this part are secured with a supplemental restraint system, the pilot in command of that flight must ensure those passengers are briefed in accordance with § 91.108(g) of this chapter.

§ 135.119

Prohibition against carriage of weapons.

No person may, while on board an aircraft being operated by a certificate holder, carry on or about that person a deadly or dangerous weapon, either concealed or unconcealed. This section does not apply to—

(a) Officials or employees of a municipality or a State, or of the United States, who are authorized to carry arms; or

(b) Crewmembers and other persons authorized by the certificate holder to carry arms.

§ 135.120

Prohibition on interference with crewmembers.

No person may assault, threaten, intimidate, or interfere with a crewmember in the performance of the crewmember's duties aboard an aircraft being operated under this part.

§ 135.121

Alcoholic beverages.

(a) No person may drink any alcoholic beverage aboard an aircraft unless the certificate holder operating the aircraft has served that beverage.

(b) No certificate holder may serve any alcoholic beverage to any person aboard its aircraft if that person appears to be intoxicated.

(c) No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated.

§ 135.122

Stowage of food, beverage, and passenger service equipment during aircraft movement on the surface, takeoff, and landing.

(a) No certificate holder may move an aircraft on the surface, take off, or land when any food, beverage, or tableware furnished by the certificate holder is located at any passenger seat.

(b) No certificate holder may move an aircraft on the surface, take off, or land unless each food and beverage tray and seat back tray table is secured in its stowed position.

(c) No certificate holder may permit an aircraft to move on the surface, take off, or land unless each passenger serving cart is secured in its stowed position.

(d) Each passenger shall comply with instructions given by a crewmember with regard to compliance with this section.

§ 135.123

Emergency and emergency evacuation duties.

(a) Each certificate holder shall assign to each required crewmember for each type of aircraft as appropriate, the necessary functions to be performed in an emergency or in a situation requiring emergency evacuation. The certificate holder shall ensure that those functions can be practicably accomplished, and will meet any reasonably anticipated emergency including incapacitation of individual crewmembers or their inability to reach the passenger cabin because of shifting cargo in combination cargo-passenger aircraft.

(b) The certificate holder shall describe in the manual required under § 135.21 the functions of each category of required crewmembers assigned under paragraph (a) of this section.

§ 135.125

Aircraft security.

Certificate holders conducting operators conducting operations under this part must comply with the applicable security requirements in 49 CFR chapter XII.

§ 135.127

Passenger information requirements and smoking prohibitions.

(a) No person may conduct a scheduled flight on which smoking is prohibited by part 252 of this title unless the “No Smoking” passenger information signs are lighted during the entire flight, or one or more “No Smoking” placards meeting the requirements of § 25.1541 of this chapter are posted during the entire flight. If both the lighted signs and the placards are used, the signs must remain lighted during the entire flight segment.

(b) No person may smoke while a “No Smoking” sign is lighted or while “No Smoking” placards are posted, except as follows:

(1) On-demand operations. The pilot in command of an aircraft engaged in an on-demand operation may authorize smoking on the flight deck (if it is physically separated from any passenger compartment), except in any of the following situations:

(i) During aircraft movement on the surface or during takeoff or landing;

(ii) During scheduled passenger-carrying public charter operations conducted under part 380 of this title;

(iii) During on-demand operations conducted interstate that meet paragraph (2) of the definition “On-demand operation” in § 110.2 of this chapter, unless permitted under paragraph (b)(2) of this section; or

(iv) During any operation where smoking is prohibited by part 252 of this title or by international agreement.

(2) Certain intrastate commuter operations and certain intrastate on-demand operations. Except during aircraft movement on the surface or during takeoff or landing, a pilot in command of an aircraft engaged in a commuter operation or an on-demand operation that meets paragraph (2) of the definition of “On-demand operation” in § 110.2 of this chapter may authorize smoking on the flight deck (if it is physically separated from the passenger compartment, if any) if—

(i) Smoking on the flight deck is not otherwise prohibited by part 252 of this title;

(ii) The flight is conducted entirely within the same State of the United States (a flight from one place in Hawaii to another place in Hawaii through the airspace over a place outside Hawaii is not entirely within the same State); and

(iii) The aircraft is either not turbojet-powered or the aircraft is not capable of carrying at least 30 passengers.

(c) No person may smoke in any aircraft lavatory.

(d) No person may operate an aircraft with a lavatory equipped with a smoke detector unless there is in that lavatory a sign or placard which reads: “Federal law provides for a penalty of up to $2,000 for tampering with the smoke detector installed in this lavatory.”

(e) No person may tamper with, disable, or destroy any smoke detector installed in any aircraft lavatory.

(f) On flight segments other than those described in paragraph (a) of this section, the “No Smoking” sign required by § 135.177(a)(3) of this part must be turned on during any movement of the aircraft on the surface, for each takeoff or landing, and at any other time considered necessary by the pilot in command.

(g) The passenger information requirements prescribed in § 91.517 (b) and (d) of this chapter are in addition to the requirements prescribed in this section.

(h) Each passenger shall comply with instructions given him or her by crewmembers regarding compliance with paragraphs (b), (c), and (e) of this section.

§ 135.128

Use of safety belts and child restraint systems.

(a) Except as provided in this paragraph, each person on board an aircraft operated under this part shall occupy an approved seat or berth with a separate safety belt properly secured about him or her during movement on the surface, takeoff, and landing. For seaplane and float equipped rotorcraft operations during movement on the surface, the person pushing off the seaplane or rotorcraft from the dock and the person mooring the seaplane or rotorcraft at the dock are excepted from the preceding seating and safety belt requirements. A safety belt provided for the occupant of a seat may not be used by more than one person who has reached his or her second birthday. Notwithstanding the preceding requirements, a child may:

(1) Be held by an adult, except as outlined in § 91.108(j) of this chapter, who is occupying an approved seat or berth, provided the child has not reached his or her second birthday and the child does not occupy or use any restraining device; or

(2) Notwithstanding any other requirement of this chapter, occupy an approved child restraint system furnished by the certificate holder or one of the persons described in paragraph (a)(2)(i) of this section, provided:

(i) The child is accompanied by a parent, guardian, or attendant designated by the child's parent or guardian to attend to the safety of the child during the flight;

(ii) Except as provided in paragraph (a)(2)(ii)(D) of this section, the approved child restraint system bears one or more labels as follows:

(A) Seats manufactured to U.S. standards between January 1, 1981, and February 25, 1985, must bear the label: “This child restraint system conforms to all applicable Federal motor vehicle safety standards”;

(B) Seats manufactured to U.S. standards on or after February 26, 1985, must bear two labels:

( 1 ) “This child restraint system conforms to all applicable Federal motor vehicle safety standards”; and

( 2 ) “THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT” in red lettering;

(C) Seats that do not qualify under paragraphs (a)(2)(ii)(A) and (a)(2)(ii)(B) of this section must bear a label or markings showing:

( 1 ) That the seat was approved by a foreign government;

( 2 ) That the seat was manufactured under the standards of the United Nations;

( 3 ) That the seat or child restraint device furnished by the certificate holder was approved by the FAA through Type Certificate or Supplemental Type Certificate; or

( 4 ) That the seat or child restraint device furnished by the certificate holder, or one of the persons described in paragraph (a)(2)(i) of this section, was approved by the FAA in accordance with § 21.8(d) of this chapter or Technical Standard Order C-100b, or a later version. The child restraint device manufactured by AmSafe, Inc. (CARES, Part No. 4082) and approved by the FAA in accordance with § 21.305(d) (2010 ed.) of this chapter may continue to bear a label or markings showing FAA approval in accordance with § 21.305(d) (2010 ed.) of this chapter.

(D) Except as provided in § 135.128(a)(2)(ii)(C)( 3 ) and § 135.128(a)(2)(ii)(C)( 4 ), booster-type child restraint systems (as defined in Federal Motor Vehicle Safety Standard No. 213 (49 CFR 571.213)), vest- and harness-type child restraint systems, and lap held child restraints are not approved for use in aircraft; and

(iii) The certificate holder complies with the following requirements:

(A) The restraint system must be properly secured to an approved forward-facing seat or berth;

(B) The child must be properly secured in the restraint system and must not exceed the specified weight limit for the restraint system; and

(C) The restraint system must bear the appropriate label(s).

(b) Except as provided in paragraph (b)(3) of this section, the following prohibitions apply to certificate holders:

(1) Except as provided in § 135.128 (a)(2)(ii)(C)( 3 ) and § 135.128 (a)(2)(ii)(C)( 4 ), no certificate holder may permit a child, in an aircraft, to occupy a booster-type child restraint system, a vest-type child restraint system, a harness-type child restraint system, or a lap held child restraint system during take off, landing, and movement on the surface.

(2) Except as required in paragraph (b)(1) of this section, no certificate holder may prohibit a child, if requested by the child's parent, guardian, or designated attendant, from occupying a child restraint system furnished by the child's parent, guardian, or designated attendant provided:

(i) The child holds a ticket for an approved seat or berth or such seat or berth is otherwise made available by the certificate holder for the child's use;

(ii) The requirements of paragraph (a)(2)(i) of this section are met;

(iii) The requirements of paragraph (a)(2)(iii) of this section are met; and

(iv) The child restraint system has one or more of the labels described in paragraphs (a)(2)(ii)(A) through (a)(2)(ii)(C) of this section.

(3) This section does not prohibit the certificate holder from providing child restraint systems authorized by this or, consistent with safe operating practices, determining the most appropriate passenger seat location for the child restraint system.

§ 135.129

Exit seating.

(a)(1) Applicability. This section applies to all certificate holders operating under this part, except for on-demand operations with aircraft having 19 or fewer passenger seats and commuter operations with aircraft having 9 or fewer passenger seats.

(2) Duty to make determination of suitability. Each certificate holder shall determine, to the extent necessary to perform the applicable functions of paragraph (d) of this section, the suitability of each person it permits to occupy an exit seat. For the purpose of this section—

(i) Exit seat means—

(A) Each seat having direct access to an exit; and

(B) Each seat in a row of seats through which passengers would have to pass to gain access to an exit, from the first seat inboard of the exit to the first aisle inboard of the exit.

(ii) A passenger seat having direct access means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction.

(3) Persons designated to make determination. Each certificate holder shall make the passenger exit seating determinations required by this paragraph in a non-discriminatory manner consistent with the requirements of this section, by persons designated in the certificate holder's required operations manual.

(4) Submission of designation for approval. Each certificate holder shall designate the exit seats for each passenger seating configuration in its fleet in accordance with the definitions in this paragraph and submit those designations for approval as part of the procedures required to be submitted for approval under paragraphs (n) and (p) of this section.

(b) No certificate holder may seat a person in a seat affected by this section if the certificate holder determines that it is likely that the person would be unable to perform one or more of the applicable functions listed in paragraph (d) of this section because—

(1) The person lacks sufficient mobility, strength, or dexterity in both arms and hands, and both legs:

(i) To reach upward, sideways, and downward to the location of emergency exit and exit-slide operating mechanisms;

(ii) To grasp and push, pull, turn, or otherwise manipulate those mechanisms;

(iii) To push, shove, pull, or otherwise open emergency exits;

(iv) To lift out, hold, deposit on nearby seats, or maneuver over the seatbacks to the next row objects the size and weight of over-wing window exit doors;

(v) To remove obstructions of size and weight similar over-wing exit doors;

(vi) To reach the emergency exit expeditiously;

(vii) To maintain balance while removing obstructions;

(viii) To exit expeditiously;

(ix) To stabilize an escape slide after deployment; or

(x) To assist others in getting off an escape slide;

(2) The person is less than 15 years of age or lacks the capacity to perform one or more of the applicable functions listed in paragraph (d) of this section without the assistance of an adult companion, parent, or other relative;

(3) The person lacks the ability to read and understand instructions required by this section and related to emergency evacuation provided by the certificate holder in printed or graphic form or the ability to understand oral crew commands.

(4) The person lacks sufficient visual capacity to perform one or more of the applicable functions in paragraph (d) of this section without the assistance of visual aids beyond contact lenses or eyeglasses;

(5) The person lacks sufficient aural capacity to hear and understand instructions shouted by flight attendants, without assistance beyond a hearing aid;

(6) The person lacks the ability adequately to impart information orally to other passengers; or,

(7) The person has:

(i) A condition or responsibilities, such as caring for small children, that might prevent the person from performing one or more of the applicable functions listed in paragraph (d) of this section; or

(ii) A condition that might cause the person harm if he or she performs one or more of the applicable functions listed in paragraph (d) of this section.

(c) Each passenger shall comply with instructions given by a crewmember or other authorized employee of the certificate holder implementing exit seating restrictions established in accordance with this section.

(d) Each certificate holder shall include on passenger information cards, presented in the language in which briefings and oral commands are given by the crew, at each exit seat affected by this section, information that, in the event of an emergency in which a crewmember is not available to assist, a passenger occupying an exit seat may use if called upon to perform the following functions:

(1) Locate the emergency exit;

(2) Recognize the emergency exit opening mechanism;

(3) Comprehend the instructions for operating the emergency exit;

(4) Operate the emergency exit;

(5) Assess whether opening the emergency exit will increase the hazards to which passengers may be exposed;

(6) Follow oral directions and hand signals given by a crewmember;

(7) Stow or secure the emergency exit door so that it will not impede use of the exit;

(8) Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to assist others in getting off the slide;

(9) Pass expeditiously through the emergency exit; and

(10) Assess, select, and follow a safe path away from the emergency exit.

(e) Each certificate holder shall include on passenger information cards, at each exit seat—

(1) In the primary language in which emergency commands are given by the crew, the selection criteria set forth in paragraph (b) of this section, and a request that a passenger identify himself or herself to allow reseating if he or she—

(i) Cannot meet the selection criteria set forth in paragraph (b) of this section;

(ii) Has a nondiscernible condition that will prevent him or her from performing the applicable functions listed in paragraph (d) of this section;

(iii) May suffer bodily harm as the result of performing one or more of those functions; or

(iv) Does not wish to perform those functions; and,

(2) In each language used by the certificate holder for passenger information cards, a request that a passenger identify himself or herself to allow reseating if he or she lacks the ability to read, speak, or understand the language or the graphic form in which instructions required by this section and related to emergency evacuation are provided by the certificate holder, or the ability to understand the specified language in which crew commands will be given in an emergency;

(3) May suffer bodily harm as the result of performing one or more of those functions; or,

(4) Does not wish to perform those functions.

A certificate holder shall not require the passenger to disclose his or her reason for needing reseating.

(f) Each certificate holder shall make available for inspection by the public at all passenger loading gates and ticket counters at each airport where it conducts passenger operations, written procedures established for making determinations in regard to exit row seating.

(g) No certificate holder may allow taxi or pushback unless at least one required crewmember has verified that no exit seat is occupied by a person the crewmember determines is likely to be unable to perform the applicable functions listed in paragraph (d) of this section.

(h) Each certificate holder shall include in its passenger briefings a reference to the passenger information cards, required by paragraphs (d) and (e), the selection criteria set forth in paragraph (b), and the functions to be performed, set forth in paragraph (d) of this section.

(i) Each certificate holder shall include in its passenger briefings a request that a passenger identify himself or herself to allow reseating if he or she—

(1) Cannot meet the selection criteria set forth in paragraph (b) of this section;

(2) Has a nondiscernible condition that will prevent him or her from performing the applicable functions listed in paragraph (d) of this section;

(3) May suffer bodily harm as the result of performing one or more of those functions; or,

(4) Does not wish to perform those functions.

A certificate holder shall not require the passenger to disclose his or her reason for needing reseating.

(j) [Reserved]

(k) In the event a certificate holder determines in accordance with this section that it is likely that a passenger assigned to an exit seat would be unable to perform the functions listed in paragraph (d) of this section or a passenger requests a non-exit seat, the certificate holder shall expeditiously relocate the passenger to a non-exit seat.

(l) In the event of full booking in the non-exit seats and if necessary to accommodate a passenger being relocated from an exit seat, the certificate holder shall move a passenger who is willing and able to assume the evacuation functions that may be required, to an exit seat.

(m) A certificate holder may deny transportation to any passenger under this section only because—

(1) The passenger refuses to comply with instructions given by a crewmember or other authorized employee of the certificate holder implementing exit seating restrictions established in accordance with this section, or

(2) The only seat that will physically accommodate the person's handicap is an exit seat.

(n) In order to comply with this section certificate holders shall—

(1) Establish procedures that address:

(i) The criteria listed in paragraph (b) of this section;

(ii) The functions listed in paragraph (d) of this section;

(iii) The requirements for airport information, passenger information cards, crewmember verification of appropriate seating in exit seats, passenger briefings, seat assignments, and denial of transportation as set forth in this section;

(iv) How to resolve disputes arising from implementation of this section, including identification of the certificate holder employee on the airport to whom complaints should be addressed for resolution; and,

(2) Submit their procedures for preliminary review and approval to the principal operations inspectors assigned to them at the responsible Flight Standards office.

(o) Certificate holders shall assign seats prior to boarding consistent with the criteria listed in paragraph (b) and the functions listed in paragraph (d) of this section, to the maximum extent feasible.

(p) The procedures required by paragraph (n) of this section will not become effective until final approval is granted by the Executive Director, Flight Standards Service, Washington, DC. Approval will be based solely upon the safety aspects of the certificate holder's procedures.

§ 135.141

Applicability.

This subpart prescribes aircraft and equipment requirements for operations under this part. The requirements of this subpart are in addition to the aircraft and equipment requirements of part 91 of this chapter. However, this part does not require the duplication of any equipment required by this chapter.

§ 135.143

General requirements.

(a) No person may operate an aircraft under this part unless that aircraft and its equipment meet the applicable regulations of this chapter.

(b) Except as provided in § 135.179, no person may operate an aircraft under this part unless the required instruments and equipment in it have been approved and are in an operable condition.

(c) ATC transponder equipment installed within the time periods indicated below must meet the performance and environmental requirements of the following TSO's:

(1) Through January 1, 1992: (i) Any class of TSO-C74b or any class of TSO-C74c as appropriate, provided that the equipment was manufactured before January 1, 1990; or

(ii) The appropriate class of TSO-C112 (Mode S).

(2) After January 1, 1992: The appropriate class of TSO-C112 (Mode S). For purposes of paragraph (c)(2) of this section, “installation” does not include—

(i) Temporary installation of TSO-C74b or TSO-C74c substitute equipment, as appropriate, during maintenance of the permanent equipment;

(ii) Reinstallation of equipment after temporary removal for maintenance; or

(iii) For fleet operations, installation of equipment in a fleet aircraft after removal of the equipment for maintenance from another aircraft in the same operator's fleet.

§ 135.144

Portable electronic devices.

(a) Except as provided in paragraph (b) of this section, no person may operate, nor may any operator or pilot in command of an aircraft allow the operation of, any portable electronic device on any U.S.-registered civil aircraft operating under this part.

(b) Paragraph (a) of this section does not apply to—

(1) Portable voice recorders;

(2) Hearing aids;

(3) Heart pacemakers;

(4) Electric shavers;

(5) Portable oxygen concentrators that comply with the requirements in § 135.91; or

(6) Any other portable electronic device that the part 119 certificate holder has determined will not cause interference with the navigation or communication system of the aircraft on which it is to be used.

(c). The determination required by paragraph (b)(6) of this section shall be made by that part 119 certificate holder operating the aircraft on which the particular device is to be used.

§ 135.145

Aircraft proving and validation tests.

(a) No certificate holder may operate an aircraft, other than a turbojet aircraft, for which two pilots are required by this chapter for operations under VFR, if it has not previously proved such an aircraft in operations under this part in at least 25 hours of proving tests acceptable to the Administrator including—

(1) Five hours of night time, if night flights are to be authorized;

(2) Five instrument approach procedures under simulated or actual conditions, if IFR flights are to be authorized; and

(3) Entry into a representative number of en route airports as determined by the Administrator.

(b) No certificate holder may operate a turbojet airplane if it has not previously proved a turbojet airplane in operations under this part in at least 25 hours of proving tests acceptable to the Administrator including—

(1) Five hours of night time, if night flights are to be authorized;

(2) Five instrument approach procedures under simulated or actual conditions, if IFR flights are to be authorized; and

(3) Entry into a representative number of en route airports as determined by the Administrator.

(c) No certificate holder may carry passengers in an aircraft during proving tests, except those needed to make the tests and those designated by the Administrator to observe the tests. However, pilot flight training may be conducted during the proving tests.

(d) Validation testing is required to determine that a certificate holder is capable of conducting operations safely and in compliance with applicable regulatory standards. Validation tests are required for the following authorizations:

(1) The addition of an aircraft for which two pilots are required for operations under VFR or a turbojet airplane, if that aircraft or an aircraft of the same make or similar design has not been previously proved or validated in operations under this part.

(2) Operations outside U.S. airspace.

(3) Class II navigation authorizations.

(4) Special performance or operational authorizations.

(e) Validation tests must be accomplished by test methods acceptable to the Administrator. Actual flights may not be required when an applicant can demonstrate competence and compliance with appropriate regulations without conducting a flight.

(f) Proving tests and validation tests may be conducted simultaneously when appropriate.

(g) The Administrator may authorize deviations from this section if the Administrator finds that special circumstances make full compliance with this section unnecessary.

§ 135.147

Dual controls required.

No person may operate an aircraft in operations requiring two pilots unless it is equipped with functioning dual controls. However, if the aircraft type certification operating limitations do not require two pilots, a throwover control wheel may be used in place of two control wheels.

§ 135.149

Equipment requirements: General.

No person may operate an aircraft unless it is equipped with—

(a) A sensitive altimeter that is adjustable for barometric pressure;

(b) Heating or deicing equipment for each carburetor or, for a pressure carburetor, an alternate air source;

(c) For turbojet airplanes, in addition to two gyroscopic bank-and-pitch indicators (artificial horizons) for use at the pilot stations, a third indicator that is installed in accordance with the instrument requirements prescribed in § 121.305(j) of this chapter.

(d) [Reserved]

(e) For turbine powered aircraft, any other equipment as the Administrator may require.

§ 135.150

Public address and crewmember interphone systems.

No person may operate an aircraft having a passenger seating configuration, excluding any pilot seat, of more than 19 unless it is equipped with—

(a) A public address system which—

(1) Is capable of operation independent of the crewmember interphone system required by paragraph (b) of this section, except for handsets, headsets, microphones, selector switches, and signaling devices;

(2) Is approved in accordance with § 21.305 of this chapter;

(3) Is accessible for immediate use from each of two flight crewmember stations in the pilot compartment;

(4) For each required floor-level passenger emergency exit which has an adjacent flight attendant seat, has a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants;

(5) Is capable of operation within 10 seconds by a flight attendant at each of those stations in the passenger compartment from which its use is accessible;

(6) Is audible at all passenger seats, lavatories, and flight attendant seats and work stations; and

(7) For transport category airplanes manufactured on or after November 27, 1990, meets the requirements of § 25.1423 of this chapter.

(b) A crewmember interphone system which—

(1) Is capable of operation independent of the public address system required by paragraph (a) of this section, except for handsets, headsets, microphones, selector switches, and signaling devices;

(2) Is approved in accordance with § 21.305 of this chapter;

(3) Provides a means of two-way communication between the pilot compartment and—

(i) Each passenger compartment; and

(ii) Each galley located on other than the main passenger deck level;

(4) Is accessible for immediate use from each of two flight crewmember stations in the pilot compartment;

(5) Is accessible for use from at least one normal flight attendant station in each passenger compartment;

(6) Is capable of operation within 10 seconds by a flight attendant at each of those stations in each passenger compartment from which its use is accessible; and

(7) For large turbojet-powered airplanes—

(i) Is accessible for use at enough flight attendant stations so that all floor-level emergency exits (or entryways to those exits in the case of exits located within galleys) in each passenger compartment are observable from one or more of those stations so equipped;

(ii) Has an alerting system incorporating aural or visual signals for use by flight crewmembers to alert flight attendants and for use by flight attendants to alert flight crewmembers;

(iii) For the alerting system required by paragraph (b)(7)(ii) of this section, has a means for the recipient of a call to determine whether it is a normal call or an emergency call; and

(iv) When the airplane is on the ground, provides a means of two-way communication between ground personnel and either of at least two flight crewmembers in the pilot compartment. The interphone system station for use by ground personnel must be so located that personnel using the system may avoid visible detection from within the airplane.

§ 135.151

Cockpit voice recorders.

(a) No person may operate a multiengine, turbine-powered airplane or rotorcraft having a passenger seating configuration of six or more and for which two pilots are required by certification or operating rules unless it is equipped with an approved cockpit voice recorder that:

(1) Is installed in compliance with § 23.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); § 25.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g), § 27.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g); or § 29.1457(a)(1) and (2), (b), (c), (d)(1)(i), (2) and (3), (e), (f), and (g) of this chapter, as applicable; and

(2) Is operated continuously from the use of the check list before the flight to completion of the final check list at the end of the flight.

(b) No person may operate a multiengine, turbine-powered airplane or rotorcraft having a passenger seating configuration of 20 or more seats unless it is equipped with an approved cockpit voice recorder that—

(1) Is installed in accordance with the requirements of § 23.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)); § 25.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)); § 27.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)); or § 29.1457 (except paragraphs (a)(6), (d)(1)(ii), (4), and (5)) of this chapter, as applicable; and

(2) Is operated continuously from the use of the check list before the flight to completion of the final check list at the end of the flight.

(c) In the event of an accident, or occurrence requiring immediate notification of the National Transportation Safety Board which results in termination of the flight, the certificate holder shall keep the recorded information for at least 60 days or, if requested by the Administrator or the Board, for a longer period. Information obtained from the record may be used to assist in determining the cause of accidents or occurrences in connection with investigations. The Administrator does not use the record in any civil penalty or certificate action.

(d) For those aircraft equipped to record the uninterrupted audio signals received by a boom or a mask microphone the flight crewmembers are required to use the boom microphone below 18,000 feet mean sea level. No person may operate a large turbine engine powered airplane manufactured after October 11, 1991, or on which a cockpit voice recorder has been installed after October 11, 1991, unless it is equipped to record the uninterrupted audio signal received by a boom or mask microphone in accordance with § 25.1457(c)(5) of this chapter.

(e) In complying with this section, an approved cockpit voice recorder having an erasure feature may be used, so that during the operation of the recorder, information:

(1) Recorded in accordance with paragraph (a) of this section and recorded more than 15 minutes earlier; or

(2) Recorded in accordance with paragraph (b) of this section and recorded more than 30 minutes earlier; may be erased or otherwise obliterated.

(f) By April 7, 2012, all airplanes subject to paragraph (a) or paragraph (b) of this section that are manufactured before April 7, 2010, and that are required to have a flight data recorder installed in accordance with § 135.152, must have a cockpit voice recorder that also—

(1) Meets the requirements in § 23.1457(d)(6) or § 25.1457(d)(6) of this chapter, as applicable; and

(2) If transport category, meet the requirements in § 25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

(g)(1) No person may operate a multiengine, turbine-powered airplane or rotorcraft that is manufactured on or after April 7, 2010, that has a passenger seating configuration of six or more seats, for which two pilots are required by certification or operating rules, and that is required to have a flight data recorder under § 135.152, unless it is equipped with an approved cockpit voice recorder that also—

(i) Is installed in accordance with the requirements of § 23.1457 (except for paragraph (a)(6)); § 25.1457 (except for paragraph (a)(6)); § 27.1457 (except for paragraph (a)(6)); or § 29.1457 (except for paragraph (a)(6)) of this chapter, as applicable; and

(ii) Is operated continuously from the use of the check list before the flight, to completion of the final check list at the end of the flight; and

(iii) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision.

(iv) For all airplanes or rotorcraft manufactured on or after December 6, 2010, also meets the requirements of § 23.1457(a)(6); § 25.1457(a)(6); § 27.1457(a)(6); or § 29.457(a)(6) of this chapter, as applicable.

(2) No person may operate a multiengine, turbine-powered airplane or rotorcraft that is manufactured on or after April 7, 2010, has a passenger seating configuration of 20 or more seats, and that is required to have a flight data recorder under § 135.152, unless it is equipped with an approved cockpit voice recorder that also—

(i) Is installed in accordance with the requirements of § 23.1457 (except for paragraph (a)(6)); § 25.1457 (except for paragraph (a)(6)); § 27.1457 (except for paragraph (a)(6)); or § 29.1457 (except for paragraph (a)(6)) of this chapter, as applicable; and

(ii) Is operated continuously from the use of the check list before the flight, to completion of the final check list at the end of the flight; and

(iii) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision.

(iv) For all airplanes or rotorcraft manufactured on or after December 6, 2010, also meets the requirements of § 23.1457(a)(6); § 25.1457(a)(6); § 27.1457(a)(6); or § 29.457(a)(6) of this chapter, as applicable.

(h) All airplanes or rotorcraft required by this part to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after December 6, 2010, must record all datalink messages as required by the certification rule applicable to the aircraft.

§ 135.152

Flight data recorders.

(a) Except as provided in paragraph (k) of this section, no person may operate under this part a multi-engine, turbine-engine powered airplane or rotorcraft having a passenger seating configuration, excluding any required crewmember seat, of 10 to 19 seats, that was either brought onto the U.S. register after, or was registered outside the United States and added to the operator's U.S. operations specifications after, October 11, 1991, unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The parameters specified in either Appendix B or C of this part, as applicable must be recorded within the range, accuracy, resolution, and recording intervals as specified. The recorder shall retain no less than 25 hours of aircraft operation.

(b) After October 11, 1991, no person may operate a multiengine, turbine-powered airplane having a passenger seating configuration of 20 to 30 seats or a multiengine, turbine-powered rotorcraft having a passenger seating configuration of 20 or more seats unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data, and a method of readily retrieving that data from the storage medium. The parameters in appendix D or E of this part, as applicable, that are set forth below, must be recorded within the ranges, accuracies, resolutions, and sampling intervals as specified.

(1) Except as provided in paragraph (b)(3) of this section for aircraft type certificated before October 1, 1969, the following parameters must be recorded:

(i) Time;

(ii) Altitude;

(iii) Airspeed;

(iv) Vertical acceleration;

(v) Heading;

(vi) Time of each radio transmission to or from air traffic control;

(vii) Pitch attitude;

(viii) Roll attitude;

(ix) Longitudinal acceleration;

(x) Control column or pitch control surface position; and

(xi) Thrust of each engine.

(2) Except as provided in paragraph (b)(3) of this section for aircraft type certificated after September 30, 1969, the following parameters must be recorded:

(i) Time;

(ii) Altitude;

(iii) Airspeed;

(iv) Vertical acceleration;

(v) Heading;

(vi) Time of each radio transmission either to or from air traffic control;

(vii) Pitch attitude;

(viii) Roll attitude;

(ix) Longitudinal acceleration;

(x) Pitch trim position;

(xi) Control column or pitch control surface position;

(xii) Control wheel or lateral control surface position;

(xiii) Rudder pedal or yaw control surface position;

(xiv) Thrust of each engine;

(xv) Position of each thrust reverser;

(xvi) Trailing edge flap or cockpit flap control position; and

(xvii) Leading edge flap or cockpit flap control position.

(3) For aircraft manufactured after October 11, 1991, all of the parameters listed in appendix D or E of this part, as applicable, must be recorded.

(c) Whenever a flight recorder required by this section is installed, it must be operated continuously from the instant the airplane begins the takeoff roll or the rotorcraft begins the lift-off until the airplane has completed the landing roll or the rotorcraft has landed at its destination.

(d) Except as provided in paragraph (c) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed in paragraph (a) of this section until the aircraft has been operating for at least 25 hours of the operating time specified in paragraph (c) of this section. In addition, each certificate holder shall keep the recorded data prescribed in paragraph (b) of this section for an airplane until the airplane has been operating for at least 25 hours, and for a rotorcraft until the rotorcraft has been operating for at least 10 hours, of the operating time specified in paragraph (c) of this section. A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (c) of this section, no record need be kept more than 60 days.

(e) In the event of an accident or occurrence that requires the immediate notification of the National Transportation Safety Board under 49 CFR part 830 of its regulations and that results in termination of the flight, the certificate holder shall remove the recording media from the aircraft and keep the recorded data required by paragraphs (a) and (b) of this section for at least 60 days or for a longer period upon request of the Board or the Administrator.

(f)(1) For airplanes manufactured on or before August 18, 2000, and all other aircraft, each flight recorder required by this section must be installed in accordance with the requirements of § 23.1459 (except paragraphs (a)(3)(ii) and (6)), § 25.1459 (except paragraphs (a)(3)(ii) and (7)), § 27.1459 (except paragraphs (a)(3)(ii) and (6)), or § 29.1459 (except paragraphs (a)(3)(ii) and (6)), as appropriate, of this chapter. The correlation required by paragraph (c) of §§ 23.1459, 25.1459, 27.1459, or 29.1459 of this chapter, as appropriate, need be established only on one aircraft of a group of aircraft:

(i) That are of the same type;

(ii) On which the flight recorder models and their installations are the same; and

(iii) On which there are no differences in the type designs with respect to the installation of the first pilot's instruments associated with the flight recorder. The most recent instrument calibration, including the recording medium from which this calibration is derived, and the recorder correlation must be retained by the certificate holder.

(2) For airplanes manufactured after August 18, 2000, each flight data recorder system required by this section must be installed in accordance with the requirements of § 23.1459(a) (except paragraphs (a)(3)(ii) and (6)), (b), (d) and (e), or § 25.1459(a) (except paragraphs (a)(3)(ii) and (7)), (b), (d) and (e) of this chapter. A correlation must be established between the values recorded by the flight data recorder and the corresponding values being measured. The correlation must contain a sufficient number of correlation points to accurately establish the conversion from the recorded values to engineering units or discrete state over the full operating range of the parameter. Except for airplanes having separate altitude and airspeed sensors that are an integral part of the flight data recorder system, a single correlation may be established for any group of airplanes—

(i) That are of the same type;

(ii) On which the flight recorder system and its installation are the same; and

(iii) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Documentation sufficient to convert recorded data into the engineering units and discrete values specified in the applicable appendix must be maintained by the certificate holder.

(g) Each flight recorder required by this section that records the data specified in paragraphs (a) and (b) of this section must have an approved device to assist in locating that recorder under water.

(h) The operational parameters required to be recorded by digital flight data recorders required by paragraphs (i) and (j) of this section are as follows, the phrase “when an information source is installed” following a parameter indicates that recording of that parameter is not intended to require a change in installed equipment.

(1) Time;

(2) Pressure altitude;

(3) Indicated airspeed;

(4) Heading—primary flight crew reference (if selectable, record discrete, true or magnetic);

(5) Normal acceleration (Vertical);

(6) Pitch attitude;

(7) Roll attitude;

(8) Manual radio transmitter keying, or CVR/DFDR synchronization reference;

(9) Thrust/power of each engine—primary flight crew reference;

(10) Autopilot engagement status;

(11) Longitudinal acceleration;

(12) Pitch control input;

(13) Lateral control input;

(14) Rudder pedal input;

(15) Primary pitch control surface position;

(16) Primary lateral control surface position;

(17) Primary yaw control surface position;

(18) Lateral acceleration;

(19) Pitch trim surface position or parameters of paragraph (h)(82) of this section if currently recorded;

(20) Trailing edge flap or cockpit flap control selection (except when parameters of paragraph (h)(85) of this section apply);

(21) Leading edge flap or cockpit flap control selection (except when parameters of paragraph (h)(86) of this section apply);

(22) Each Thrust reverser position (or equivalent for propeller airplane);

(23) Ground spoiler position or speed brake selection (except when parameters of paragraph (h)(87) of this section apply);

(24) Outside or total air temperature;

(25) Automatic Flight Control System (AFCS) modes and engagement status, including autothrottle;

(26) Radio altitude (when an information source is installed);

(27) Localizer deviation, MLS Azimuth;

(28) Glideslope deviation, MLS Elevation;

(29) Marker beacon passage;

(30) Master warning;

(31) Air/ground sensor (primary airplane system reference nose or main gear);

(32) Angle of attack (when information source is installed);

(33) Hydraulic pressure low (each system);

(34) Ground speed (when an information source is installed);

(35) Ground proximity warning system;

(36) Landing gear position or landing gear cockpit control selection;

(37) Drift angle (when an information source is installed);

(38) Wind speed and direction (when an information source is installed);

(39) Latitude and longitude (when an information source is installed);

(40) Stick shaker/pusher (when an information source is installed);

(41) Windshear (when an information source is installed);

(42) Throttle/power lever position;

(43) Additional engine parameters (as designated in appendix F of this part);

(44) Traffic alert and collision avoidance system;

(45) DME 1 and 2 distances;

(46) Nav 1 and 2 selected frequency;

(47) Selected barometric setting (when an information source is installed);

(48) Selected altitude (when an information source is installed);

(49) Selected speed (when an information source is installed);

(50) Selected mach (when an information source is installed);

(51) Selected vertical speed (when an information source is installed);

(52) Selected heading (when an information source is installed);

(53) Selected flight path (when an information source is installed);

(54) Selected decision height (when an information source is installed);

(55) EFIS display format;

(56) Multi-function/engine/alerts display format;

(57) Thrust command (when an information source is installed);

(58) Thrust target (when an information source is installed);

(59) Fuel quantity in CG trim tank (when an information source is installed);

(60) Primary Navigation System Reference;

(61) Icing (when an information source is installed);

(62) Engine warning each engine vibration (when an information source is installed);

(63) Engine warning each engine over temp. (when an information source is installed);

(64) Engine warning each engine oil pressure low (when an information source is installed);

(65) Engine warning each engine over speed (when an information source is installed;

(66) Yaw trim surface position;

(67) Roll trim surface position;

(68) Brake pressure (selected system);

(69) Brake pedal application (left and right);

(70) Yaw or sideslip angle (when an information source is installed);

(71) Engine bleed valve position (when an information source is installed);

(72) De-icing or anti-icing system selection (when an information source is installed);

(73) Computed center of gravity (when an information source is installed);

(74) AC electrical bus status;

(75) DC electrical bus status;

(76) APU bleed valve position (when an information source is installed);

(77) Hydraulic pressure (each system);

(78) Loss of cabin pressure;

(79) Computer failure;

(80) Heads-up display (when an information source is installed);

(81) Para-visual display (when an information source is installed);

(82) Cockpit trim control input position—pitch;

(83) Cockpit trim control input position—roll;

(84) Cockpit trim control input position—yaw;

(85) Trailing edge flap and cockpit flap control position;

(86) Leading edge flap and cockpit flap control position;

(87) Ground spoiler position and speed brake selection; and

(88) All cockpit flight control input forces (control wheel, control column, rudder pedal).

(i) For all turbine-engine powered airplanes with a seating configuration, excluding any required crewmember seat, of 10 to 30 passenger seats, manufactured after August 18, 2000—

(1) The parameters listed in paragraphs (h)(1) through (h)(57) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix F of this part.

(2) Commensurate with the capacity of the recording system, all additional parameters for which information sources are installed and which are connected to the recording system must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in Appendix F of this part.

(j) For all turbine-engine-powered airplanes with a seating configuration, excluding any required crewmember seat, of 10 to 30 passenger seats, that are manufactured after August 19, 2002 the parameters listed in paragraph (a)(1) through (a)(88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix F of this part.

(k) For aircraft manufactured before August 18, 1997, the following aircraft types need not comply with this section: Bell 212, Bell 214ST, Bell 412, Bell 412SP, Boeing Chinook (BV-234), Boeing/Kawasaki Vertol 107 (BV/KV-107-II), deHavilland DHC-6, Eurocopter Puma 330J, Sikorsky 58, Sikorsky 61N, Sikorsky 76A.

(l) By April 7, 2012, all aircraft manufactured before April 7, 2010, must also meet the requirements in § 23.1459(a)(7), § 25.1459(a)(8), § 27.1459(e), or § 29.1459(e) of this chapter, as applicable.

(m) All aircraft manufactured on or after April 7, 2010, must have a flight data recorder installed that also—

(1) Meets the requirements of § 23.1459(a)(3), (a)(6), and (a)(7), § 25.1459(a)(3), (a)(7), and (a)(8), § 27.1459(a)(3), (a)(6), and (e), or § 29.1459(a)(3), (a)(6), and (e) of this chapter, as applicable; and

(2) Retains the 25 hours of recorded information required in paragraph (d) of this section using a recorder that meets the standards of TSO-C124a, or later revision.

§ 135.152

Flight data recorders.

(j) For all turbine-engine-powered airplanes with a seating configuration, excluding any required crewmember seat, of 10 to 30 passenger seats, that are manufactured after August 19, 2002, the parameters listed in paragraphs (h)(1) through (88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in appendix F to this part.

§ 135.153

§ 135.154

Terrain awareness and warning system.

(a) Airplanes manufactured after March 29, 2002:

(1) No person may operate a turbine-powered airplane configured with 10 or more passenger seats, excluding any pilot seat, unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)-C151. The airplane must also include an approved terrain situational awareness display.

(2) No person may operate a turbine-powered airplane configured with 6 to 9 passenger seats, excluding any pilot seat, unless that airplane is equipped with an approved terrain awareness and warning system that meets as a minimum the requirements for Class B equipment in Technical Standard Order (TSO)-C151.

(b) Airplanes manufactured on or before March 29, 2002:

(1) No person may operate a turbine-powered airplane configured with 10 or more passenger seats, excluding any pilot seat, after March 29, 2005, unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)-C151. The airplane must also include an approved terrain situational awareness display.

(2) No person may operate a turbine-powered airplane configured with 6 to 9 passenger seats, excluding any pilot seat, after March 29, 2005, unless that airplane is equipped with an approved terrain awareness and warning system that meets as a minimum the requirements for Class B equipment in Technical Standard Order (TSO)-C151.

(c) Airplane Flight Manual. The Airplane Flight Manual shall contain appropriate procedures for—

(1) The use of the terrain awareness and warning system; and

(2) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings.

§ 135.155

Fire extinguishers: Passenger-carrying aircraft.

No person may operate an aircraft carrying passengers unless it is equipped with hand fire extinguishers of an approved type for use in crew and passenger compartments as follows—

(a) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur;

(b) At least one hand fire extinguisher must be provided and conveniently located on the flight deck for use by the flight crew; and

(c) At least one hand fire extinguisher must be conveniently located in the passenger compartment of each aircraft having a passenger seating configuration, excluding any pilot seat, of at least 10 seats but less than 31 seats.

§ 135.156

Flight data recorders: filtered data.

(a) A flight data signal is filtered when an original sensor signal has been changed in any way, other than changes necessary to:

(1) Accomplish analog to digital conversion of the signal;

(2) Format a digital signal to be DFDR compatible; or

(3) Eliminate a high frequency component of a signal that is outside the operational bandwidth of the sensor.

(b) An original sensor signal for any flight recorder parameter required to be recorded under § 135.152 may be filtered only if the recorded signal value continues to meet the requirements of Appendix D or F of this part, as applicable.

(c) For a parameter described in § 135.152(h)(12) through (17), (42), or (88), or the corresponding parameter in Appendix D of this part, if the recorded signal value is filtered and does not meet the requirements of Appendix D or F of this part, as applicable, the certificate holder must:

(1) Remove the filtering and ensure that the recorded signal value meets the requirements of Appendix D or F of this part, as applicable; or

(2) Demonstrate by test and analysis that the original sensor signal value can be reconstructed from the recorded data. This demonstration requires that:

(i) The FAA determine that the procedure and test results submitted by the certificate holder as its compliance with paragraph (c)(2) of this section are repeatable; and

(ii) The certificate holder maintains documentation of the procedure required to reconstruct the original sensor signal value. This documentation is also subject to the requirements of § 135.152(e).

(d) Compliance. Compliance is required as follows:

(1) No later than October 20, 2011, each operator must determine, for each aircraft on its operations specifications, whether the aircraft's DFDR system is filtering any of the parameters listed in paragraph (c) of this section. The operator must create a record of this determination for each aircraft it operates, and maintain it as part of the correlation documentation required by § 135.152 (f)(1)(iii) or (f)(2)(iii) of this part as applicable.

(2) For aircraft that are not filtering any listed parameter, no further action is required unless the aircraft's DFDR system is modified in a manner that would cause it to meet the definition of filtering on any listed parameter.

(3) For aircraft found to be filtering a parameter listed in paragraph (c) of this section the operator must either:

(i) No later than April 21, 2014, remove the filtering; or

(ii) No later than April 22, 2013, submit the necessary procedure and test results required by paragraph (c)(2) of this section.

(4) After April 21, 2014, no aircraft flight data recording system may filter any parameter listed in paragraph (c) of this section that does not meet the requirements of Appendix D or F of this part, unless the certificate holder possesses test and analysis procedures and the test results that have been approved by the FAA. All records of tests, analysis and procedures used to comply with this section must be maintained as part of the correlation documentation required by § 135.152 (f)(1)(iii) or (f)(2)(iii) of this part as applicable.

§ 135.157

Oxygen equipment requirements.

(a) Unpressurized aircraft. No person may operate an unpressurized aircraft at altitudes prescribed in this section unless it is equipped with enough oxygen dispensers and oxygen to supply the pilots under § 135.89(a) and to supply, when flying—

(1) At altitudes above 10,000 feet through 15,000 feet MSL, oxygen to at least 10 percent of the occupants of the aircraft, other than the pilots, for that part of the flight at those altitudes that is of more than 30 minutes duration; and

(2) Above 15,000 feet MSL, oxygen to each occupant of the aircraft other than the pilots.

(b) Pressurized aircraft. No person may operate a pressurized aircraft—

(1) At altitudes above 25,000 feet MSL, unless at least a 10-minute supply of supplemental oxygen is available for each occupant of the aircraft, other than the pilots, for use when a descent is necessary due to loss of cabin pressurization; and

(2) Unless it is equipped with enough oxygen dispensers and oxygen to comply with paragraph (a) of this section whenever the cabin pressure altitude exceeds 10,000 feet MSL and, if the cabin pressurization fails, to comply with § 135.89 (a) or to provide a 2-hour supply for each pilot, whichever is greater, and to supply when flying—

(i) At altitudes above 10,000 feet through 15,000 feet MSL, oxygen to at least 10 percent of the occupants of the aircraft, other than the pilots, for that part of the flight at those altitudes that is of more than 30 minutes duration; and

(ii) Above 15,000 feet MSL, oxygen to each occupant of the aircraft, other than the pilots, for one hour unless, at all times during flight above that altitude, the aircraft can safely descend to 15,000 feet MSL within four minutes, in which case only a 30-minute supply is required.

(c) The equipment required by this section must have a means—

(1) To enable the pilots to readily determine, in flight, the amount of oxygen available in each source of supply and whether the oxygen is being delivered to the dispensing units; or

(2) In the case of individual dispensing units, to enable each user to make those determinations with respect to that person's oxygen supply and delivery; and

(3) To allow the pilots to use undiluted oxygen at their discretion at altitudes above 25,000 feet MSL.

§ 135.158

Pitot heat indication systems.

(a) Except as provided in paragraph (b) of this section, after April 12, 1981, no person may operate a transport category airplane equipped with a flight instrument pitot heating system unless the airplane is also equipped with an operable pitot heat indication system that complies with § 25.1326 of this chapter in effect on April 12, 1978.

(b) A certificate holder may obtain an extension of the April 12, 1981, compliance date specified in paragraph (a) of this section, but not beyond April 12, 1983, from the Executive Director, Flight Standards Service if the certificate holder—

(1) Shows that due to circumstances beyond its control it cannot comply by the specified compliance date; and

(2) Submits by the specified compliance date a schedule for compliance, acceptable to the Executive Director, indicating that compliance will be achieved at the earliest practicable date.

§ 135.159

Equipment requirements: Carrying passengers under VFR at night or under VFR over-the-top conditions.

No person may operate an aircraft carrying passengers under VFR at night or under VFR over-the-top, unless it is equipped with—

(a) A gyroscopic rate-of-turn indicator except on the following aircraft:

(1) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch-and-roll and installed in accordance with the instrument requirements prescribed in § 121.305(j) of this chapter.

(2) Helicopters with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with § 29.1303(g) of this chapter.

(3) Helicopters with a maximum certificated takeoff weight of 6,000 pounds or less.

(b) A slip skid indicator.

(c) A gyroscopic bank-and-pitch indicator.

(d) A gyroscopic direction indicator.

(e) A generator or generators able to supply all probable combinations of continuous in-flight electrical loads for required equipment and for recharging the battery.

(f) For night flights—

(1) An anticollision light system;

(2) Instrument lights to make all instruments, switches, and gauges easily readable, the direct rays of which are shielded from the pilots' eyes; and

(3) A flashlight having at least two size “D” cells or equivalent.

(g) For the purpose of paragraph (e) of this section, a continuous in-flight electrical load includes one that draws current continuously during flight, such as radio equipment and electrically driven instruments and lights, but does not include occasional intermittent loads.

(h) Notwithstanding provisions of paragraphs (b), (c), and (d), helicopters having a maximum certificated takeoff weight of 6,000 pounds or less may be operated until January 6, 1988, under visual flight rules at night without a slip skid indicator, a gyroscopic bank-and-pitch indicator, or a gyroscopic direction indicator.

§ 135.160

Radio altimeters for rotorcraft operations.

(a) After April 24, 2017, no person may operate a rotorcraft unless that rotorcraft is equipped with an operable FAA-approved radio altimeter, or an FAA-approved device that incorporates a radio altimeter, unless otherwise authorized in the certificate holder's approved minimum equipment list.

(b) Deviation authority. The Administrator may authorize deviations from paragraph (a) of this section for rotorcraft that are unable to incorporate a radio altimeter. This deviation will be issued as a Letter of Deviation Authority. The deviation may be terminated or amended at any time by the Administrator. The request for deviation authority is applicable to rotorcraft with a maximum gross takeoff weight no greater than 2,950 pounds. The request for deviation authority must contain a complete statement of the circumstances and justification, and must be submitted to the responsible Flight Standards office, not less than 60 days prior to the date of intended operations.

§ 135.161

Communication and navigation equipment for aircraft operations under VFR over routes navigated by pilotage.

(a) No person may operate an aircraft under VFR over routes that can be navigated by pilotage unless the aircraft is equipped with the two-way radio communication equipment necessary under normal operating conditions to fulfill the following:

(1) Communicate with at least one appropriate station from any point on the route, except in remote locations and areas of mountainous terrain where geographical constraints make such communication impossible.

(2) Communicate with appropriate air traffic control facilities from any point within Class B, Class C, or Class D airspace, or within a Class E surface area designated for an airport in which flights are intended; and

(3) Receive meteorological information from any point en route, except in remote locations and areas of mountainous terrain where geographical constraints make such communication impossible.

(b) No person may operate an aircraft at night under VFR over routes that can be navigated by pilotage unless that aircraft is equipped with—

(1) Two-way radio communication equipment necessary under normal operating conditions to fulfill the functions specified in paragraph (a) of this section; and

(2) Navigation equipment suitable for the route to be flown.

§ 135.163

Equipment requirements: Aircraft carrying passengers under IFR.

No person may operate an aircraft under IFR, carrying passengers, unless it has—

(a) A vertical speed indicator;

(b) A free-air temperature indicator;

(c) A heated pitot tube for each airspeed indicator;

(d) A power failure warning device or vacuum indicator to show the power available for gyroscopic instruments from each power source;

(e) An alternate source of static pressure for the altimeter and the airspeed and vertical speed indicators;

(f) For a single-engine aircraft:

(1) Two independent electrical power generating sources each of which is able to supply all probable combinations of continuous inflight electrical loads for required instruments and equipment; or

(2) In addition to the primary electrical power generating source, a standby battery or an alternate source of electric power that is capable of supplying 150% of the electrical loads of all required instruments and equipment necessary for safe emergency operation of the aircraft for at least one hour;

(g) For multi-engine aircraft, at least two generators or alternators each of which is on a separate engine, of which any combination of one-half of the total number are rated sufficiently to supply the electrical loads of all required instruments and equipment necessary for safe emergency operation of the aircraft except that for multi-engine helicopters, the two required generators may be mounted on the main rotor drive train; and

(h) Two independent sources of energy (with means of selecting either) of which at least one is an engine-driven pump or generator, each of which is able to drive all required gyroscopic instruments powered by, or to be powered by, that particular source and installed so that failure of one instrument or source, does not interfere with the energy supply to the remaining instruments or the other energy source unless, for single-engine aircraft in all cargo operations only, the rate of turn indicator has a source of energy separate from the bank and pitch and direction indicators. For the purpose of this paragraph, for multi-engine aircraft, each engine-driven source of energy must be on a different engine.

(i) For the purpose of paragraph (f) of this section, a continuous inflight electrical load includes one that draws current continuously during flight, such as radio equipment, electrically driven instruments, and lights, but does not include occasional intermittent loads.

§ 135.165

Communication and navigation equipment: Extended over-water or IFR operations.

(a) Aircraft navigation equipment requirements — General. Except as provided in paragraph (g) of this section, no person may conduct operations under IFR or extended over-water unless—

(1) The en route navigation aids necessary for navigating the aircraft along the route (e.g., ATS routes, arrival and departure routes, and instrument approach procedures, including missed approach procedures if a missed approach routing is specified in the procedure) are available and suitable for use by the navigation systems required by this section:

(2) The aircraft used in extended over-water operations is equipped with at least two-approved independent navigation systems suitable for navigating the aircraft along the route to be flown within the degree of accuracy required for ATC.

(3) The aircraft used for IFR operations is equipped with at least—

(i) One marker beacon receiver providing visual and aural signals; and

(ii) One ILS receiver.

(4) Any RNAV system used to meet the navigation equipment requirements of this section is authorized in the certificate holder's operations specifications.

(b) Use of a single independent navigation system for IFR operations. The aircraft may be equipped with a single independent navigation system suitable for navigating the aircraft along the route to be flown within the degree of accuracy required for ATC if:

(1) It can be shown that the aircraft is equipped with at least one other independent navigation system suitable, in the event of loss of the navigation capability of the single independent navigation system permitted by this paragraph at any point along the route, for proceeding safely to a suitable airport and completing an instrument approach; and

(2) The aircraft has sufficient fuel so that the flight may proceed safely to a suitable airport by use of the remaining navigation system, and complete an instrument approach and land.

(c) VOR navigation equipment. Whenever VOR navigation equipment is required by paragraph (a) or (b) of this section, no person may operate an aircraft unless it is equipped with at least one approved DME or suitable RNAV system.

(d) Airplane communication equipment requirements. Except as permitted in paragraph (e) of this section, no person may operate a turbojet airplane having a passenger seat configuration, excluding any pilot seat, of 10 seats or more, or a multiengine airplane in a commuter operation, as defined in part 119 of this chapter, under IFR or in extended over-water operations unless the airplane is equipped with—

(1) At least two independent communication systems necessary under normal operating conditions to fulfill the functions specified in § 121.347(a) of this chapter; and

(2) At least one of the communication systems required by paragraph (d)(1) of this section must have two-way voice communication capability.

(e) IFR or extended over-water communications equipment requirements. A person may operate an aircraft other than that specified in paragraph (d) of this section under IFR or in extended over-water operations if it meets all of the requirements of this section, with the exception that only one communication system transmitter is required for operations other than extended over-water operations.

(f) Additional aircraft communication equipment requirements. In addition to the requirements in paragraphs (d) and (e) of this section, no person may operate an aircraft under IFR or in extended over-water operations unless it is equipped with at least:

(1) Two microphones; and

(2) Two headsets or one headset and one speaker.

(g) Extended over-water exceptions. Notwithstanding the requirements of paragraphs (a), (d), and (e) of this section, installation and use of a single long-range navigation system and a single long-range communication system for extended over-water operations in certain geographic areas may be authorized by the Administrator and approved in the certificate holder's operations specifications. The following are among the operational factors the Administrator may consider in granting an authorization:

(1) The ability of the flight crew to navigate the airplane along the route within the degree of accuracy required for ATC;

(2) The length of the route being flown; and

(3) The duration of the very high frequency communications gap.

§ 135.167

Emergency equipment: Extended overwater operations.

(a) Except where the Administrator, by amending the operations specifications of the certificate holder, requires the carriage of all or any specific items of the equipment listed below for any overwater operation, or, upon application of the certificate holder, the Administrator allows deviation for a particular extended overwater operation, no person may operate an aircraft in extended overwater operations unless it carries, installed in conspicuously marked locations easily accessible to the occupants if a ditching occurs, the following equipment:

(1) An approved life preserver equipped with an approved survivor locator light for each occupant of the aircraft. The life preserver must be easily accessible to each seated occupant.

(2) Enough approved liferafts of a rated capacity and buoyancy to accommodate the occupants of the aircraft.

(b) Each liferaft required by paragraph (a) of this section must be equipped with or contain at least the following:

(1) One approved survivor locator light.

(2) One approved pyrotechnic signaling device.

(3) Either—

(i) One survival kit, appropriately equipped for the route to be flown; or

(ii) One canopy (for sail, sunshade, or rain catcher);

(iii) One radar reflector;

(iv) One liferaft repair kit;

(v) One bailing bucket;

(vi) One signaling mirror;

(vii) One police whistle;

(viii) One raft knife;

(ix) One CO 2 bottle for emergency inflation;

(x) One inflation pump;

(xi) Two oars;

(xii) One 75-foot retaining line;

(xiii) One magnetic compass;

(xiv) One dye marker;

(xv) One flashlight having at least two size “D” cells or equivalent;

(xvi) A 2-day supply of emergency food rations supplying at least 1,000 calories per day for each person;

(xvii) For each two persons the raft is rated to carry, two pints of water or one sea water desalting kit;

(xviii) One fishing kit; and

(xix) One book on survival appropriate for the area in which the aircraft is operated.

(c) No person may operate an airplane in extended overwater operations unless there is attached to one of the life rafts required by paragraph (a) of this section, an approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the batteries are rechargeable) when the transmitter has been in use for more than 1 cumulative hour, or, when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

§ 135.168

Emergency equipment: Overwater rotorcraft operations.

(a) Definitions. For the purposes of this section, the following definitions apply—

Autorotational distance refers to the distance a rotorcraft can travel in autorotation as described by the manufacturer in the approved Rotorcraft Flight Manual.

Shoreline means that area of the land adjacent to the water of an ocean, sea, lake, pond, river, or tidal basin that is above the high-water mark at which a rotorcraft could be landed safely. This does not include land areas which are unsuitable for landing such as vertical cliffs or land intermittently under water.

(b) Required equipment. Except when authorized by the certificate holder's operations specifications, or when necessary only for takeoff or landing, no person may operate a rotorcraft beyond autorotational distance from the shoreline unless it carries:

(1) An approved life preserver equipped with an approved survivor locator light for each occupant of the rotorcraft. The life preserver must be worn by each occupant while the rotorcraft is beyond autorotational distance from the shoreline, except for a patient transported during a helicopter air ambulance operation, as defined in § 135.601(b)(1), when wearing a life preserver would be inadvisable for medical reasons; and

(2) An approved and installed 406 MHz emergency locator transmitter (ELT) with 121.5 MHz homing capability. Batteries used in ELTs must be maintained in accordance with the following—

(i) Non-rechargeable batteries must be replaced when the transmitter has been in use for more than 1 cumulative hour or when 50% of their useful lives have expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing the batteries must be legibly marked on the outside of the transmitter. The battery useful life requirements of this paragraph (b)(2) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals; or

(ii) Rechargeable batteries used in the transmitter must be recharged when the transmitter has been in use for more than 1 cumulative hour or when 50% of their useful-life-of-charge has expired, as established by the transmitter manufacturer under its approval. The new expiration date for recharging the batteries must be legibly marked on the outside of the transmitter. The battery useful-life-of-charge requirements of this paragraph (b)(2) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(c) [Reserved]

(d) ELT standards. The ELT required by paragraph (b)(2) of this section must meet the requirements in:

(1) TSO-C126, TSO-C126a, or TSO-C126b; and

(2) Section 2 of either RTCA DO-204 or RTCA DO-204A, as specified by the TSO complied with in paragraph (d)(1) of this section.

(e) ELT alternative compliance. Operators with an ELT required by paragraph (b)(2) of this section, or an ELT with an approved deviation under § 21.618 of this chapter, are in compliance with this section.

(f) Incorporation by reference. The standards required in this section are incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the FAA must publish notice of change in the Federal Register and the material must be available to the public. All approved material is available for inspection at the FAA's Office of Rulemaking (ARM-1), 800 Independence Avenue SW., Washington, DC 20591 (telephone (202) 267-9677) and from the sources indicated below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741-6030 or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

(1) U.S. Department of Transportation, Subsequent Distribution Office, DOT Warehouse M30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785; telephone (301) 322-5377. Copies are also available on the FAA's Web site. Use the following link and type the TSO number in the search box: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/Frameset?OpenPage.

(i) TSO-C126, 406 MHz Emergency Locator Transmitter (ELT), Dec. 23, 1992,

(ii) TSO-C126a, 406 MHz Emergency Locator Transmitter (ELT), Dec. 17, 2008, and

(iii) TSO-C126b, 406 MHz Emergency Locator Transmitter (ELT), Nov. 26, 2012.

(2) RTCA, Inc., 1150 18th Street NW., Suite 910, Washington, DC 20036, telephone (202) 833-9339, and are also available on RTCA's Web site at http://www.rtca.org/onlinecart/index.cfm.

(i) RTCA DO-204, Minimum Operational Performance Standards (MOPS) 406 MHz Emergency Locator Transmitters (ELTs), Sept. 29, 1989, and

(ii) RTCA DO-204A, Minimum Operational Performance Standards (MOPS) 406 MHz Emergency Locator Transmitters (ELT), Dec. 6, 2007.

§ 135.169

Additional airworthiness requirements.

(a) Except for commuter category airplanes, no person may operate a large airplane unless it meets the additional airworthiness requirements of §§ 121.213 through 121.283 and 121.307 of this chapter.

(b) No person may operate a small airplane that has a passenger-seating configuration, excluding pilot seats, of 10 seats or more unless it is type certificated—

(1) In the transport category;

(2) Before July 1, 1970, in the normal category and meets special conditions issued by the Administrator for airplanes intended for use in operations under this part;

(3) Before July 19, 1970, in the normal category and meets the additional airworthiness standards in Special Federal Aviation Regulation No. 23;

(4) In the normal category and meets the additional airworthiness standards in appendix A;

(5) In the normal category and complies with section 1.(a) of Special Federal Aviation Regulation No. 41;

(6) In the normal category and complies with section 1.(b) of Special Federal Aviation Regulation No. 41;

(7) In the commuter category; or

(8) In the normal category, as a multi-engine certification level 4 airplane as defined in part 23 of this chapter.

(c) No person may operate a small airplane with a passenger seating configuration, excluding any pilot seat, of 10 seats or more, with a seating configuration greater than the maximum seating configuration used in that type airplane in operations under this part before August 19, 1977. This paragraph does not apply to—

(1) An airplane that is type certificated in the transport category; or

(2) An airplane that complies with—

(i) Appendix A of this part provided that its passenger seating configuration, excluding pilot seats, does not exceed 19 seats; or

(ii) Special Federal Aviation Regulation No. 41.

(d) Cargo or baggage compartments:

(1) After March 20, 1991, each Class C or D compartment, as defined in § 25.857 of part 25 of this chapter, greater than 200 cubic feet in volume in a transport category airplane type certificated after January 1, 1958, must have ceiling and sidewall panels which are constructed of:

(i) Glass fiber reinforced resin;

(ii) Materials which meet the test requirements of part 25, appendix F, part III of this chapter; or

(iii) In the case of liner installations approved prior to March 20, 1989, aluminum.

(2) For compliance with this paragraph, the term “liner” includes any design feature, such as a joint or fastener, which would affect the capability of the liner to safely contain a fire.

§ 135.170

Materials for compartment interiors.

(a) No person may operate an airplane that conforms to an amended or supplemental type certificate issued in accordance with SFAR No. 41 for a maximum certificated takeoff weight in excess of 12,500 pounds unless within one year after issuance of the initial airworthiness certificate under that SFAR, the airplane meets the compartment interior requirements set forth in § 25.853(a) in effect March 6, 1995 (formerly § 25.853 (a), (b), (b-1), (b-2), and (b-3) of this chapter in effect on September 26, 1978).

(b) Except for commuter category airplanes and airplanes certificated under Special Federal Aviation Regulation No. 41, no person may operate a large airplane unless it meets the following additional airworthiness requirements:

(1) Except for those materials covered by paragraph (b)(2) of this section, all materials in each compartment used by the crewmembers or passengers must meet the requirements of § 25.853 of this chapter in effect as follows or later amendment thereto:

(i) Except as provided in paragraph (b)(1)(iv) of this section, each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1988, but prior to August 20, 1990, must comply with the heat release rate testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986), except that the total heat release over the first 2 minutes of sample exposure rate must not exceed 100 kilowatt minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter.

(ii) Each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1990, must comply with the heat release rate and smoke testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.83(a-1) in effect on September 26, 1988).

(iii) Except as provided in paragraph (b)(1) (v) or (vi) of this section, each airplane for which the application for type certificate was filed prior to May 1, 1972, must comply with the provisions of § 25.853 in effect on April 30, 1972, regardless of the passenger capacity, if there is a substantially complete replacement of the cabin interior after April 30, 1972.

(iv) Except as provided in paragraph (b)(1) (v) or (vi) of this section, each airplane for which the application for type certificate was filed after May 1, 1972, must comply with the material requirements under which the airplane was type certificated regardless of the passenger capacity if there is a substantially complete replacement of the cabin interior after that date.

(v) Except as provided in paragraph (b)(1)(vi) of this section, each airplane that was type certificated after January 1, 1958, must comply with the heat release testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986), if there is a substantially complete replacement of the cabin interior components identified in that paragraph on or after that date, except that the total heat release over the first 2 minutes of sample exposure shall not exceed 100 kilowatt-minutes per square meter and the peak heat release rate shall not exceed 100 kilowatts per square meter.

(vi) Each airplane that was type certificated after January 1, 1958, must comply with the heat release rate and smoke testing provisions of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986), if there is a substantially complete replacement of the cabin interior components identified in that paragraph after August 19, 1990.

(vii) Contrary provisions of this section notwithstanding, the Director of the division of the Aircraft Certification Service responsible for the airworthiness rules may authorize deviation from the requirements of paragraph (b)(1)(i), (b)(1)(ii), (b)(1)(v), or (b)(1)(vi) of this section for specific components of the cabin interior that do not meet applicable flammability and smoke emission requirements, if the determination is made that special circumstances exist that make compliance impractical. Such grants of deviation will be limited to those airplanes manufactured within 1 year after the applicable date specified in this section and those airplanes in which the interior is replaced within 1 year of that date. A request for such grant of deviation must include a thorough and accurate analysis of each component subject to § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986), the steps being taken to achieve compliance, and, for the few components for which timely compliance will not be achieved, credible reasons for such noncompliance.

(viii) Contrary provisions of this section notwithstanding, galley carts and standard galley containers that do not meet the flammability and smoke emission requirements of § 25.853(d) in effect March 6, 1995 (formerly § 25.853(a-1) in effect on August 20, 1986), may be used in airplanes that must meet the requirements of paragraph (b)(1)(i), (b)(1)(ii), (b)(1)(iv) or (b)(1)(vi) of this section provided the galley carts or standard containers were manufactured prior to March 6, 1995.

(2) For airplanes type certificated after January 1, 1958, seat cushions, except those on flight crewmember seats, in any compartment occupied by crew or passengers must comply with the requirements pertaining to fire protection of seat cushions in § 25.853(c) effective November 26, 1984.

(c) Thermal/acoustic insulation materials. For transport category airplanes type certificated after January 1, 1958:

(1) For airplanes manufactured before September 2, 2005, when thermal/acoustic insulation is installed in the fuselage as replacements after September 2, 2005, the insulation must meet the flame propagation requirements of § 25.856 of this chapter, effective September 2, 2003, if it is:

(i) Of a blanket construction, or

(ii) Installed around air ducting.

(2) For airplanes manufactured after September 2, 2005, thermal/acoustic insulation materials installed in the fuselage must meet the flame propagation requirements of § 25.856 of this chapter, effective September 2, 2003.

§ 135.171

Shoulder harness installation at flight crewmember stations.

(a) No person may operate a turbojet aircraft or an aircraft having a passenger seating configuration, excluding any pilot seat, of 10 seats or more unless it is equipped with an approved shoulder harness installed for each flight crewmember station.

(b) Each flight crewmember occupying a station equipped with a shoulder harness must fasten the shoulder harness during takeoff and landing, except that the shoulder harness may be unfastened if the crewmember cannot perform the required duties with the shoulder harness fastened.

§ 135.173

Airborne thunderstorm detection equipment requirements.

(a) No person may operate an aircraft that has a passenger seating configuration, excluding any pilot seat, of 10 seats or more in passenger-carrying operations, except a helicopter operating under day VFR conditions, unless the aircraft is equipped with either approved thunderstorm detection equipment or approved airborne weather radar equipment.

(b) No person may operate a helicopter that has a passenger seating configuration, excluding any pilot seat, of 10 seats or more in passenger-carrying operations, under night VFR when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions that can be detected with airborne thunderstorm detection equipment may reasonably be expected along the route to be flown, unless the helicopter is equipped with either approved thunderstorm detection equipment or approved airborne weather radar equipment.

(c) No person may begin a flight under IFR or night VFR conditions when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions that can be detected with airborne thunderstorm detection equipment, required by paragraph (a) or (b) of this section, may reasonably be expected along the route to be flown, unless the airborne thunderstorm detection equipment is in satisfactory operating condition.

(d) If the airborne thunderstorm detection equipment becomes inoperative en route, the aircraft must be operated under the instructions and procedures specified for that event in the manual required by § 135.21.

(e) This section does not apply to aircraft used solely within the State of Hawaii, within the State of Alaska, within that part of Canada west of longitude 130 degrees W, between latitude 70 degrees N, and latitude 53 degrees N, or during any training, test, or ferry flight.

(f) Without regard to any other provision of this part, an alternate electrical power supply is not required for airborne thunderstorm detection equipment.

§ 135.175

Airborne weather radar equipment requirements.

(a) No person may operate a large, transport category aircraft in passenger-carrying operations unless approved airborne weather radar equipment is installed in the aircraft.

(b) No person may begin a flight under IFR or night VFR conditions when current weather reports indicate that thunderstorms, or other potentially hazardous weather conditions that can be detected with airborne weather radar equipment, may reasonably be expected along the route to be flown, unless the airborne weather radar equipment required by paragraph (a) of this section is in satisfactory operating condition.

(c) If the airborne weather radar equipment becomes inoperative en route, the aircraft must be operated under the instructions and procedures specified for that event in the manual required by § 135.21.

(d) This section does not apply to aircraft used solely within the State of Hawaii, within the State of Alaska, within that part of Canada west of longitude 130 degrees W, between latitude 70 degrees N, and latitude 53 degrees N, or during any training, test, or ferry flight.

(e) Without regard to any other provision of this part, an alternate electrical power supply is not required for airborne weather radar equipment.

§ 135.177

Emergency equipment requirements for aircraft having a passenger seating configuration of more than 19 passengers.

(a) No person may operate an aircraft having a passenger seating configuration, excluding any pilot seat, of more than 19 seats unless it is equipped with the following emergency equipment:

(1) At least one approved first-aid kit for treatment of injuries likely to occur in flight or in a minor accident that must:

(i) Be readily accessible to crewmembers.

(ii) Be stored securely and kept free from dust, moisture, and damaging temperatures.

(iii) Contain at least the following appropriately maintained contents in the specified quantities:

(2) A crash axe carried so as to be accessible to the crew but inaccessible to passengers during normal operations.

(3) Signs that are visible to all occupants to notify them when smoking is prohibited and when safety belts must be fastened. The signs must be constructed so that they can be turned on during any movement of the aircraft on the surface, for each takeoff or landing, and at other times considered necessary by the pilot in command. “No smoking” signs shall be turned on when required by § 135.127.

(4) [Reserved]

(b) Each item of equipment must be inspected regularly under inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes.

§ 135.178

Additional emergency equipment.

No person may operate an airplane having a passenger seating configuration of more than 19 seats, unless it has the additional emergency equipment specified in paragraphs (a) through (l) of this section.

(a) Means for emergency evacuation. Each passenger-carrying landplane emergency exit (other than over-the-wing) that is more than 6 feet from the ground, with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor-level emergency exit must meet the requirements of § 25.809(f)(1) of this chapter in effect on April 30, 1972, except that, for any airplane for which the application for the type certificate was filed after that date, it must meet the requirements under which the airplane was type certificated. An assisting means that deploys automatically must be armed during taxiing, takeoffs, and landings; however, the Administrator may grant a deviation from the requirement of automatic deployment if he finds that the design of the exit makes compliance impractical, if the assisting means automatically erects upon deployment and, with respect to required emergency exits, if an emergency evacuation demonstration is conducted in accordance with § 121.291(a) of this chapter. This paragraph does not apply to the rear window emergency exit of Douglas DC-3 airplanes operated with fewer than 36 occupants, including crewmembers, and fewer than five exits authorized for passenger use.

(b) Interior emergency exit marking. The following must be complied with for each passenger-carrying airplane:

(1) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked. The identity and locating of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin. The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign—

(i) Above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom;

(ii) Next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and

(iii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible, the sign may be placed at another appropriate location.

(2) Each passenger emergency exit marking and each locating sign must meet the following:

(i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the requirements of § 25.812(b) of this chapter in effect on April 30, 1972. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts. The colors may be reversed if it increases the emergency illumination of the passenger compartment. However, the Administrator may authorize deviation from the 2-inch background requirements if he finds that special circumstances exist that make compliance impractical and that the proposed deviation provides an equivalent level of safety.

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the interior emergency exit marking requirements under which the airplane was type certificated. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 250 microlamberts.

(c) Lighting for interior emergency exit markings. Each passenger-carrying airplane must have an emergency lighting system, independent of the main lighting system; however, sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system. The emergency lighting system must—

(1) Illuminate each passenger exit marking and locating sign;

(2) Provide enough general lighting in the passenger cabin so that the average illumination when measured at 40-inch intervals at seat armrest height, on the centerline of the main passenger aisle, is at least 0.05 foot-candles; and

(3) For airplanes type certificated after January 1, 1958, include floor proximity emergency escape path marking which meets the requirements of § 25.812(e) of this chapter in effect on November 26, 1984.

(d) Emergency light operation. Except for lights forming part of emergency lighting subsystems provided in compliance with § 25.812(h) of this chapter (as prescribed in paragraph (h) of this section) that serve no more than one assist means, are independent of the airplane's main emergency lighting systems, and are automatically activated when the assist means is deployed, each light required by paragraphs (c) and (h) of this section must:

(1) Be operable manually both from the flightcrew station and from a point in the passenger compartment that is readily accessible to a normal flight attendant seat;

(2) Have a means to prevent inadvertent operation of the manual controls;

(3) When armed or turned on at either station, remain lighted or become lighted upon interruption of the airplane's normal electric power;

(4) Be armed or turned on during taxiing, takeoff, and landing. In showing compliance with this paragraph, a transverse vertical separation of the fuselage need not be considered;

(5) Provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing; and

(6) Have a cockpit control device that has an “on,” “off,” and “armed” position.

(e) Emergency exit operating handles. (1) For a passenger-carrying airplane for which the application for the type certificate was filed prior to May 1, 1972, the location of each passenger emergency exit operating handle, and instructions for opening the exit, must be shown by a marking on or near the exit that is readable from a distance of 30 inches. In addition, for each Type I and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by—

(i) A red arrow with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70° of arc at a radius approximately equal to three-fourths of the handle length; and

(ii) The word “open” in red letters 1 inch high placed horizontally near the head of the arrow.

(2) For a passenger-carrying airplane for which the application for the type certificate was filed on or after May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the requirements under which the airplane was type certificated. On these airplanes, no operating handle or operating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.

(f) Emergency exit access. Access to emergency exits must be provided as follows for each passenger-carrying airplane:

(1) Each passageway between individual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 20 inches wide.

(2) There must be enough space next to each Type I or Type II emergency exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in paragraph (f)(1) of this section; however, the Administrator may authorize deviation from this requirement for an airplane certificated under the provisions of part 4b of the Civil Air Regulations in effect before December 20, 1951, if he finds that special circumstances exist that provide an equivalent level of safety.

(3) There must be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition, for a transport category airplane type certificated after January 1, 1958, there must be placards installed in accordance with § 25.813(c)(3) of this chapter for each Type III exit after December 3, 1992.

(4) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must not be obstructed. Curtains may, however, be used if they allow free entry through the passageway.

(5) No door may be installed in any partition between passenger compartments.

(6) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach a required emergency exit from any passenger seat, the door must have a means to latch it in the open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, listed in § 25.561(b) of this chapter.

(g) Exterior exit markings. Each passenger emergency exit and the means of opening that exit from the outside must be marked on the outside of the airplane. There must be a 2-inch colored band outlining each passenger emergency exit on the side of the fuselage. Each outside marking, including the band, must be readily distinguishable from the surrounding fuselage area by contrast in color. The markings must comply with the following:

(1) If the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent.

(2) If the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided.

(3) Exits that are not in the side of the fuselage must have the external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background color, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side. “Reflectance” is the ratio of the luminous flux reflected by a body to the luminous flux it receives.

(h) Exterior emergency lighting and escape route. (1) Each passenger-carrying airplane must be equipped with exterior lighting that meets the following requirements:

(i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of § 25.812 (f) and (g) of this chapter in effect on April 30, 1972.

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the exterior emergency lighting requirements under which the airplane was type certificated.

(2) Each passenger-carrying airplane must be equipped with a slip-resistant escape route that meets the following requirements:

(i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of § 25.803(e) of this chapter in effect on April 30, 1972.

(ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the slip-resistant escape route requirements under which the airplane was type certificated.

(i) Floor level exits. Each floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit (except the ventral exits on Martin 404 and Convair 240 airplanes), and each tail cone exit, must meet the requirements of this section for floor level emergency exits. However, the Administrator may grant a deviation from this paragraph if he finds that circumstances make full compliance impractical and that an acceptable level of safety has been achieved.

(j) Additional emergency exits. Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits must meet all of the applicable provisions of this section, except paragraphs (f) (1), (2), and (3) of this section, and must be readily accessible.

(k) On each large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be—

(1) Designed and constructed so that it cannot be opened during flight; and

(2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

(l) Portable lights. No person may operate a passenger-carrying airplane unless it is equipped with flashlight stowage provisions accessible from each flight attendant seat.

§ 135.179

Inoperable instruments and equipment.

(a) No person may take off an aircraft with inoperable instruments or equipment installed unless the following conditions are met:

(1) An approved Minimum Equipment List exists for that aircraft.

(2) The responsible Flight Standards office has issued the certificate holder operations specifications authorizing operations in accordance with an approved Minimum Equipment List. The flight crew shall have direct access at all times prior to flight to all of the information contained in the approved Minimum Equipment List through printed or other means approved by the Administrator in the certificate holders operations specifications. An approved Minimum Equipment List, as authorized by the operations specifications, constitutes an approved change to the type design without requiring recertification.

(3) The approved Minimum Equipment List must:

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section.

(ii) Provide for the operation of the aircraft with certain instruments and equipment in an inoperable condition.

(4) Records identifying the inoperable instruments and equipment and the information required by (a)(3)(ii) of this section must be available to the pilot.

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the operations specifications authorizing use of the Minimum Equipment List.

(b) The following instruments and equipment may not be included in the Minimum Equipment List:

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the airplane is type certificated and which are essential for safe operations under all operating conditions.

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

(3) Instruments and equipment required for specific operations by this part.

(c) Notwithstanding paragraphs (b)(1) and (b)(3) of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit under §§ 21.197 and 21.199 of this chapter.

§ 135.179

Inoperable instruments and equipment.

(b) * * *

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions.

§ 135.180

Traffic Alert and Collision Avoidance System.

(a) Unless otherwise authorized by the Administrator, after December 31, 1995, no person may operate a turbine powered airplane that has a passenger seat configuration, excluding any pilot seat, of 10 to 30 seats unless it is equipped with an approved traffic alert and collision avoidance system. If a TCAS II system is installed, it must be capable of coordinating with TCAS units that meet TSO C-119.

(b) The airplane flight manual required by § 135.21 of this part shall contain the following information on the TCAS I system required by this section:

(1) Appropriate procedures for—

(i) The use of the equipment; and

(ii) Proper flightcrew action with respect to the equipment operation.

(2) An outline of all input sources that must be operating for the TCAS to function properly.

§ 135.181

Performance requirements: Aircraft operated over-the-top or in IFR conditions.

(a) Except as provided in paragraphs (b) and (c) of this section, no person may—

(1) Operate a single-engine aircraft carrying passengers over-the-top; or

(2) Operate a multiengine aircraft carrying passengers over-the-top or in IFR conditions at a weight that will not allow it to climb, with the critical engine inoperative, at least 50 feet a minute when operating at the MEAs of the route to be flown or 5,000 feet MSL, whichever is higher.

(b) Notwithstanding the restrictions in paragraph (a)(2) of this section, multiengine helicopters carrying passengers offshore may conduct such operations in over-the-top or in IFR conditions at a weight that will allow the helicopter to climb at least 50 feet per minute with the critical engine inoperative when operating at the MEA of the route to be flown or 1,500 feet MSL, whichever is higher.

(c) Without regard to paragraph (a) of this section, if the latest weather reports or forecasts, or any combination of them, indicate that the weather along the planned route (including takeoff and landing) allows flight under VFR under the ceiling (if a ceiling exists) and that the weather is forecast to remain so until at least 1 hour after the estimated time of arrival at the destination, a person may operate an aircraft over-the-top.

(d) Without regard to paragraph (a) of this section, a person may operate an aircraft over-the-top under conditions allowing—

(1) For multiengine aircraft, descent or continuance of the flight under VFR if its critical engine fails; or

(2) For single-engine aircraft, descent under VFR if its engine fails.

§ 135.183

Performance requirements: Land aircraft operated over water.

No person may operate a land aircraft carrying passengers over water unless—

(a) It is operated at an altitude that allows it to reach land in the case of engine failure;

(b) It is necessary for takeoff or landing;

(c) It is a multiengine aircraft operated at a weight that will allow it to climb, with the critical engine inoperative, at least 50 feet a minute, at an altitude of 1,000 feet above the surface; or

(d) It is a helicopter equipped with helicopter flotation devices.

§ 135.185

Empty weight and center of gravity: Currency requirement.

(a) No person may operate a multiengine aircraft unless the current empty weight and center of gravity are calculated from values established by actual weighing of the aircraft within the preceding 36 calendar months.

(b) Paragraph (a) of this section does not apply to—

(1) Aircraft issued an original airworthiness certificate within the preceding 36 calendar months; and

(2) Aircraft operated under a weight and balance system approved in the operations specifications of the certificate holder.

§ 135.201

Applicability.

This subpart prescribes the operating limitations for VFR/IFR flight operations and associated weather requirements for operations under this part.

§ 135.203

VFR: Minimum altitudes.

Except when necessary for takeoff and landing, no person may operate under VFR—

(a) An airplane—

(1) During the day, below 500 feet above the surface or less than 500 feet horizontally from any obstacle; or

(2) At night, at an altitude less than 1,000 feet above the highest obstacle within a horizontal distance of 5 miles from the course intended to be flown or, in designated mountainous terrain, less than 2,000 feet above the highest obstacle within a horizontal distance of 5 miles from the course intended to be flown; or

(b) A helicopter over a congested area at an altitude less than 300 feet above the surface.

§ 135.205

VFR: Visibility requirements.

(a) No person may operate an airplane under VFR in uncontrolled airspace when the ceiling is less than 1,000 feet unless flight visibility is at least 2 miles.

(b) No person may operate a helicopter under VFR in Class G airspace at an altitude of 1,200 feet or less above the surface or within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport unless the visibility is at least—

(1) During the day— 1/2 mile; or

(2) At night—1 mile.

§ 135.207

VFR: Helicopter surface reference requirements.

No person may operate a helicopter under VFR unless that person has visual surface reference or, at night, visual surface light reference, sufficient to safely control the helicopter.

§ 135.209

VFR: Fuel supply.

(a) No person may begin a flight operation in an airplane under VFR unless, considering wind and forecast weather conditions, it has enough fuel to fly to the first point of intended landing and, assuming normal cruising fuel consumption—

(1) During the day, to fly after that for at least 30 minutes; or

(2) At night, to fly after that for at least 45 minutes.

(b) No person may begin a flight operation in a helicopter under VFR unless, considering wind and forecast weather conditions, it has enough fuel to fly to the first point of intended landing and, assuming normal cruising fuel consumption, to fly after that for at least 20 minutes.

§ 135.211

VFR: Over-the-top carrying passengers: Operating limitations.

Subject to any additional limitations in § 135.181, no person may operate an aircraft under VFR over-the-top carrying passengers, unless—

(a) Weather reports or forecasts, or any combination of them, indicate that the weather at the intended point of termination of over-the-top flight—

(1) Allows descent to beneath the ceiling under VFR and is forecast to remain so until at least 1 hour after the estimated time of arrival at that point; or

(2) Allows an IFR approach and landing with flight clear of the clouds until reaching the prescribed initial approach altitude over the final approach facility, unless the approach is made with the use of radar under § 91.175(i) of this chapter; or

(b) It is operated under conditions allowing—

(1) For multiengine aircraft, descent or continuation of the flight under VFR if its critical engine fails; or

(2) For single-engine aircraft, descent under VFR if its engine fails.

§ 135.213

Weather reports and forecasts.

(a) Whenever a person operating an aircraft under this part is required to use a weather report or forecast, that person shall use that of the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator. However, for operations under VFR, the pilot in command may, if such a report is not available, use weather information based on that pilot's own observations or on those of other persons competent to supply appropriate observations.

(b) For the purposes of paragraph (a) of this section, weather observations made and furnished to pilots to conduct IFR operations at an airport must be taken at the airport where those IFR operations are conducted, unless the Administrator issues operations specifications allowing the use of weather observations taken at a location not at the airport where the IFR operations are conducted. The Administrator issues such operations specifications when, after investigation by the U.S. National Weather Service and the responsible Flight Standards office, it is found that the standards of safety for that operation would allow the deviation from this paragraph for a particular operation for which an air carrier operating certificate or operating certificate has been issued.

§ 135.215

IFR: Operating limitations.

(a) Except as provided in paragraphs (b), (c) and (d) of this section, no person may operate an aircraft under IFR outside of controlled airspace or at any airport that does not have an approved standard instrument approach procedure.

(b) The Administrator may issue operations specifications to the certificate holder to allow it to operate under IFR over routes outside controlled airspace if—

(1) The certificate holder shows the Administrator that the flight crew is able to navigate, without visual reference to the ground, over an intended track without deviating more than 5 degrees or 5 miles, whichever is less, from that track; and

(2) The Administrator determines that the proposed operations can be conducted safely.

(c) A person may operate an aircraft under IFR outside of controlled airspace if the certificate holder has been approved for the operations and that operation is necessary to—

(1) Conduct an instrument approach to an airport for which there is in use a current approved standard or special instrument approach procedure; or

(2) Climb into controlled airspace during an approved missed approach procedure; or

(3) Make an IFR departure from an airport having an approved instrument approach procedure.

(d) The Administrator may issue operations specifications to the certificate holder to allow it to depart at an airport that does not have an approved standard instrument approach procedure when the Administrator determines that it is necessary to make an IFR departure from that airport and that the proposed operations can be conducted safely. The approval to operate at that airport does not include an approval to make an IFR approach to that airport.

§ 135.217

IFR: Takeoff limitations.

No person may takeoff an aircraft under IFR from an airport where weather conditions are at or above takeoff minimums but are below authorized IFR landing minimums unless there is an alternate airport within 1 hour's flying time (at normal cruising speed, in still air) of the airport of departure.

§ 135.219

IFR: Destination airport weather minimums.

No person may take off an aircraft under IFR or begin an IFR or over-the-top operation unless the latest weather reports or forecasts, or any combination of them, indicate that weather conditions at the estimated time of arrival at the next airport of intended landing will be at or above authorized IFR landing minimums.

§ 135.221

IFR: Alternate airport weather minimums.

(a) Aircraft other than rotorcraft. No person may designate an alternate airport unless the weather reports or forecasts, or any combination of them, indicate that the weather conditions will be at or above authorized alternate airport landing minimums for that airport at the estimated time of arrival.

(b) Rotorcraft. Unless otherwise authorized by the Administrator, no person may include an alternate airport in an IFR flight plan unless appropriate weather reports or weather forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, the ceiling and visibility at that airport will be at or above the following weather minimums—

(1) If, for the alternate airport, an instrument approach procedure has been published in part 97 of this chapter or a special instrument approach procedure has been issued by the FAA to the certificate holder, the ceiling is 200 feet above the minimum for the approach to be flown, and visibility is at least 1 statute mile but never less than the minimum visibility for the approach to be flown.

(2) If, for the alternate airport, no instrument approach procedure has been published in part 97 of this chapter and no special instrument approach procedure has been issued by the FAA to the certificate holder, the ceiling and visibility minimums are those allowing descent from the minimum enroute altitude (MEA), approach, and landing under basic VFR.

§ 135.223

IFR: Alternate airport requirements.

(a) Except as provided in paragraph (b) of this section, no person may operate an aircraft in IFR conditions unless it carries enough fuel (considering weather reports or forecasts or any combination of them) to—

(1) Complete the flight to the first airport of intended landing;

(2) Fly from that airport to the alternate airport; and

(3) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed.

(b) Paragraph (a)(2) of this section does not apply if part 97 of this chapter prescribes a standard instrument approach procedure for the first airport of intended landing and, for at least one hour before and after the estimated time of arrival, the appropriate weather reports or forecasts, or any combination of them, indicate that—

(1) The ceiling will be at least 1,500 feet above the lowest circling approach MDA; or

(2) If a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500 feet above the lowest published minimum or 2,000 feet above the airport elevation, whichever is higher; and

(3) Visibility for that airport is forecast to be at least three miles, or two miles more than the lowest applicable visibility minimums, whichever is the greater, for the instrument approach procedure to be used at the destination airport.

§ 135.225

IFR: Takeoff, approach and landing minimums.

(a) Except to the extent permitted by paragraphs (b) and (j) of this section, no pilot may begin an instrument approach procedure to an airport unless—

(1) That airport has a weather reporting facility operated by the U.S. National Weather Service, a source approved by U.S. National Weather Service, or a source approved by the Administrator; and

(2) The latest weather report issued by that weather reporting facility indicates that weather conditions are at or above the authorized IFR landing minimums for that airport.

(b) A pilot conducting an eligible on-demand operation may begin and conduct an instrument approach procedure to an airport that does not have a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator if—

(1) The alternate airport has a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather Service, or a source approved by the Administrator; and

(2) The latest weather report issued by the weather reporting facility includes a current local altimeter setting for the destination airport. If no local altimeter setting for the destination airport is available, the pilot may use the current altimeter setting provided by the facility designated on the approach chart for the destination airport.

(c) Except as provided in paragraph (j) of this section, no pilot may begin the final approach segment of an instrument approach procedure to an airport unless the latest weather reported by the facility described in paragraph (a)(1) of this section indicates that weather conditions are at or above the authorized IFR landing minimums for that procedure.

(d) Except as provided in paragraph (j) of this section, a pilot who has begun the final approach segment of an instrument approach to an airport under paragraph (c) of this section, and receives a later weather report indicating that conditions have worsened to below the minimum requirements, may continue the approach only if the following conditions are met—

(1) The later weather report is received when the aircraft is in one of the following approach phases:

(i) The aircraft is on an ILS final approach and has passed the final approach fix;

(ii) The aircraft is on an ASR or PAR final approach and has been turned over to the final approach controller; or

(iii) The aircraft is on a non-precision final approach and the aircraft—

(A) Has passed the appropriate facility or final approach fix; or

(B) Where a final approach fix is not specified, has completed the procedure turn and is established inbound toward the airport on the final approach course within the distance prescribed in the procedure; and

(2) The pilot in command finds, on reaching the authorized MDA or DA/DH, that the actual weather conditions are at or above the minimums prescribed for the procedure being used.

(e) The MDA or DA/DH and visibility landing minimums prescribed in part 97 of this chapter or in the operator's operations specifications are increased by 100 feet and 1/2 mile respectively, but not to exceed the ceiling and visibility minimums for that airport when used as an alternate airport, for each pilot in command of a turbine-powered airplane who has not served at least 100 hours as pilot in command in that type of airplane.

(f) Each pilot making an IFR takeoff or approach and landing at a military or foreign airport shall comply with applicable instrument approach procedures and weather minimums prescribed by the authority having jurisdiction over that airport. In addition, unless authorized by the certificate holder's operations specifications, no pilot may, at that airport—

(1) Take off under IFR when the visibility is less than 1 mile; or

(2) Make an instrument approach when the visibility is less than 1/2 mile.

(g) If takeoff minimums are specified in part 97 of this chapter for the take- off airport, no pilot may take off an aircraft under IFR when the weather conditions reported by the facility described in paragraph (a)(1) of this section are less than the takeoff minimums specified for the takeoff airport in part 97 or in the certificate holder's operations specifications.

(h) Except as provided in paragraph (i) of this section, if takeoff minimums are not prescribed in part 97 of this chapter for the takeoff airport, no pilot may takeoff an aircraft under IFR when the weather conditions reported by the facility described in paragraph (a)(1) of this section are less than that prescribed in part 91 of this chapter or in the certificate holder's operations specifications.

(i) At airports where straight-in instrument approach procedures are authorized, a pilot may takeoff an aircraft under IFR when the weather conditions reported by the facility described in paragraph (a)(1) of this section are equal to or better than the lowest straight-in landing minimums, unless otherwise restricted, if—

(1) The wind direction and velocity at the time of takeoff are such that a straight-in instrument approach can be made to the runway served by the instrument approach;

(2) The associated ground facilities upon which the landing minimums are predicated and the related airborne equipment are in normal operation; and

(3) The certificate holder has been approved for such operations.

(j) A pilot may begin an instrument approach procedure, or continue an approach, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS in accordance with § 91.176 of this chapter and the certificate holder's operations specifications for EFVS operations.

§ 135.227

Icing conditions: Operating limitations.

(a) No pilot may take off an aircraft that has frost, ice, or snow adhering to any rotor blade, propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument system, or wing, except that takeoffs may be made with frost under the wing in the area of the fuel tanks if authorized by the FAA.

(b) No certificate holder may authorize an airplane to take off and no pilot may take off an airplane any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the airplane unless the pilot has completed all applicable training as required by § 135.341 and unless one of the following requirements is met:

(1) A pretakeoff contamination check, that has been established by the certificate holder and approved by the Administrator for the specific airplane type, has been completed within 5 minutes prior to beginning takeoff. A pretakeoff contamination check is a check to make sure the wings and control surfaces are free of frost, ice, or snow.

(2) The certificate holder has an approved alternative procedure and under that procedure the airplane is determined to be free of frost, ice, or snow.

(3) The certificate holder has an approved deicing/anti-icing program that complies with § 121.629(c) of this chapter and the takeoff complies with that program.

(c) No pilot may fly under IFR into known or forecast light or moderate icing conditions or under VFR into known light or moderate icing conditions, unless—

(1) The aircraft has functioning deicing or anti-icing equipment protecting each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system;

(2) The airplane has ice protection provisions that meet section 34 of appendix A of this part; or

(3) The airplane meets transport category airplane type certification provisions, including the requirements for certification for flight in icing conditions.

(d) No pilot may fly a helicopter under IFR into known or forecast icing conditions or under VFR into known icing conditions unless it has been type certificated and appropriately equipped for operations in icing conditions.

(e) Except for an airplane that has ice protection provisions that meet section 34 of appendix A, or those for transport category airplane type certification, no pilot may fly an aircraft into known or forecast severe icing conditions.

(f) If current weather reports and briefing information relied upon by the pilot in command indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraphs (c), (d), and (e) of this section based on forecast conditions do not apply.

§ 135.229

Airport requirements.

(a) No certificate holder may use any airport unless it is adequate for the proposed operation, considering such items as size, surface, obstructions, and lighting.

(b) No pilot of an aircraft carrying passengers at night may takeoff from, or land on, an airport unless—

(1) That pilot has determined the wind direction from an illuminated wind direction indicator or local ground communications or, in the case of takeoff, that pilot's personal observations; and

(2) The limits of the area to be used for landing or takeoff are clearly shown—

(i) For airplanes, by boundary or runway marker lights;

(ii) For helicopters, by boundary or runway marker lights or reflective material.

(c) For the purpose of paragraph (b) of this section, if the area to be used for takeoff or landing is marked by flare pots or lanterns, their use must be approved by the Administrator.

§ 135.241

Applicability.

Except as provided in § 135.3, this subpart prescribes the flight crewmember requirements for operations under this part.

§ 135.243

Pilot in command qualifications.

(a) No certificate holder may use a person, nor may any person serve, as pilot in command in passenger-carrying operations—

(1) Of a turbojet airplane, of an airplane having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more, or of a multiengine airplane in a commuter operation as defined in part 119 of this chapter, unless that person holds an airline transport pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that airplane.

(2) Of a helicopter in a scheduled interstate air transportation operation by an air carrier within the 48 contiguous states unless that person holds an airline transport pilot certificate, appropriate type ratings, and an instrument rating.

(b) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under VFR unless that person—

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that aircraft; and

(2) Has had at least 500 hours time as a pilot, including at least 100 hours of cross-country flight time, at least 25 hours of which were at night; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For helicopter operations conducted VFR over-the-top, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR.

(c) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under IFR unless that person—

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that aircraft; and

(2) Has had at least 1,200 hours of flight time as a pilot, including 500 hours of cross country flight time, 100 hours of night flight time, and 75 hours of actual or simulated instrument time at least 50 hours of which were in actual flight; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For a helicopter, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR.

(d) Paragraph (b)(3) of this section does not apply when—

(1) The aircraft used is a single reciprocating-engine-powered airplane;

(2) The certificate holder does not conduct any operation pursuant to a published flight schedule which specifies five or more round trips a week between two or more points and places between which the round trips are performed, and does not transport mail by air under a contract or contracts with the United States Postal Service having total amount estimated at the beginning of any semiannual reporting period (January 1-June 30; July 1-December 31) to be in excess of $20,000 over the 12 months commencing with the beginning of the reporting period;

(3) The area, as specified in the certificate holder's operations specifications, is an isolated area, as determined by the Flight Standards office, if it is shown that—

(i) The primary means of navigation in the area is by pilotage, since radio navigational aids are largely ineffective; and

(ii) The primary means of transportation in the area is by air;

(4) Each flight is conducted under day VFR with a ceiling of not less than 1,000 feet and visibility not less than 3 statute miles;

(5) Weather reports or forecasts, or any combination of them, indicate that for the period commencing with the planned departure and ending 30 minutes after the planned arrival at the destination the flight may be conducted under VFR with a ceiling of not less than 1,000 feet and visibility of not less than 3 statute miles, except that if weather reports and forecasts are not available, the pilot in command may use that pilot's observations or those of other persons competent to supply weather observations if those observations indicate the flight may be conducted under VFR with the ceiling and visibility required in this paragraph;

(6) The distance of each flight from the certificate holder's base of operation to destination does not exceed 250 nautical miles for a pilot who holds a commercial pilot certificate with an airplane rating without an instrument rating, provided the pilot's certificate does not contain any limitation to the contrary; and

(7) The areas to be flown are approved by the responsible Flight Standards office and are listed in the certificate holder's operations specifications.

§ 135.243

Pilot in command qualifications.

(a) No certificate holder may use a person, nor may any person serve, as pilot in command in passenger-carrying operations-

(1) Of a turbojet airplane, of an airplane having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more, or of a multiengine airplane in a commuter operation as defined in part 110 of this chapter, unless that person holds an airline transport pilot certificate with appropriate category and class ratings and, if required, an appropriate type rating for that airplane.

(2) Of a helicopter in a scheduled interstate air transportation operation by an air carrier within the 48 contiguous states unless that person holds an airline transport pilot certificate, appropriate type ratings, and an instrument rating.

(3) Of a turbojet-powered powered-lift, of a powered-lift having a passenger-seat configuration, excluding each crewmember seat, of 10 seats or more, or of a powered-lift in a commuter operation as defined in part 110 of this chapter, unless that person holds an airline transport pilot certificate with appropriate category rating, and appropriate type rating not limited to VFR for that powered-lift.

(b) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under VFR unless that person-

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings; an appropriate type rating for that aircraft, if required; and for a powered-lift, a type rating for that aircraft not limited to VFR; and

(2) Has had at least 500 hours' time as a pilot, including at least 100 hours of cross-country flight time, at least 25 hours of which were at night; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For helicopter operations conducted VFR over-the-top, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR; or

(5) For a powered-lift, holds an instrument-powered-lift rating or an airline transport pilot certificate with a powered-lift category rating.

(c) Except as provided in paragraph (a) of this section, no certificate holder may use a person, nor may any person serve, as pilot in command of an aircraft under IFR unless that person-

(1) Holds at least a commercial pilot certificate with appropriate category and class ratings, and if required, an appropriate type rating for that aircraft (the type rating for powered-lift may not be limited to VFR); and

(2) Has had at least 1,200 hours of flight time as a pilot, including 500 hours of cross country flight time, 100 hours of night flight time, and 75 hours of actual or simulated instrument time at least 50 hours of which were in actual flight; and

(3) For an airplane, holds an instrument rating or an airline transport pilot certificate with an airplane category rating; or

(4) For a helicopter, holds a helicopter instrument rating, or an airline transport pilot certificate with a category and class rating for that aircraft, not limited to VFR; or

(5) For a powered-lift, holds an instrument-powered-lift rating or an airline transport pilot certificate with a powered-lift category rating.

§ 135.244

Operating experience.

(a) No certificate holder may use any person, nor may any person serve, as a pilot in command of an aircraft operated in a commuter operation, as defined in part 119 of this chapter unless that person has completed, prior to designation as pilot in command, on that make and basic model aircraft and in that crewmember position, the following operating experience in each make and basic model of aircraft to be flown:

(1) Aircraft, single engine—10 hours.

(2) Aircraft multiengine, reciprocating engine-powered—15 hours.

(3) Aircraft multiengine, turbine engine-powered—20 hours.

(4) Airplane, turbojet-powered—25 hours.

(b) In acquiring the operating experience, each person must comply with the following:

(1) The operating experience must be acquired after satisfactory completion of the appropriate ground and flight training for the aircraft and crewmember position. Approved provisions for the operating experience must be included in the certificate holder's training program.

(2) The experience must be acquired in flight during commuter passenger-carrying operations under this part. However, in the case of an aircraft not previously used by the certificate holder in operations under this part, operating experience acquired in the aircraft during proving flights or ferry flights may be used to meet this requirement.

(3) Each person must acquire the operating experience while performing the duties of a pilot in command under the supervision of a qualified check pilot.

(4) The hours of operating experience may be reduced to not less than 50 percent of the hours required by this section by the substitution of one additional takeoff and landing for each hour of flight.

§ 135.245

Second in command qualifications.

(a) Except as provided in paragraph (b) of this section, no certificate holder may use any person, nor may any person serve, as second in command of an aircraft unless that person holds at least a commercial pilot certificate with appropriate category and class ratings and an instrument rating.

(b) A second in command of a helicopter operated under VFR, other than over-the-top, must have at least a commercial pilot certificate with an appropriate aircraft category and class rating.

(c) No certificate holder may use any person, nor may any person serve, as second in command under IFR unless that person meets the following instrument experience requirements:

(1) Use of an airplane or helicopter for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in-flight in an airplane or helicopter, as appropriate, in actual weather conditions, or under simulated instrument conditions using a view-limiting device:

(i) Six instrument approaches;

(ii) Holding procedures and tasks; and

(iii) Intercepting and tracking courses through the use of navigational electronic systems.

(2) Use of an FSTD for maintaining instrument experience. A person may accomplish the requirements in paragraph (c)(1) of this section in an approved FSTD, or a combination of aircraft and FSTD, provided:

(i) The FSTD represents the category of aircraft for the instrument rating privileges to be maintained;

(ii) The person performs the tasks and iterations in simulated instrument conditions; and

(iii) A flight instructor qualified under § 135.338 or a check pilot qualified under § 135.337 observes the tasks and iterations and signs the person's logbook or training record to verify the time and content of the session.

(d) A second in command who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months must reestablish instrument recency under the supervision of a flight instructor qualified under § 135.338 or a check pilot qualified under § 135.337. To reestablish instrument recency, a second in command must complete at least the following areas of operation required for the instrument rating practical test in an aircraft or FSTD that represents the category of aircraft for the instrument experience requirements to be reestablished:

(1) Air traffic control clearances and procedures;

(2) Flight by reference to instruments;

(3) Navigation systems;

(4) Instrument approach procedures;

(5) Emergency operations; and

(6) Postflight procedures.

§ 135.245

Second in command qualifications.

(c) * * *

(1) Use of an airplane, powered-lift, or helicopter for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in-flight in an airplane, powered-lift, or helicopter, as appropriate, in actual weather conditions, or under simulated instrument conditions using a view-limiting device:

§ 135.247

Pilot qualifications: Recent experience.

(a) No certificate holder may use any person, nor may any person serve, as pilot in command of an aircraft carrying passengers unless, within the preceding 90 days, that person has—

(1) Made three takeoffs and three landings as the sole manipulator of the flight controls in an aircraft of the same category and class and, if a type rating is required, of the same type in which that person is to serve; or

(2) For operation during the period beginning 1 hour after sunset and ending 1 hour before sunrise (as published in the Air Almanac), made three takeoffs and three landings during that period as the sole manipulator of the flight controls in an aircraft of the same category and class and, if a type rating is required, of the same type in which that person is to serve.

A person who complies with paragraph (a)(2) of this section need not comply with paragraph (a)(1) of this section.

(3) Paragraph (a)(2) of this section does not apply to a pilot in command of a turbine-powered airplane that is type certificated for more than one pilot crewmember, provided that pilot has complied with the requirements of paragraph (a)(3)(i) or (ii) of this section:

(i) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:

(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;

(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;

(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and

(D) That pilot has accomplished and logged at least 3 takeoffs and 3 landings to a full stop, as the sole manipulator of the flight controls, in a turbine-powered airplane that requires more than one pilot crewmember. The pilot must have performed the takeoffs and landings during the period beginning 1 hour after sunset and ending 1 hour before sunrise within the preceding 6 months prior to the month of the flight.

(ii) The pilot in command must hold at least a commercial pilot certificate with the appropriate category, class, and type rating for each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, and:

(A) That pilot must have logged at least 1,500 hours of aeronautical experience as a pilot;

(B) In each airplane that is type certificated for more than one pilot crewmember that the pilot seeks to operate under this alternative, that pilot must have accomplished and logged the daytime takeoff and landing recent flight experience of paragraph (a) of this section, as the sole manipulator of the flight controls;

(C) Within the preceding 90 days prior to the operation of that airplane that is type certificated for more than one pilot crewmember, the pilot must have accomplished and logged at least 15 hours of flight time in the type of airplane that the pilot seeks to operate under this alternative; and

(D) Within the preceding 12 months prior to the month of the flight, the pilot must have completed a training program that is approved under part 142 of this chapter. The approved training program must have required and the pilot must have performed, at least 6 takeoffs and 6 landings to a full stop as the sole manipulator of the controls in a flight simulator that is representative of a turbine-powered airplane that requires more than one pilot crewmember. The flight simulator's visual system must have been adjusted to represent the period beginning 1 hour after sunset and ending 1 hour before sunrise.

(b) For the purpose of paragraph (a) of this section, if the aircraft is a tailwheel airplane, each takeoff must be made in a tailwheel airplane and each landing must be made to a full stop in a tailwheel airplane.

§§ 135.249-135.255

§ 135.261

Applicability.

Sections 135.263 through 135.273 of this part prescribe flight time limitations, duty period limitations, and rest requirements for operations conducted under this part as follows:

(a) Section 135.263 applies to all operations under this subpart.

(b) Section 135.265 applies to:

(1) Scheduled passenger-carrying operations except those conducted solely within the state of Alaska. “Scheduled passenger-carrying operations” means passenger-carrying operations that are conducted in accordance with a published schedule which covers at least five round trips per week on at least one route between two or more points, includes dates or times (or both), and is openly advertised or otherwise made readily available to the general public, and

(2) Any other operation under this part, if the operator elects to comply with § 135.265 and obtains an appropriate operations specification amendment.

(c) Sections 135.267 and 135.269 apply to any operation that is not a scheduled passenger-carrying operation and to any operation conducted solely within the State of Alaska, unless the operator elects to comply with § 135.265 as authorized under paragraph (b)(2) of this section.

(d) Section 135.271 contains special daily flight time limits for operations conducted under the helicopter emergency medical evacuation service (HEMES).

(e) Section 135.273 prescribes duty period limitations and rest requirements for flight attendants in all operations conducted under this part.

§ 135.263

Flight time limitations and rest requirements: All certificate holders.

(a) A certificate holder may assign a flight crewmember and a flight crewmember may accept an assignment for flight time only when the applicable requirements of §§ 135.263 through 135.271 are met.

(b) No certificate holder may assign any flight crewmember to any duty with the certificate holder during any required rest period.

(c) Time spent in transportation, not local in character, that a certificate holder requires of a flight crewmember and provides to transport the crewmember to an airport at which he is to serve on a flight as a crewmember, or from an airport at which he was relieved from duty to return to his home station, is not considered part of a rest period.

(d) A flight crewmember is not considered to be assigned flight time in excess of flight time limitations if the flights to which he is assigned normally terminate within the limitations, but due to circumstances beyond the control of the certificate holder or flight crewmember (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the planned flight time.

§ 135.265

Flight time limitations and rest requirements: Scheduled operations.

(a) No certificate holder may schedule any flight crewmember, and no flight crewmember may accept an assignment, for flight time in scheduled operations or in other commercial flying if that crewmember's total flight time in all commercial flying will exceed—

(1) 1,200 hours in any calendar year.

(2) 120 hours in any calendar month.

(3) 34 hours in any 7 consecutive days.

(4) 8 hours during any 24 consecutive hours for a flight crew consisting of one pilot.

(5) 8 hours between required rest periods for a flight crew consisting of two pilots qualified under this part for the operation being conducted.

(b) Except as provided in paragraph (c) of this section, no certificate holder may schedule a flight crewmember, and no flight crewmember may accept an assignment, for flight time during the 24 consecutive hours preceding the scheduled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:

(1) 9 consecutive hours of rest for less than 8 hours of scheduled flight time.

(2) 10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight time.

(3) 11 consecutive hours of rest for 9 or more hours of scheduled flight time.

(c) A certificate holder may schedule a flight crewmember for less than the rest required in paragraph (b) of this section or may reduce a scheduled rest under the following conditions:

(1) A rest required under paragraph (b)(1) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 10 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(2) A rest required under paragraph (b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(3) A rest required under paragraph (b)(3) of this section may be scheduled for or reduced to a minimum of 9 hours if the flight crewmember is given a rest period of at least 12 hours that must begin no later than 24 hours after the commencement of the reduced rest period.

(d) Each certificate holder shall relieve each flight crewmember engaged in scheduled air transportation from all further duty for at least 24 consecutive hours during any 7 consecutive days.

§ 135.267

Flight time limitations and rest requirements: Unscheduled one- and two-pilot crews.

(a) No certificate holder may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of a one- or two-pilot crew if that crewmember's total flight time in all commercial flying will exceed—

(1) 500 hours in any calendar quarter.

(2) 800 hours in any two consecutive calendar quarters.

(3) 1,400 hours in any calendar year.

(b) Except as provided in paragraph (c) of this section, during any 24 consecutive hours the total flight time of the assigned flight when added to any other commercial flying by that flight crewmember may not exceed—

(1) 8 hours for a flight crew consisting of one pilot; or

(2) 10 hours for a flight crew consisting of two pilots qualified under this part for the operation being conducted.

(c) A flight crewmember's flight time may exceed the flight time limits of paragraph (b) of this section if the assigned flight time occurs during a regularly assigned duty period of no more than 14 hours and—

(1) If this duty period is immediately preceded by and followed by a required rest period of at least 10 consecutive hours of rest;

(2) If flight time is assigned during this period, that total flight time when added to any other commercial flying by the flight crewmember may not exceed—

(i) 8 hours for a flight crew consisting of one pilot; or

(ii) 10 hours for a flight crew consisting of two pilots; and

(3) If the combined duty and rest periods equal 24 hours.

(d) Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment.

(e) When a flight crewmember has exceeded the daily flight time limitations in this section, because of circumstances beyond the control of the certificate holder or flight crewmember (such as adverse weather conditions), that flight crewmember must have a rest period before being assigned or accepting an assignment for flight time of at least—

(1) 11 consecutive hours of rest if the flight time limitation is exceeded by not more than 30 minutes;

(2) 12 consecutive hours of rest if the flight time limitation is exceeded by more than 30 minutes, but not more than 60 minutes; and

(3) 16 consecutive hours of rest if the flight time limitation is exceeded by more than 60 minutes.

(f) The certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

§ 135.269

Flight time limitations and rest requirements: Unscheduled three- and four-pilot crews.

(a) No certificate holder may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of a three- or four-pilot crew if that crewmember's total flight time in all commercial flying will exceed—

(1) 500 hours in any calendar quarter.

(2) 800 hours in any two consecutive calendar quarters.

(3) 1,400 hours in any calendar year.

(b) No certificate holder may assign any pilot to a crew of three or four pilots, unless that assignment provides—

(1) At least 10 consecutive hours of rest immediately preceding the assignment;

(2) No more than 8 hours of flight deck duty in any 24 consecutive hours;

(3) No more than 18 duty hours for a three-pilot crew or 20 duty hours for a four-pilot crew in any 24 consecutive hours;

(4) No more than 12 hours aloft for a three-pilot crew or 16 hours aloft for a four-pilot crew during the maximum duty hours specified in paragraph (b)(3) of this section;

(5) Adequate sleeping facilities on the aircraft for the relief pilot;

(6) Upon completion of the assignment, a rest period of at least 12 hours;

(7) For a three-pilot crew, a crew which consists of at least the following:

(i) A pilot in command (PIC) who meets the applicable flight crewmember requirements of subpart E of part 135;

(ii) A PIC who meets the applicable flight crewmember requirements of subpart E of part 135, except those prescribed in §§ 135.244 and 135.247; and

(iii) A second in command (SIC) who meets the SIC qualifications of § 135.245.

(8) For a four-pilot crew, at least three pilots who meet the conditions of paragraph (b)(7) of this section, plus a fourth pilot who meets the SIC qualifications of § 135.245.

(c) When a flight crewmember has exceeded the daily flight deck duty limitation in this section by more than 60 minutes, because of circumstances beyond the control of the certificate holder or flight crewmember, that flight crewmember must have a rest period before the next duty period of at least 16 consecutive hours.

(d) A certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

§ 135.271

Helicopter hospital emergency medical evacuation service (HEMES).

(a) No certificate holder may assign any flight crewmember, and no flight crewmember may accept an assignment for flight time if that crewmember's total flight time in all commercial flight will exceed—

(1) 500 hours in any calendar quarter.

(2) 800 hours in any two consecutive calendar quarters.

(3) 1,400 hours in any calendar year.

(b) No certificate holder may assign a helicopter flight crewmember, and no flight crewmember may accept an assignment, for hospital emergency medical evacuation service helicopter operations unless that assignment provides for at least 10 consecutive hours of rest immediately preceding reporting to the hospital for availability for flight time.

(c) No flight crewmember may accrue more than 8 hours of flight time during any 24-consecutive hour period of a HEMES assignment, unless an emergency medical evacuation operation is prolonged. Each flight crewmember who exceeds the daily 8 hour flight time limitation in this paragraph must be relieved of the HEMES assignment immediately upon the completion of that emergency medical evacuation operation and must be given a rest period in compliance with paragraph (h) of this section.

(d) Each flight crewmember must receive at least 8 consecutive hours of rest during any 24 consecutive hour period of a HEMES assignment. A flight crewmember must be relieved of the HEMES assignment if he or she has not or cannot receive at least 8 consecutive hours of rest during any 24 consecutive hour period of a HEMES assignment.

(e) A HEMES assignment may not exceed 72 consecutive hours at the hospital.

(f) An adequate place of rest must be provided at, or in close proximity to, the hospital at which the HEMES assignment is being performed.

(g) No certificate holder may assign any other duties to a flight crewmember during a HEMES assignment.

(h) Each pilot must be given a rest period upon completion of the HEMES assignment and prior to being assigned any further duty with the certificate holder of—

(1) At least 12 consecutive hours for an assignment of less than 48 hours.

(2) At least 16 consecutive hours for an assignment of more than 48 hours.

(i) The certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

§ 135.273

Duty period limitations and rest time requirements.

(a) For purposes of this section—

Calendar day means the period of elapsed time, using Coordinated Universal Time or local time, that begins at midnight and ends 24 hours later at the next midnight.

Duty period means the period of elapsed time between reporting for an assignment involving flight time and release from that assignment by the certificate holder. The time is calculated using either Coordinated Universal Time or local time to reflect the total elapsed time.

Flight attendant means an individual, other than a flight crewmember, who is assigned by the certificate holder, in accordance with the required minimum crew complement under the certificate holder's operations specifications or in addition to that minimum complement, to duty in an aircraft during flight time and whose duties include but are not necessarily limited to cabin-safety-related responsibilities.

Rest period means the period free of all responsibility for work or duty should the occasion arise.

(b) Except as provided in paragraph (c) of this section, a certificate holder may assign a duty period to a flight attendant only when the applicable duty period limitations and rest requirements of this paragraph are met.

(1) Except as provided in paragraphs (b)(4), (b)(5), and (b)(6) of this section, no certificate holder may assign a flight attendant to a scheduled duty period of more than 14 hours.

(2) Except as provided in paragraph (b)(3) of this section, a flight attendant scheduled to a duty period of 14 hours or less as provided under paragraph (b)(1) of this section must be given a scheduled rest period of at least 9 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(3) The rest period required under paragraph (b)(2) of this section may be scheduled or reduced to 8 consecutive hours if the flight attendant is provided a subsequent rest period of at least 10 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(4) A certificate holder may assign a flight attendant to a scheduled duty period of more than 14 hours, but no more than 16 hours, if the certificate holder has assigned to the flight or flights in that duty period at least one flight attendant in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

(5) A certificate holder may assign a flight attendant to a scheduled duty period of more than 16 hours, but no more than 18 hours, if the certificate holder has assigned to the flight or flights in that duty period at least two flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

(6) A certificate holder may assign a flight attendant to a scheduled duty period of more than 18 hours, but no more than 20 hours, if the scheduled duty period includes one or more flights that land or take off outside the 48 contiguous states and the District of Columbia, and if the certificate holder has assigned to the flight or flights in that duty period at least three flight attendants in addition to the minimum flight attendant complement required for the flight or flights in that duty period under the certificate holder's operations specifications.

(7) Except as provided in paragraph (b)(8) of this section, a flight attendant scheduled to a duty period of more than 14 hours but no more than 20 hours, as provided in paragraphs (b)(4), (b)(5), and (b)(6) of this section, must be given a scheduled rest period of at least 12 consecutive hours. This rest period must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(8) The rest period required under paragraph (b)(7) of this section may be scheduled or reduced to 10 consecutive hours if the flight attendant is provided a subsequent rest period of at least 14 consecutive hours; this subsequent rest period must be scheduled to begin no later than 24 hours after the beginning of the reduced rest period and must occur between the completion of the scheduled duty period and the commencement of the subsequent duty period.

(9) Notwithstanding paragraphs (b)(4), (b)(5), and (b)(6) of this section, if a certificate holder elects to reduce the rest period to 10 hours as authorized by paragraph (b)(8) of this section, the certificate holder may not schedule a flight attendant for a duty period of more than 14 hours during the 24-hour period commencing after the beginning of the reduced rest period.

(10) No certificate holder may assign a flight attendant any duty period with the certificate holder unless the flight attendant has had at least the minimum rest required under this section.

(11) No certificate holder may assign a flight attendant to perform any duty with the certificate holder during any required rest period.

(12) Time spent in transportation, not local in character, that a certificate holder requires of a flight attendant and provides to transport the flight attendant to an airport at which that flight attendant is to serve on a flight as a crewmember, or from an airport at which the flight attendant was relieved from duty to return to the flight attendant's home station, is not considered part of a rest period.

(13) Each certificate holder must relieve each flight attendant engaged in air transportation from all further duty for at least 24 consecutive hours during any 7 consecutive calendar days.

(14) A flight attendant is not considered to be scheduled for duty in excess of duty period limitations if the flights to which the flight attendant is assigned are scheduled and normally terminate within the limitations but due to circumstances beyond the control of the certificate holder (such as adverse weather conditions) are not at the time of departure expected to reach their destination within the scheduled time.

(c) Notwithstanding paragraph (b) of this section, a certificate holder may apply the flight crewmember flight time and duty limitations and rest requirements of this part to flight attendants for all operations conducted under this part provided that—

(1) The certificate holder establishes written procedures that—

(i) Apply to all flight attendants used in the certificate holder's operation;

(ii) Include the flight crewmember requirements contained in subpart F of this part, as appropriate to the operation being conducted, except that rest facilities on board the aircraft are not required; and

(iii) Include provisions to add one flight attendant to the minimum flight attendant complement for each flight crewmember who is in excess of the minimum number required in the aircraft type certificate data sheet and who is assigned to the aircraft under the provisions of subpart F of this part, as applicable.

(iv) Are approved by the Administrator and described or referenced in the certificate holder's operations specifications; and

(2) Whenever the Administrator finds that revisions are necessary for the continued adequacy of duty period limitation and rest requirement procedures that are required by paragraph (c)(1) of this section and that had been granted final approval, the certificate holder must, after notification by the Administrator, make any changes in the procedures that are found necessary by the Administrator. Within 30 days after the certificate holder receives such notice, it may file a petition to reconsider the notice with the responsible Flight Standards office. The filing of a petition to reconsider stays the notice, pending decision by the Administrator. However, if the Administrator finds that there is an emergency that requires immediate action in the interest of safety, the Administrator may, upon a statement of the reasons, require a change effective without stay.

§ 135.291

Applicability.

Except as provided in § 135.3, this subpart—

(a) Prescribes the tests and checks required for pilot and flight attendant crewmembers and for the approval of check pilots in operations under this part; and

(b) Permits training center personnel authorized under part 142 of this chapter who meet the requirements of §§ 135.337 and 135.339 to conduct training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

§ 135.293

Initial and recurrent pilot testing requirements.

(a) No certificate holder may use a pilot, nor may any person serve as a pilot, unless, since the beginning of the 12th calendar month before that service, that pilot has passed a written or oral test, given by the Administrator or an authorized check pilot, on that pilot's knowledge in the following areas—

(1) The appropriate provisions of parts 61, 91, and 135 of this chapter and the operations specifications and the manual of the certificate holder;

(2) For each type of aircraft to be flown by the pilot, the aircraft powerplant, major components and systems, major appliances, performance and operating limitations, standard and emergency operating procedures, and the contents of the approved Aircraft Flight Manual or equivalent, as applicable;

(3) For each type of aircraft to be flown by the pilot, the method of determining compliance with weight and balance limitations for takeoff, landing and en route operations;

(4) Navigation and use of air navigation aids appropriate to the operation or pilot authorization, including, when applicable, instrument approach facilities and procedures;

(5) Air traffic control procedures, including IFR procedures when applicable;

(6) Meteorology in general, including the principles of frontal systems, icing, fog, thunderstorms, and windshear, and, if appropriate for the operation of the certificate holder, high altitude weather;

(7) Procedures for—

(i) Recognizing and avoiding severe weather situations;

(ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft pilots are not required to be tested on escaping from low-altitude windshear);

(iii) Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions; and

(8) New equipment, procedures, or techniques, as appropriate; and

(9) For rotorcraft pilots, procedures for aircraft handling in flat-light, whiteout, and brownout conditions, including methods for recognizing and avoiding those conditions.

(b) No certificate holder may use a pilot, nor may any person serve as a pilot, in any aircraft unless, since the beginning of the 12th calendar month before that service, that pilot has passed a competency check given by the Administrator or an authorized check pilot in that class of aircraft, if single-engine airplane other than turbojet, or that type of aircraft, if helicopter, multiengine airplane, or turbojet airplane, to determine the pilot's competence in practical skills and techniques in that aircraft or class of aircraft. The extent of the competency check shall be determined by the Administrator or authorized check pilot conducting the competency check. The competency check may include any of the maneuvers and procedures currently required for the original issuance of the particular pilot certificate required for the operations authorized and appropriate to the category, class and type of aircraft involved. For the purposes of this paragraph, type, as to an airplane, means any one of a group of airplanes determined by the Administrator to have a similar means of propulsion, the same manufacturer, and no significantly different handling or flight characteristics. For the purposes of this paragraph, type, as to a helicopter, means a basic make and model.

(c) Each competency check given in a rotorcraft must include a demonstration of the pilot's ability to maneuver the rotorcraft solely by reference to instruments. The check must determine the pilot's ability to safely maneuver the rotorcraft into visual meteorological conditions following an inadvertent encounter with instrument meteorological conditions. For competency checks in non-IFR-certified rotorcraft, the pilot must perform such maneuvers as are appropriate to the rotorcraft's installed equipment, the certificate holder's operations specifications, and the operating environment.

(d) The instrument proficiency check required by § 135.297 may be substituted for the competency check required by this section for the type of aircraft used in the check.

(e) For the purpose of this part, competent performance of a procedure or maneuver by a person to be used as a pilot requires that the pilot be the obvious master of the aircraft, with the successful outcome of the maneuver never in doubt.

(f) The Administrator or authorized check pilot certifies the competency of each pilot who passes the knowledge or flight check in the certificate holder's pilot records.

(g) Portions of a required competency check may be given in an aircraft simulator or other appropriate training device, if approved by the Administrator.

(h) Rotorcraft pilots must be tested on the subjects in paragraph (a)(9) of this section when taking a written or oral knowledge test after April 22, 2015. Rotorcraft pilots must be checked on the maneuvers and procedures in paragraph (c) of this section when taking a competency check after April 22, 2015.

(i) If the certificate holder is authorized to conduct EFVS operations, the competency check in paragraph (b) of this section must include tasks appropriate to the EFVS operations the certificate holder is authorized to conduct.

§ 135.293

Initial and recurrent pilot testing requirements.

(a) * * *

(9) For rotorcraft and powered-lift pilots, procedures for aircraft handling in flat-light, whiteout, and brownout conditions, including methods for recognizing and avoiding those conditions.

(b) No certificate holder may use a pilot, nor may any person serve as a pilot, in any aircraft unless, since the beginning of the 12th calendar month before that service, that pilot has passed a competency check given by the Administrator or an authorized check pilot in that class of aircraft, if single-engine airplane other than turbojet, or that type of aircraft, if helicopter, multiengine airplane, turbojet airplane, or powered-lift to determine the pilot's competence in practical skills and techniques in that aircraft or class of aircraft. The extent of the competency check shall be determined by the Administrator or authorized check pilot conducting the competency check. The competency check may include any of the maneuvers and procedures currently required for the original issuance of the particular pilot certificate required for the operations authorized and appropriate to the category, class and type of aircraft involved. For the purposes of this paragraph (b), type, as to an airplane means any one of a group of airplanes determined by the Administrator to have a similar means of propulsion, the same manufacturer, and no significantly different handling or flight characteristics. For the purposes of this paragraph (b), type, as to a helicopter, means a basic make and model.

(c) Each competency check given in a rotorcraft or powered-lift must include a demonstration of the pilot's ability to maneuver the rotorcraft or powered-lift solely by reference to instruments. The check must determine the pilot's ability to safely maneuver the rotorcraft or powered-lift into visual meteorological conditions following an inadvertent encounter with instrument meteorological conditions. For competency checks in non-IFR-certified rotorcraft or powered-lift, the pilot must perform such maneuvers as are appropriate to the rotorcraft's or powered-lift's installed equipment, the certificate holder's operations specifications, and the operating environment.

§ 135.295

Initial and recurrent flight attendant crewmember testing requirements.

No certificate holder may use a flight attendant crewmember, nor may any person serve as a flight attendant crewmember unless, since the beginning of the 12th calendar month before that service, the certificate holder has determined by appropriate initial and recurrent testing that the person is knowledgeable and competent in the following areas as appropriate to assigned duties and responsibilities—

(a) Authority of the pilot in command;

(b) Passenger handling, including procedures to be followed in handling deranged persons or other persons whose conduct might jeopardize safety;

(c) Crewmember assignments, functions, and responsibilities during ditching and evacuation of persons who may need the assistance of another person to move expeditiously to an exit in an emergency;

(d) Briefing of passengers;

(e) Location and operation of portable fire extinguishers and other items of emergency equipment;

(f) Proper use of cabin equipment and controls;

(g) Location and operation of passenger oxygen equipment;

(h) Location and operation of all normal and emergency exits, including evacuation chutes and escape ropes; and

(i) Seating of persons who may need assistance of another person to move rapidly to an exit in an emergency as prescribed by the certificate holder's operations manual.

§ 135.297

Pilot in command: Instrument proficiency check requirements.

(a) No certificate holder may use a pilot, nor may any person serve, as a pilot in command of an aircraft under IFR unless, since the beginning of the 6th calendar month before that service, that pilot has passed an instrument proficiency check under this section administered by the Administrator or an authorized check pilot.

(b) No pilot may use any type of precision instrument approach procedure under IFR unless, since the beginning of the 6th calendar month before that use, the pilot satisfactorily demonstrated that type of approach procedure. No pilot may use any type of nonprecision approach procedure under IFR unless, since the beginning of the 6th calendar month before that use, the pilot has satisfactorily demonstrated either that type of approach procedure or any other two different types of nonprecision approach procedures. The instrument approach procedure or procedures must include at least one straight-in approach, one circling approach, and one missed approach. Each type of approach procedure demonstrated must be conducted to published minimums for that procedure.

(c) The instrument proficiency check required by paragraph (a) of this section consists of an oral or written equipment test and a flight check under simulated or actual IFR conditions. The equipment test includes questions on emergency procedures, engine operation, fuel and lubrication systems, power settings, stall speeds, best engine-out speed, propeller and supercharger operations, and hydraulic, mechanical, and electrical systems, as appropriate. The flight check includes navigation by instruments, recovery from simulated emergencies, and standard instrument approaches involving navigational facilities which that pilot is to be authorized to use. Each pilot taking the instrument proficiency check must show that standard of competence required by § 135.293(e).

(1) The instrument proficiency check must—

(i) For a pilot in command of an airplane under § 135.243(a), include the procedures and maneuvers for an airline transport pilot certificate in the particular type of airplane, if appropriate; and

(ii) For a pilot in command of an airplane or helicopter under § 135.243(c), include the procedures and maneuvers for a commercial pilot certificate with an instrument rating and, if required, for the appropriate type rating.

(2) The instrument proficiency check must be given by an authorized check pilot or by the Administrator.

(d) If the pilot in command is assigned to pilot only one type of aircraft, that pilot must take the instrument proficiency check required by paragraph (a) of this section in that type of aircraft.

(e) If the pilot in command is assigned to pilot more than one type of aircraft, that pilot must take the instrument proficiency check required by paragraph (a) of this section in each type of aircraft to which that pilot is assigned, in rotation, but not more than one flight check during each period described in paragraph (a) of this section.

(f) If the pilot in command is assigned to pilot both single-engine and multiengine aircraft, that pilot must initially take the instrument proficiency check required by paragraph (a) of this section in a multiengine aircraft, and each succeeding check alternately in single-engine and multiengine aircraft, but not more than one flight check during each period described in paragraph (a) of this section. Portions of a required flight check may be given in an aircraft simulator or other appropriate training device, if approved by the Administrator.

(g) If the pilot in command is authorized to use an autopilot system in place of a second in command, that pilot must show, during the required instrument proficiency check, that the pilot is able (without a second in command) both with and without using the autopilot to—

(1) Conduct instrument operations competently; and

(2) Properly conduct air-ground communications and comply with complex air traffic control instructions.

(3) Each pilot taking the autopilot check must show that, while using the autopilot, the airplane can be operated as proficiently as it would be if a second in command were present to handle air-ground communications and air traffic control instructions. The autopilot check need only be demonstrated once every 12 calendar months during the instrument proficiency check required under paragraph (a) of this section.

§ 135.297

Pilot in command: Instrument proficiency check requirements.

(c) * * *

(1) * * *

(i) For a pilot in command of an aircraft under § 135.243(a), include the procedures and maneuvers for an airline transport pilot certificate in the particular type of aircraft, if appropriate; and

(ii) For a pilot in command of an aircraft under § 135.243(c), include the procedures and maneuvers for a commercial pilot certificate with an instrument rating and, if required, for the appropriate type rating.

(g) * * *

(3) Each pilot taking the autopilot check must show that, while using the autopilot:

(i) The airplane or powered-lift can be operated as proficiently as it would be if a second in command were present to handle air-ground communications and air traffic control instructions. The autopilot check need only be demonstrated once every 12 calendar months during the instrument proficiency check required under paragraph (a) of this section.

(ii) On and after July 21, 2025, rotorcraft can be operated as proficiently as it would be if a second in command were present to handle air-ground communications and air traffic control instructions. The autopilot check need only be demonstrated once every 12 calendar months during the instrument proficiency check required under paragraph (a) of this section.

§ 135.297

Pilot in command: Instrument proficiency check requirements.

(g) * * *

(3) Each pilot taking the autopilot check must show that, while using the autopilot, the aircraft can be operated as proficiently as it would be if a second in command were present to handle air-ground communications and air traffic control instructions. The autopilot check need only be demonstrated once every 12 calendar months during the instrument proficiency check required under paragraph (a) of this section.

§ 135.299

Pilot in command: Line checks: Routes and airports.

(a) No certificate holder may use a pilot, nor may any person serve, as a pilot in command of a flight unless, since the beginning of the 12th calendar month before that service, that pilot has passed a flight check in one of the types of aircraft which that pilot is to fly. The flight check shall—

(1) Be given by an approved check pilot or by the Administrator;

(2) Consist of at least one flight over one route segment; and

(3) Include takeoffs and landings at one or more representative airports. In addition to the requirements of this paragraph, for a pilot authorized to conduct IFR operations, at least one flight shall be flown over a civil airway, an approved off-airway route, or a portion of either of them.

(b) The pilot who conducts the check shall determine whether the pilot being checked satisfactorily performs the duties and responsibilities of a pilot in command in operations under this part, and shall so certify in the pilot training record.

(c) Each certificate holder shall establish in the manual required by § 135.21 a procedure which will ensure that each pilot who has not flown over a route and into an airport within the preceding 90 days will, before beginning the flight, become familiar with all available information required for the safe operation of that flight.

§ 135.301

Crewmember: Tests and checks, grace provisions, training to accepted standards.

(a) If a crewmember who is required to take a test or a flight check under this part, completes the test or flight check in the calendar month before or after the calendar month in which it is required, that crewmember is considered to have completed the test or check in the calendar month in which it is required.

(b) If a pilot being checked under this subpart fails any of the required maneuvers, the person giving the check may give additional training to the pilot during the course of the check. In addition to repeating the maneuvers failed, the person giving the check may require the pilot being checked to repeat any other maneuvers that are necessary to determine the pilot's proficiency. If the pilot being checked is unable to demonstrate satisfactory performance to the person conducting the check, the certificate holder may not use the pilot, nor may the pilot serve, as a flight crewmember in operations under this part until the pilot has satisfactorily completed the check.

§ 135.321

Applicability and terms used.

(a) Except as provided in § 135.3, this subpart prescribes the requirements applicable to—

(1) A certificate holder under this part which contracts with, or otherwise arranges to use the services of a training center certificated under part 142 to perform training, testing, and checking functions;

(2) Each certificate holder for establishing and maintaining an approved training program for crewmembers, check pilots and instructors, and other operations personnel employed or used by that certificate holder; and

(3) Each certificate holder for the qualification, approval, and use of aircraft simulators and flight training devices in the conduct of the program.

(b) For the purposes of this subpart, the following terms and definitions apply:

(1) Initial training. The training required for crewmembers who have not qualified and served in the same capacity on an aircraft.

(2) Transition training. The training required for crewmembers who have qualified and served in the same capacity on another aircraft.

(3) Upgrade training. The training required for crewmembers who have qualified and served as second in command on a particular aircraft type, before they serve as pilot in command on that aircraft.

(4) Differences training. The training required for crewmembers who have qualified and served on a particular type aircraft, when the Administrator finds differences training is necessary before a crewmember serves in the same capacity on a particular variation of that aircraft.

(5) Recurrent training. The training required for crewmembers to remain adequately trained and currently proficient for each aircraft, crewmember position, and type of operation in which the crewmember serves.

(6) In flight. The maneuvers, procedures, or functions that must be conducted in the aircraft.

(7) Training center. An organization governed by the applicable requirements of part 142 of this chapter that conducts training, testing, and checking under contract or other arrangement to certificate holders subject to the requirements of this part.

(8) Requalification training. The training required for crewmembers previously trained and qualified, but who have become unqualified due to not having met within the required period the—

(i) Recurrent pilot testing requirements of § 135.293;

(ii) Instrument proficiency check requirements of § 135.297; or

(iii) Line checks required by § 135.299.

§ 135.323

Training program: General.

(a) Each certificate holder required to have a training program under § 135.341 shall:

(1) Establish and implement a training program that satisfies the requirements of this subpart and that ensures that each crewmember, aircraft dispatcher, flight instructor, and check pilot is adequately trained to perform his or her assigned duties. Prior to implementation, the certificate holder must obtain initial and final FAA approval of the training program.

(2) Provide adequate ground and flight training facilities and properly qualified ground instructors for the training required by this subpart.

(3) Provide and keep current for each aircraft type used and, if applicable, the particular variations within the aircraft type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks required by this subpart.

(4) Provide enough flight instructors, check pilots, and FSTD instructors to conduct required flight training and flight checks and FSTD training courses allowed under this subpart.

(b) Whenever a crewmember who is required to take recurrent training under this subpart completes the training in the calendar month before, or the calendar month after, the month in which that training is required, the crewmember is considered to have completed it in the calendar month in which it was required.

(c) Each instructor, supervisor, or check pilot who is responsible for a particular ground training subject, segment of flight training, course of training, flight check, or competence check under this part shall certify as to the proficiency and knowledge of the crewmember, flight instructor, or check pilot concerned upon completion of that training or check. That certification shall be made a part of the crewmember's record. When the certification required by this paragraph is made by an entry in a computerized recordkeeping system, the certifying instructor, supervisor, or check pilot, must be identified with that entry. However, the signature of the certifying instructor, supervisor, or check pilot is not required for computerized entries.

(d) Training subjects that apply to more than one aircraft or crewmember position and that have been satisfactorily completed during previous training while employed by the certificate holder for another aircraft or another crewmember position, need not be repeated during subsequent training other than recurrent training.

(e) Aircraft simulators and other training devices may be used in the certificate holder's training program if approved by the Administrator.

§ 135.324

Training program: Special rules.

(a) Other than the certificate holder, only another certificate holder certificated under this part or a training center certificated under part 142 of this chapter is eligible under this subpart to conduct training, testing, and checking under contract or other arrangement to those persons subject to the requirements of this subpart.

(b) A certificate holder may contract with, or otherwise arrange to use the services of, a training center certificated under part 142 of this chapter to conduct training, testing, and checking required by this part only if the training center—

(1) Holds applicable training specifications issued under part 142 of this chapter;

(2) Has facilities, training equipment, and courseware meeting the applicable requirements of part 142 of this chapter;

(3) Has approved curriculums, curriculum segments, and portions of curriculum segments applicable for use in training courses required by this subpart; and

(4) Has sufficient instructor and check pilots qualified under the applicable requirements of §§ 135.337 through 135.340 to provide training, testing, and checking to persons subject to the requirements of this subpart.

§ 135.325

Training program and revision: Initial and final approval.

(a) To obtain initial and final approval of a training program, or a revision to an approved training program, each certificate holder must submit to the Administrator—

(1) An outline of the proposed or revised curriculum, that provides enough information for a preliminary evaluation of the proposed training program or revision; and

(2) Additional relevant information that may be requested by the Administrator.

(b) If the proposed training program or revision complies with this subpart, the Administrator grants initial approval in writing after which the certificate holder may conduct the training under that program. The Administrator then evaluates the effectiveness of the training program and advises the certificate holder of deficiencies, if any, that must be corrected.

(c) The Administrator grants final approval of the proposed training program or revision if the certificate holder shows that the training conducted under the initial approval in paragraph (b) of this section ensures that each person who successfully completes the training is adequately trained to perform that person's assigned duties.

(d) Whenever the Administrator finds that revisions are necessary for the continued adequacy of a training program that has been granted final approval, the certificate holder shall, after notification by the Administrator, make any changes in the program that are found necessary by the Administrator. Within 30 days after the certificate holder receives the notice, it may file a petition to reconsider the notice with the Administrator. The filing of a petition to reconsider stays the notice pending a decision by the Administrator. However, if the Administrator finds that there is an emergency that requires immediate action in the interest of safety, the Administrator may, upon a statement of the reasons, require a change effective without stay.

§ 135.327

Training program: Curriculum.

(a) Each certificate holder must prepare and keep current a written training program curriculum for each type of aircraft for each crewmember required for that type aircraft. The curriculum must include ground and flight training required by this subpart.

(b) Each training program curriculum must include the following:

(1) A list of principal ground training subjects, including emergency training subjects, that are provided.

(2) A list of all the training devices, mockups, systems trainers, procedures trainers, or other training aids that the certificate holder will use.

(3) Detailed descriptions or pictorial displays of the approved normal, abnormal, and emergency maneuvers, procedures and functions that will be performed during each flight training phase or flight check, indicating those maneuvers, procedures and functions that are to be performed during the inflight portions of flight training and flight checks.

§ 135.329

Crewmember training requirements.

(a) Each certificate holder must include in its training program the following initial and transition ground training as appropriate to the particular assignment of the crewmember:

(1) Basic indoctrination ground training for newly hired crewmembers including instruction in at least the—

(i) Duties and responsibilities of crewmembers as applicable;

(ii) Appropriate provisions of this chapter;

(iii) Contents of the certificate holder's operating certificate and operations specifications (not required for flight attendants); and

(iv) Appropriate portions of the certificate holder's operating manual.

(2) The initial and transition ground training in §§ 135.345 and 135.349, as applicable.

(3) Emergency training in § 135.331.

(4) Crew resource management training in § 135.330.

(b) Each training program must provide the initial and transition flight training in § 135.347, as applicable.

(c) Each training program must provide recurrent ground and flight training in § 135.351.

(d) Upgrade training in §§ 135.345 and 135.347 for a particular type aircraft may be included in the training program for crewmembers who have qualified and served as second in command on that aircraft.

(e) In addition to initial, transition, upgrade and recurrent training, each training program must provide ground and flight training, instruction, and practice necessary to ensure that each crewmember—

(1) Remains adequately trained and currently proficient for each aircraft, crewmember position, and type of operation in which the crewmember serves; and

(2) Qualifies in new equipment, facilities, procedures, and techniques, including modifications to aircraft.

§ 135.330

Crew resource management training.

(a) Each certificate holder must have an approved crew resource management training program that includes initial and recurrent training. The training program must include at least the following:

(1) Authority of the pilot in command;

(2) Communication processes, decisions, and coordination, to include communication with Air Traffic Control, personnel performing flight locating and other operational functions, and passengers;

(3) Building and maintenance of a flight team;

(4) Workload and time management;

(5) Situational awareness;

(6) Effects of fatigue on performance, avoidance strategies and countermeasures;

(7) Effects of stress and stress reduction strategies; and

(8) Aeronautical decision-making and judgment training tailored to the operator's flight operations and aviation environment.

(b) After March 22, 2013, no certificate holder may use a person as a flightcrew member or flight attendant unless that person has completed approved crew resource management initial training with that certificate holder.

(c) For flightcrew members and flight attendants, the Administrator, at his or her discretion, may credit crew resource management training completed with that certificate holder before March 22, 2013, toward all or part of the initial CRM training required by this section.

(d) In granting credit for initial CRM training, the Administrator considers training aids, devices, methods and procedures used by the certificate holder in a voluntary CRM program included in a training program required by § 135.341, § 135.345, or § 135.349.

§ 135.331

Crewmember emergency training.

(a) Each training program must provide emergency training under this section for each aircraft type, model, and configuration, each crewmember, and each kind of operation conducted, as appropriate for each crewmember and the certificate holder.

(b) Emergency training must provide the following:

(1) Instruction in emergency assignments and procedures, including coordination among crewmembers.

(2) Individual instruction in the location, function, and operation of emergency equipment including—

(i) Equipment used in ditching and evacuation;

(ii) First aid equipment and its proper use; and

(iii) Portable fire extinguishers, with emphasis on the type of extinguisher to be used on different classes of fires.

(3) Instruction in the handling of emergency situations including—

(i) Rapid decompression;

(ii) Fire in flight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas;

(iii) Ditching and evacuation;

(iv) Illness, injury, or other abnormal situations involving passengers or crewmembers; and

(v) Hijacking and other unusual situations.

(4) Review of the certificate holder's previous aircraft accidents and incidents involving actual emergency situations.

(c) Each crewmember must perform at least the following emergency drills, using the proper emergency equipment and procedures, unless the Administrator finds that, for a particular drill, the crewmember can be adequately trained by demonstration:

(1) Ditching, if applicable.

(2) Emergency evacuation.

(3) Fire extinguishing and smoke control.

(4) Operation and use of emergency exits, including deployment and use of evacuation chutes, if applicable.

(5) Use of crew and passenger oxygen.

(6) Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of passengers and crew, if applicable.

(7) Donning and inflation of life vests and the use of other individual flotation devices, if applicable.

(d) Crewmembers who serve in operations above 25,000 feet must receive instruction in the following:

(1) Respiration.

(2) Hypoxia.

(3) Duration of consciousness without supplemental oxygen at altitude.

(4) Gas expansion.

(5) Gas bubble formation.

(6) Physical phenomena and incidents of decompression.

§ 135.335

Approval of aircraft simulators and other training devices.

(a) Training courses using aircraft simulators and other training devices may be included in the certificate holder's training program if approved by the Administrator.

(b) Each aircraft simulator and other training device that is used in a training course or in checks required under this subpart must meet the following requirements:

(1) It must be specifically approved for—

(i) The certificate holder; and

(ii) The particular maneuver, procedure, or crewmember function involved.

(2) It must maintain the performance, functional, and other character- istics that are required for approval.

(3) Additionally, for aircraft simulators, it must be—

(i) Approved for the type aircraft and, if applicable, the particular variation within type for which the training or check is being conducted; and

(ii) Modified to conform with any modification to the aircraft being simulated that changes the performance, functional, or other characteristics required for approval.

(c) A particular aircraft simulator or other training device may be used by more than one certificate holder.

(d) In granting initial and final approval of training programs or revisions to them, the Administrator considers the training devices, methods and procedures listed in the certificate holder's curriculum under § 135.327.

§ 135.336

Airline transport pilot certification training program.

(a) A certificate holder may obtain approval to establish and implement a training program to satisfy the requirements of § 61.156 of this chapter. The training program must be separate from the air carrier training program required by this part.

(b) No certificate holder may use a person nor may any person serve as an instructor in a training program approved to meet the requirements of § 61.156 of this chapter unless the instructor:

(1) Holds an airline transport pilot certificate with an airplane category multiengine class rating;

(2) Has at least 2 years of experience as a pilot in command in operations conducted under § 91.1053(a)(2)(i) of this chapter, § 135.243(a)(1) of this part, or as a pilot in command or second in command in any operation conducted under part 121 of this chapter;

(3) Except for the holder of a flight instructor certificate, receives initial training on the following topics:

(i) The fundamental principles of the learning process;

(ii) Elements of effective teaching, instruction methods, and techniques;

(iii) Instructor duties, privileges, responsibilities, and limitations;

(iv) Training policies and procedures; and

(v) Evaluation.

(4) If providing training in a flight simulation training device, holds an aircraft type rating for the aircraft represented by the flight simulation training device utilized in the training program and have received training and evaluation within the preceding 12 months from the certificate holder on:

(i) Proper operation of flight simulator and flight training device controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Data and motion limitations of simulation;

(iv) Minimum equipment requirements for each curriculum; and

(v) The maneuvers that will be demonstrated in the flight simulation training device.

(c) A certificate holder may not issue a graduation certificate to a student unless that student has completed all the curriculum requirements of the course.

(d) A certificate holder must conduct evaluations to ensure that training techniques, procedures, and standards are acceptable to the Administrator.

§ 135.337

Qualifications: Check pilots.

(a) For the purposes of this part:

(1) A check pilot (aircraft) is a person who is qualified to conduct flight checks in an aircraft for a particular type aircraft.

(2) A check-pilot (FSTD) is a person who is qualified to conduct flight checks only in an FSTD for a particular type aircraft.

(3) Check pilots are those persons who perform the functions described in §§ 135.321(a) and 135.323(a)(4) and (c).

(b) No certificate holder may use a person, nor may any person serve as a check pilot in a training program established under this subpart unless, with respect to the aircraft type involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this part;

(3) Has satisfactorily completed the proficiency or competency checks that are required to serve as a pilot in command in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 135.339;

(5) Has been approved by the Administrator for the check pilot duties involved.

(c) Completion of the requirements in paragraphs (b)(2), (3), and (4) of this section, as applicable, shall be entered in the individual's training record maintained by the certificate holder.

(d) A check pilot (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type, class, or category aircraft involved within the 12-month period preceding the performance of any check-pilot duty in an FSTD; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program and that must precede the performance of any check pilot duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section are considered to be completed in the month required if completed in the calendar month before or the calendar month after the month in which they are due.

(f) A person who serves as a required flightcrew member while performing check pilot duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 135.338

Qualifications: Flight instructors.

(a) For the purposes of this part:

(1) A flight instructor (aircraft) is a person who is qualified to instruct in an aircraft for a particular type, class, or category aircraft.

(2) A flight instructor (FSTD) is a person who is qualified to instruct only in an FSTD for a particular type, class, or category aircraft.

(3) Flight instructors are those instructors who perform the functions described in §§ 135.321(a) and 135.323(a)(4) and (c).

(b) No certificate holder may use a person, nor may any person serve as a flight instructor in a training program established under this subpart unless, with respect to the type, class, or category aircraft involved, that person—

(1) Holds the pilot certificates and ratings required to serve as a pilot in command in operations under this part;

(2) Has satisfactorily completed the appropriate training phases for the aircraft, including recurrent training, that are required to serve as a pilot in command in operations under this part;

(3) Has satisfactorily completed the proficiency or competency checks that are required to serve as a pilot in command in operations under this part;

(4) Has satisfactorily completed the applicable training requirements of § 135.340.

(c) Completion of the requirements in paragraphs (b)(2), (3), and (4) of this section shall be entered in the individual's training record maintained by the certificate holder.

(d) A flight instructor (FSTD) must accomplish the following—

(1) Fly at least two flight segments as a required crewmember for the type, class, or category aircraft involved within the 12-month period preceding the performance of any flight instructor duty in an FSTD; or

(2) Satisfactorily complete an approved line-observation program within the period prescribed by that program preceding the performance of any flight instructor duty in an FSTD.

(e) The flight segments or line-observation program required in paragraph (d) of this section are considered completed in the month required if completed in the calendar month before, or in the calendar month after, the month in which they are due.

(f) A person who serves as a required flightcrew member while performing flight instructor duties must also meet the requirements of this chapter for the duty position in which they are serving.

§ 135.339

Initial and transition training and checking: Check pilots.

(a) No certificate holder may use a person nor may any person serve as a check pilot unless—

(1) That person has satisfactorily completed initial or transition check pilot training; and

(2) Within the preceding 24 calendar months, that person satisfactorily conducts a proficiency or competency check under the observation of an FAA inspector or an aircrew designated examiner employed by the operator. The observation check may be accomplished in part or in full in an aircraft, in a flight simulator, or in a flight training device. This paragraph applies after March 19, 1997.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the calendar month before or the calendar month after the month in which it is due.

(c) The initial ground training for check pilots must include the following:

(1) Check pilot duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the certificate holder's policies and procedures.

(3) The applicable methods, procedures, and techniques for conducting the required checks.

(4) Proper evaluation of student performance including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The corrective action in the case of unsatisfactory checks.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the aircraft.

(d) The transition ground training for check pilots must include the approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the aircraft to which the check pilot is in transition.

(e) The initial and transition flight training for check pilots (aircraft) must include the following—

(1) The safety measures for emergency situations that are likely to develop during a check;

(2) The potential results of improper, untimely, or nonexecution of safety measures during a check;

(3) Training and practice in conducting flight checks from the left and right pilot seats in the required normal, abnormal, and emergency procedures to ensure competence to conduct the pilot flight checks required by this part; and

(4) The safety measures to be taken from either pilot seat for emergency situations that are likely to develop during checking.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate.

(g) The initial and transition flight training for check pilots (FSTD) must include the following:

(1) Training and practice in conducting flight checks in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight checks required by this part. This training and practice must be accomplished in a flight simulator or in a flight training device.

(2) Training in the operation of flight simulators, flight training devices, or both, to ensure competence to conduct the flight checks required by this part.

§ 135.339

Initial and transition training and checking: Check airmen (aircraft), check airmen (simulator).

(e) * * *

(3) Training and practice in conducting flight checks from the left and right pilot seats, or in the case of powered-lift with one pilot seat from that seat as well as providing training and instruction from an observation seat, in the required normal, abnormal, and emergency procedures to ensure competence to conduct the pilot flight checks required by this part; and

(4) The safety measures to be taken from either pilot seat, or in the case of powered-lift with one pilot seat from that seat as well as providing training and instruction from an observation seat, for emergency situations that are likely to develop during checking.

§ 135.340

Initial and transition training and checking: Flight instructors.

(a) No certificate holder may use a person nor may any person serve as a flight instructor unless—

(1) That person has satisfactorily completed initial or transition flight instructor training; and

(2) Within the preceding 24 calendar months, that person satisfactorily conducts instruction under the observation of an FAA inspector, an operator check pilot, or an aircrew designated examiner employed by the operator. The observation check may be accomplished in part or in full in an aircraft, in a flight simulator, or in a flight training device.

(b) The observation check required by paragraph (a)(2) of this section is considered to have been completed in the month required if completed in the calendar month before, or the calendar month after, the month in which it is due.

(c) The initial ground training for flight instructors must include the following:

(1) Flight instructor duties, functions, and responsibilities.

(2) The applicable Code of Federal Regulations and the certificate holder's policies and procedures.

(3) The applicable methods, procedures, and techniques for conducting flight instruction.

(4) Proper evaluation of student performance including the detection of—

(i) Improper and insufficient training; and

(ii) Personal characteristics of an applicant that could adversely affect safety.

(5) The corrective action in the case of unsatisfactory training progress.

(6) The approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures in the aircraft.

(7) Except for holders of a flight instructor certificate—

(i) The fundamental principles of the teaching-learning process;

(ii) Teaching methods and procedures; and

(iii) The instructor-student relationship.

(d) The transition ground training for flight instructors must include the approved methods, procedures, and limitations for performing the required normal, abnormal, and emergency procedures applicable to the type, class, or category aircraft to which the flight instructor is in transition.

(e) The initial and transition flight training for flight instructors (aircraft) must include the following—

(1) The safety measures for emergency situations that are likely to develop during instruction;

(2) The potential results of improper or untimely safety measures during instruction;

(3) Training and practice from the left and right pilot seats in the required normal, abnormal, and emergency maneuvers to ensure competence to conduct the flight instruction required by this part; and

(4) The safety measures to be taken from either the left or right pilot seat for emergency situations that are likely to develop during instruction.

(f) The requirements of paragraph (e) of this section may be accomplished in full or in part in flight, in a flight simulator, or in a flight training device, as appropriate.

(g) The initial and transition flight training for a flight instructor (FSTD) must include the following:

(1) Training and practice in the required normal, abnormal, and emergency procedures to ensure competence to conduct the flight instruction required by this part. These maneuvers and procedures must be accomplished in full or in part in a flight simulator or in a flight training device.

(2) Training in the operation of flight simulators, flight training devices, or both, to ensure competence to conduct the flight instruction required by this part.

§ 135.340

Initial and transition training and checking: Flight instructors (aircraft), flight instructors (simulator).

(e) * * *

(3) Training and practice from the left and right pilot seats, or in the case of powered-lift with one pilot seat from that seat as well as providing training and instruction from an observation seat, in the required normal, abnormal, and emergency maneuvers to ensure competence to conduct the flight instruction required by this part; and

(4) The safety measures to be taken from either the left or right pilot seat, or in the case of powered-lift with one pilot seat from that seat as well as providing training and instruction from an observation seat, for emergency situations that are likely to develop during instruction.

§ 135.341

Pilot and flight attendant crewmember training programs.

(a) Each certificate holder, other than one who uses only one pilot in the certificate holder's operations, shall establish and maintain an approved pilot training program, and each certificate holder who uses a flight attendant crewmember shall establish and maintain an approved flight attendant training program, that is appropriate to the operations to which each pilot and flight attendant is to be assigned, and will ensure that they are adequately trained to meet the applicable knowledge and practical testing requirements of §§ 135.293 through 135.301. However, the Administrator may authorize a deviation from this section if the Administrator finds that, because of the limited size and scope of the operation, safety will allow a deviation from these requirements. This deviation authority does not extend to the training provided under § 135.336.

(b) Each certificate holder required to have a training program by paragraph (a) of this section shall include in that program ground and flight training curriculums for—

(1) Initial training;

(2) Transition training;

(3) Upgrade training;

(4) Differences training; and

(5) Recurrent training.

(c) Each certificate holder required to have a training program by paragraph (a) of this section shall provide current and appropriate study materials for use by each required pilot and flight attendant.

(d) The certificate holder shall furnish copies of the pilot and flight attendant crewmember training program, and all changes and additions, to the assigned representative of the Administrator. If the certificate holder uses training facilities of other persons, a copy of those training programs or appropriate portions used for those facilities shall also be furnished. Curricula that follow FAA published curricula may be cited by reference in the copy of the training program furnished to the representative of the Administrator and need not be furnished with the program.

§ 135.343

Crewmember initial and recurrent training requirements.

No certificate holder may use a person, nor may any person serve, as a crewmember in operations under this part unless that crewmember has completed the appropriate initial or recurrent training phase of the training program appropriate to the type of operation in which the crewmember is to serve since the beginning of the 12th calendar month before that service. This section does not apply to a certificate holder that uses only one pilot in the certificate holder's operations.

§ 135.345

Pilots: Initial, transition, and upgrade ground training.

Initial, transition, and upgrade ground training for pilots must include instruction in at least the following, as applicable to their duties:

(a) General subjects—

(1) The certificate holder's flight locating procedures;

(2) Principles and methods for determining weight and balance, and runway limitations for takeoff and landing;

(3) Enough meteorology to ensure a practical knowledge of weather phenomena, including the principles of frontal systems, icing, fog, thunderstorms, windshear and, if appropriate, high altitude weather situations;

(4) Air traffic control systems, procedures, and phraseology;

(5) Navigation and the use of navigational aids, including instrument approach procedures;

(6) Normal and emergency communication procedures;

(7) Visual cues before and during descent below DA/DH or MDA;

(8) ETOPS, if applicable;

(9) After August 13, 2008, passenger recovery plan for any passenger-carrying operation (other than intrastate operations wholly within the state of Alaska) in the North Polar area; and

(10) Other instructions necessary to ensure the pilot's competence.

(b) For each aircraft type—

(1) A general description;

(2) Performance characteristics;

(3) Engines and propellers;

(4) Major components;

(5) Major aircraft systems ( i.e. , flight controls, electrical, and hydraulic), other systems, as appropriate, principles of normal, abnormal, and emergency operations, appropriate procedures and limitations;

(6) Knowledge and procedures for—

(i) Recognizing and avoiding severe weather situations;

(ii) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude windshear (except that rotorcraft pilots are not required to be trained in escaping from low-altitude windshear);

(iii) Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions; and

(iv) Operating airplanes during ground icing conditions, ( i.e. , any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the airplane), if the certificate holder expects to authorize takeoffs in ground icing conditions, including:

(A) The use of holdover times when using deicing/anti-icing fluids;

(B) Airplane deicing/anti-icing procedures, including inspection and check procedures and responsibilities;

(C) Communications;

(D) Airplane surface contamination ( i.e. , adherence of frost, ice, or snow) and critical area identification, and knowledge of how contamination adversely affects airplane performance and flight characteristics;

(E) Types and characteristics of deicing/anti-icing fluids, if used by the certificate holder;

(F) Cold weather preflight inspection procedures;

(G) Techniques for recognizing contamination on the airplane;

(7) Operating limitations;

(8) Fuel consumption and cruise control;

(9) Flight planning;

(10) Each normal and emergency procedure; and

(11) The approved Aircraft Flight Manual, or equivalent.

§ 135.347

Pilots: Initial, transition, upgrade, and differences flight training.

(a) Initial, transition, upgrade, and differences training for pilots must include flight and practice in each of the maneuvers and procedures in the approved training program curriculum.

(b) The maneuvers and procedures required by paragraph (a) of this section must be performed in flight, except to the extent that certain maneuvers and procedures may be performed in an aircraft simulator, or an appropriate training device, as allowed by this subpart.

(c) If the certificate holder's approved training program includes a course of training using an aircraft simulator or other training device, each pilot must successfully complete—

(1) Training and practice in the simulator or training device in at least the maneuvers and procedures in this subpart that are capable of being performed in the aircraft simulator or training device; and

(2) A flight check in the aircraft or a check in the simulator or training device to the level of proficiency of a pilot in command or second in command, as applicable, in at least the maneuvers and procedures that are capable of being performed in an aircraft simulator or training device.

§ 135.349

Flight attendants: Initial and transition ground training.

Initial and transition ground training for flight attendants must include instruction in at least the following—

(a) General subjects—

(1) The authority of the pilot in command; and

(2) Passenger handling, including procedures to be followed in handling deranged persons or other persons whose conduct might jeopardize safety.

(b) For each aircraft type—

(1) A general description of the aircraft emphasizing physical characteristics that may have a bearing on ditching, evacuation, and inflight emergency procedures and on other related duties;

(2) The use of both the public address system and the means of communicating with other flight crewmembers, including emergency means in the case of attempted hijacking or other unusual situations; and

(3) Proper use of electrical galley equipment and the controls for cabin heat and ventilation.

§ 135.351

Recurrent training.

(a) Each certificate holder must ensure that each crewmember receives recurrent training and is adequately trained and currently proficient for the type aircraft and crewmember position involved.

(b) Recurrent ground training for crewmembers must include at least the following:

(1) A quiz or other review to determine the crewmember's knowledge of the aircraft and crewmember position involved.

(2) Instruction as necessary in the subjects required for initial ground training by this subpart, as appropriate, including low-altitude windshear training and training on operating during ground icing conditions as prescribed in § 135.341 and described in § 135.345, crew resource management training as prescribed in § 135.330, and emergency training as prescribed in § 135.331.

(c) Recurrent flight training for pilots must include, at least, flight training in the maneuvers or procedures in this subpart, except that satisfactory completion of the check required by § 135.293 within the preceding 12 calendar months may be substituted for recurrent flight training.

§ 135.353

§ 135.361

Applicability.

(a) This subpart prescribes airplane performance operating limitations applicable to the operation of the categories of airplanes listed in § 135.363 when operated under this part.

(b) For the purpose of this subpart, effective length of the runway, for landing means the distance from the point at which the obstruction clearance plane associated with the approach end of the runway intersects the centerline of the runway to the far end of the runway.

(c) For the purpose of this subpart, obstruction clearance plane means a plane sloping upward from the runway at a slope of 1:20 to the horizontal, and tangent to or clearing all obstructions within a specified area surrounding the runway as shown in a profile view of that area. In the plan view, the centerline of the specified area coincides with the centerline of the runway, beginning at the point where the obstruction clearance plane intersects the centerline of the runway and proceeding to a point at least 1,500 feet from the beginning point. After that the centerline coincides with the takeoff path over the ground for the runway (in the case of takeoffs) or with the instrument approach counterpart (for landings), or, where the applicable one of these paths has not been established, it proceeds consistent with turns of at least 4,000-foot radius until a point is reached beyond which the obstruction clearance plane clears all obstructions. This area extends laterally 200 feet on each side of the centerline at the point where the obstruction clearance plane intersects the runway and continues at this width to the end of the runway; then it increases uniformly to 500 feet on each side of the centerline at a point 1,500 feet from the intersection of the obstruction clearance plane with the runway; after that it extends laterally 500 feet on each side of the centerline.

§ 135.363

General.

(a) Each certificate holder operating a reciprocating engine powered large transport category airplane shall comply with §§ 135.365 through 135.377.

(b) Each certificate holder operating a turbine engine powered large transport category airplane shall comply with §§ 135.379 through 135.387, except that when it operates a turbopropeller-powered large transport category airplane certificated after August 29, 1959, but previously type certificated with the same number of reciprocating engines, it may comply with §§ 135.365 through 135.377.

(c) Each certificate holder operating a large nontransport category airplane shall comply with §§ 135.389 through 135.395 and any determination of compliance must be based only on approved performance data. For the purpose of this subpart, a large nontrans- port category airplane is an airplane that was type certificated before July 1, 1942.

(d) Each certificate holder operating a small transport category airplane shall comply with § 135.397.

(e) Each certificate holder operating a small nontransport category airplane shall comply with § 135.399.

(f) The performance data in the Airplane Flight Manual applies in determining compliance with §§ 135.365 through 135.387. Where conditions are different from those on which the performance data is based, compliance is determined by interpolation or by computing the effects of change in the specific variables, if the results of the interpolation or computations are substantially as accurate as the results of direct tests.

(g) No person may take off a reciprocating engine powered large transport category airplane at a weight that is more than the allowable weight for the runway being used (determined under the runway takeoff limitations of the transport category operating rules of this subpart) after taking into account the temperature operating correction factors in section 4a.749a-T or section 4b.117 of the Civil Air Regulations in effect on January 31, 1965, and in the applicable Airplane Flight Manual.

(h) The Administrator may author- ize in the operations specifications deviations from this subpart if special circumstances make a literal observ- ance of a requirement unnecessary for safety.

(i) The 10-mile width specified in §§ 135.369 through 135.373 may be reduced to 5 miles, for not more than 20 miles, when operating under VFR or where navigation facilities furnish reliable and accurate identification of high ground and obstructions located outside of 5 miles, but within 10 miles, on each side of the intended track.

(j) Each certificate holder operating a commuter category airplane shall comply with § 135.398.

§ 135.364

Maximum flying time outside the United States.

After August 13, 2008, no certificate holder may operate an airplane, other than an all-cargo airplane with more than two engines, on a planned route that exceeds 180 minutes flying time (at the one-engine-inoperative cruise speed under standard conditions in still air) from an Adequate Airport outside the continental United States unless the operation is approved by the FAA in accordance with Appendix G of this part, Extended Operations (ETOPS).

§ 135.365

Large transport category airplanes: Reciprocating engine powered: Weight limitations.

(a) No person may take off a reciprocating engine powered large transport category airplane from an airport located at an elevation outside of the range for which maximum takeoff weights have been determined for that airplane.

(b) No person may take off a reciprocating engine powered large transport category airplane for an airport of intended destination that is located at an elevation outside of the range for which maximum landing weights have been determined for that airplane.

(c) No person may specify, or have specified, an alternate airport that is located at an elevation outside of the range for which maximum landing weights have been determined for the reciprocating engine powered large transport category airplane concerned.

(d) No person may take off a reciprocating engine powered large transport category airplane at a weight more than the maximum authorized takeoff weight for the elevation of the airport.

(e) No person may take off a reciprocating engine powered large transport category airplane if its weight on arrival at the airport of destination will be more than the maximum authorized landing weight for the elevation of that airport, allowing for normal consumption of fuel and oil en route.

§ 135.367

Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

(a) No person operating a reciprocating engine powered large transport category airplane may take off that airplane unless it is possible—

(1) To stop the airplane safely on the runway, as shown by the accelerate-stop distance data, at any time during takeoff until reaching critical-engine failure speed;

(2) If the critical engine fails at any time after the airplane reaches critical-engine failure speed V 1 , to continue the takeoff and reach a height of 50 feet, as indicated by the takeoff path data, before passing over the end of the runway; and

(3) To clear all obstacles either by at least 50 feet vertically (as shown by the takeoff path data) or 200 feet horizontally within the airport boundaries and 300 feet horizontally beyond the boundaries, without banking before reaching a height of 50 feet (as shown by the takeoff path data) and after that without banking more than 15 degrees.

(b) In applying this section, corrections must be made for any runway gradient. To allow for wind effect, takeoff data based on still air may be corrected by taking into account not more than 50 percent of any reported headwind component and not less than 150 percent of any reported tailwind component.

§ 135.369

Large transport category airplanes: Reciprocating engine powered: En route limitations: All engines operating.

(a) No person operating a reciprocating engine powered large transport category airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that does not allow a rate of climb (in feet per minute), with all engines operating, of at least 6.90 Vs o (that is, the number of feet per minute obtained by multiplying the number of knots by 6.90) at an altitude of a least 1,000 feet above the highest ground or obstruction within ten miles of each side of the intended track.

(b) This section does not apply to large transport category airplanes certificated under part 4a of the Civil Air Regulations.

§ 135.371

Large transport category airplanes: Reciprocating engine powered: En route limitations: One engine inoperative.

(a) Except as provided in paragraph (b) of this section, no person operating a reciprocating engine powered large transport category airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that does not allow a rate of climb (in feet per minute), with one engine inoperative, of at least (0.079−0.106/N) Vs o 2 (where N is the number of engines installed and Vs o is expressed in knots) at an altitude of least 1,000 feet above the highest ground or obstruction within 10 miles of each side of the intended track. However, for the purposes of this paragraph the rate of climb for transport category airplanes certificated under part 4a of the Civil Air Regulations is 0.026 Vs o 2.

(b) In place of the requirements of paragraph (a) of this section, a person may, under an approved procedure, operate a reciprocating engine powered large transport category airplane at an all-engines-operating altitude that allows the airplane to continue, after an engine failure, to an alternate airport where a landing can be made under § 135.377, allowing for normal consumption of fuel and oil. After the assumed failure, the flight path must clear the ground and any obstruction within five miles on each side of the intended track by at least 2,000 feet.

(c) If an approved procedure under paragraph (b) of this section is used, the certificate holder shall comply with the following:

(1) The rate of climb (as prescribed in the Airplane Flight Manual for the appropriate weight and altitude) used in calculating the airplane's flight path shall be diminished by an amount in feet per minute, equal to (0.079−0.106/N) Vs o 2 (when N is the number of engines installed and Vs o is expressed in knots) for airplanes certificated under part 25 of this chapter and by 0.026 Vs o 2 for airplanes certificated under part 4a of the Civil Air Regulations.

(2) The all-engines-operating altitude shall be sufficient so that in the event the critical engine becomes inoperative at any point along the route, the flight will be able to proceed to a predetermined alternate airport by use of this procedure. In determining the takeoff weight, the airplane is assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the nearest approved navigational fix, unless the Administrator approves a procedure established on a different basis upon finding that adequate operational safeguards exist.

(3) The airplane must meet the provisions of paragraph (a) of this section at 1,000 feet above the airport used as an alternate in this procedure.

(4) The procedure must include an approved method of accounting for winds and temperatures that would otherwise adversely affect the flight path.

(5) In complying with this procedure, fuel jettisoning is allowed if the certificate holder shows that it has an adequate training program, that proper instructions are given to the flight crew, and all other precautions are taken to ensure a safe procedure.

(6) The certificate holder and the pilot in command shall jointly elect an alternate airport for which the appropriate weather reports or forecasts, or any combination of them, indicate that weather conditions will be at or above the alternate weather minimum specified in the certificate holder's operations specifications for that airport when the flight arrives.

§ 135.373

Part 25 transport category airplanes with four or more engines: Reciprocating engine powered: En route limitations: Two engines inoperative.

(a) No person may operate an airplane certificated under part 25 and having four or more engines unless—

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets § 135.377; or

(2) It is operated at a weight allowing the airplane, with the two critical engines inoperative, to climb at 0.013 Vs o 2 feet per minute (that is, the number of feet per minute obtained by multiplying the number of knots squared by 0.013) at an altitude of 1,000 feet above the highest ground or obstruction within 10 miles on each side of the intended track, or at an altitude of 5,000 feet, whichever is higher.

(b) For the purposes of paragraph (a)(2) of this section, it is assumed that—

(1) The two engines fail at the point that is most critical with respect to the takeoff weight;

(2) Consumption of fuel and oil is normal with all engines operating up to the point where the two engines fail with two engines operating beyond that point;

(3) Where the engines are assumed to fail at an altitude above the prescribed minimum altitude, compliance with the prescribed rate of climb at the prescribed minimum altitude need not be shown during the descent from the cruising altitude to the prescribed minimum altitude, if those requirements can be met once the prescribed minimum altitude is reached, and assuming descent to be along a net flight path and the rate of descent to be 0.013 Vs o 2 greater than the rate in the approved performance data; and

(4) If fuel jettisoning is provided, the airplane's weight at the point where the two engines fail is considered to be not less than that which would include enough fuel to proceed to an airport meeting § 135.377 and to arrive at an altitude of at least 1,000 feet directly over that airport.

§ 135.375

Large transport category airplanes: Reciprocating engine powered: Landing limitations: Destination airports.

(a) Except as provided in paragraph (b) of this section, no person operating a reciprocating engine powered large transport category airplane may take off that airplane, unless its weight on arrival, allowing for normal consumption of fuel and oil in flight, would allow a full stop landing at the intended destination within 60 percent of the effective length of each runway described below from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. For the purposes of determining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most favorable runway and in the most favorable direction in still air.

(2) The airplane is landed on the most suitable runway considering the probable wind velocity and direction (forecast for the expected time of arrival), the ground handling characteristics of the type of airplane, and other conditions such as landing aids and terrain, and allowing for the effect of the landing path and roll of not more than 50 percent of the headwind component or not less than 150 percent of the tailwind component.

(b) An airplane that would be prohibited from being taken off because it could not meet paragraph (a)(2) of this section may be taken off if an alternate airport is selected that meets all of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

§ 135.377

Large transport category airplanes: Reciprocating engine powered: Landing limitations: Alternate airports.

No person may list an airport as an alternate airport in a flight plan unless the airplane (at the weight anticipated at the time of arrival at the airport), based on the assumptions in § 135.375(a) (1) and (2), can be brought to a full stop landing within 70 percent of the effective length of the runway.

§ 135.379

Large transport category airplanes: Turbine engine powered: Takeoff limitations.

(a) No person operating a turbine engine powered large transport category airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at take- off.

(b) No person operating a turbine engine powered large transport category airplane certificated after August 26, 1957, but before August 30, 1959 (SR422, 422A), may take off that airplane at a weight greater than that listed in the Airplane Flight Manual for the minimum distance required for takeoff. In the case of an airplane certificated after September 30, 1958 (SR422A, 422B), the takeoff distance may include a clearway distance but the clearway distance included may not be greater than one-half of the takeoff run.

(c) No person operating a turbine engine powered large transport category airplane certificated after August 29, 1959 (SR422B), may take off that airplane at a weight greater than that listed in the Airplane Flight Manual at which compliance with the following may be shown:

(1) The accelerate-stop distance, as defined in § 25.109 of this chapter, must not exceed the length of the runway plus the length of any stopway.

(2) The takeoff distance must not exceed the length of the runway plus the length of any clearway except that the length of any clearway included must not be greater than one-half the length of the runway.

(3) The takeoff run must not be greater than the length of the runway.

(d) No person operating a turbine engine powered large transport category airplane may take off that airplane at a weight greater than that listed in the Airplane Flight Manual—

(1) For an airplane certificated after August 26, 1957, but before October 1, 1958 (SR422), that allows a takeoff path that clears all obstacles either by at least (35 + 0.01 D) feet vertically (D is the distance along the intended flight path from the end of the runway in feet), or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries; or

(2) For an airplane certificated after September 30, 1958 (SR422A, 422B), that allows a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.

(e) In determining maximum weights, minimum distances, and flight paths under paragraphs (a) through (d) of this section, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, the ambient temperature and wind component at the time of takeoff, and, if operating limitations exist for the minimum distances required for takeoff from wet runways, the runway surface condition (dry or wet). Wet runway distances associated with grooved or porous friction course runways, if provided in the Airplane Flight Manual, may be used only for runways that are grooved or treated with a porous friction course (PFC) overlay, and that the operator determines are designed, constructed, and maintained in a manner acceptable to the Administrator.

(f) For the purposes of this section, it is assumed that the airplane is not banked before reaching a height of 50 feet, as shown by the takeoff path or net takeoff flight path data (as appropriate) in the Airplane Flight Manual, and after that the maximum bank is not more than 15 degrees.

(g) For the purposes of this section, the terms, takeoff distance, takeoff run, net takeoff flight path, have the same meanings as set forth in the rules under which the airplane was certificated.

§ 135.381

Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative.

(a) No person operating a turbine engine powered large transport category airplane may take off that airplane at a weight, allowing for normal consumption of fuel and oil, that is greater than that which (under the approved, one engine inoperative, en route net flight path data in the Airplane Flight Manual for that airplane) will allow compliance with paragraph (a) (1) or (2) of this section, based on the ambient temperatures expected en route.

(1) There is a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within five statute miles on each side of the intended track, and, in addition, if that airplane was certificated after August 29, 1958 (SR422B), there is a positive slope at 1,500 feet above the airport where the airplane is assumed to land after an engine fails.

(2) The net flight path allows the airplane to continue flight from the cruising altitude to an airport where a landing can be made under § 135.387 clearing all terrain and obstructions within five statute miles of the intended track by at least 2,000 feet vertically and with a positive slope at 1,000 feet above the airport where the airplane lands after an engine fails, or, if that airplane was certificated after September 30, 1958 (SR422A, 422B), with a positive slope at 1,500 feet above the airport where the airplane lands after an engine fails.

(b) For the purpose of paragraph (a)(2) of this section, it is assumed that—

(1) The engine fails at the most critical point en route;

(2) The airplane passes over the critical obstruction, after engine failure at a point that is no closer to the obstruction than the approved navigation fix, unless the Administrator authorizes a different procedure based on adequate operational safeguards;

(3) An approved method is used to allow for adverse winds;

(4) Fuel jettisoning will be allowed if the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to ensure a safe procedure;

(5) The alternate airport is selected and meets the prescribed weather minimums; and

(6) The consumption of fuel and oil after engine failure is the same as the consumption that is allowed for in the approved net flight path data in the Airplane Flight Manual.

§ 135.383

Large transport category airplanes: Turbine engine powered: En route limitations: Two engines inoperative.

(a) Airplanes certificated after August 26, 1957, but before October 1, 1958 (SR422). No person may operate a turbine engine powered large transport category airplane along an intended route unless that person complies with either of the following:

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets § 135.387.

(2) Its weight, according to the two-engine-inoperative, en route, net flight path data in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets § 135.387, with a net flight path (considering the ambient temperature anticipated along the track) having a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within five statute miles on each side of the intended track, or at an altitude of 5,000 feet, whichever is higher.

For the purposes of paragraph (a)(2) of this section, it is assumed that the two engines fail at the most critical point en route, that if fuel jettisoning is provided, the airplane's weight at the point where the engines fail includes enough fuel to continue to the airport and to arrive at an altitude of at least 1,000 feet directly over the airport, and that the fuel and oil consumption after engine failure is the same as the consumption allowed for in the net flight path data in the Airplane Flight Manual.

(b) Airplanes certificated after September 30, 1958, but before August 30, 1959 (SR422A). No person may operate a turbine engine powered large transport category airplane along an intended route unless that person complies with either of the following:

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets § 135.387.

(2) Its weight, according to the two-engine-inoperative, en route, net flight path data in the Airplane Flight Manual allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets § 135.387 with a net flight path (considering the ambient temperatures anticipated along the track) having a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions within five statute miles on each side of the intended track, or at an altitude of 2,000 feet, whichever is higher.

For the purpose of paragraph (b)(2) of this section, it is assumed that the two engines fail at the most critical point en route, that the airplane's weight at the point where the engines fail includes enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and after that to fly for 15 minutes at cruise power or thrust, or both, and that the consumption of fuel and oil after engine failure is the same as the consumption allowed for in the net flight path data in the Airplane Flight Manual.

(c) Aircraft certificated after August 29, 1959 (SR422B). No person may operate a turbine engine powered large transport category airplane along an intended route unless that person complies with either of the following:

(1) There is no place along the intended track that is more than 90 minutes (with all engines operating at cruising power) from an airport that meets § 135.387.

(2) Its weight, according to the two-engine-inoperative, en route, net flight path data in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are assumed to fail simultaneously to an airport that meets § 135.387, with the net flight path (considering the ambient temperatures anticipated along the track) clearing vertically by at least 2,000 feet all terrain and obstructions within five statute miles on each side of the intended track. For the purposes of this paragraph, it is assumed that—

(i) The two engines fail at the most critical point en route;

(ii) The net flight path has a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engines fail;

(iii) Fuel jettisoning will be approved if the certificate holder shows that the crew is properly instructed, that the training program is adequate, and that all other precautions are taken to ensure a safe procedure;

(iv) The airplane's weight at the point where the two engines are assumed to fail provides enough fuel to continue to the airport, to arrive at an altitude of at least 1,500 feet directly over the airport, and after that to fly for 15 minutes at cruise power or thrust, or both; and

(v) The consumption of fuel and oil after the engines fail is the same as the consumption that is allowed for in the net flight path data in the Airplane Flight Manual.

§ 135.385

Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports.

(a) No person operating a turbine engine powered large transport category airplane may take off that airplane at a weight that (allowing for normal consumption of fuel and oil in flight to the destination or alternate airport) the weight of the airplane on arrival would exceed the landing weight in the Airplane Flight Manual for the elevation of the destination or alternate airport and the ambient temperature anticipated at the time of landing.

(b) Except as provided in paragraph (c), (d), (e), or (f) of this section, no person operating a turbine engine powered large transport category airplane may take off that airplane unless its weight on arrival, allowing for normal consumption of fuel and oil in flight (in accordance with the landing distance in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions expected there at the time of landing), would allow a full stop landing at the intended destination airport within 60 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For the purpose of determining the allowable landing weight at the destination airport the following is assumed:

(1) The airplane is landed on the most favorable runway and in the most favorable direction, in still air.

(2) The airplane is landed on the most suitable runway considering the probable wind velocity and direction and the ground handling characteristics of the airplane, and considering other conditions such as landing aids and terrain.

(c) A turbopropeller powered airplane that would be prohibited from being taken off because it could not meet paragraph (b)(2) of this section, may be taken off if an alternate airport is selected that meets all of this section except that the airplane can accomplish a full stop landing within 70 percent of the effective length of the runway.

(d) Unless, based on a showing of actual operating landing techniques on wet runways, a shorter landing distance (but never less than that required by paragraph (b) of this section) has been approved for a specific type and model airplane and included in the Airplane Flight Manual, no person may take off a turbojet airplane when the appropriate weather reports or forecasts, or any combination of them, indicate that the runways at the destination airport may be wet or slippery at the estimated time of arrival unless the effective runway length at the destination airport is at least 115 percent of the runway length required under paragraph (b) of this section.

(e) A turbojet airplane that would be prohibited from being taken off because it could not meet paragraph (b)(2) of this section may be taken off if an alternate airport is selected that meets all of paragraph (b) of this section.

(f) An eligible on-demand operator may take off a turbine engine powered large transport category airplane on an on-demand flight if all of the following conditions exist:

(1) The operation is permitted by an approved Destination Airport Analysis in that person's operations manual.

(2) The airplane's weight on arrival, allowing for normal consumption of fuel and oil in flight (in accordance with the landing distance in the Airplane Flight Manual for the elevation of the destination airport and the wind conditions expected there at the time of landing), would allow a full stop landing at the intended destination airport within 80 percent of the effective length of each runway described below from a point 50 feet above the intersection of the obstruction clearance plane and the runway. For the purpose of determining the allowable landing weight at the destination airport, the following is assumed:

(i) The airplane is landed on the most favorable runway and in the most favorable direction, in still air.

(ii) The airplane is landed on the most suitable runway considering the probable wind velocity and direction and the ground handling characteristics of the airplane, and considering other conditions such as landing aids and terrain.

(3) The operation is authorized by operations specifications.

§ 135.387

Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

(a) Except as provided in paragraph (b) of this section, no person may select an airport as an alternate airport for a turbine engine powered large transport category airplane unless (based on the assumptions in § 135.385(b)) that airplane, at the weight expected at the time of arrival, can be brought to a full stop landing within 70 percent of the effective length of the runway for turbo-propeller-powered airplanes and 60 percent of the effective length of the runway for turbojet airplanes, from a point 50 feet above the intersection of the obstruction clearance plane and the runway.

(b) Eligible on-demand operators may select an airport as an alternate airport for a turbine engine powered large transport category airplane if (based on the assumptions in § 135.385(f)) that airplane, at the weight expected at the time of arrival, can be brought to a full stop landing within 80 percent of the effective length of the runway from a point 50 feet above the intersection of the obstruction clearance plane and the runway.

§ 135.389

Large nontransport category airplanes: Takeoff limitations.

(a) No person operating a large nontransport category airplane may take off that airplane at a weight greater than the weight that would allow the airplane to be brought to a safe stop within the effective length of the runway, from any point during the takeoff before reaching 105 percent of minimum control speed (the minimum speed at which an airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in the takeoff configuration, whichever is greater.

(b) For the purposes of this section—

(1) It may be assumed that takeoff power is used on all engines during the acceleration;

(2) Not more than 50 percent of the reported headwind component, or not less than 150 percent of the reported tailwind component, may be taken into account;

(3) The average runway gradient (the difference between the elevations of the endpoints of the runway divided by the total length) must be considered if it is more than one-half of one percent;

(4) It is assumed that the airplane is operating in standard atmosphere; and

(5) For takeoff, effective length of the runway means the distance from the end of the runway at which the takeoff is started to a point at which the obstruction clearance plane associated with the other end of the runway intersects the runway centerline.

§ 135.391

Large nontransport category airplanes: En route limitations: One engine inoperative.

(a) Except as provided in paragraph (b) of this section, no person operating a large nontransport category airplane may take off that airplane at a weight that does not allow a rate of climb of at least 50 feet a minute, with the critical engine inoperative, at an altitude of at least 1,000 feet above the highest obstruction within five miles on each side of the intended track, or 5,000 feet, whichever is higher.

(b) Without regard to paragraph (a) of this section, if the Administrator finds that safe operations are not impaired, a person may operate the airplane at an altitude that allows the airplane, in case of engine failure, to clear all obstructions within five miles on each side of the intended track by 1,000 feet. If this procedure is used, the rate of descent for the appropriate weight and altitude is assumed to be 50 feet a minute greater than the rate in the approved performance data. Before approving such a procedure, the Administrator considers the following for the route, route segement, or area concerned:

(1) The reliability of wind and weather forecasting.

(2) The location and kinds of navigation aids.

(3) The prevailing weather conditions, particularly the frequency and amount of turbulence normally encountered.

(4) Terrain features.

(5) Air traffic problems.

(6) Any other operational factors that affect the operations.

(c) For the purposes of this section, it is assumed that—

(1) The critical engine is inoperative;

(2) The propeller of the inoperative engine is in the minimum drag position;

(3) The wing flaps and landing gear are in the most favorable position;

(4) The operating engines are operating at the maximum continuous power available;

(5) The airplane is operating in standard atmosphere; and

(6) The weight of the airplane is progressively reduced by the anticipated consumption of fuel and oil.

§ 135.393

Large nontransport category airplanes: Landing limitations: Destination airports.

(a) No person operating a large nontransport category airplane may take off that airplane at a weight that—

(1) Allowing for anticipated consumption of fuel and oil, is greater than the weight that would allow a full stop landing within 60 percent of the effective length of the most suitable runway at the destination airport; and

(2) Is greater than the weight allowable if the landing is to be made on the runway—

(i) With the greatest effective length in still air; and

(ii) Required by the probable wind, taking into account not more than 50 percent of the headwind component or not less than 150 percent of the tailwind component.

(b) For the purpose of this section, it is assumed that—

(1) The airplane passes directly over the intersection of the obstruction clearance plane and the runway at a height of 50 feet in a steady gliding approach at a true indicated airspeed of at least 1.3 V so ;

(2) The landing does not require exceptional pilot skill; and

(3) The airplane is operating in standard atmosphere.

§ 135.395

Large nontransport category airplanes: Landing limitations: Alternate airports.

No person may select an airport as an alternate airport for a large nontransport category airplane unless that airplane (at the weight anticipated at the time of arrival), based on the assumptions in § 135.393(b), can be brought to a full stop landing within 70 percent of the effective length of the runway.

§ 135.397

Small transport category airplane performance operating limitations.

(a) No person may operate a reciprocating engine powered small transport category airplane unless that person complies with the weight limitations in § 135.365, the takeoff limitations in § 135.367 (except paragraph (a)(3)), and the landing limitations in §§ 135.375 and 135.377.

(b) No person may operate a turbine engine powered small transport category airplane unless that person complies with the takeoff limitations in § 135.379 (except paragraphs (d) and (f)) and the landing limitations in §§ 135.385 and 135.387.

§ 135.398

Commuter category airplanes performance operating limitations.

(a) No person may operate a commuter category airplane unless that person complies with the takeoff weight limitations in the approved Airplane Flight Manual.

(b) No person may take off an airplane type certificated in the commuter category at a weight greater than that listed in the Airplane Flight Manual that allows a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.

(c) No person may operate a commuter category airplane unless that person complies with the landing limitations prescribed in §§ 135.385 and 135.387 of this part. For purposes of this paragraph, §§ 135.385 and 135.387 are applicable to all commuter category airplanes notwithstanding their stated applicability to turbine-engine-powered large transport category airplanes.

(d) In determining maximum weights, minimum distances and flight paths under paragraphs (a) through (c) of this section, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, and ambient temperature, and wind component at the time of takeoff.

(e) For the purposes of this section, the assumption is that the airplane is not banked before reaching a height of 50 feet as shown by the net takeoff flight path data in the Airplane Flight Manual and thereafter the maximum bank is not more than 15 degrees.

§ 135.399

Small nontransport category airplane performance operating limitations.

(a) No person may operate a reciprocating engine or turbopropeller-powered small airplane that is certificated under § 135.169(b) (2), (3), (4), (5), or (6) unless that person complies with the takeoff weight limitations in the approved Airplane Flight Manual or equivalent for operations under this part, and, if the airplane is certificated under § 135.169(b) (4) or (5) with the landing weight limitations in the Approved Airplane Flight Manual or equivalent for operations under this part.

(b) No person may operate an airplane that is certificated under § 135.169(b)(6) unless that person complies with the landing limitations prescribed in §§ 135.385 and 135.387 of this part. For purposes of this paragraph, §§ 135.385 and 135.387 are applicable to reciprocating and turbopropeller-powered small airplanes notwithstanding their stated applicability to turbine engine powered large transport category airplanes.

§ 135.411

Applicability.

(a) This subpart prescribes rules in addition to those in other parts of this chapter for the maintenance, preventive maintenance, and alterations for each certificate holder as follows:

(1) Aircraft that are type certificated for a passenger seating configuration, excluding any pilot seat, of nine seats or less, shall be maintained under parts 91 and 43 of this chapter and §§ 135.415, 135.417, 135.421 and 135.422. An approved aircraft inspection program may be used under § 135.419.

(2) Aircraft that are type certificated for a passenger seating configuration, excluding any pilot seat, of ten seats or more, shall be maintained under a maintenance program in §§ 135.415, 135.417, 135.423 through 135.443.

(b) A certificate holder who is not otherwise required, may elect to maintain its aircraft under paragraph (a)(2) of this section.

(c) Single engine aircraft used in passenger-carrying IFR operations shall also be maintained in accordance with § 135.421 (c), (d), and (e).

(d) A certificate holder who elects to operate in accordance with § 135.364 must maintain its aircraft under paragraph (a)(2) of this section and the additional requirements of Appendix G of this part.

§ 135.413

Responsibility for airworthiness.

(a) Each certificate holder is primarily responsible for the airworthiness of its aircraft, including airframes, aircraft engines, propellers, rotors, appliances, and parts, and shall have its aircraft maintained under this chapter, and shall have defects repaired between required maintenance under part 43 of this chapter.

(b) Each certificate holder who maintains its aircraft under § 135.411(a)(2) shall—

(1) Perform the maintenance, preventive maintenance, and alteration of its aircraft, including airframe, aircraft engines, propellers, rotors, appliances, emergency equipment and parts, under its manual and this chapter; or

(2) Make arrangements with another person for the performance of maintenance, preventive maintenance, or alteration. However, the certificate holder shall ensure that any maintenance, preventive maintenance, or alteration that is performed by another person is performed under the certificate holder's manual and this chapter.

§ 135.415

Service difficulty reports.

(a) Each certificate holder shall report the occurrence or detection of each failure, malfunction, or defect in an aircraft concerning—

(1) Fires during flight and whether the related fire-warning system functioned properly;

(2) Fires during flight not protected by related fire-warning system;

(3) False fire-warning during flight;

(4) An exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components;

(5) An aircraft component that causes accumulation or circulation of smoke, vapor, or toxic or noxious fumes in the crew compartment or passenger cabin during flight;

(6) Engine shutdown during flight because of flameout;

(7) Engine shutdown during flight when external damage to the engine or aircraft structure occurs;

(8) Engine shutdown during flight due to foreign object ingestion or icing;

(9) Shutdown of more than one engine during flight;

(10) A propeller feathering system or ability of the system to control overspeed during flight;

(11) A fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage during flight;

(12) An unwanted landing gear extension or retraction or opening or closing of landing gear doors during flight;

(13) Brake system components that result in loss of brake actuating force when the aircraft is in motion on the ground;

(14) Aircraft structure that requires major repair;

(15) Cracks, permanent deformation, or corrosion of aircraft structures, if more than the maximum acceptable to the manufacturer or the FAA; and

(16) Aircraft components or systems that result in taking emergency actions during flight (except action to shut-down an engine).

(b) For the purpose of this section, during flight means the period from the moment the aircraft leaves the surface of the earth on takeoff until it touches down on landing.

(c) In addition to the reports required by paragraph (a) of this section, each certificate holder shall report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time if, in its opinion, the failure, malfunction, or defect has endangered or may endanger the safe operation of the aircraft.

(d) Each certificate holder shall submit each report required by this section, covering each 24-hour period beginning at 0900 local time of each day and ending at 0900 local time on the next day, to the FAA offices in Oklahoma City, Oklahoma. Each report of occurrences during a 24-hour period shall be submitted to the collection point within the next 96 hours. However, a report due on Saturday or Sunday may be submitted on the following Monday, and a report due on a holiday may be submitted on the next workday.

(e) The certificate holder shall transmit the reports required by this section on a form and in a manner prescribed by the Administrator, and shall include as much of the following as is available:

(1) The type and identification number of the aircraft.

(2) The name of the operator.

(3) The date.

(4) The nature of the failure, malfunction, or defect.

(5) Identification of the part and system involved, including available information pertaining to type designation of the major component and time since last overhaul, if known.

(6) Apparent cause of the failure, malfunction or defect (e.g., wear, crack, design deficiency, or personnel error).

(7) Other pertinent information necessary for more complete identification, determination of seriousness, or corrective action.

(f) A certificate holder that is also the holder of a type certificate (including a supplemental type certificate), a Parts Manufacturer Approval, or a Technical Standard Order Authorization, or that is the licensee of a type certificate need not report a failure, malfunction, or defect under this section if the failure, malfunction, or defect has been reported by it under § 21.3 or § 37.17 of this chapter or under the accident reporting provisions of 49 CFR part 830 of the regulations of the National Transportation Safety Board.

(g) No person may withhold a report required by this section even though all information required by this section is not available.

(h) When the certificate holder gets additional information, including information from the manufacturer or other agency, concerning a report required by this section, it shall expeditiously submit it as a supplement to the first report and reference the date and place of submission of the first report.

§ 135.417

Mechanical interruption summary report.

Each certificate holder shall mail or deliver, before the end of the 10th day of the following month, a summary report of the following occurrences in multiengine aircraft for the preceding month to the responsible Flight Standards office:

(a) Each interruption to a flight, unscheduled change of aircraft en route, or unscheduled stop or diversion from a route, caused by known or suspected mechanical difficulties or malfunctions that are not required to be reported under § 135.415.

(b) The number of propeller featherings in flight, listed by type of propeller and engine and aircraft on which it was installed. Propeller featherings for training, demonstration, or flight check purposes need not be reported.

§ 135.419

Approved aircraft inspection program.

(a) Whenever the Administrator finds that the aircraft inspections required or allowed under part 91 of this chapter are not adequate to meet this part, or upon application by a certificate holder, the Administrator may amend the certificate holder's operations specifications under § 119.51, to require or allow an approved aircraft inspection program for any make and model aircraft of which the certificate holder has the exclusive use of at least one aircraft (as defined in § 135.25(b)).

(b) A certificate holder who applies for an amendment of its operations specifications to allow an approved aircraft inspection program must submit that program with its application for approval by the Administrator.

(c) Each certificate holder who is required by its operations specifications to have an approved aircraft inspection program shall submit a program for approval by the Administrator within 30 days of the amendment of its operations specifications or within any other period that the Administrator may prescribe in the operations specifications.

(d) The aircraft inspection program submitted for approval by the Administrator must contain the following:

(1) Instructions and procedures for the conduct of aircraft inspections (which must include necessary tests and checks), setting forth in detail the parts and areas of the airframe, engines, propellers, rotors, and appliances, including emergency equipment, that must be inspected.

(2) A schedule for the performance of the aircraft inspections under paragraph (d)(1) of this section expressed in terms of the time in service, calendar time, number of system operations, or any combination of these.

(3) Instructions and procedures for recording discrepancies found during inspections and correction or deferral of discrepancies including form and disposition of records.

(e) After approval, the certificate holder shall include the approved aircraft inspection program in the manual required by § 135.21.

(f) Whenever the Administrator finds that revisions to an approved aircraft inspection program are necessary for the continued adequacy of the program, the certificate holder shall, after notification by the Administrator, make any changes in the program found by the Administrator to be necessary. The certificate holder may petition the Administrator to reconsider the notice to make any changes in a program. The petition must be filed with the representatives of the Administrator assigned to it within 30 days after the certificate holder receives the notice. Except in the case of an emergency requiring immediate action in the interest of safety, the filing of the petition stays the notice pending a decision by the Administrator.

(g) Each certificate holder who has an approved aircraft inspection program shall have each aircraft that is subject to the program inspected in accordance with the program.

(h) The registration number of each aircraft that is subject to an approved aircraft inspection program must be included in the operations specifications of the certificate holder.

§ 135.421

Additional maintenance requirements.

(a) Each certificate holder who operates an aircraft type certificated for a passenger seating configuration, excluding any pilot seat, of nine seats or less, must comply with the manufacturer's recommended maintenance programs, or a program approved by the Administrator, for each aircraft engine, propeller, rotor, and each item of emergency equipment required by this chapter.

(b) For the purpose of this section, a manufacturer's maintenance program is one which is contained in the maintenance manual or maintenance instructions set forth by the manufacturer as required by this chapter for the aircraft, aircraft engine, propeller, rotor or item of emergency equipment.

(c) For each single engine aircraft to be used in passenger-carrying IFR operations, each certificate holder must incorporate into its maintenance program either:

(1) The manufacturer's recommended engine trend monitoring program, which includes an oil analysis, if appropriate, or

(2) An FAA approved engine trend monitoring program that includes an oil analysis at each 100 hour interval or at the manufacturer's suggested interval, whichever is more frequent.

(d) For single engine aircraft to be used in passenger-carrying IFR operations, written maintenance instructions containing the methods, techniques, and practices necessary to maintain the equipment specified in §§ 135.105, and 135.163 (f) and (h) are required.

(e) No certificate holder may operate a single engine aircraft under IFR, carrying passengers, unless the certificate holder records and maintains in the engine maintenance records the results of each test, observation, and inspection required by the applicable engine trend monitoring program specified in (c) (1) and (2) of this section.

§ 135.422

Aging airplane inspections and records reviews for multiengine airplanes certificated with nine or fewer passenger seats.

(a) Applicability. This section applies to multiengine airplanes certificated with nine or fewer passenger seats, operated by a certificate holder in a scheduled operation under this part, except for those airplanes operated by a certificate holder in a scheduled operation between any point within the State of Alaska and any other point within the State of Alaska.

(b) Operation after inspections and records review. After the dates specified in this paragraph, a certificate holder may not operate a multiengine airplane in a scheduled operation under this part unless the Administrator has notified the certificate holder that the Administrator has completed the aging airplane inspection and records review required by this section. During the inspection and records review, the certificate holder must demonstrate to the Administrator that the maintenance of age-sensitive parts and components of the airplane has been adequate and timely enough to ensure the highest degree of safety.

(1) Airplanes exceeding 24 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has exceeded 24 years in service on December 8, 2003, no later than December 5, 2007, and thereafter at intervals not to exceed 7 years.

(2) Airplanes exceeding 14 years in service but not 24 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has exceeded 14 years in service, but not 24 years in service, on December 8, 2003, no later than December 4, 2008, and thereafter at intervals not to exceed 7 years.

(3) Airplanes not exceeding 14 years in service on December 8, 2003; initial and repetitive inspections and records reviews. For an airplane that has not exceeded 14 years in service on December 8, 2003, no later than 5 years after the start of the airplane's 15th year in service and thereafter at intervals not to exceed 7 years.

(c) Unforeseen schedule conflict. In the event of an unforeseen scheduling conflict for a specific airplane, the Administrator may approve an extension of up to 90 days beyond an interval specified in paragraph (b) of this section.

(d) Airplane and records availability. The certificate holder must make available to the Administrator each airplane for which an inspection and records review is required under this section, in a condition for inspection specified by the Administrator, together with the records containing the following information:

(1) Total years in service of the airplane;

(2) Total time in service of the airframe;

(3) Date of the last inspection and records review required by this section;

(4) Current status of life-limited parts of the airframe;

(5) Time since the last overhaul of all structural components required to be overhauled on a specific time basis;

(6) Current inspection status of the airplane, including the time since the last inspection required by the inspection program under which the airplane is maintained;

(7) Current status of applicable airworthiness directives, including the date and methods of compliance, and, if the airworthiness directive involves recurring action, the time and date when the next action is required;

(8) A list of major structural alterations; and

(9) A report of major structural repairs and the current inspection status for these repairs.

(e) Notification to the Administrator. Each certificate holder must notify the Administrator at least 60 days before the date on which the airplane and airplane records will be made available for the inspection and records review.

§ 135.423

Maintenance, preventive maintenance, and alteration organization.

(a) Each certificate holder that performs any of its maintenance (other than required inspections), preventive maintenance, or alterations, and each person with whom it arranges for the performance of that work, must have an organization adequate to perform the work.

(b) Each certificate holder that performs any inspections required by its manual under § 135.427(b) (2) or (3), (in this subpart referred to as required inspections ), and each person with whom it arranges for the performance of that work, must have an organization adequate to perform that work.

(c) Each person performing required inspections in addition to other maintenance, preventive maintenance, or alterations, shall organize the performance of those functions so as to separate the required inspection functions from the other maintenance, preventive maintenance, and alteration functions. The separation shall be below the level of administrative control at which overall responsibility for the required inspection functions and other maintenance, preventive maintenance, and alteration functions is exercised.

§ 135.425

Maintenance, preventive maintenance, and alteration programs.

Each certificate holder shall have an inspection program and a program covering other maintenance, preventive maintenance, and alterations, that ensures that—

(a) Maintenance, preventive maintenance, and alterations performed by it, or by other persons, are performed under the certificate holder's manual;

(b) Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, and alterations; and

(c) Each aircraft released to service is airworthy and has been properly maintained for operation under this part.

§ 135.426

Contract maintenance.

(a) A certificate holder may arrange with another person for the performance of maintenance, preventive maintenance, and alterations as authorized in § 135.437(a) only if the certificate holder has met all the requirements in this section. For purposes of this section—

(1) A maintenance provider is any person who performs maintenance, preventive maintenance, or an alteration for a certificate holder other than a person who is trained by and employed directly by that certificate holder.

(2) Covered work means any of the following:

(i) Essential maintenance that could result in a failure, malfunction, or defect endangering the safe operation of an aircraft if not performed properly or if improper parts or materials are used;

(ii) Regularly scheduled maintenance; or

(iii) A required inspection item on an aircraft.

(3) Directly in charge means having responsibility for covered work performed by a maintenance provider. A representative of the certificate holder directly in charge of covered work does not need to physically observe and direct each maintenance provider constantly, but must be available for consultation on matters requiring instruction or decision.

(b) Each certificate holder must be directly in charge of all covered work done for it by a maintenance provider.

(c) Each maintenance provider must perform all covered work in accordance with the certificate holder's maintenance manual.

(d) No maintenance provider may perform covered work unless that work is carried out under the supervision and control of the certificate holder.

(e) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must develop and implement policies, procedures, methods, and instructions for the accomplishment of all contracted maintenance, preventive maintenance, and alterations. These policies, procedures, methods, and instructions must provide for the maintenance, preventive maintenance, and alterations to be performed in accordance with the certificate holder's maintenance program and maintenance manual.

(f) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must ensure that its system for the continuing analysis and surveillance of the maintenance, preventive maintenance, and alterations carried out by a maintenance provider, as required by § 135.431(a), contains procedures for oversight of all contracted covered work.

(g) The policies, procedures, methods, and instructions required by paragraphs (e) and (f) of this section must be acceptable to the FAA and included in the certificate holder's maintenance manual, as required by § 135.427(b)(10).

(h) Each certificate holder who contracts for maintenance, preventive maintenance, or alterations must provide to its responsible Flight Standards office, in a format acceptable to the FAA, a list that includes the name and physical (street) address, or addresses, where the work is carried out for each maintenance provider that performs work for the certificate holder, and a description of the type of maintenance, preventive maintenance, or alteration that is to be performed at each location. The list must be updated with any changes, including additions or deletions, and the updated list provided to the FAA in a format acceptable to the FAA by the last day of each calendar month.

§ 135.427

Manual requirements.

(a) Each certificate holder shall put in its manual the chart or description of the certificate holder's organization required by § 135.423 and a list of persons with whom it has arranged for the performance of any of its required inspections, other maintenance, preventive maintenance, or alterations, including a general description of that work.

(b) Each certificate holder shall put in its manual the programs required by § 135.425 that must be followed in performing maintenance, preventive maintenance, and alterations of that certificate holder's aircraft, including airframes, aircraft engines, propellers, rotors, appliances, emergency equipment, and parts, and must include at least the following:

(1) The method of performing routine and nonroutine maintenance (other than required inspections), preventive maintenance, and alterations.

(2) A designation of the items of maintenance and alteration that must be inspected (required inspections) including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used.

(3) The method of performing required inspections and a designation by occupational title of personnel authorized to perform each required inspection.

(4) Procedures for the reinspection of work performed under previous required inspection findings ( buy-back procedures ).

(5) Procedures, standards, and limits necessary for required inspections and acceptance or rejection of the items required to be inspected and for periodic inspection and calibration of precision tools, measuring devices, and test equipment.

(6) Procedures to ensure that all required inspections are performed.

(7) Instructions to prevent any person who performs any item of work from performing any required inspection of that work.

(8) Instructions and procedures to prevent any decision of an inspector regarding any required inspection from being countermanded by persons other than supervisory personnel of the inspection unit, or a person at the level of administrative control that has overall responsibility for the management of both the required inspection functions and the other maintenance, preventive maintenance, and alterations functions.

(9) Procedures to ensure that required inspections, other maintenance, preventive maintenance, and alterations that are not completed as a result of work interruptions are properly completed before the aircraft is released to service.

(10) Policies, procedures, methods, and instructions for the accomplishment of all maintenance, preventive maintenance, and alterations carried out by a maintenance provider. These policies, procedures, methods, and instructions must be acceptable to the FAA and ensure that, when followed by the maintenance provider, the maintenance, preventive maintenance, and alterations are performed in accordance with the certificate holder's maintenance program and maintenance manual.

(c) Each certificate holder shall put in its manual a suitable system (which may include a coded system) that provides for the retention of the following information—

(1) A description (or reference to data acceptable to the Administrator) of the work performed;

(2) The name of the person performing the work if the work is performed by a person outside the organization of the certificate holder; and

(3) The name or other positive identification of the individual approving the work.

(d) For the purposes of this part, the certificate holder must prepare that part of its manual containing maintenance information and instructions, in whole or in part, in printed form or other form, acceptable to the Administrator, that is retrievable in the English language.

§ 135.429

Required inspection personnel.

(a) No person may use any person to perform required inspections unless the person performing the inspection is appropriately certificated, properly trained, qualified, and authorized to do so.

(b) No person may allow any person to perform a required inspection unless, at the time, the person performing that inspection is under the supervision and control of an inspection unit.

(c) No person may perform a required inspection if that person performed the item of work required to be inspected.

(d) In the case of rotorcraft that operate in remote areas or sites, the Administrator may approve procedures for the performance of required inspection items by a pilot when no other qualified person is available, provided—

(1) The pilot is employed by the certificate holder;

(2) It can be shown to the satisfaction of the Administrator that each pilot authorized to perform required inspections is properly trained and qualified;

(3) The required inspection is a result of a mechanical interruption and is not a part of a certificate holder's continuous airworthiness maintenance program;

(4) Each item is inspected after each flight until the item has been inspected by an appropriately certificated mechanic other than the one who originally performed the item of work; and

(5) Each item of work that is a required inspection item that is part of the flight control system shall be flight tested and reinspected before the aircraft is approved for return to service.

(e) Each certificate holder shall maintain, or shall determine that each person with whom it arranges to perform its required inspections maintains, a current listing of persons who have been trained, qualified, and authorized to conduct required inspections. The persons must be identified by name, occupational title and the inspections that they are authorized to perform. The certificate holder (or person with whom it arranges to perform its required inspections) shall give written information to each person so authorized, describing the extent of that person's responsibilities, authorities, and inspectional limitations. The list shall be made available for inspection by the Administrator upon request.

§ 135.431

Continuing analysis and surveillance.

(a) Each certificate holder shall establish and maintain a system for the continuing analysis and surveillance of the performance and effectiveness of its inspection program and the program covering other maintenance, preventive maintenance, and alterations and for the correction of any deficiency in those programs, regardless of whether those programs are carried out by the certificate holder or by another person.

(b) Whenever the Administrator finds that either or both of the programs described in paragraph (a) of this section does not contain adequate procedures and standards to meet this part, the certificate holder shall, after notification by the Administrator, make changes in those programs requested by the Administrator.

(c) A certificate holder may petition the Administrator to reconsider the notice to make a change in a program. The petition must be filed with the responsible Flight Standards office within 30 days after the certificate holder receives the notice. Except in the case of an emergency requiring immediate action in the interest of safety, the filing of the petition stays the notice pending a decision by the Administrator.

§ 135.433

Maintenance and preventive maintenance training program.

Each certificate holder or a person performing maintenance or preventive maintenance functions for it shall have a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform that person's duties.

§ 135.435

Certificate requirements.

(a) Except for maintenance, preventive maintenance, alterations, and required inspections performed by a certificated repair station that is located outside the United States, each person who is directly in charge of maintenance, preventive maintenance, or alterations, and each person performing required inspections must hold an appropriate airman certificate.

(b) For the purpose of this section, a person directly in charge is each person assigned to a position in which that person is responsible for the work of a shop or station that performs maintenance, preventive maintenance, alterations, or other functions affecting airworthiness. A person who is directly in charge need not physically observe and direct each worker constantly but must be available for consultation and decision on matters requiring instruction or decision from higher authority than that of the person performing the work.

§ 135.437

Authority to perform and approve maintenance, preventive maintenance, and alterations.

(a) A certificate holder may perform or make arrangements with other persons to perform maintenance, preventive maintenance, and alterations as provided in its maintenance manual. In addition, a certificate holder may perform these functions for another certificate holder as provided in the maintenance manual of the other certificate holder.

(b) A certificate holder may approve any airframe, aircraft engine, propeller, rotor, or appliance for return to service after maintenance, preventive maintenance, or alterations that are performed under paragraph (a) of this section. However, in the case of a major repair or alteration, the work must have been done in accordance with technical data approved by the Administrator.

§ 135.439

Maintenance recording requirements.

(a) Each certificate holder shall keep (using the system specified in the manual required in § 135.427) the following records for the periods specified in paragraph (b) of this section:

(1) All the records necessary to show that all requirements for the issuance of an airworthiness release under § 135.443 have been met.

(2) Records containing the following information:

(i) The total time in service of the airframe, engine, propeller, and rotor.

(ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance.

(iii) The time since last overhaul of each item installed on the aircraft which are required to be overhauled on a specified time basis.

(iv) The identification of the current inspection status of the aircraft, including the time since the last inspections required by the inspection program under which the aircraft and its appliances are maintained.

(v) The current status of applicable airworthiness directives, including the date and methods of compliance, and, if the airworthiness directive involves recurring action, the time and date when the next action is required.

(vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor, and appliance.

(b) Each certificate holder shall retain the records required to be kept by this section for the following periods:

(1) Except for the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance the records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for one year after the work is performed.

(2) The records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance shall be retained until the work is superseded by work of equivalent scope and detail.

(3) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold.

(c) The certificate holder shall make all maintenance records required to be kept by this section available for inspection by the Administrator or any representative of the National Transportation Safety Board.

§ 135.441

Transfer of maintenance records.

Each certificate holder who sells a United States registered aircraft shall transfer to the purchaser, at the time of the sale, the following records of that aircraft, in plain language form or in coded form which provides for the preservation and retrieval of information in a manner acceptable to the Administrator:

(a) The records specified in § 135.439(a)(2).

(b) The records specified in § 135.439(a)(1) which are not included in the records covered by paragraph (a) of this section, except that the purchaser may allow the seller to keep physical custody of such records. However, custody of records by the seller does not relieve the purchaser of its responsibility under § 135.439(c) to make the records available for inspection by the Administrator or any representative of the National Transportation Safety Board.

§ 135.443

Airworthiness release or aircraft maintenance log entry.

(a) No certificate holder may operate an aircraft after maintenance, preventive maintenance, or alterations are performed on the aircraft unless the certificate holder prepares, or causes the person with whom the certificate holder arranges for the performance of the maintenance, preventive maintenance, or alterations, to prepare—

(1) An airworthiness release; or

(2) An appropriate entry in the aircraft maintenance log.

(b) The airworthiness release or log entry required by paragraph (a) of this section must—

(1) Be prepared in accordance with the procedure in the certificate holder's manual;

(2) Include a certification that—

(i) The work was performed in accordance with the requirements of the certificate holder's manual;

(ii) All items required to be inspected were inspected by an authorized person who determined that the work was satisfactorily completed;

(iii) No known condition exists that would make the aircraft unairworthy; and

(iv) So far as the work performed is concerned, the aircraft is in condition for safe operation; and

(3) Be signed by an authorized certificated mechanic or repairman, except that a certificated repairman may sign the release or entry only for the work for which that person is employed and for which that person is certificated.

(c) Notwithstanding paragraph (b)(3) of this section, after maintenance, preventive maintenance, or alterations performed by a repair station located outside the United States , the airworthiness release or log entry required by paragraph (a) of this section may be signed by a person authorized by that repair station.

(d) Instead of restating each of the conditions of the certification required by paragraph (b) of this section, the certificate holder may state in its manual that the signature of an authorized certificated mechanic or repairman constitutes that certification.

§ 135.501

Applicability and definitions.

(a) This subpart prescribes the requirements applicable to each certificate holder for training each crewmember and person performing or directly supervising any of the following job functions involving any item for transport on board an aircraft:

(1) Acceptance;

(2) Rejection;

(3) Handling;

(4) Storage incidental to transport;

(5) Packaging of company material; or

(6) Loading.

(b) Definitions. For purposes of this subpart, the following definitions apply:

(1) Company material (COMAT) —Material owned or used by a certificate holder.

(2) Initial hazardous materials training —The basic training required for each newly hired person, or each person changing job functions, who performs or directly supervises any of the job functions specified in paragraph (a) of this section.

(3) Recurrent hazardous materials training —The training required every 24 months for each person who has satisfactorily completed the certificate holder's approved initial hazardous materials training program and performs or directly supervises any of the job functions specified in paragraph (a) of this section.

§ 135.503

Hazardous materials training: General.

(a) Each certificate holder must establish and implement a hazardous materials training program that:

(1) Satisfies the requirements of Appendix O of part 121 of this part;

(2) Ensures that each person performing or directly supervising any of the job functions specified in § 135.501(a) is trained to comply with all applicable parts of 49 CFR parts 171 through 180 and the requirements of this subpart; and

(3) Enables the trained person to recognize items that contain, or may contain, hazardous materials regulated by 49 CFR parts 171 through 180.

(b) Each certificate holder must provide initial hazardous materials training and recurrent hazardous materials training to each crewmember and person performing or directly supervising any of the job functions specified in § 135.501(a).

(c) Each certificate holder's hazardous materials training program must be approved by the FAA prior to implementation.

§ 135.505

Hazardous materials training required.

(a) Training requirement. Except as provided in paragraphs (b), (c) and (f) of this section, no certificate holder may use any crewmember or person to perform any of the job functions or direct supervisory responsibilities, and no person may perform any of the job functions or direct supervisory responsibilities, specified in § 135.501(a) unless that person has satisfactorily completed the certificate holder's FAA-approved initial or recurrent hazardous materials training program within the past 24 months.

(b) New hire or new job function. A person who is a new hire and has not yet satisfactorily completed the required initial hazardous materials training, or a person who is changing job functions and has not received initial or recurrent training for a job function involving storage incidental to transport, or loading of items for transport on an aircraft, may perform those job functions for not more than 30 days from the date of hire or a change in job function, if the person is under the direct visual supervision of a person who is authorized by the certificate holder to supervise that person and who has successfully completed the certificate holder's FAA-approved initial or recurrent training program within the past 24 months.

(c) Persons who work for more than one certificate holder. A certificate holder that uses or assigns a person to perform or directly supervise a job function specified in § 135.501(a), when that person also performs or directly supervises the same job function for another certificate holder, need only train that person in its own policies and procedures regarding those job functions, if all of the following are met:

(1) The certificate holder using this exception receives written verification from the person designated to hold the training records representing the other certificate holder that the person has satisfactorily completed hazardous materials training for the specific job function under the other certificate holder's FAA approved hazardous material training program under appendix O of part 121 of this chapter; and

(2) The certificate holder who trained the person has the same operations specifications regarding the acceptance, handling, and transport of hazardous materials as the certificate holder using this exception.

(d) Recurrent hazardous materials training—Completion date. A person who satisfactorily completes recurrent hazardous materials training in the calendar month before, or the calendar month after, the month in which the recurrent training is due, is considered to have taken that training during the month in which it is due. If the person completes this training earlier than the month before it is due, the month of the completion date becomes his or her new anniversary month.

(e) Repair stations. A certificate holder must ensure that each repair station performing work for, or on the certificate holder's behalf is notified in writing of the certificate holder's policies and operations specification authorization permitting or prohibition against the acceptance, rejection, handling, storage incidental to transport, and transportation of hazardous materials, including company material. This notification requirement applies only to repair stations that are regulated by 49 CFR parts 171 through 180.

(f) Certificate holders operating at foreign locations. This exception applies if a certificate holder operating at a foreign location where the country requires the certificate holder to use persons working in that country to load aircraft. In such a case, the certificate holder may use those persons even if they have not been trained in accordance with the certificate holder's FAA approved hazardous materials training program. Those persons, however, must be under the direct visual supervision of someone who has successfully completed the certificate holder's approved initial or recurrent hazardous materials training program in accordance with this part. This exception applies only to those persons who load aircraft.

§ 135.507

Hazardous materials training records.

(a) General requirement. Each certificate holder must maintain a record of all training required by this part received within the preceding three years for each person who performs or directly supervises a job function specified in § 135.501(a). The record must be maintained during the time that the person performs or directly supervises any of those job functions, and for 90 days thereafter. These training records must be kept for direct employees of the certificate holder, as well as independent contractors, subcontractors, and any other person who performs or directly supervises these job functions for the certificate holder.

(b) Location of records. The certificate holder must retain the training records required by paragraph (a) of this section for all initial and recurrent training received within the preceding 3 years for all persons performing or directly supervising the job functions listed in Appendix O of part 121 of this chapter at a designated location. The records must be available upon request at the location where the trained person performs or directly supervises the job function specified in § 135.501(a). Records may be maintained electronically and provided on location electronically. When the person ceases to perform or directly supervise a hazardous materials job function, the certificate holder must retain the hazardous materials training records for an additional 90 days and make them available upon request at the last location where the person worked.

(c) Content of records. Each record must contain the following:

(1) The individual's name;

(2) The most recent training completion date;

(3) A description, copy or reference to training materials used to meet the training requirement;

(4) The name and address of the organization providing the training; and

(5) A copy of the certification issued when the individual was trained, which shows that a test has been completed satisfactorily.

(d) New hire or new job function. Each certificate holder using a person under the exception in § 135.505(b) must maintain a record for that person. The records must be available upon request at the location where the trained person performs or directly supervises the job function specified in § 135.501(a). Records may be maintained electronically and provided on location electronically. The record must include the following:

(1) A signed statement from an authorized representative of the certificate holder authorizing the use of the person in accordance with the exception;

(2) The date of hire or change in job function;

(3) The person's name and assigned job function;

(4) The name of the supervisor of the job function; and

(5) The date the person is to complete hazardous materials training in accordance with Appendix O of part 121 of this chapter.

§ 135.601

Applicability and definitions.

(a) Applicability. This subpart prescribes the requirements applicable to each certificate holder conducting helicopter air ambulance operations.

(b) Definitions. For purposes of this subpart, the following definitions apply:

(1) Helicopter air ambulance operation means a flight, or sequence of flights, with a patient or medical personnel on board, for the purpose of medical transportation, by a part 135 certificate holder authorized by the Administrator to conduct helicopter air ambulance operations. A helicopter air ambulance operation includes, but is not limited to—

(i) Flights conducted to position the helicopter at the site at which a patient or donor organ will be picked up.

(ii) Flights conducted to reposition the helicopter after completing the patient, or donor organ transport.

(iii) Flights initiated for the transport of a patient or donor organ that are terminated due to weather or other reasons.

(2) Medical personnel means a person or persons with medical training, including but not limited to flight physicians, flight nurses, or flight paramedics, who are carried aboard a helicopter during helicopter air ambulance operations in order to provide medical care.

(3) Mountainous means designated mountainous areas as listed in part 95 of this chapter.

(4) Nonmountainous means areas other than mountainous areas as listed in part 95 of this chapter.

§ 135.603

Pilot-in-command instrument qualifications.

After April 24, 2017, no certificate holder may use, nor may any person serve as, a pilot in command of a helicopter air ambulance operation unless that person meets the requirements of § 135.243 and holds a helicopter instrument rating or an airline transport pilot certificate with a category and class rating for that aircraft, that is not limited to VFR.

§ 135.605

Helicopter terrain awareness and warning system (HTAWS).

(a) After April 24, 2017, no person may operate a helicopter in helicopter air ambulance operations unless that helicopter is equipped with a helicopter terrain awareness and warning system (HTAWS) that meets the requirements in TSO-C194 and Section 2 of RTCA DO-309.

(b) The certificate holder's Rotorcraft Flight Manual must contain appropriate procedures for—

(1) The use of the HTAWS; and

(2) Proper flight crew response to HTAWS audio and visual warnings.

(c) Certificate holders with HTAWS required by this section with an approved deviation under § 21.618 of this chapter are in compliance with this section.

(d) The standards required in this section are incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, the FAA must publish notice of change in the Federal Register and the material must be available to the public. All approved material is available for inspection at the FAA's Office of Rulemaking (ARM-1), 800 Independence Avenue SW., Washington, DC 20591 (telephone (202) 267-9677) and from the sources indicated below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741-6030 or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

(1) U.S. Department of Transportation, Subsequent Distribution Office, DOT Warehouse M30, Ardmore East Business Center, 3341 Q 75th Avenue, Landover, MD 20785; telephone (301) 322-5377. Copies are also available on the FAA's Web site. Use the following link and type the TSO number in the search box: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/Frameset?OpenPage.

(i) TSO C-194, Helicopter Terrain Awareness and Warning System (HTAWS), Dec. 17, 2008.

(ii) [Reserved]

(2) RTCA, Inc., 1150 18th Street NW., Suite 910, Washington, DC 20036, telephone (202) 833-9339, and are also available on RTCA's Web site at http://www.rtca.org/onlinecart/index.cfm.

(i) RTCA DO-309, Minimum Operational Performance Standards (MOPS) for Helicopter Terrain Awareness and Warning System (HTAWS) Airborne Equipment, Mar. 13, 2008.

(ii) [Reserved]

§ 135.607

Flight Data Monitoring System.

After April 23, 2018, no person may operate a helicopter in air ambulance operations unless it is equipped with an approved flight data monitoring system capable of recording flight performance data. This system must:

(a) Receive electrical power from the bus that provides the maximum reliability for operation without jeopardizing service to essential or emergency loads, and

(b) Be operated from the application of electrical power before takeoff until the removal of electrical power after termination of flight.

§ 135.609

VFR ceiling and visibility requirements for Class G airspace.

(a) Unless otherwise specified in the certificate holder's operations specifications, when conducting VFR helicopter air ambulance operations in Class G airspace, the weather minimums in the following table apply:

(b) A certificate holder may designate local flying areas in a manner acceptable to the Administrator, that must—

(1) Not exceed 50 nautical miles in any direction from each designated location;

(2) Take into account obstacles and terrain features that are easily identifiable by the pilot in command and from which the pilot in command may visually determine a position; and

(3) Take into account the operating environment and capabilities of the certificate holder's helicopters.

(c) A pilot must demonstrate a level of familiarity with the local flying area by passing an examination given by the certificate holder within the 12 calendar months prior to using the local flying area.

§ 135.611

IFR operations at locations without weather reporting.

(a) If a certificate holder is authorized to conduct helicopter IFR operations, the Administrator may authorize the certificate holder to conduct IFR helicopter air ambulance operations at airports with an instrument approach procedure and at which a weather report is not available from the U.S. National Weather Service (NWS), a source approved by the NWS, or a source approved by the FAA, subject to the following limitations:

(1) The certificate holder must obtain a weather report from a weather reporting facility operated by the NWS, a source approved by the NWS, or a source approved by the FAA, that is located within 15 nautical miles of the airport. If a weather report is not available, the certificate holder may obtain weather reports, forecasts, or any combination of them from the NWS, a source approved by the NWS, or a source approved by the FAA, for information regarding the weather observed in the vicinity of the airport;

(2) Flight planning for IFR flights conducted under this paragraph must include selection of an alternate airport that meets the requirements of §§ 135.221 and 135.223;

(3) In Class G airspace, IFR departures with visual transitions are authorized only after the pilot in command determines that the weather conditions at the departure point are at or above takeoff minimums depicted in a published departure procedure or VFR minimum ceilings and visibilities in accordance with § 135.609.

(4) All approaches must be conducted at Category A approach speeds as established in part 97 or those required for the type of approach being used.

(b) Each helicopter air ambulance operated under this section must be equipped with functioning severe weather detection equipment, unless the pilot in command reasonably determines severe weather will not be encountered at the destination, the alternate destination, or along the route of flight.

(c) Pilots conducting operations pursuant to this section may use the weather information obtained in paragraph (a) to satisfy the weather report and forecast requirements of § 135.213 and § 135.225(a).

(d) After completing a landing at the airport at which a weather report is not available, the pilot in command is authorized to determine if the weather meets the takeoff requirements of part 97 of this chapter or the certificate holder's operations specification, as applicable.

§ 135.613

Approach/departure IFR transitions.

(a) Approaches. When conducting an authorized instrument approach and transitioning from IFR to VFR flight, upon transitioning to VFR flight the following weather minimums apply—

(1) For Point-in-Space (PinS) Copter Instrument approaches annotated with a “Proceed VFR” segment, if the distance from the missed approach point to the landing area is 1 NM or less, flight visibility must be at least 1 statute mile and the ceiling on the approach chart applies;

(2) For all instrument approaches, including PinS when paragraph (a)(1) of this section does not apply, if the distance from the missed approach point to the landing area is 3 NM or less, the applicable VFR weather minimums are—

(i) For Day Operations: No less than a 600-foot ceiling and 2 statute miles flight visibility;

(ii) For Night Operations: No less than a 600-foot ceiling and 3 statute miles flight visibility; or

(3) For all instrument approaches, including PinS, if the distance from the missed approach point to the landing area is greater than 3 NM, the VFR weather minimums required by the class of airspace.

(b) Departures. For transitions from VFR to IFR upon departure—

(1) The VFR weather minimums of paragraph (a) of this section apply if—

(i) An FAA-approved obstacle departure procedure is followed; and

(ii) An IFR clearance is obtained on or before reaching a predetermined location that is not more than 3 NM from the departure location.

(2) If the departure does not meet the requirements of paragraph (b)(1) of this section, the VFR weather minimums required by the class of airspace apply.

§ 135.615

VFR flight planning.

(a) Pre-flight. Prior to conducting VFR operations, the pilot in command must—

(1) Determine the minimum safe cruise altitude by evaluating the terrain and obstacles along the planned route of flight;

(2) Identify and document the highest obstacle along the planned route of flight; and

(3) Using the minimum safe cruise altitudes in paragraphs (b)(1)-(2) of this section, determine the minimum required ceiling and visibility to conduct the planned flight by applying the weather minimums appropriate to the class of airspace for the planned flight.

(b) Enroute. While conducting VFR operations, the pilot in command must ensure that all terrain and obstacles along the route of flight are cleared vertically by no less than the following:

(1) 300 feet for day operations.

(2) 500 feet for night operations.

(c) Rerouting the planned flight path. A pilot in command may deviate from the planned flight path for reasons such as weather conditions or operational considerations. Such deviations do not relieve the pilot in command of the weather requirements or the requirements for terrain and obstacle clearance contained in this part and in part 91 of this chapter. Rerouting, change in destination, or other changes to the planned flight that occur while the helicopter is on the ground at an intermediate stop require evaluation of the new route in accordance with paragraph (a) of this section.

(d) Operations manual. Each certificate holder must document its VFR flight planning procedures in its operations manual.

§ 135.617

Pre-flight risk analysis.

(a) Each certificate holder conducting helicopter air ambulance operations must establish, and document in its operations manual, an FAA-approved preflight risk analysis that includes at least the following—

(1) Flight considerations, to include obstacles and terrain along the planned route of flight, landing zone conditions, and fuel requirements;

(2) Human factors, such as crew fatigue, life events, and other stressors;

(3) Weather, including departure, en route, destination, and forecasted;

(4) A procedure for determining whether another helicopter air ambulance operator has refused or rejected a flight request; and

(5) Strategies and procedures for mitigating identified risks, including procedures for obtaining and documenting approval of the certificate holder's management personnel to release a flight when a risk exceeds a level predetermined by the certificate holder.

(b) Each certificate holder must develop a preflight risk analysis worksheet to include, at a minimum, the items in paragraph (a) of this section.

(c) Prior to the first leg of each helicopter air ambulance operation, the pilot in command must conduct a preflight risk analysis and complete the preflight risk analysis worksheet in accordance with the certificate holder's FAA-approved procedures. The pilot in command must sign the preflight risk analysis worksheet and specify the date and time it was completed.

(d) The certificate holder must retain the original or a copy of each completed preflight risk analysis worksheet at a location specified in its operations manual for at least 90 days from the date of the operation.

§ 135.619

Operations control centers.

(a) Operations control center. After April 22, 2016, certificate holders authorized to conduct helicopter air ambulance operations, with 10 or more helicopter air ambulances assigned to the certificate holder's operations specifications, must have an operations control center. The operations control center must be staffed by operations control specialists who, at a minimum—

(1) Provide two-way communications with pilots;

(2) Provide pilots with weather briefings, to include current and forecasted weather along the planned route of flight;

(3) Monitor the progress of the flight; and

(4) Participate in the preflight risk analysis required under § 135.617 to include the following:

(i) Ensure the pilot has completed all required items on the preflight risk analysis worksheet;

(ii) Confirm and verify all entries on the preflight risk analysis worksheet;

(iii) Assist the pilot in mitigating any identified risk prior to takeoff; and

(iv) Acknowledge in writing, specifying the date and time, that the preflight risk analysis worksheet has been accurately completed and that, according to their professional judgment, the flight can be conducted safely.

(b) Operations control center staffing. Each certificate holder conducting helicopter air ambulance operations must provide enough operations control specialists at each operations control center to ensure the certificate holder maintains operational control of each flight.

(c) Documentation of duties and responsibilities. Each certificate holder must describe in its operations manual the duties and responsibilities of operations control specialists, including preflight risk mitigation strategies and control measures, shift change checklist, and training and testing procedures to hold the position, including procedures for retesting.

(d) Training requirements. No certificate holder may use, nor may any person perform the duties of, an operations control specialist unless the operations control specialist has satisfactorily completed the training requirements of this paragraph.

(1) Initial training. Before performing the duties of an operations control specialist, each person must satisfactorily complete the certificate holder's FAA-approved operations control specialist initial training program and pass an FAA-approved knowledge and practical test given by the certificate holder. Initial training must include a minimum of 80 hours of training on the topics listed in paragraph (f) of this section. A certificate holder may reduce the number of hours of initial training to a minimum of 40 hours for persons who have obtained, at the time of beginning initial training, a total of at least 2 years of experience during the last 5 years in any one or in any combination of the following areas—

(i) In military aircraft operations as a pilot, flight navigator, or meteorologist;

(ii) In air carrier operations as a pilot, flight engineer, certified aircraft dispatcher, or meteorologist; or

(iii) In aircraft operations as an air traffic controller or a flight service specialist.

(2) Recurrent training. Every 12 months after satisfactory completion of the initial training, each operations control specialist must complete a minimum of 40 hours of recurrent training on the topics listed in paragraph (f) of this section and pass an FAA-approved knowledge and practical test given by the certificate holder on those topics.

(e) Training records. The certificate holder must maintain a training record for each operations control specialist employed by the certificate holder for the duration of that individual's employment and for 90 days thereafter. The training record must include a chronological log for each training course, including the number of training hours and the examination dates and results.

(f) Training topics. Each certificate holder must have an FAA-approved operations control specialist training program that covers at least the following topics—

(1) Aviation weather, including:

(i) General meteorology;

(ii) Prevailing weather;

(iii) Adverse and deteriorating weather;

(iv) Windshear;

(v) Icing conditions;

(vi) Use of aviation weather products;

(vii) Available sources of information; and

(viii) Weather minimums;

(2) Navigation, including:

(i) Navigation aids;

(ii) Instrument approach procedures;

(iii) Navigational publications; and

(iv) Navigation techniques;

(3) Flight monitoring, including:

(i) Available flight-monitoring procedures; and

(ii) Alternate flight-monitoring procedures;

(4) Air traffic control, including:

(i) Airspace;

(ii) Air traffic control procedures;

(iii) Aeronautical charts; and

(iv) Aeronautical data sources;

(5) Aviation communication, including:

(i) Available aircraft communications systems;

(ii) Normal communication procedures;

(iii) Abnormal communication procedures; and

(iv) Emergency communication procedures;

(6) Aircraft systems, including:

(i) Communications systems;

(ii) Navigation systems;

(iii) Surveillance systems;

(iv) Fueling systems;

(v) Specialized systems;

(vi) General maintenance requirements; and

(vii) Minimum equipment lists;

(7) Aircraft limitations and performance, including:

(i) Aircraft operational limitations;

(ii) Aircraft performance;

(iii) Weight and balance procedures and limitations; and

(iv) Landing zone and landing facility requirements;

(8) Aviation policy and regulations, including:

(i) 14 CFR Parts 1, 27, 29, 61, 71, 91, and 135;

(ii) 49 CFR Part 830;

(iii) Company operations specifications;

(iv) Company general operations policies;

(v) Enhanced operational control policies;

(vi) Aeronautical decision making and risk management;

(vii) Lost aircraft procedures; and

(viii) Emergency and search and rescue procedures, including plotting coordinates in degrees, minutes, seconds format, and degrees, decimal minutes format;

(9) Crew resource management, including:

(i) Concepts and practical application;

(ii) Risk management and risk mitigation; and

(iii) Pre-flight risk analysis procedures required under § 135.617;

(10) Local flying area orientation, including:

(i) Terrain features;

(ii) Obstructions;

(iii) Weather phenomena for local area;

(iv) Airspace and air traffic control facilities;

(v) Heliports, airports, landing zones, and fuel facilities;

(vi) Instrument approaches;

(vii) Predominant air traffic flow;

(viii) Landmarks and cultural features, including areas prone to flat-light, whiteout, and brownout conditions; and

(ix) Local aviation and safety resources and contact information; and

(11) Any other requirements as determined by the Administrator to ensure safe operations.

(g) Operations control specialist duty time limitations. (1) Each certificate holder must establish the daily duty period for an operations control specialist so that it begins at a time that allows that person to become thoroughly familiar with operational considerations, including existing and anticipated weather conditions in the area of operations, helicopter operations in progress, and helicopter maintenance status, before performing duties associated with any helicopter air ambulance operation. The operations control specialist must remain on duty until relieved by another qualified operations control specialist or until each helicopter air ambulance monitored by that person has completed its flight or gone beyond that person's jurisdiction.

(2) Except in cases where circumstances or emergency conditions beyond the control of the certificate holder require otherwise—

(i) No certificate holder may schedule an operations control specialist for more than 10 consecutive hours of duty;

(ii) If an operations control specialist is scheduled for more than 10 hours of duty in 24 consecutive hours, the certificate holder must provide that person a rest period of at least 8 hours at or before the end of 10 hours of duty;

(iii) If an operations control specialist is on duty for more than 10 consecutive hours, the certificate holder must provide that person a rest period of at least 8 hours before that person's next duty period;

(iv) Each operations control specialist must be relieved of all duty with the certificate holder for at least 24 consecutive hours during any 7 consecutive days.

(h) Drug and alcohol testing. Operations control specialists must be tested for drugs and alcohol according to the certificate holder's Drug and Alcohol Testing Program administered under part 120 of this chapter.

§ 135.621

Briefing of medical personnel.

(a) Except as provided in paragraph (b) of this section, prior to each helicopter air ambulance operation, each pilot in command, or other flight crewmember designated by the certificate holder, must ensure that all medical personnel have been briefed on the following—

(1) Passenger briefing requirements in § 135.117(a) and (b); and

(2) Physiological aspects of flight;

(3) Patient loading and unloading;

(4) Safety in and around the helicopter;

(5) In-flight emergency procedures;

(6) Emergency landing procedures;

(7) Emergency evacuation procedures;

(8) Efficient and safe communications with the pilot; and

(9) Operational differences between day and night operations, if appropriate.

(b) The briefing required in paragraphs (a)(2) through (9) of this section may be omitted if all medical personnel on board have satisfactorily completed the certificate holder's FAA-approved medical personnel training program within the preceding 24 calendar months. Each training program must include a minimum of 4 hours of ground training, and 4 hours of training in and around an air ambulance helicopter, on the topics set forth in paragraph (a)(2) through (9) of this section.

(c) Each certificate holder must maintain a record for each person trained under this section that—

(1) Contains the individual's name, the most recent training completion date, and a description, copy, or reference to training materials used to meet the training requirement.

(2) Is maintained for 24 calendar months following the individual's completion of training.

Part 135 — CCAR-135 小型航空器商业运输

CCAR-135 原文

CCAR-135 小型航空器商业运输运营人运行合格审定规则

来源: CAAC PDF原文

中国民用航空总局令 第 151 号 （CCAR-135） 已经 2005 年 8 《小型航空器商业运输运营人运行合格审定规则》 月 31 日中国民用航空总局局务会议通过，现予公布，自 2006 年 1 月 1 日 起施行。

局长：杨元元 二〇〇五年九月二十日

1

A章

总

则 ....................................................................................................... 9

第 135.1 条 目的和依据...................................................................................................... 9 第 135.3 条 适用范围.......................................................................................................... 9 第 135.5 条 定义................................................................................................................ 10 第 135.7 条 运行合格审定的职责和基本要求................................................................ 10 第 135.9 条 运行合格证的申请和颁发............................................................................ 10 第 135.11 条 运行合格证的颁发条件.............................................................................. 11 第 135.13 条 运行合格证和运行规范的内容.................................................................. 12 第 135.15 条 运行合格证和运行规范的有效期限.......................................................... 13 第 135.17 条 运行合格证和运行规范的检查.................................................................. 13 第 135.19 条 运行合格证的修改...................................................................................... 13 第 135.21 条 合格证持有人在保存和使用运行规范上的责任...................................... 14 第 135.23 条 运行规范的修改.......................................................................................... 14 第 135.25 条 监督和检查的实施...................................................................................... 15 第 135.27 条 按照本规则实施运行所必需的管理机构和人员...................................... 16 第 135.29 条 管理人员的合格条件.................................................................................. 16 第 135.31 条 运行的近期经历.......................................................................................... 17 第 135.33 条 主运营基地、飞行基地和维修基地.......................................................... 18 第 135.35 条 按照军方合同实施运行的偏离批准.......................................................... 18 第 135.37 条 实施应急运行的偏离批准.......................................................................... 18 第 135.39 条 需要立即决断和处置的紧急情况.............................................................. 18 第 135.41 条 手册要求...................................................................................................... 18 第 135.43 条 手册内容...................................................................................................... 19 第 135.45 条 航空器要求.................................................................................................. 20 第 135.47 条 合格证持有人名称的使用.......................................................................... 21 第 135.49 条 危险品的载运.............................................................................................. 21 第 135.51 条 航空器的湿租.............................................................................................. 21

B章

飞行运行 ................................................................................................. 23

第 135.61 条 遵守的规章.................................................................................................. 23 第 135.63 条 记录保持要求.............................................................................................. 23 第 135.65 条 机械不正常情况的报告.............................................................................. 24 第 135.67 条 报告潜在的危险气象条件和通信或者导航设施的不正常情况.............. 24 第 135.69 条 紧急情况下有限制的继续或者中止飞行.................................................. 24 2

第 135.71 条 适航检查...................................................................................................... 25 第 135.75 条 局方监察员进入驾驶舱的权利.................................................................. 25 第 135.77 条 运行控制责任.............................................................................................. 25 第 135.79 条 飞行定位要求.............................................................................................. 25 第 135.81 条 为运行人员提供的航空信息资料.............................................................. 25 第 135.83 条 驾驶舱中必需配备的资料.......................................................................... 26 第 135.85 条 载运无需符合本规则旅客载运规定的人员 ............................................... 27 第 135.87 条 行李和货物的载运 ....................................................................................... 27 第 135.89 条 驾驶员使用氧气的要求 ............................................................................... 28 第 135.91 条 旅客医用氧气 ............................................................................................... 28 第 135.93 条 自动驾驶仪的最低使用高度 ....................................................................... 29 第 135.95 条 航空人员的条件 ........................................................................................... 30 第 135.97 条 用于满足近期飞行经历的航空器和设施 ................................................... 30 第 135.99 条 飞行机组成员的组成 ................................................................................... 30 第 135.101 条 飞行机组成员的值勤要求 ......................................................................... 30 第 135.103 条 仪表飞行规则（IFR）运行中要求配备的副驾驶 ................................... 30 第 135.105 条 客舱乘务员要求........................................................................................ 31 第 135.107 条 机长或者副驾驶的指派要求 ..................................................................... 31 第 135.109 条 II 类运行中要求的副驾驶.......................................................................... 31 第 135.111 条 旅客占用驾驶员座位.................................................................................. 31 第 135.113 条 操纵装置的控制 ......................................................................................... 31 第 135.115 条 飞行前对旅客的简介 ................................................................................. 31 第 135.117 条 禁止载运武器 ............................................................................................. 32 第 135.119 条 禁止干扰机组成员 ..................................................................................... 33 第 135.121 条 酒精饮料 ..................................................................................................... 33 第 135.123 条 航空器在地面移动、起飞和着陆期间食品、饮料和旅客服务设施的存放 .............................................................................................................................................. 33 第 135.125 条 紧急情况和应急撤离职责 ......................................................................... 33 第 135.127 条 航空器保安 ................................................................................................. 33 第 135.129 条 旅客告示 ..................................................................................................... 33 第 135.131 条 安全带和儿童限制装置的使用 ................................................................. 34 第 135.133 条 出口座位安排 ............................................................................................. 35 第 135．135 条 旋翼机水上平台运行 .............................................................................. 37

C 章 航空器与设备 ........................................................................................... 38 3

第 135.141 条 适用范围 ..................................................................................................... 38 第 135.143 条 一般要求 ..................................................................................................... 38 第 135.145 条 便携式电子设备 ......................................................................................... 38 第 135.146 条 应急定位发射机 ......................................................................................... 38 第 135.147 条 航空器验证试飞 ......................................................................................... 39 第 135.149 条 要求双套操纵装置 ..................................................................................... 39 第 135.151 条 设备的基本要求 ......................................................................................... 39 第 135.153 条 旅客广播和机组内话系统 ......................................................................... 40 第 135.155 条 飞行数据记录器 ......................................................................................... 41 第 135.157 条 驾驶舱话音记录器 ..................................................................................... 41 第 135.159 条 近地警告系统 ............................................................................................. 42 第 135.161 条 地形提示和警告系统（TAWS）............................................................... 42 第 135.163 条 载客航空器的灭火瓶要求 ......................................................................... 43 第 135.165 条 氧气设备要求 ............................................................................................. 43 第 135.167 条 按照目视飞行规则（VFR）夜间或者云上载客运行的设备要求.......... 44 第 135.169 条 按照目视飞行规则（VFR）夜间或者云上载客运行的无线电和导航设备 要求...................................................................................................................................... 44 第 135.171 条 按照仪表飞行规则（IFR）载客运行的航空器设备要求 ....................... 45 第 135.173 条 仪表飞行规则（IFR）或者延伸跨水运行的无线电和导航设备要求 ... 45 第 135.175 条 延伸跨水运行的应急设备要求 ................................................................. 46 第 135.177 条 飞行机组成员工作位肩带的要求 ............................................................. 47 第 135.179 条 机载雷暴探测设备的要求 ......................................................................... 47 第 135.181 条 机载气象雷达设备的要求 ......................................................................... 48 第 135.183 条 旅客座位数超过 19 座的航空器的应急设备要求 ................................... 48 第 135.185 条 附加应急设备的要求 ................................................................................. 49 第 135.187 条 不工作的仪表和设备 ................................................................................. 52 第 135.189 条 机载防撞系统（ACAS II） ....................................................................... 52 第 135.191 条 航空器云上或者仪表飞行规则条件下运行的性能要求 ......................... 52 第 135.193 条 陆上航空器跨水运行的性能要求 ............................................................. 53 第 135.195 条 空重和重心数据的更新要求 ..................................................................... 54 第 135.197 条 航空器标记和标牌的文字要求 ................................................................. 54 第 135.199 条 空速管加温指示系统 ................................................................................. 54 第 135.203 条 机舱材料要求 ........................................................................................... 54

D章

目视/仪表飞行规则的运行限制和天气要求........................................ 55 4

第 135.211 条 适用性........................................................................................................ 55 第 135.213 条 目视飞行规则飞行的最低高度要求........................................................ 55 第 135.215 条 目视飞行规则飞行的能见度要求............................................................ 55 第 135.217 条 旋翼机目视飞行规则飞行中的目视参考要求........................................ 55 第 135.219 条 目视飞行规则飞行的燃油供应要求........................................................ 55 第 135.221 条 目视飞行规则云上载客飞行的运行限制................................................ 56 第 135.223 条 天气报告和预报........................................................................................ 56 第 135.225 条 仪表飞行规则运行的限制........................................................................ 56 第 135.227 条 仪表飞行规则起飞限制............................................................................ 57 第 135.229 条 仪表飞行规则目的地机场最低天气标准................................................ 57 第 135.231 条 仪表飞行规则备降机场最低天气标准.................................................... 57 第 135.233 条 仪表飞行规则燃油及备降机场要求........................................................ 57 第 135.235 条 仪表飞行规则起飞、进近和着陆最低标准............................................ 58 第 135.237 条 结冰条件下的运行限制............................................................................ 59 第 135.239 条 机场要求.................................................................................................... 60

E章

飞行机组成员合格要求 ......................................................................... 61

第 135.241 条 适用范围.................................................................................................... 61 第 135.243 条 机长的资格要求........................................................................................ 61 第 135.245 条 运行经历.................................................................................................... 62 第 135.247 条 副驾驶资格要求........................................................................................ 62 第 135.249 条 近期经历.................................................................................................... 63 第 135.251 条 违禁药物、酒精的使用和测试 ................................................................. 63

F章

机组成员飞行时间和值勤时间限制及休息要求 ................................. 64

第 135.261 条 概则............................................................................................................ 64 第 135.263 条 驾驶员值勤期限制、飞行时间限制和休息要求.................................... 64 第 135.265 条 客舱乘务员值勤期限制和休息要求........................................................ 66 第 135.267 条 机组成员的周、月、年飞行时间限制.................................................... 66 第 135.269 条 机组成员值勤期和飞行时间安排的附加限制........................................ 66 第 135.271 条 机组成员休息时间的附加要求................................................................ 67

G章

机组成员考试要求................................................................................. 68

第 135.291 条 适用性........................................................................................................ 68 第 135.293 条 初始训练和复训中的驾驶员考试要求.................................................... 68 第 135.295 条 客舱乘务员初始训练和复训中的考试要求............................................ 69 5

第 135.297 条 仪表熟练检查要求.................................................................................... 69 第 135.299 条 机长航路与机场资格的航线检查............................................................ 70 第 135.301 条 考试和检查的附加规定............................................................................ 70

H章

训练......................................................................................................... 72

第 135.321 条 适用范围.................................................................................................... 72 第 135.323 条 训练的基本要求........................................................................................ 72 第 135.325 条 训练的附加要求........................................................................................ 73 第 135.327 条 训练大纲制定、修订及批准.................................................................... 73 第 135.329 条 训练大纲中的课程.................................................................................... 73 第 135.331 条 机组成员训练要求.................................................................................... 74 第 135.333 条 机组成员应急生存训练............................................................................ 75 第 135.335 条 危险物品的处置和载运的训练要求........................................................ 76 第 135.337 条 飞行模拟机和其他训练设备的批准........................................................ 76 第 135.339 条 飞行检查员的资格审定............................................................................ 77 第 135.341 条 航空器飞行教员和模拟机飞行教员的资格审定.................................... 78 第 135.343 条 航空器飞行检查员和模拟机飞行检查员的训练要求............................ 79 第 135.345 条 飞行教员的训练要求................................................................................ 80 第 135.347 条 驾驶员和客舱乘务员训练大纲................................................................ 80 第 135.349 条 机组成员初始训练和定期复训要求........................................................ 81 第 135.351 条 驾驶员初始、转机型和升级地面训练.................................................... 81 第 135.353 条 驾驶员初始、转机型、升级和差异飞行训练........................................ 82 第 135.355 条 客舱乘务员初始和转机型地面训练........................................................ 83 第 135.357 条 定期复训.................................................................................................... 83

I 章 飞机性能使用限制 .................................................................................. 84 第 135.361 条 适用范围.................................................................................................... 84 第 135.363 条 总则............................................................................................................ 84 第 135.365 条 活塞式发动机驱动的大型运输类飞机的重量限制................................ 85 第 135.367 条 活塞式发动机驱动的大型运输类飞机的起飞限制................................ 85 第 135.369 条 活塞式发动机驱动的大型运输类飞机所有发动机工作的航路限制.... 86 第 135.371 条 活塞式发动机驱动的大型运输类飞机一台发动机不工作时的航路限制 .............................................................................................................................................. 86 第 135.373 条 活塞式发动机驱动的 4 台或者 4 台以上发动机的 25 部运输类飞机两台 发动机不工作时的航路限制.............................................................................................. 87 6

第 135.375 条 活塞式发动机驱动大型运输类飞机目的地机场着陆限制.................... 87 第 135.377 条 活塞式发动机驱动的大型运输类飞机备降机场的着陆限制................ 88 第 135.379 条 涡轮发动机驱动的大型运输类飞机的起飞限制.................................... 88 第 135.381 条 涡轮发动机驱动的大型运输类飞机一台发动机不工作时的航路限制 89 第 135.383 条 三台或者三台以上涡轮发动机驱动大型运输类飞机二台发动机不工作 时的航路限制...................................................................................................................... 89 第 135.385 条 涡轮发动机驱动的大型运输类飞机的目的地机场着陆限制................ 90 第 135.387 条 涡轮发动机驱动的大型运输类飞机备降机场的着陆限制.................... 91 第 135.389 条 大型非运输类飞机的起飞限制................................................................ 91 第 135.391 条 大型非运输类飞机一台发动机不工作时的航路限制............................ 91 第 135.393 条 大型非运输类飞机目的地机场的着陆限制............................................ 92 第 135.395 条 大型非运输类飞机备降机场的着陆限制................................................ 92 第 135.397 条 小型运输类飞机的性能使用限制............................................................ 92 第 135.399 条 通勤类飞机的性能使用限制.................................................................... 92 第 135.401 条 小型非运输类飞机的性能使用限制........................................................ 93

J 章 航空器维修 .............................................................................................. 94 第 135.411 条 总则 ............................................................................................................. 94 第 135.413 条 航空器的适航性责任................................................................................ 94 第 135.415 条 合格证持有人的维修系统........................................................................ 95 第 135.417 条 维修系统的要求........................................................................................ 95 第 135.419 条 培训大纲和人员技术档案 ......................................................................... 96 第 135.421 条 合格证持有人的维修工程管理手册........................................................ 96 第 135.423 条 航空器检查大纲 ......................................................................................... 97 第 135.425 条 航空器维修方案........................................................................................ 98 第 135.427 条 附加维修要求............................................................................................ 99 第 135.429 条 航空器的修理和改装................................................................................ 99 第 135.431 条 维修记录.................................................................................................... 99 第 135.433 条 航空器飞行记录本.................................................................................. 100 第 135.435 条 航空器放行.............................................................................................. 100 第 135.437 条 航空器的适航性检查.............................................................................. 101 第 135.439 条 使用困难报告(运行) ............................................................................... 101 第 135.441 条 使用困难报告(结构) ............................................................................... 102 第 135.443 条 机械原因中断使用汇总报告.................................................................. 103

K章

法律责任............................................................................................... 104 7

第 135.513 条 小型航空器商业运输运营人运行合格证的吊扣和吊销...................... 104 第 135.515 条 警告和罚款.............................................................................................. 104

L章

附

则 ................................................................................................... 106

第 135.613 条 施行和废止.............................................................................................. 106 附件 A 定义 ..................................................................................................................... 107 附件 B 载客数超过 9 人飞机的附加适航要求 ............................................................. 111 附件 C 飞机飞行数据记录器规范 ................................................................................. 114 附件 D 旋翼机飞行数据记录器规范............................................................................. 121 附件 E 旋翼机水上平台运行要求................................................................................... 126 关于《小型航空器商业运输运营人运行合格审定规则》的说明................................ 130

8

A章 第 135.1 条

总

则

目的和依据

为了对小型航空器商业运输运营人进行运行合格审定和持续监督检查，规范其运行 活动，保证其达到并保持规定的运行安全水平，根据《中华人民共和国民用航空法》和 《国务院对确需保留的行政审批项目设定行政许可的决定》制定本规则。 第 135.3 条

适用范围

(a) 本规则适用于在中华人民共和国境内依法设立的航空运营人所实施的下列商业 运输飞行： (1) 使用下列航空器实施的定期载客运输飞行： (i) 最大起飞全重不超过 5700 千克的多发飞机； (ii) 单发飞机； (iii) 旋翼机。 (2) 使用下列航空器实施的非定期载客运输飞行： (i) 旅客座位数量(不包括机组座位)不超过 30 座，并且最大商载不超过 3400 千克 的多发飞机； (ii) 单发飞机； (iii)旋翼机。 (3) 使用下列航空器实施的全货机运输飞行： (i) 最大商载不超过 3400 千克的多发飞机； (ii) 单发飞机； (iii) 旋翼机。 （4）使用本条(a)(1)和(a)(2)规定的航空器，在同一机场起降且半径超过 40 千米 的空中游览飞行。 (b) 对于适用于本条(a)款规定的航空运营人，在本规则中称之为小型航空器商业 运输运营人。 (c) 对于按照本规则审定合格的小型航空器商业运输运营人，可以按照审定情况在 其运行合格证和运行规范中批准其实施下列一项或者多项运行种类的运行： (1) 定期载客运行，指本条（a）（1）款规定的运行； (2) 非定期载客及全货运行，指本条（a）（2）和（a）（3）规定的运行； (d) 小型航空器商业运输运营人应当遵守其他有关的中国民用航空规章，但在本规 则对相应要求进行了增补或者提出了更高标准的情况下，应当按照本规则的要求执行。 9

(e) 小型航空器商业运输运营人在中国境外运行时，应当遵守《国际民用航空公约》 附件二《空中规则》或者适用的运行所在地的法规。在 CCAR-61 部、CCAR-91 部和本规 则的规定严于上述附件和运行所在地法规的规定并且不与其发生抵触时，还应当遵守 CCAR-61 部、CCAR-91 部和本规则的规定。 (f) 小型航空器商业运输运营人在运行中所使用的人员和小型航空器商业运输运营 人所载运的人员应当遵守本规则中的适用要求。 第 135.5 条

定义

(a)在本规则中，局方是指中国民用航空总局（以下简称民航总局）、民航地区管理 局及其派出机构。 (b)除本规则其他章中另有规定外，本规则中某些特定用语的含义在本规则附件 A 《定义》中规定。 第 135.7 条

运行合格审定的职责和基本要求

(a)民航总局对小型航空器商业运输运营人的合格审定和运行实施统一监督管理。 (b)民航总局飞行标准职能部门依据本规则组织指导小型航空器商业运输运营人的 运行合格审定和持续监督检查工作，制定必要的工作程序，规定运行合格证、运行规范 及其申请书的统一格式。 (c)民航地区管理局负责对其所辖地区内设立的小型航空器商业运输运营人实施运 行合格审定，颁发运行合格证和运行规范，并及时向民航总局飞行标准职能部门备案。 (d) 民航总局委任的单位或者个人(以下简称局方委任代表)负责局方指定的具体检 查工作。 (e) 小型航空器商业运输运营人应当经局方按照本规则审定合格，获得局方颁发的 小型航空器商业运输运营人运行合格证(以下简称运行合格证)和运行规范后，方可以按 照运行规范的要求实施本规则规定的运行。 (f) 小型航空器商业运输运营人取得运行合格证和运行规范后，即成为本规则规定 的运行合格证持有人(以下简称合格证持有人)。 (g) 合格证持有人不得违反运行合格证和运行规范的要求实施运行，并且不得违反 给其颁发的偏离许可和豁免许可。 第 135.9 条

运行合格证的申请和颁发

(a) 运行合格证的申请人应当按照局方规定的格式和方法提交申请书，申请书应当 至少附带下列材料： (1)审定活动日程表； (2)包含本规则第 135.43 条所要求内容的手册； (3)训练大纲及课程； 10

(4)本规则要求的管理人员资历； (5)航空器、运行设备设施的购买合同、租赁合同或者协议文件的副本； (6)说明申请人如何符合本规则所有适用条款的符合性声明； (7)说明计划运行的性质和范围的文件，包括准许申请人从事经营活动的有关证明 文件。 (b)民航地区管理局应当在收到申请书之后的 5 个工作日内，以书面形式通知申请 人是否受理申请。申请人未能按照本条(a)款要求提交齐全的材料或者申请书格式不符 合要求，需要申请人补充申请材料的，民航地区管理局应当在该 5 个工作日内一次性告 知申请人需要补正的全部内容。 (c)民航地区管理局受理申请后，将对申请人的申请材料是否符合本规则的要求进 行审查，对申请人能否按照本规则安全运行进行验证检查。对于申请材料的内容与本规 则要求不符或者申请人不能按照本规则安全运行的，应当以书面形式通知申请人对申请 材料的相关内容作出修订或者对运行缺陷进行纠正。 (d)民航地区管理局应当在 20 个工作日内做出是否颁发运行合格证和运行规范的决 定，但由于申请人的原因延误的时间或者民航地区管理局进行验证检查、组织专家评审 的时间不计入前述期限。 (e)民航地区管理局作出颁发运行合格证和运行规范决定后，应当在自作出决定之 日起 10 个工作日内向申请人颁发、送达运行合格证和运行规范。 (f)申请人属于本规则第 135.11 条(b)款规定情形的，不予颁发运行合格证和运行 规范。对于此种情况，民航地区管理局应当以书面形式通知申请人，说明理由并告知申 请人依法享有申请行政复议或者提起行政诉讼的权利。 (g)申请人申请或者申请修改运行合格证和运行规范以及与运行合格审定有关的其 他项目，应当保证申请材料真实完整。对于处于运行合格审定过程中的运行合格证申请 人，存在弄虚作假情况的，局方可以终止其运行合格审定进程；情节严重的，局方可以 决定在 1 年以内不再受理该申请人的相应申请。对于申请人在运行合格审定过程中以不 正当手段取得运行合格证、运行规范和其他批准项目的，由局方撤销相应的证件和批准。

第 135.11 条

运行合格证的颁发条件

(a) 局方在经过运行合格审定之后认为申请人符合下列全部条件，则为该申请人颁 发小型航空器商业运输运营人运行合格证和相应的运行规范： (1) 满足本规则所有适用条款的要求； (2) 按照中国民用航空规章的规定，配备了合适和足够的人员、设备、设施和资料， 并且能够按照本规则的规定及其运行规范实施安全运行； (3)取得适合于其运行种类的经营许可。 11

(b) 申请人具有下列情形之一的，不予颁发运行合格证： (1) 申请人原先持有的小型航空器商业运输运营人运行合格证或者大型飞机公共航 空运输承运人运行合格证已被吊销； (2) 申请人安排或者计划安排担任本规则第 135.27 条规定的主要管理职位的人员， 曾经担任另一小型航空器商业运输运营人或者大型飞机公共航空运输承运人的具有运 行控制权的职位，并对其合格证的吊销或者拟予吊销负有主要责任； (3) 对本申请人有控制权或者股份控制权的人员，曾对另一小型航空器商业运输运 营人或者大型飞机公共航空运输承运人的运行合格证的吊销或者拟予吊销负有主要责 任并且对该合格证持有人具有相同或者类似的控制权或者股份控制权。 第 135.13 条

运行合格证和运行规范的内容

(a) 运行合格证包含下列内容： (1) 合格证持有人的名称； (2) 合格证持有人主运营基地的地址； (3) 合格证的编号； (4) 合格证的生效日期； (5) 负责监督该合格证持有人运行的局方机构名称或者代号； (6) 被批准的运行种类； (7) 说明经审定，该合格证持有人符合本规则的相应要求，批准其按照所颁发的运 行规范实施运行。 (b) 小型航空器商业运输运营人的运行规范包含下列内容： (1) 主运营基地、飞行基地和维修基地的具体地址，需要作为合格证持有人与局方 进行通信联系的不同于主运营基地地址的地址，以及其文件收发机构的名称与通信地 址； (2) 对每种运行的实施规定的权利、限制和主要程序； (3) 每个级别和型别的航空器在运行中所需要遵守的其他程序； (4) 批准使用的每架航空器型号、系列编号、国籍标志和登记标志，运行中需要使 用的每个正常使用机场、备降机场、临时使用机场和加油机场或者运行区域。经局方批 准，这些项目可以列在现行有效的清单中，作为运行规范的附件，并在运行规范的相应 条款中注明该清单名称； (5) 批准的运行种类； (6) 批准运行的航线、区域及限制； (7) 机场的限制； (8) 机体、发动机、螺旋桨、旋翼、设备（包括应急设备）的维修时限或者确定维 修时限的标准； 12

(9) 批准的控制航空器重量与平衡的方法； (10) 航空器互换的要求； (11) 湿租航空器的有关资料； (12) 局方按照规定颁发的豁免或者批准的偏离； (13) 局方认为必需的其他项目。 第 135.15 条

运行合格证和运行规范的有效期限

(a) 运行合格证长期有效，但在出现下列情形之一时失效： (1) 合格证持有人自愿放弃，并将其交回局方； (2) 局方吊扣、吊销或者以其他方式暂停或者终止该合格证。 (b) 在出现下列情形时，运行规范全部失效或者部分条款失效： (1) 局方暂停或者终止该运行规范中批准的部分运行，则运行规范中关于该运行的 条款失效。暂停部分运行的，在暂停期满之后，关于该运行的条款恢复有效； (2) 局方暂停或者终止该运行规范中批准的全部运行，则运行规范全部失效。暂停 全部运行的，在暂停期满之后，运行规范恢复有效； (3)局方吊扣、吊销或者以其他方式终止运行合格证，则运行规范全部失效。吊扣 运行合格证的，在吊扣期满之后，运行规范恢复有效； (4) 对于某一运行种类，合格证持有人没有满足本规则第 135.31 条(a)款中规定的 近期经历要求，并且没有按照本规则第 135.31 条(b)款规定的程序恢复该种类运行时， 关于该种类运行的条款失效。 (c) 当运行合格证或者运行规范被吊扣、暂停、吊销或者因其他原因而失效时，合 格证持有人应当将运行合格证或者运行规范交还局方。吊扣运行合格证和暂停运行规范 的，局方应当在吊扣或者暂停期满之后将运行合格证或者运行规范交还运行合格证持有 人。 第 135.17 条

运行合格证和运行规范的检查

合格证持有人应当将其运行合格证和运行规范的原件保存在主运营基地，并能随时 接受局方的检查。 第 135.19 条

运行合格证的修改

(a) 在下列情形下，局方可以修改按照本规则颁发的运行合格证： (1) 局方认为为了安全和公众利益需要修改； (2) 合格证持有人申请修改，并且局方认为安全和公众利益允许进行这种修改。 (b) 合格证持有人申请修改其运行合格证时，适用本规则第 135.9 条(b)款至(g)款 规定的程序和期限并同时应当遵守下列规定： (1) 合格证持有人应当在其计划的修改生效日期前适当时间向局方提交修改其运行 13

合格证的申请书； (2) 申请书应当按照局方规定的格式和方法向局方提交。 (c) 当合格证持有人对其运行合格证修改的申请被拒绝或者对局方发出的修改决定 有不同意见，请求重新考虑时，应当在收到通知后 20 个工作日之内向民航总局提出重 新考虑的请求。 第 135.21 条

合格证持有人在保存和使用运行规范上的责任

(a) 合格证持有人应当在其主运营基地保存一套独立的和完整有效的运行规范。 (b) 合格证持有人应当将其运行规范中的有关内容或者信息，写进其运行手册中， 并且应当清楚地写明这些内容是其运行规范的一部分，还应当说明运行规范的要求具有 强制性；或者将完整的运行规范与手册放在一起，按照本规则第 135.41 条对手册的要 求进行分发、携带、存放和更新。 (c) 合格证持有人应当持续保证其每个参与运行工作的人员，熟知运行规范中适用 于该人员工作职责的有关规定。 第 135.23 条

运行规范的修改

(a) 在下列任一情况下，局方可以修改按照本规则颁发的运行规范： (1) 局方认为为了安全和公众利益需要修改； (2) 合格证持有人申请修改，局方认为安全和公众利益允许此种修改。 (b) 除本条(d)款规定的情形外，局方提出修改合格证持有人的运行规范时，使用 下列程序： (1) 局方以书面形式提出修改内容，通知合格证持有人； (2) 局方确定一个不少于 7 天的合理期限，在此期限内，合格证持有人可以对修改 内容提交有关书面资料和意见； (3) 局方在考虑了所提交的全部材料后，作出下列决定之一并通知合格证持有人： (i) 采用全部修改内容； (ii) 采用部分修改内容； (iii) 撤销所提出的修改内容。 (4) 当局方颁发了运行规范的修改项时，修改项在合格证持有人收到通知之日后第 30 天生效。但是，由于存在紧急情况，为了安全需要立即行动的，局方可以根据本条(d) 款要求使其立即生效。 (c) 合格证持有人申请修改其运行规范，适用本规则第 135.9 条(b)款至(g)款规定 的程序和期限并应当遵守下列规定： (1) 合格证持有人应当在计划的运行规范修改生效日期前适当的时间提交修改其运 行规范的申请书。但有下列任一情形的，应当在其计划的运行规范修改生效日期前足够 的时间提出申请： 14

(i) 兼并其他运营人或者增设按照本规则运行的分支机构的； (ii) 增加运行的资产，需要重新证明其能够安全运行的； (iii) 本规则第 135.3 条(c)款中确定的运行种类改变的； (iv) 由于破产行为而暂停运行后需要恢复运行的； (v) 初次引进以前未经小型航空器商业运输运营人或者大型飞机公共航空运输承运 人运行的航空器的。 (2) 申请书应当以局方规定的格式和方法向局方提交； (3) 在考虑了提交的所有材料后，局方将作出下列决定之一并通知合格证持有人： (i) 接受所申请的全部修改； (ii) 接受所申请的部分修改； (iii) 拒绝所申请的修改。此时，合格证持有人可以按照本条(d)款规定请求局方 对其拒绝决定进行重新考虑。 (4) 如果局方批准了修改，在与合格证持有人就其修改的执行问题进行协调后，修 改项在局方批准的日期生效。 (d) 如果局方发现存在危及安全、需要立即行动的紧急情况，使得本条规定的程序 不能实行，或者按照程序进行将违背公众利益，则可以采取下列措施： (1) 局方将修改运行规范，并使修改项在合格证持有人收到该修改通知的日期立即 生效； (2) 在发给合格证持有人的通知中，局方将说明原因，指出存在危及安全、需要立 即行动的紧急情况。 第 135.25 条

监督和检查的实施

(a) 合格证持有人应当接受局方在任何时间或者地点对其进行的监督或者检查，以 确定其是否符合中国民用航空规章的规定和是否符合其运行合格证和运行规范的规定。 (b) 合格证持有人应当能在其主运营基地向局方提供下列资料： (1) 合格证持有人的小型航空器商业运输运营人运行合格证和运行规范； (2) 按照中国民用航空规章规定应当保存的每种记录、文件、报告的现行清单。 (c) 负责保存合格证持有人记录、文件、报告的所有人员，应当能向局方提供这些 资料。 (d) 局方可以根据本条(a)款检查的结果或者任何其他适当的材料，确定合格证持 有人是否满足继续持有运行合格证和运行规范。 (e) 合格证持有人如果不能按照局方要求，提供其运行合格证、运行规范或者任何 必需的记录、文件、报告，局方可以暂停其运行合格证和运行规范中的部分或者全部运 行批准。

15

第 135.27 条

按照本规则实施运行所必需的管理机构和人员

(a) 合格证持有人应当拥有能够有效控制和监督其整个运行的管理机构，并拥有足 够的合格管理人员和技术人员，以保证在其运行中保持最高的安全水平。合格证持有人 应当在下列职位上安排合格的专职人员： (1) 运行主管，负责合格证持有人飞行运行的组织实施符合本规则的要求； (2) 维修主管，负责合格证持有人的航空器维修工作符合本规则的要求； (3) 总飞行师，负责合格证持有人的飞行人员训练和技术管理符合本规则的要求。 (b) 对于某项具体运行，如果合格证持有人能证明，由于所涉及的运行种类、所使 用的航空器数量与型号和运行的区域等因素，使用较少的管理人员或者不同的管理人员 配置能够完成本条(a)款规定职位的全部职责并能以同等安全水平完成运行，局方可以 认可其管理人员的配备。 (c) 本条(a)款要求的或者按照本条(b)款认可的职位名称和管理人员数量，应当明 确填入合格证持有人的运行规范。 (d) 担任本条(a)款或者(b)款要求或者认可的职位的人员，以及按照运行合格证实 施运行的各级负责人，应当符合下列要求： (1) 在训练、经验、专业知识上保持合格水平； (2) 在其职责范围内，熟悉下列资料中与合格证持有人各种运行有关的内容： (i) 有关的中国民用航空规章； (ii) 合格证持有人的运行规范； (iii) 航空安全标准和安全运行常规； (iv) 中国民用航空规章中所有适用的维修和适航要求； (v) 合格证持有人的手册。 (3) 严格履行其职责，以符合适用的规章要求，并保证安全运行。 (e) 合格证持有人应当在其手册内的一般政策规定中，写明本条(a)款规定的人员 的任务、职责和权力，并写明担任这些职务人员的姓名和业务地址。合格证持有人应当 在上述所列职位上的人员变换或者空缺后 10 天内通知局方。

第 135.29 条

管理人员的合格条件

(a) 担任本规则第 135.27 条(a)款中运行主管的人员应当符合下列条件： (1) 该管理人员应当至少持有商用驾驶员执照；如果在该合格证持有人的某些运行 中担任机长的驾驶员需要持有仪表等级，则该管理人员也应当持有仪表等级；如果在该 合格证持有人的某些运行中担任机长的驾驶员需要持有航线运输驾驶员执照，则该管理 人员也应当持有航线运输驾驶员执照； (2) 符合下列条件之一： 16

(i) 在最近 6 年内，在按照本规则或者 CCAR-121 部实施的运行中，至少有 3 年在 运行主管或者类似职位上进行运行管理的经历； (ii) 对于初次担任运行主管的人员，在最近 6 年内，至少在按照本规则或者 CCAR-121 部实施的运行中具有担任机长 3 年的经历；对于在运行主管或者类似职位上具 有运行管理经历的人员，至少在按照本规则或者 CCAR-121 部实施的运行中具有担任机 长 3 年的经历。 (b) 担任本规则第 135.27 条(a)款中总飞行师的人员应当符合下列条件： (1) 该管理人员应当至少持有商用驾驶员执照；如果在该合格证持有人的某些运行 中担任机长的驾驶员需要持有仪表等级，则该管理人员也应当持有仪表等级；如果在该 合格证持有人的某些运行中担任机长的驾驶员需要持有航线运输驾驶员执照，则该管理 人员也应当持有航线运输驾驶员执照； (2) 具有在该合格证持有人的至少一种机型上担任机长的有效资格； (3) 对于初次担任总飞行师的人员，在最近 6 年内，至少在按照本规则或者 CCAR-121 部实施的运行中具有担任机长 3 年的经历；对于在总飞行师或者类似职位上具有运行管 理经历的人员，至少在按照本规则或者 CCAR-121 部实施的运行中具有担任机长 3 年的 经历。 (c) 担任本规则第 135.27 条(a)款中维修主管的人员应当持有维修管理人员资格证 书，并且符合下列条件之一： (1) 持有按照 CCAR-66 部颁发的维修管理人员证书； (2) 在最近 6 年内具有至少 3 年从事合格证持有人运行的至少一种类别飞机的维修 或者维修管理经历。 (d) 局方可以批准合格证持有人使用不符合本条(a)、(b)、(c)款规定的经历要求 的人员，只要局方认为该人员胜任此项工作。 第 135.31 条

运行的近期经历

(a) 如果合格证持有人连续中断其运行规范中批准实施的定期载客运行达 30 天， 或者连续中断定期载客运行之外的运行达 90 天，则在此中断期之后，应当按照本条(b) 款规定恢复运行，否则不得继续实施此种运行。 (b) 在本条(a)款的中断期之后，合格证持有人只有符合下列条件并经局方批准， 方可以恢复相应种类的运行： (1) 在恢复该种运行之前，至少提前 5 个工作日通知局方； (2) 如果局方决定重新进行全面检查，以确定其是否保持了合适和足够的资源，能 否实施安全运行，合格证持有人应当在前述 5 个工作日期间，使其处于能随时接受检查 的状态。

17

第 135.33 条

主运营基地、飞行基地和维修基地

(a) 合格证持有人应当保持一个主运营基地。合格证持有人还可以按照运行需要建 立飞行基地和维修基地，飞行基地和维修基地可以与主运营基地在同一地点，也可以在 不同地点。 (b) 在计划建立或者变更主运营基地、飞行基地或者维修基地之前至少 30 天，合 格证持有人应当以书面形式告知局方。 第 135.35 条

按照军方合同实施运行的偏离批准

(a) 局方可以批准合格证持有人偏离本规则的适用规定，实施其按照军方合同确定 的运行。 (b) 在按照本条批准一项偏离时，局方将对合格证持有人的运行规范颁发相应的修 改项。 (c) 局方可以在任何时候终止按照本条颁发的偏离批准。 第 135.37 条

实施应急运行的偏离批准

(a) 在紧急情况下并满足下列条件时，局方可以批准合格证持有人偏离本规则的适 用规定： (1) 在该紧急情况下为保护人员生命和财产安全应当采取运送人员或者财产的行 动； (2) 局方认为，为了立即实施上述运行，应当偏离有关规定。 (b) 在紧急情况下，局方可以使用下列方法之一批准偏离： (1) 局方对合格证持有人的运行规范颁发相应的修改项； (2) 如果情况紧急不允许及时修改运行规范，则局方可以用口头或者其他方式批准 该偏离，但合格证持有人应当在开始这种运行后 24 小时之内，向局方提交说明这种紧 急情况性质的报告。 第 135.39 条

需要立即决断和处置的紧急情况

(a) 在涉及人员和财产安全的紧急情况下，合格证持有人可以在切合该紧急情况所 需的限度内，偏离本规则中与航空器、设备和最低天气标准相关的规定。 (b) 在涉及人员和财产安全的紧急情况下，机长可以决定在切合该紧急情况所需的 限度内偏离本规则的规定。 (c) 按照本条规定偏离本规则的任何人员，应当在作出偏离行为之后的 10 个工作 日之内，向负责该合格证持有人的地区管理局飞行标准部门递交一份关于所涉及航空器 运行的完整报告，包括对所作偏离和作出偏离的原因的描述。 第 135.41 条

手册要求

(a) 除在运行中仅使用一名驾驶员的合格证持有人外，合格证持有人应当编写手册 18

并保持其现行有效，手册中应当包含局方可以接受的合格证持有人的程序和政策。为合 格证持有人实施运行的飞行、维修和其他地面人员应当使用该手册。但是，如果局方认 为由于运行的规模有限，没有必要为飞行、维修或者其他地面人员编写手册某些部分， 则局方可以批准其偏离本条要求。 (b) 合格证持有人应当在其主运营基地保存至少一套手册。 (c) 手册不得与所有适用的中国民用航空规章、该合格证持有人在国外运行时适用 的外国法规以及合格证持有人的运行合格证和运行规范相抵触。 (d) 手册或者手册的相应部分，包括其修订和增补，应当由合格证持有人提供给飞 行、维修和其他地面人员使用。 (e) 本条(d)款所述的合格证持有人的工作人员应当及时更新手册，保持手册的最 新状态，并使用最新有效的手册内容。上述人员在履行其职责时应当能随时查阅手册或 者手册的相应部分。如果合格证持有人已经在航空器上配备了手册或者手册的相应部 分，则不要求机组成员随身携带这些手册，但应当有专人负责这些手册的更新。 (f) 手册应当具有中文版本，如果合格证持有人在运行中使用了不熟悉中文的人员， 则应当为其提供相应熟悉文字的手册，并且应当保证这些手册的一致性和同等有效性。 (g) 为了遵守本条(d)款的要求，合格证持有人可以用印刷形式或者其他局方可以 接受的形式为(d)款中所列的人员提供手册或者手册的相应部分。如果合格证持有人使 用印刷形式之外的形式，则应当保证为这些人员提供配套的阅读设备。 (h) 如果合格证持有人将航空器飞往存有相应维修资料的特定航站实施检查和维修 时，则该航空器上不需携带该相应维修资料。 第 135.43 条

手册内容

在手册每一经修订的页面上应当有最后一次修订的日期，手册的内容应当包括： (a) 本规则第 135.27 条要求的经局方批准的管理人员的姓名，该人员被指派的职 责和权限，以及按照本规则第 135.77 条被合格证持有人批准实施运行控制的每个人员 的姓名和职务。 (b) 保证遵守航空器重量和平衡限制的程序，以及对于多发航空器，确认其遵守本 规则第 135.195 条规定的程序。 (c) 合格证持有人的运行规范或者相应的摘录信息，包括批准运行的区域、批准使 用的航空器类别和级别、机组组成以及批准的运行种类。 (d) 遵守事故通报要求的程序。 (e) 确保机长了解航空器已经完成要求的适航检查、符合相关维修要求并被批准返 回使用的程序。 (f) 报告和记录机长在飞行前、飞行中和飞行后发现的机械不正常情况的程序。 (g) 机长确认上次飞行中发现的机械不正常情况或者缺陷是否修复或者推迟修复的 19

程序。 (h) 机长在运营人没有作出预先安排的地点获得航空器维修、预防性维修和获取服 务时需要遵守的程序(如果驾驶员被批准为运营人完成这一工作)。 (i) 特定类型运行所需的设备发生故障或者失效，判断是否放行或者继续飞行时， 按照本规则第 135.187 条确定的程序。 (j) 航空器加油、清除燃油污染、防火（包括静电防护），以及加油期间管理和保 护乘客需要遵守的程序。 (k) 机长按照本规则第 135.115 条的要求对乘客进行安全讲解时需要遵守的程序。 (l) 飞行定位程序或者相应的运行控制程序。 (m) 确保遵守应急程序，包括在紧急情况下每类机组必需成员的职责分工和按照本 规则第 135.125 条应急撤离时的职责分工。 (n) 适用时，驾驶员的航路资格审定程序。 (o) 批准的航空器检查大纲或者维修方案。 (p) 遵守中国民用航空危险品运输管理相关规定的程序。 (q) 紧急情况下将需要他人协助的乘客快速撤离至出口需要遵守的程序。 (r) 控制相关运行人员执勤时间、飞行时间和休息期的程序。 (s) 防冰/除冰程序。 (t) 遵守中国民航有关保安规定的程序，包括防止非法干扰、劫机、破坏行为的程 序。 (u)遵守本规则其他有关要求的程序。

第 135.45 条

航空器要求

(a) 除本条(d)款规定的情况外，合格证持有人不得按照本规则运行航空器，除非 该航空器经局方批准或者满足下列要求： (1) 在中国登记，具有中国颁发的有效适航证； (2) 处于适航状态并满足中国民用航空规章中相应的适航要求，包括与标识和设备 相关的要求； (3) 旅客座位数量（不包括驾驶员座位）超过 9 座的活塞式发动机或者涡轮螺旋发 动机驱动的飞机应当取得下述类型的型号合格证： (i) 运输类； (ii) 通勤类； (iii) 正常类并且满足本规则附件 B 中的附加适航要求。 (b) 每个合格证持有人应当对至少一架航空器具有排他的使用权，该航空器满足适 用于合格证持有人的运行规范中批准的至少一个种类的运行的要求。此外，对于其他合 20

格证持有人没有航空器排他使用权的每一种类的运行，该合格证持有人应当可以根据书 面协议，包括实施所需维修的协议，使用至少一架航空器来满足适用于该种类运行的要 求。但是本款不禁止合格证持有人使用或者批准使用在本规则运行之外的运行中使用的 航空器，也不要求合格证持有人对其使用的所有航空器具有排他的使用权。 (c) 在本条(b)款中，作为航空器的所有人单独占有、控制和使用航空器用于飞行 时，认为其具有排他的使用权；合格证持有人具有在航空器使用时生效的书面协议，包 括实施所需维修的协议，允许其占有、控制和使用航空器至少 6 个连续日历月时，认为 其具有航空器的排他的使用权。 (d) 如果满足下列要求，合格证持有人可以租用在某一国际民航公约缔约国登记的 不带机组的民用航空器用于运行： (1) 该航空器带有登记国颁发的适当适航证，满足该国的登记和标识要求，并且该 航空器的型号合格证和适航证得到了民航总局的认可； (2) 该航空器由合格证持有人雇佣的持有中国驾驶员执照的人员操作； (3) 合格证持有人向民航总局递交了航空器租用协议的副本。 第 135.47 条

合格证持有人名称的使用

(a) 合格证持有人按照本规则实施运行时所使用的名称应当与其运行规范上所列名 称一致。 (b)除经局方批准外，在按照本规则运行的航空器上应当明显地标出运行该航空器 的合格证持有人的名称，否则合格证持有人不得运行该航空器。航空器上标示名称的方 法及其可读性应当经局方认可。 第 135.49 条

危险品的载运

(a)无论是否载运危险品，合格证持有人都应当遵守中国民用航空规章 CCAR-276 部 《中国民用航空危险品运输管理规定》的要求。 (b)合格证持有人从事危险品运输，应当获得局方批准。 第 135.51 条

航空器的湿租

(a)除经民航总局批准外，合格证持有人不得湿租境内外非商业运输运营人的航空 器用于本规则的运行。 (b)合格证持有人在进行涉及湿租的运行前，应当向局方提交一份与境内外其他商 业运输运营人签订的航空器湿租租赁合同和有关批准文件的副本，局方收到租赁合同副 本后，将确定合同中航空器的运行控制方，并根据需要，给合同一方或者双方分别颁发 运行规范的修改项，否则合格证持有人不得进行湿租运行。 (c)合格证持有人应当提供下列需要列入运行规范的信息： (1)合同双方的名称和合同的有效期限； 21

(2)合同所涉及的每架航空器的国籍标志和登记标志； (3)运行种类； (4)运行的机场或者区域； (5)具体说明计划由哪一方控制运行和实施这种运行控制的时间、机场或者区域。 (d)在对本条(b)款事项作出决定时，局方将考虑下列因素： (1)机组成员资格； (2)航空器适航性和维修工作； (3)运行控制； (4)航空器的地面保障服务； (5)航班计划； (6)局方认为有关的其他因素。 (e）经局方批准，合格证持有人在因特殊原因取消其航空器的飞行时，可以湿租按 照本规则运行的其他商业运输运营人的航空器，载运其旅客进行替代飞行。这种飞行应 当遵守本规则相应于所实施的该种运行的规定。

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B章 第 135.61 条

飞行运行

遵守的规章

合格证持有人在遵守 CCAR-91 部的基础上，还应当遵守本章的飞行运行规则。 第 135.63 条

记录保持要求

(a) 合格证持有人应当在其主运营基地或者局方批准的其他地方保存以下资料，并 处于能随时接受局方检查的状态： (1) 运行合格证； (2) 运行规范； (3) 一份可以用于本规则运行的航空器的清单，并列出每架航空器的装备可以允许 其实施的运行； (4) 合格证持有人所使用的每名驾驶员的记录，该记录应当包括下列内容： (i) 驾驶员姓名； (ii) 驾驶员持有的执照的种类、编号和包含的等级； (iii) 足够详尽的驾驶员航空经历，以用于判断驾驶员在本规则运行中驾驶航空器 的资格； (iv) 驾驶员当前的职位和被委派至该职位的日期； (v) 驾驶员持有的体检合格证的级别和有效期限； (vi) 按照本规则要求进行的各种训练中的资格考试、熟练检查、仪表熟练检查和 航路检查的日期和结果，以及在这些考试和检查中所使用的航空器的型号； (vii) 驾驶员飞行时间的详细记录； (viii) 如该驾驶员担任飞行检查员，批准其担任飞行检查员的文件； (ix) 由于健康、职业资格或者其他原因被解除驾驶员职位的有关记录； (x) 本规则要求的初始训练和定期复训的完成日期。 (5) 每个客舱乘务员的个人记录，其内容应当足以确定其符合本规则 F 章和 H 章中 相应部分的要求。 (b) 合格证持有人应当将本条(a)(3)款要求的记录保存至少 6 个月，应当将本条 (a)(4)和(a)(5)款要求的每项记录保存至少 12 个月。 (c) 对于多发航空器，合格证持有人应当制定一式两份包含航空器装载信息的装载 舱单并对其准确性负责。舱单应当在每次起飞之前准备完毕,并且应当包括下列内容： (1) 乘客人数； (2) 装载后航空器的总重； 23

(3) 该次飞行的最大允许起飞重量； (4) 重心限制； (5) 装载后的航空器重心，但如果航空器根据装载表或者其他经局方批准的方法进 行装载，能够确保装载后的航空器重心不会超出批准的限制，则不需要计算实际的重心。 在这种情况下，需在舱单上注明，根据装载表或者其他经批准的方法，该航空器的重心 在限制之内； (6) 航空器的登记号或者航班号； (7) 本次飞行的始发地和目的地； (8) 机组成员的姓名及其值勤位置。 (d) 对于要求制定装载舱单的航空器，航空器机长应当将一份完整的舱单随航空器 携带至目的地。合格证持有人应当在其主运营基地或者另一局方同意的地点保存一份完 整的舱单至少 30 个日历日。 第 135.65 条

机械不正常情况的报告

(a) 每个合格证持有人应当在每架航空器上携带航空器飞行记录本，以记录机械不 正常情况及修复或者延期修复的情况。 (b) 对于驾驶员在飞行时间内发现的机械不正常情况，机长应当确保将其记录在航 空器飞行记录本上。每次飞行前，机长应当对上次飞行结束时记录在航空器飞行记录本 上的每项机械不正常情况的当前状态作出判定。 (c) 每个对机体、动力装置、螺旋桨、旋翼或者设备方面的故障或者失效采取修复 或者延期修复措施的人员，应当按照本规则中相应的维修要求将所采取的措施记录在航 空器飞行记录本上。 (d) 合格证持有人应当建立一个在航空器上保存本条要求的、供相关人员使用的航 空器飞行记录本的程序，并且在本规则第 135.41 条要求的手册中包含这一程序。 第 135.67 条

报告潜在的危险气象条件和通信或者导航设施的不正常情况

驾驶员在飞行中一旦遇到潜在的危险气象条件或者发现某一地面通信或者导航设 施不正常，如果认为严重影响飞行的安全，则应当尽快通知空中交通管制部门。 第 135.69 条

紧急情况下有限制的继续或者中止飞行

(a) 在按照本规则实施飞行期间，如果合格证持有人或者机长了解到会影响运行安 全的实际情况(包括机场和跑道情况)，则应当根据情况对继续飞行加以限制或者中止飞 行，直至相关的情况得到改善。 (b) 除下列情况外，机长不得允许航空器在出现本条(a)款规定的情况时继续飞向 预计着陆机场： (1) 有足够的理由认定在预计到达计划着陆机场时，影响运行安全的实际情况将得 24

到消除； (2) 除飞向着陆机场外已经没有更为安全的方法。对于该种情况，继续飞向上述机 场将构成本规则第 135.39 条所规定的紧急状态。 第 135.71 条

适航检查

除非机长确认航空器已按照适用情况完成了所要求的维修工作，航空器处于适航状 态，否则不得开始飞行。对于合格证持有人规定由机长进行飞行前检查的情况，应当在 本规则第 135.41 条要求的手册中明确，并在训练大纲中增加相应的培训要求。 第 135.75 条

局方监察员进入驾驶舱的权利

(a) 局方监察员执行监察任务时，在向机长出示监察员证件后，机长应当允许其不 受阻碍地进入该航空器的驾驶舱。但本款并不限制机长在紧急情况下出于安全考虑拒绝 任何人进入驾驶舱的应急处置权。 (b) 在实施航线监察时，应当将驾驶舱内的向前观察员座位或者配有耳机或者话筒 的前排旅客座位提供给局方监察员使用。座位和耳机或者话筒的位置是否适合在航线检 查中使用由局方监察员确定。 第 135.77 条

运行控制责任

(a) 每个合格证持有人应当对运行控制负责，并且应当在本规则第 135.41 条要求 的手册中列出经合格证持有人批准实施运行控制的每个人的姓名和职务。 (b) 在合格证持有人的运行控制程序中，应当确定机长对航空器的放行所负有的责 任。 第 135.79 条

飞行定位要求

(a) 每个合格证持有人应当建立飞行定位程序，该程序： (1) 至少能够为合格证持有人提供 CCAR-91 部目视飞行规则飞行计划所要求的信 息； (2) 如果航空器失踪或者未能按照预达时间到达目的地且失去联系，能及时通知局 方或者相关搜寻救援机构； (3) 如果在无法保持与合格证持有人通信联络的地区实施飞行，该程序能提供重新 建立无线电或者电话通信联络的地点、日期和预计时间。 (b) 有关飞行定位资料应当存放在合格证持有人的主运营基地或者合格证持有人的 飞行定位程序中指定的其他地方，直至飞行结束。 (c) 除非在本规则要求的手册中已经包含了这一程序,合格证持有人应当将一份飞 行定位程序的副本(及其修订和增补)提供给局方。 第 135.81 条

为运行人员提供的航空信息资料

合格证持有人应当为其雇佣的相关人员提供运行规范中适用于该人员职能和责任 25

的信息，并且应当为每个驾驶员提供下列现行有效的资料： (a) 必需的航空信息资料，包括导航设备、机场灯光和目视助航设备、空域、空中 交通管制程序、应急程序、影响飞行安全的因素、航空图表等方面的信息，或者包含相 同信息的商业出版资料。 (b) 本规则和 CCAR-91 部相关部分。 (c) 航空器使用手册、航空器飞行手册或者等效资料。 (d) 对于国际飞行，相关运行和进入相关国家所适用的航行资料汇编，或者包含相 同信息的商业出版资料。 第 135.83 条

驾驶舱中必需配备的资料

(a) 合格证持有人应当为驾驶员提供下列资料，这些资料应当保持最新有效的状态， 以恰当、适用的形式编制，并且放置在驾驶员从其驾驶座位上易于取用的地方： (1) 驾驶舱检查单； (2) 对于多发航空器或者带可以收放起落架的航空器，按照适用情况包含本条(c) 款要求的程序的驾驶舱应急检查单； (3)驾驶员操作位置上一套相关的航空图表，目视飞行规则飞行应当包含航空地图； (4) 对于仪表飞行规则运行，驾驶员操作位置上一套适用的航路、终端区以及进近 图； (5) 对于多发航空器，一台发动机失效时的爬升性能数据，并且当航空器被批准用 于仪表飞行规则飞行或者云上飞行时，该数据应当足以让驾驶员判断是否满足本规则第 135.191 条(a)(2)款的规定。 (b) 本条(a)(1)款要求的驾驶舱检查单中应当按照以下各个阶段列出检查项目： (1) 开车前； (2) 起飞前； (3) 起飞后； (4) 着陆前； (5) 着陆后； (6) 关车。 (c) 本条(a)款第(2)项要求的驾驶舱应急检查单应当按照适用情况包含以下方面的 程序： (1) 对燃油、液压、电气和机械系统的应急操作； (2) 仪表和操纵系统的应急操作； (3) 发动机失效程序； (4) 其他保证安全所需的应急程序。

26

第 135.85 条 载运无需符合本规则旅客载运规定的人员 下列人员登机乘坐航空器可以不符合本规则第 135.105 条、第 135.111 条、第 135.115 条和第 135.129 条的旅客载运要求： (a) 机组成员或者合格证持有人的其他雇员。 (b) 在航空器上安全处置动物所必需的人员。 (c) 在航空器上安全处置危险物品所必需的人员。 (d) 按照中国政府的批准进行的在运送中作为保安或者仪仗人员的随行人员。 (e) 按照军方货物运输合同在此次运行中载运的军方相关人员。 (f) 经批准的实施航路检查的局方代表。 (g) 履行合格证持有人载货运行中相关职责的人员。 第 135.87 条 行李和货物的载运 合格证持有人载运货物和行李(包括手提行李)时，应当满足下列要求： (a) 装载在航空器内经批准的货架、货箱或者货舱内。 (b) 按照经批准的方式固定在航空器内。 (c) 以满足下列全部要求的方式装载在客舱内： (1) 对于货物，用安全带或者其他有足够强度的系留装置予以固定，在正常可以预 见的飞行与地面条件下不会产生移动；对于手提行李，进行系留以避免空中颠簸时发生 移动； (2) 进行包装或者封盖，以避免伤害乘客； (3) 不会对座椅或者地板结构施加超过载荷限制的力； (4) 不能放在妨碍通达或者使用应急出口和正常出口的位置，或者妨碍使用驾驶舱 和客舱之间过道的位置。也不得放在挡住旅客视线，使旅客无法见到“安全带”标牌、 “禁止吸烟”标牌或者任何要求的出口标牌的位置，除非有辅助的标牌或者其他经批准 的方法，能为旅客提供明确的提示； (5) 不能直接放置在就座乘客的正上方； (6) 对于某些在飞行过程中需要移动的物品，在起飞和着陆阶段也应当按照本条规 定进行存放； (7) 对于全货物运行，如果在发生紧急情况时，货物的装载能够保证至少有一个应 急或者正常出口供机上所有乘员顺利撤离航空器，则本条(c)款第(4)项的要求不适用。 (d) 在旅客座位下方安放行李时，应当有措施能保证在航空器受到碰撞所产生的极 限惯性力的作用下，所放行李不会发生滑动，该力是由航空器型号合格审定所依据的紧 急着陆条件规则确定的。 (e) 如果装载货物的货舱在设计上要求飞行机组成员在飞行中发生火灾时进入货舱 灭火，则货物的装载应当保证机组成员能够使用手提式灭火器将灭火剂喷射到货舱所有 27

部位。 第 135.89 条 驾驶员使用氧气的要求 (a) 非增压航空器的驾驶员在进行下列飞行时应当持续使用氧气： (1) 高度超过平均海平面高度 3000 米（10000 英尺）但不超过 3600 米（12000 英 尺），在这些高度上飞行超过 30 分钟后的飞行时间段； (2) 高度超过平均海平面高度 3600 米（12000 英尺）。 (b) 增压航空器： (1) 增压航空器在座舱气压高度大于平均海平面高度 3000 米（10000 英尺）时，每 个驾驶员应当遵守本条(a)款的要求； (2) 增压航空器在平均海平面高度 7600 米至 10600 米（25000 英尺至 35000 英尺） 的高度上运行时，每个驾驶员应当配备一个快速佩戴型的氧气面罩，否则应当满足下列 要求： (i) 至少一名处于操作位置的驾驶员应当佩戴氧气面罩，该面罩应当可靠地固定和 密封，并且始终处于供氧状态或者可以在座舱气压高度超过平均海平面高度 3600 米 （12000 英尺）时自动供氧； (ii) 飞行期间，在驾驶舱值勤的每位其他驾驶员应当拥有一个与氧气源相连接的 氧气面罩，该面罩放置在驾驶员能迅速戴至面部供其可靠、密封使用的位置。 第 135.91 条 旅客医用氧气 (a) 除本条(d)、(e)款规定的情况外，合格证持有人不得允许携带或者使用储存、 发生或者分配医用氧气的设备，除非所携带的装置在制造上可以保证所有阀门、接头和 仪表在携带和使用的过程中不会损坏，并且满足下列要求： (1) 该设备应当： (i) 由乘客携带该设备时，合格证持有人应当确认其满足我国或者运行所在国关于 该设备制造、包装、标记、标签和维修方面的要求； (ii) 由合格证持有人配置该设备时，该设备应当符合我国关于其制造、包装、标 记、标签和维修方面的要求，并且按照合格证持有人经批准的维修方案进行维护； (iii) 所有外表面无可燃污染物； (iv) 被恰当固定。 (2) 当氧气以液态形式储存时，从购入新设备之日起或者从储存容器最后一次被清 洗之日起，该设备应当已经按照合格证持有人经批准的维修方案进行维修； (3) 当氧气以国家的相应标准所定义的压缩气体形式储存时，应当满足下列要求： (i) 当合格证持有人拥有该设备时，应当按照合格证持有人经批准的维修方案维修； (ii) 氧气瓶中的压力不得超过氧气瓶的额定压力。 (4) 在航空器上携带该设备时或者准备使用该设备时，应当通知航空器的机长； 28

(5) 应当存放好该设备，并且使用该设备的人员应当在座位上就座，以便不妨碍接 近和使用所需的任何应急出口、正常出口或者客舱中的过道。 (b) 任何人不得、合格证持有人也不得允许任何人在距离按照本条(a)款载运的氧 气储存和分配设备 3 米（10 英尺）的范围内吸烟或者用火。 (c) 在航空器上载有旅客时，除了在使用医用氧气方面受过训练的人员外，合格证 持有人不得允许任何人连接或者拆卸氧气瓶或者其他附属部件。 (d) 在紧急医疗事件中由于没有其他合理可用的运输方法而参加医疗飞行的航空 器，如果该次飞行所运送的人员由一名在医用氧气方面受过训练的人员陪同，则对于航 空器上载运的由专业或者医疗急救机构提供的氧气设备，本条(a)款第(1)项第(i)目不 适用。 (e) 根据本条(d)款规定偏离本条(a)款第(1)项第(i)目规定的合格证持有人参加应 急医疗飞行，应当在作出偏离行动后 10 个工作日内向其合格证主管机构提交一份关于 偏离所涉及运行的完整报告，在报告中包括对偏离行动的描述和偏离的原因。 第 135.93 条 自动驾驶仪的最低使用高度 (a) 除本条(b)、(c)、(d)和(e)款规定的情况外，在离地高度低于航空器飞行手册 或者等效文件中注明的自动驾驶仪失效时最大高度损失值的 2 倍，或者低于 150 米（500 英尺）（取两者之中较高者）时，任何人不得使用自动驾驶仪。 (b) 如使用仪表着陆系统（ILS）之外的仪表进近设施，当离地高度低于为该程序 所批准的最低下降高度之下 15 米（50 英尺），或者低于经批准的航空器飞行手册或者等 效文件中对进近状态下自动驾驶仪失效时所规定的最大高度损失值的 2 倍(取两者之中 较高者)时，任何人不得使用自动驾驶仪。 (c) 对于仪表着陆系统（ILS）进近，如果报告的天气条件低于 CCAR-91 部第 91.155 条所规定的基本目视飞行规则最低天气标准，则当离地高度低于 15 米（50 英尺），或者 低于经批准的航空器飞行手册或者等效文件中对带进近耦合器的自动驾驶仪失效所规 定最大高度损失值(取两者之中较高者)时，任何人不得使用带进近耦合器的自动驾驶 仪。 (d) 尽管有本条(a)、(b)或者(c)款的规定，如果满足下列要求，局方仍可以颁发 运行规范，批准使用经批准的带自动驾驶能力的飞行控制引导系统进近至接地： (1) 航空器飞行手册或者等效文件中没有载明该系统在自动驾驶仪失效时有任何高 度损失值； (2) 局方发现使用该系统进近至接地不会对本条的安全标准带来其他不利影响。 (e) 尽管有本条(a)款的规定，如果满足下列要求，局方仍可以颁发运行规范，批 准在飞行的起飞和初始爬升阶段使用经批准的带自动驾驶能力的自动驾驶仪系统： (1) 航空器飞行手册中规定了经审定的最低接通高度限制； 29

(2) 在到达航空器飞行手册中规定的最低接通高度限值或者局方规定的高度(两者 取高者)之前，不接通该系统； (3) 局方发现使用该系统不会对本条要求的安全标准带来其他不利影响。 (f) 本条不适用于旋翼机的运行。 第 135.95 条 航空人员的条件 合格证持有人在完成那些应当由持有执照的航空人员实施的工作时，所使用的航空 人员应当满足下列条件： (a) 持有适合的现行有效的航空人员执照。 (b) 满足中国民用航空规章中适用的资格要求，能够胜任所从事的工作。 第 135.97 条 用于满足近期飞行经历的航空器和设施 合格证持有人应当提供航空器和设施，使每个驾驶员满足近期飞行经历要求，持续 保持其熟练水平，并可以用于演示以证实驾驶员可以胜任所有被批准参加的运行。 第 135.99 条 飞行机组成员的组成 在合格证持有人运行的航空器上所配备的飞行机组成员，应当符合航空器操作限制 或者航空器飞行手册中的机组配备规定，以及本规则对所实施运行类型的机组配备规 定。 第 135.101 条 飞行机组成员的值勤要求 (a) 在飞行的关键阶段，合格证持有人不得要求飞行机组成员完成航空器安全运行 所必需的工作之外的任何其他工作，飞行机组任何成员也不得承担这些工作。预定厨房 供应品，确认旅客的衔接航班，对旅客进行合格证持有人的广告宣传、介绍风景名胜和 其他与安全无关的广播，填写与运行无关的公司报告表、记录表等工作都不是航空器安 全运行所必需的工作。 (b) 在飞行的关键阶段，飞行机组成员不得从事可能分散飞行机组其他成员工作精 力，或者可能干扰其他成员正确完成这些工作的活动，机长也不得允许其从事此种活动。 这些活动包括进餐、在驾驶舱无关紧要的交谈、在驾驶舱和客舱乘务员之间无关紧要的 通话、阅读与正常飞行无关的刊物等。 (c) 在本条中，飞行关键阶段是指滑行、起飞、着陆和除巡航飞行以外在 3000 米 (10000 英尺)以下的飞行阶段。 第 135.103 条 仪表飞行规则（IFR）运行中要求配备的副驾驶 (a) 除本条(b)款规定的情况外，在根据仪表飞行规则（IFR）实施载客运行的航空 器上，应当配备一名副驾驶。 (b) 除按照本规则第 135.99 条和第 135.109 条的规定配备副驾驶的情况外，当航 空器装备有经批准的自动驾驶仪系统并且相应的运行规范中也已批准使用该系统时，可 30

以偏离本条(a)款的要求，无需配备副驾驶。但是，在此种情况下担任机长的驾驶员， 应当在该厂家和型号的航空器上具有至少 100 小时的机长飞行时间。合格证持有人申请 使用自动驾驶仪系统代替副驾驶,应当向局方申请颁发相应的运行规范条款。如果满足 下列条件，局方可以批准其使用自动驾驶仪代替副驾驶： (1) 该自动驾驶仪能够操纵航空器来保持飞行和进行绕三轴旋转的机动飞行； (2) 合格证持有人经演示证明，机长能够在合理的工作负荷下完成所有职责，使用 自动驾驶仪的运行能够安全实施，符合本规则所有的运行要求； (3) 相应的运行规范条款中包含了局方认为出于安全考虑所需规定的使用自动驾驶 仪的条件和限制。 第 135.105 条

客舱乘务员要求

合格证持有人运行旅客座位数(不含驾驶员座位)超过 19 座的航空器，应当配备一 名客舱乘务员。 第 135.107 条 机长或者副驾驶的指派要求 (a) 合格证持有人在按照本规则运行时，应当满足下列要求： (1) 为每次飞行指派一名机长； (2) 为每次需要两名驾驶员的飞行，指派一名副驾驶。 (b) 航空器的机长应当按照合格证持有人的指派，在该次飞行的所有时间内承担机 长职责。 第 135.109 条 II 类运行中要求的副驾驶 合格证持有人使用航空器实施 II 类运行时，应当指派一名副驾驶。 第 135.111 条 旅客占用驾驶员座位 如果合格证持有人所用航空器的旅客座位数(不包含驾驶员座位)不超过 8 座，并且 按照本规则规定允许其使用一名驾驶员实施运行，则可以允许机长、副驾驶、合格证持 有人的航空检查人员和局方监察员以外的人员占用空置的驾驶员座位。 第 135.113 条 操纵装置的控制 除符合下列规定的人员外，机长不得允许任何人员在按照本规则实施的飞行中操作 航空器的操纵装置，任何人员也不得在这些飞行中操作航空器的操纵装置： (a) 合格证持有人雇佣的对该航空器具备资格的驾驶员。 (b) 经局方批准的监察员或者委任代表，该监察员或者委任代表合格于操作该航空 器，正在进行飞行检查工作，并且得到了机长的许可。 第 135.115 条 飞行前对旅客的简介 (a) 在每次起飞前，载客航空器的机长应当保证所有旅客得到下述方面的口头简介： 31

(1) 吸烟。每位旅客应当得到何时、何处和在何种情况下禁止吸烟的简介。该简介 应当包含如下申明：中国民用航空规章要求旅客遵守点亮的旅客信息灯、出示的标牌和 因安全目的指定的禁烟区的指令，并听从机组成员的相关指令。简介还应当包括关于现 行法规禁止摆弄、损伤和毁坏航空器厕所(如该航空器装有厕所的话)内安装的烟雾探测 器，禁止在厕所内吸烟，以及适用时，禁止在客舱内吸烟的规定； (2) 安全带的使用，包括系紧和松开安全带的方法，以及在何时、何地和何种情况 下应当系紧安全带。该简介应当包括如下申明：中国民用航空规章要求旅客遵守点亮的 旅客信息灯给出的指令，并听从机组成员关于使用安全带的相关指令； (3) 在起飞和降落前调直椅背； (4) 乘客登机门和紧急出口的位置和打开方法； (5) 救生设备的位置； (6) 如果本次飞行涉及延伸跨水运行，所需漂浮装置的使用和迫降程序； (7) 如果该次飞行涉及平均海平面高度 3600 米(12000 英尺)以上的运行，氧气的正 常和应急使用方法； (8) 手提灭火器的位置和使用方法。 (b) 在每次起飞之前，机长应当确保每位在紧急情况下需要别人帮助才能迅速撤至 出口的人员和该人员的护理人员(如有)都得到了简介，被告知在发生紧急情况时撤离航 空器的程序。本款不适用于那些在该架航空器的上一航程飞行中已接受此简介的人员。 (c) 本条(a)款要求的口头简介应当由机长或者其他机组成员作出。 (d) 尽管有本条(c)款的规定，对于经审定可以载运不超过 19 名旅客的航空器，本 条(a)款要求的口头简介可以由机长、一名机组成员或者合格证持有人指定的合格人员 作出。 (e) 合格证持有人应当将本条(a)款要求的口头简介的内容印制在卡片上，卡片上 的文字说明应当至少包括中文。这些卡片应当放置在航空器上每位乘客便于取用阅读的 地方。卡片上不得印有任何广告，卡片的制作应当满足下列要求： (1) 适用于使用该卡片的航空器； (2) 包括紧急出口的示意图和使用方法； (3) 包括使用机上应急设备所必需的其他指令。 (f) 本条(a)款要求的简介可以用经批准的录音播放装置播放，应当使每位旅客在 正常噪音水平环境下能清晰地听到。 第 135.117 条 禁止载运武器 在合格证持有人所运行的航空器上的任何人员不得以隐秘或者公开的方式在机上 放置或者随身携带武器。按照国家规定被批准携带武器的人员除外。

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第 135.119 条 禁止干扰机组成员 任何人员不得在按照本规则运行的航空器上攻击、胁迫、威胁或者干扰履行机组职 责的机组成员。 第 135.121 条 酒精饮料 (a) 除合格证持有人所供应的含酒精饮料外，任何人不得在航空器上饮用其他含酒 精饮料。 (b) 对于航空器上显示出醉酒状态的人员，合格证持有人不得再为其提供任何含酒 精饮料。 (c) 对于显示出醉酒状态的人员，合格证持有人不得允许其登机。 第 135.123 条 航空器在地面移动、起飞和着陆期间食品、饮料和旅客服务设施的存放 (a)当处于下列情形之一时，合格证持有人不得使航空器在地面移动、起飞或者着 陆： (1)当旅客座位上放有由合格证持有人提供的食品、饮料或者餐具时； (2)在每个旅客的食品与饮料盘和每个椅背餐桌均被固定在其收藏位置之前； (3)在每个旅客服务车被固定在其收藏位置之前。 (b)每个旅客应当遵守机组成员按照本条给出的指令。 第 135.125 条 紧急情况和应急撤离职责 (a) 对于每一型号的航空器，合格证持有人应当为每一机组必需成员指派其在紧急 情况下或者需要应急撤离的情况下应当履行的职责。合格证持有人应当保证完成这些任 务是现实可行的，并且考虑到了任何有理由预见到的紧急情况的处理，包括个别机组成 员可能丧失工作能力，或者在客货混装的航空器上，由于货物的移动机组成员不能到达 客舱这样的紧急情况。 (b) 合格证持有人应当将本条(a)款要求的每类机组必需成员的职责规定在本规则 第 135.41 条所要求的手册中。 第 135.127 条 航空器保安 按照本规则实施运行的合格证持有人应当符合相应中国民用航空保安要求。 第 135.129 条 旅客告示 (a) 航空器在地面作任何移动，以及每次起飞、着陆和机长认为必要的其他任何时 间，“系好安全带”信号应当接通。 (b) 当“系好安全带”信号亮时，每位旅客应当系好旅客座椅安全带并保持系好状 态。 (c) 航空器在禁止吸烟的飞行航段上运行时，应当使“禁止吸烟”的告示信号灯常 亮，或者在该飞行航段上出示一个或者几个“禁止吸烟”的标牌。若同时使用灯光信号 33

及标牌，则灯光信号在整个飞行航段上应当保持常亮。 (d) 乘坐航空器的旅客应当遵守下列规定： (1) 不得在“禁止吸烟”信号灯亮时或者“禁止吸烟”标牌出示时吸烟； (2) 不得在航空器厕所中吸烟； (3) 不得损害或者破坏航空器厕所中安装的烟雾探测器。 (e) 当航空器在地面作任何移动，在每次起飞、着陆和机长认为必要的其他任何时 间内，应当接通“禁止吸烟”信号。 (f) 每个旅客应当遵守机组成员为符合本条(c)款和(d)款第(1)、(2)项要求而发出 的指令。 第 135.131 条 安全带和儿童限制装置的使用 (a) 在航空器于地面移动、起飞和着陆期间，按照本规则运行的航空器上的每个乘 员均应当在经批准的座椅就座，并用单独的安全带适当系好。对于水上航空器和安装有 浮筒的旋翼机在地表移动期间，将水上航空器或者旋翼机推离码头或者将其系留在码头 的人员无需满足前述座位和安全带要求。对于儿童可以使用下列方法： (1) 2 周岁以下的儿童可以由占有经批准座椅的成年人抱着； (2) 儿童可以乘坐在航空器上安全使用的儿童限制装置内，该装置可以由合格证持 有人装备，也可以由该儿童的父母、监护人或者经该儿童父母、监护人指定在飞行中照 料其安全的护理人员携带。儿童限制装置应当带有表明其安全性的标签。 (b) 如果儿童的父母、监护人或者指定的护理人员请求让该儿童乘坐他们提供的儿 童限制装置，当该儿童持有经批准座位的机票，或者这种座位能够由合格证持有人提供 给该儿童使用，并且本条(a)款第(2)项中的要求能够满足，则该合格证持有人不得拒绝 该儿童乘坐航空器。本条并不阻止合格证持有人提供儿童限制装置，也不阻止合格证持 有人遵循安全操作常规，为儿童限制装置确定最适合的旅客座椅位置。 (c) 只有每一旅客座椅的椅背处于竖立位置，合格证持有人方可使航空器起飞或者 着陆。每个旅客应当遵守机组成员依照本款发出的指令。但下列两种情况除外： (1) 为使主通道至出口的通道不受座椅靠背的妨碍而让其处于非竖立位置的情况； (2) 根据合格证持有人的手册中规定的程序，在座位上载有货物或者坐有由于健康 方面的原因不能竖直就坐的人的座椅，但其椅背不得妨碍任何旅客走向通道或者任一应 急出口。 (d) 要求装备组合式安全带和肩带装置的座椅上的每个乘员，在起飞和着陆过程中 都应当用这种组合式安全带和肩带装置将乘员恰当扣紧，但在履行其正常职责需要时， 可以松开肩带。 (e) 在每个无人乘坐的座椅上，若装有安全带和肩带装置，则应当将其固定好，使 其不妨碍机组成员执行任务或者妨碍应急情况下人员的迅速撤离。 34

第 135.133 条 出口座位安排 (a) 适用性。本条适用于合格证持有人按照本规则实施的旅客座位数 10 座(含)以 上的航空器的定期载客运行和旅客座位数 20 座(含)以上的航空器的非定期载客运行。 (b) 合格证持有人应当根据坐在出口座位的旅客应当具备的能力，安排或者调整旅 客座位并履行下列职责： (1) 确定其机群中每一种旅客座位布局的出口座位； (2) 在其实施旅客运营的机场旅客登机处或者确定旅客座位处，将所制定的有关出 口座位旅客安排的规定提供给公众，供公众监督检查； (3) 在滑行或者推航空器前，至少有一名机组必需成员已经核实没有不具备能力的 旅客坐在出口座位处； (4) 提示在出口座位就座的旅客阅读为其专备的出口座位旅客须知卡并进行自我对 照，该卡中应当包含就座于出口座位的旅客应当具备的能力、不宜在出口座位就座的情 况、可以要求调换座位的情况以及服从机组成员安排和调整座位的义务； (5) 在其运行手册中规定下列内容： (i) 在机上安排或者调整旅客座位的人员； (ii) 安排或者调整座位、核实出口座位就座情况的程序； (iii) 在机场向公众提供信息和在机上向出口座位旅客提供出口座位旅客须知卡的 内容。 (6) 本款第(5)项所述运行手册中规定的内容得到局方批准。 (c) 前款中的用语按照下列规定： (1) 出口座位是指旅客从该座位可以不绕过障碍物直接到达出口的座位和旅客从离 出口最近的过道到达出口必经的成排座位中的每个座位； (2) 在出口座位就座的旅客应当具备的能力是指完成下列职责的能力： (i) 确定应急出口的位置； (ii) 认出应急出口开启机构； (iii) 理解操作应急出口的指示； (iv) 操作应急出口； (v) 评估打开应急出口是否会增加由于暴露旅客而带来的伤害； (vi) 遵循机组成员给予的口头指示或者手势； (vii) 收藏或者固定应急出口门，以便不妨碍使用该出口； (viii) 评估滑梯的状况，操作滑梯，并在其展开后稳定住滑梯，协助他人从滑梯 离开； (ix) 迅速地经应急出口通过； (x) 评估、选择和沿着安全路线从应急出口离开。 35

(3) 不宜在出口座位就座的情况是指机组成员确认旅客可能由于下述原因不具备本 款第(2)项所列的应当具备的一项或者多项能力： (i) 该人的两臂、双手和双腿缺乏足够的运动功能、体力或者灵活性导致下列能力 缺陷： (A) 向上、向下和向两侧达不到应急出口位置和应急滑梯操纵机构； (B) 不能握住并推、拉、转动或者不能操作应急出口操纵机构； (C) 不能推、撞、拉应急出口舱门操纵机构或者不能打开应急出口； (D) 不能把与机翼上方出口窗门的尺寸和重量相似的东西提起、握住、放在旁边的 座椅上，或者把它越过椅背搬到下一排去； (E) 不能搬动在尺寸和重量上与机翼上方出口门相似的障碍物； (F) 不能迅速地到达应急出口； (G) 当移动障碍物时不能保持平衡； (H) 不能迅速走出出口； (I) 在滑梯展开后不能稳定该滑梯； (J) 不能帮助他人用滑梯离开。 (ii)该人不足 15 岁，或者如没有陪伴的成年人、父母、或者其他亲属的协助，缺 乏履行本款第(2)项所列出的一项或者多项能力； (iii)该人缺乏阅读和理解本条要求的、由合格证持有人用文字或者图表形式提供 的有关应急撤离指示的能力，或者缺乏理解机组口头命令的能力； (iv)该人在没有隐形眼镜或者普通眼镜以外的视觉器材帮助时，缺乏足够的视觉能 力导致缺乏本款第(2)项列出的一项和多项能力； (v)该人在没有助听器以外的帮助时，缺乏足够的听觉能力听取和理解客舱乘务员 的大声指示； (vi)该人缺乏足够的能力将信息口头传达给其他旅客； (vii)该人具有可能妨碍其履行本款第(2)项所列的一项或者多项适用功能的情况 或者职责，例如要照料幼小的孩子，或者履行前述功能可能会使其本人受到伤害。 (4) 可以要求调换座位的情况是指在出口座位就座的旅客，按照出口座位旅客须知 卡或者按照机组成员向旅客进行的简介进行自我对照，有下列情形之一时可以向机组成 员提出调换座位的情况： (i) 属于不宜在出口座位就座的情况的； (ii) 不能确定自己是否具备应当具备的能力的； (iii) 为了履行出口座位处的功能有可能伤害其身体的； (iv) 不能履行出口座位处可能要求其履行的职责的； (v) 由于语言、理解等原因，不能理解出口座位旅客须知卡内容和机组成员讲解内 容的。 36

(d)依据本条，如果确定被安排在出口座位上的旅客很可能没有能力履行本条(b)款 第(2)项所列的功能，或者旅客自己要求不坐在出口座位，合格证持有人应当立即将该 旅客重新安排在非出口座位位置。在非出口座位已满员的情况下，如果需要将一位旅客 从出口座位调出，合格证持有人应当将一位愿意并能够完成应急撤离功能的旅客，调到 出口座位上。在出口座位就座的旅客要求更换座位时，机组成员不得要求其讲出理由。 (e) 合格证持有人可以按照本条规定，仅凭下列原因而拒绝运送该旅客： (1) 该旅客拒绝遵守合格证持有人机组成员或者经授权的其他雇员发出的、执行按 照本条制定的出口座位限制的指示； (2) 由于身体残疾，适合于该人残障的唯一座位是出口座位。 (f) 每位旅客应当遵守合格证持有人的机组成员或者经授权的其他雇员所给予的执 行按照本条制定的出口座位限制的指示。 第 135.135 条 旋翼机水上平台运行 按照本规则进行水上平台飞行运行的旋翼机运营人和驾驶员应当遵守本规则附件 E 旋翼机水上平台运行要求中的规定。

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C 章 航空器与设备 第 135.141 条 适用范围 本章规定了按照本规则运行的航空器和设备的要求。本章的要求是 CCAR-91 部的航 空器和设备要求的补充要求，但是，本规则不要求重复安装所要求的任何设备。 第 135.143 条 一般要求 (a) 按照本规则运行的航空器及其设备应当满足中国民用航空规章的适用要求。 (b) 除本规则第 135.187 条规定的情况外，要求在航空器上安装的仪表和设备应当 经过批准并且处于可工作状态，否则不得按照本规则运行该航空器。 (c) 按照 CCAR-91 部第 91.413 条规定需安装的空中交通管制应答机设备，应当满 足 CTSO-74C（C 模式）或者 CTSO-C112（S 模式）相应技术标准规定的性能和环境要求。 第 135.145 条 便携式电子设备 (a) 从航空器为开始飞行而滑行起，直到航空器着陆后安全脱离跑道时为止，任何 机上乘员不得开启和使用，合格证持有人或者机长也不得允许其开启和使用任何具有主 动发射无线电信号功能的便携式电子设备，这些电子设备包括： (1) 移动电话； (2) 对讲机； (3) 遥控玩具和其他带遥控装置的电子设备； (4) 合格证持有人确定会干扰航空器安全运行的其它便携式电子设备。 (b) 除(a)款规定的外，合格证持有人确定在机上使用不会影响航空器通讯和导航 系统正常工作的便携式电子设备，可以在巡航飞行阶段使用，但是在航空器起飞、爬升、 下降、进近、着陆等飞行关键阶段不得使用。 (c) 在航空器运行期间，当机组成员发现机上乘员打开了或者正在使用可能干扰航 空器安全运行的便携式电子设备，或者飞行机组成员发现存在电子干扰并怀疑该干扰可 能来自机上乘员所携带的便携式电子设备时，机组成员应当要求携带人立即关闭这些便 携式电子设备的电源。 (d) 本条(a)款第(4)项和(b)款所述的便携式电子设备应当由合格证持有人确定。 第 135.146 条 应急定位发射机 按照本规则实施运行的航空器应当按照下述规定安装应急定位发射机： (a) 实施延伸跨水运行的飞机应当至少安装两个经批准的应急定位发射机，且其中 38

一个必须是自动触发工作的。 (b) 在无人地带或者搜索、救援比较困难的地区实施运行的飞机或者旋翼机应当至 少安装一个经批准的自动触发工作的应急定位发射机。 (c) 对于按照本规则实施跨水运行的旋翼机，在临界动力装置失效的情况下，如果 距岸边的距离超过旋翼机的规定性能，旋翼机无法实施安全着陆或者迫降，则其上应当 至少配备两个经批准的应急定位发射机，其中一个应急定位发射机必须是自动触发工作 的，另一个非自动触发工作的应急定位发射机必须安装在救生阀内。 (d) 上述(a)款中所要求的两个应急定位发射机中另一个非自动触发工作的应急定 位发射机可以是安装在救生阀或者其他设备内的。 第 135.147 条 航空器验证试飞 (a) 对于涡喷飞机或者按照型号合格审定程序要求在目视飞行规则（VFR）下配备 两名驾驶员的航空器，如果该航空器或者相同制造和类似设计的航空器先前未按照本规 则或者 CCAR-121 部实施运行，则除了该航空器的审定试飞外，合格证持有人还应当至 少实施局方可以接受的 25 小时验证试飞，包括： (1) 如果批准进行夜间飞行，至少 5 小时夜航时间； (2) 如果批准实施仪表飞行规则（IFR）飞行，在模拟或者实际的仪表天气条件下 至少 5 次仪表进近程序飞行； (3) 进入一定数量的局方确定的有代表性的航路和机场。 (b) 任何合格证持有人不得在验证试飞的航空器上载运旅客，但可以载运那些实施 试飞所必需的人员以及局方指定的观察试飞的人员。可以在验证试飞的同时实施驾驶员 训练飞行。 (c) 对于本条(a)款，如果经过下列改装，则不认为航空器具有类似设计： (1) 所安装的动力装置与航空器合格审定时所装的动力装置型号不具相似性； (2) 航空器或者其部件的重大改装影响了飞行特性。 (d) 如果局方认为存在特殊情况，无需完全符合本条的要求，局方可以批准合格证 持有人对本条的偏离。 第 135.149 条 要求双套操纵装置 对于在运行中要求两名驾驶员操作的航空器，应当装备可以使用的双套操纵装置。 但是，对于型号审定只要求一名驾驶员的航空器，可以使用转移驾驶盘替代两套驾驶盘。 第 135.151 条 设备的基本要求 按照本规则实施运行的航空器应当安装下列设备： (a) 一个可以调节气压基准的灵敏气压高度表。 (b) 对每一个汽化器的加温或者除冰设备，或者对于压力汽化器，一个备用气源。 39

(c) 对于涡喷飞机，除供在驾驶员位置使用的两套陀螺坡度－俯仰显示仪（人工地 平仪）外，还应当按照下列要求安装第三台指示器： (1)由独立于飞机正常发电系统的应急备用电源供电； (2)在正常发电系统全部失效之后至少能继续可靠地工作 30 分钟； (3)不依赖任何其他姿态指示系统而独立工作； (4)在正常发电系统全部失效之后无需选择就能工作； (5)位于仪表板局方认可的位置上，使得任一驾驶员在其工作位置上即能清楚地看 见并使用； (6)在使用的所有阶段均有适当照明。 (d) 对于涡轮发动机驱动的航空器，局方要求的任何其它设备。 第 135.153 条 旅客广播和机组内话系统 按照本规则实施运行的旅客座位数量（不包括任何驾驶员座位）超过 19 座的航空 器应当安装有满足下列要求的设备： (a) 满足下列要求的旅客广播系统： (1) 除手持式送受话器、头戴式送受话器、麦克风、选择器开关和信号装置外，能 够不依赖于本条(b)款所要求的机组内话系统而独立工作； (2) 按照 CCAR-21 部的相关规定获得批准； (3) 能从驾驶舱中机长、副驾驶位置处立即获取使用； (4) 对于每一个要求的、地板高度旅客应急出口，如果有临近的客舱乘务员座位， 则该处应当安装可以供在该处就坐的客舱乘务员易于取用的麦克风。当出口间的距离允 许就坐的客舱乘务员之间进行无障碍口头通讯，一个麦克风可以用于多个出口； (5) 客舱中可以使用该系统的每一位置上的客舱乘务员能在 10 秒之内使用该系统； (6) 广播语音应当使所有旅客座位、厕所和客舱乘务员座位和工作位置处的人员听 到； (7) 对于运输类飞机,应当满足 CCAR-25 部第 25.1423 条的要求。 (b) 机组内话系统，应当满足下列要求： (1) 除手持式送受话器、头戴式送受话器、麦克风、选择器开关和信号设备外，能 够不依赖于本条(a)款所要求的旅客广播系统而独立工作； (2) 按照 CCAR-21 部的相关规定获得批准； (3) 提供驾驶舱与下列各处的双向通讯： (i) 每一客舱； (ii) 除位于主客舱地板高度外的每一厨房。 (4) 能从驾驶舱中机长、副驾驶位置立即获取使用； (5) 每一客舱中至少能从一个正常客舱乘务员位置获取使用； 40

(6) 客舱中可以使用该系统的每一位置上的客舱乘务员能在 10 秒之内使用该系统； (7) 对于大型涡喷飞机： (i) 能从足够多的客舱乘务员位置上获取使用，使得从一个或者多个这些位置上能 观察到每一客舱所有地板高度的应急出口（或者出口位于厨房内的情况下到这些出口的 通道）； (ii) 具有一个带音频或者视觉信号的、供飞行机组成员提醒客舱乘务员和客舱乘 务员提醒飞行机组成员使用的提示装置；该装置具有使呼叫接受者能识别是正常呼叫还 是紧急呼叫的功能。 (8) 当飞机在地面时，提供地面人员和驾驶舱飞行机组成员之间的双向通讯。供地 面人员使用的机内通话系统位置应当使得从飞机内看不到使用该系统的人员。 第 135.155 条 飞行数据记录器 (a) 按照本规则运行的航空器应当按照 CCAR-91 部第 91.509 条的要求装备经批准 的飞行数据记录器，并且该记录器从使用检查单开始（为飞行而起动发动机之前），到 飞行结束完成最后检查单止始终连续工作。 (b) 合格证持有人应当为其按照本规则运行的航空器分别安装一台独立的飞行数据 记录器和一台独立的驾驶舱舱音记录器，或者选择装备两台组合式记录器(包括飞行数 据记录器和驾驶舱舱音记录器)。 (c) 合格证持有人应当按照 CCAR-91 部第 91.509 条的要求使用、检查或者评估上 述要求的飞行数据记录器和驾驶舱舱音记录器，遵守规定的运行限制，并按照规定保存 飞行记录器和驾驶舱舱音记录器的原始信息。 第 135.157 条 驾驶舱话音记录器 按照本规则实施运行的飞机和旋翼机，应当安装满足下述有关话音记录器的要求： (a) 按照本规则实施运行的飞机应当按照 CCAR-91 部第 91.509 条的要求安装飞行 记录器。 (b) 除本条(a)款的规定外， 1987 年 1 月 1 日前，所有首次颁发适航证的最大审定 起飞重量超过 7000 千克的旋翼机应当安装经批准的驾驶舱话音记录器，以记录飞行中 驾驶舱内的声音环境。 (c) 按照本规则实施运行的乘客座位数超过 6 人并且型号审定规定或者运行规定要 求两名驾驶员的涡轮发动机为动力飞机或者旋翼机，还应当根据适用情况配备符合 CCAR-23 部第 23.1457 条、CCAR-25 部第 25.1457 条、CCAR-27 部第 27.1457 条或者 CCAR-29 部第 29.1457 条要求的话音记录器。 (d)在外壳上或者靠近外壳处有经批准的水下定位装置，该装置的固定方式应当保 证在发生坠毁撞击时不易分离，除非该驾驶舱话音记录器和 CCAR-121 部第 121.343 条 要求的飞行数据记录器相互靠近安装，在发生坠毁撞击时它们不易分离。 41

(e)为遵守本条要求，可以使用具有抹音特性的经批准的驾驶舱话音记录器，这样， 在录音工作过程中，可以随时抹掉或者用其它方法消除所记录内容，但应当满足 CCAR-91 部第 91.509 条(a)款第(2)项第(iii)和(iv)目的记录要求。 第 135.159 条 近地警告系统 (a) 按照本规则实施运行的最大审定起飞重量超过 5700 千克或者批准旅客座位数 （不含任何驾驶员座位）为 10 座（含）以上的涡轮发动机飞机应当装备有经批准的近 地警告系统。 (b) 对于本条所要求的系统，飞机飞行手册应当： (1) 包含下列适当的程序： (i) 设备的使用； (ii) 飞行机组人员对该设备所发警告的恰当反应； (iii) 计划的非正常和应急情况下使设备停止工作。 (2) 列出应当工作的所有输入源。 (c) 除飞机飞行手册中的程序规定的外，任何人不得使本条所要求的系统停止工作。 (d) 凡使本条所要求的系统停止工作时，应当在飞机飞行记录本中记录停止系统工 作的日期和时间。 (e) 按照本规则第 135.161 条安装了地形提示和警告系统（TAWS）的飞机，无需再 安装本条要求的近地警告系统。 第 135.161 条 地形提示和警告系统（TAWS） (a)除经局方批准外，按照本规则实施运行的飞机应当按照下列要求安装经批准的 地形提示和警告系统(TAWS)： (1)2004 年 1 月 1 日后首次在中国注册的最大审定起飞重量超过 5700 千克或者批准 旅客座位数超过 9 座的涡轮发动机飞机，应当安装经批准的 A 类 TAWS 系统； (2)所有最大审定起飞重量超过 15,000 千克的涡轮发动机飞机，应当安装经批准的 A 类 TAWS 系统； (3)从 2007 年 1 月 1 日起，所有最大审定起飞重量超过 5,700 公斤或者批准旅客座 位数超过 9 座的涡轮发动机飞机，应当安装经批准的 A 类 TAWS 系统。 (b)飞机的 TAWS 系统及其安装应满足相关的适航要求。 (c)飞机的飞行手册中应当包含下述程序： (1) 地形提示和警告系统（TAWS）的操作与使用； (2) 对于地形提示和警告系统（TAWS）的音频和视频警告，飞行机组的正确应对措 施。

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第 135.163 条 载客航空器的灭火瓶要求 按照本规则实施载客运行的航空器，应当按照下列要求装备经批准型号的手提灭火 瓶供在驾驶舱和客舱中使用： (a) 灭火剂的型号和数量应当适合于可能发生的火情种类。 (b) 在驾驶舱中合适之处至少配备一个手提灭火瓶供飞行机组使用。 (c) 旅客座位数量（不含任何驾驶员座位）超过 9 座以上的每一航空器的客舱中方 便之处至少配备一个手提灭火瓶。 第 135.165 条 氧气设备要求 (a) 按照本规则运行的非增压航空器，应当配备充足的氧气分配器和氧气，在下述 不同高度飞行时按照本规则第 135.89 条(a)款的规定为驾驶员配备氧气，并按照下列要 求为机上乘员配备氧气： (1) 在 3000 米（10000 英尺）到 4600 米（15000 英尺）平均海平面高度飞行超过 30 分钟以后的那部分飞行时间内，向航空器上除驾驶员以外至少 10％的其他乘员提供 氧气； (2) 在 4600 米（15000 英尺）平均海平面高度以上飞行时，向航空器上除驾驶员以 外的其他所有乘员提供氧气。 (b) 按照本规则运行的增压航空器，应当满足下列要求： (1) 在 7600 米（25000 英尺）平均海平面高度以上飞行，向航空器上除驾驶员以外 的其他所有乘员提供 10 分钟补充用氧，以供客舱失压需要下降时使用； (2) 航空器应当配备有充足的氧气分配器和氧气，使得在客舱压力高度超过 3000 米（10000 英尺）平均海平面高度时能符合本条(a)款的规定，以及当客舱增压失效时， 能为每位驾驶员提供本规则第 135.89 条(a)款规定的氧气或者为每位驾驶员供氧 2 小时 （取两者中较大值），并且在下述飞行时为机上其他乘员提供氧气： (i) 在 3000 米（10000 英尺）到 4600 米（15000 英尺）平均海平面高度飞行超过 30 分钟以后的那部分飞行时间内，向航空器上除驾驶员以外至少 10％的其他乘员提供 氧气； (ii) 在 4600 米（15000 英尺）平均海平面高度以上飞行时，向航空器上除驾驶员 以外的其他所有乘员供氧 1 小时。但是，如果在该高度以上的任何飞行时刻，该航空器 能在 4 分钟内安全下降到 4600 米（15000 英尺）平均海平面高度，则仅需供氧 30 分钟。 (c) 本条所要求的设备应当具有下列功能： (1) 使驾驶员在飞行中易于确定每个供氧源的可用氧气量以及氧气是否输送到分配 组件；或者在采用个人分配装置的情况下，使每个使用者能自己决定氧气的供应和输送； (2) 允许驾驶员在 7600 米（25000 英尺）平均海平面高度以上自己决定使用纯氧。

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第 135.167 条 按照目视飞行规则（VFR）夜间或者云上载客运行的设备要求 按照本规则在目视飞行规则下实施夜间或者云上载客运行的航空器应当至少装有 下述设备： (a) 一个陀螺转弯速率指示器，但下述情况除外： (1) 如果飞机按照下列要求安装了在俯仰和横滚 360°的所有飞行姿态中都可以使用 的第三套姿态指示仪表系统： (i)由独立于飞机正常发电系统的应急备用电源供电； (ii)在正常发电系统全部失效之后至少能继续可靠地工作 30 分钟； (iii)不依赖任何其他姿态指示系统而独立工作； (iv)在正常发电系统全部失效之后无需选择就能工作； (v)位于仪表板局方认可的位置上，使得任一驾驶员在其工作位置上即能清楚地看 见并使用； (vi)在使用的所有阶段均有适当照明。 (2) 如果旋翼机按照 CCAR－29 部第 29.1303 条（g）款的规定安装了第三套姿态指 示仪表系统，并且该系统在俯仰±80°和横滚±120°的所有飞行姿态中都是可以用的； (3) 如果旋翼机的最大审定起飞重量为 2730 千克（6000 磅）（含）以下。 (b) 一个侧滑指示器。 (c) 一个陀螺横滚和俯仰姿态指示器。 (d) 一个陀螺航向指示器。 (e) 一台或者数台发电机，能按照飞行中持续电负载的各种可能组合向所需设备供 电以及向电瓶充电。 (f) 对于夜间飞行： (1) 一套防撞灯系统； (2) 仪表照明灯，使所有仪表、开关和量表易于判读，灯的直射光线应当予以遮挡， 避免直接射到驾驶员的眼睛； (3) 一个至少带两节 1 号电池的手电筒或者等效品。 (g) 对于本条(e)款，飞行中持续电负载包括在飞行中持续耗电的设备，如无线电 设备、电动仪表和灯等，但不包括偶尔的间歇性负载。 第 135.169 条 按照目视飞行规则（VFR）夜间或者云上载客运行的无线电和导航设备要 求 (a) 按照本规则在目视飞行规则下实施夜间或者云上载客运行的航空器应当装有双 向无线电通讯设备，至少能在飞行中向 40 公里（25 英里）外的地面台站发送或者接收 信号。 (b) 按照本规则在目视飞行规则下实施云上或者夜间载客运行的航空器应当装有无 44

线电导航设备，能从所用的地面台站接收无线电导航信号。 第 135.171 条 按照仪表飞行规则（IFR）载客运行的航空器设备要求 按照本规则在仪表飞行规则下实施载客运行的航空器应当至少装有下述设备： (a) 一个垂直速度指示器。 (b) 一个大气温度指示器。 (c) 每一空速指示器带有一个加温空速管。 (d) 一个动力源故障警告装置或者真空指示器，用于显示每一动力源对陀螺仪表提 供动力的情况。 (e) 用于高度、空速和垂直速度指示器的一套备用静压源。 (f)单发航空器应当满足下列条件之一： (1) 两套独立的发电系统，其中每一套均能向飞行中所需仪表和设备持续电负载的 各种可能组合供电； (2) 除主发电系统外，还有一备用电瓶或者备用电源，能够提供航空器安全应急运 行所必需的所有仪表和设备电负荷的 150%的电能至少 1 小时。 (g) 对于多发航空器，至少两台发电机分别安装在不同的发动机上，占总数一半的 发电机的任何组合都应当具有足够的额定功率，能向航空器安全应急运行所必需的所有 仪表和设备供电，但是对于多发旋翼机，所要求的两台发电机可以安装在主旋翼传动机 构上； (h) 具有可以选择其中任一套的功能的两套独立动力源，其中至少一套是发动机驱 动泵或者发电机，每套都能驱动所有的由该套动力源驱动或者将由其驱动的陀螺仪表， 并且在一台仪表或者一套动力源故障时不会妨碍向其余仪表提供动力源或者干扰其他 动力源。但是，实施全载货运行的单发航空器只要求转弯速率指示器的动力源与侧滑、 俯仰和方位指示器的动力源分开。在本款中，对于多发航空器，每一发动机驱动的动力 源应当位于不同的发动机上。 (i) 对于本条(f)款，飞行中持续电负载包括在飞行中持续耗电的设备，如无线电 设备、电动仪表和灯等，但不包括偶尔的间歇性负载。 第 135.173 条 仪表飞行规则（IFR）或者延伸跨水运行的无线电和导航设备要求 (a) 按照本规则实施仪表飞行规则运行或者作延伸跨水运行的旅客座位数（不包括 任何驾驶员座位）超过 9 座的涡喷飞机或者实施定期载客运行的多发飞机应当至少装有 与所用台站相适应的下列无线电通讯与导航设备，能够在所飞航路上任何一点向至少一 个地面台站发送和接收信号： (1) 两台无线电发射机； (2) 两个麦克风； (3) 两副耳机或者一副耳机和一个扬声器； 45

(4) 一个信标台接收机； (5) 两台独立的导航接收机； (6) 两台独立的通信接收机。 (b) 除本条(a)款规定的航空器外，按照仪表飞行规则运行或者作延伸跨水运行的 航空器应当至少装有与所用台站相适应的下列无线电通信与导航设备，能够在所飞航路 上任何一点向至少一个地面台站发送和接收信号： (1) 一台无线电发射机； (2) 两个麦克风； (3) 两副耳机或者一副耳机和一个扬声器； (4) 一个信标台接收机； (5) 两台独立的导航接收机； (6) 两台独立的通信接收机； (7) 对于延伸跨水运行，还需要安装另一台无线电发射机。 (c) 在本条(a)款第（5）、（6）项和(b)款第（5）、（6）项中，如果接收机任一部分 的功能不依赖于另一台接收机任一部分的功能，则该接收机是独立的。但是，可以使用 既能接收通信又能接收导航信号的一台接收机来替代一台独立的通信接收机和一台独 立的导航信号接收机。 (d) 尽管本条(a)款和（b）款中有要求，但局方可以在合格证持有人的运行规范中 批准安装并使用单一的远程导航系统和单一的远程通信系统用于延伸跨水运行。局方在 批准时需要考虑下列运行因素： (1) 飞行机组具备将飞机可靠地定位在空中交通管制要求的导航精度内的能力； (2) 所飞航路长度； (3) 甚高频通信的间隙时间。 第 135.175 条 延伸跨水运行的应急设备要求 (a) 按照本规则实施延伸跨水运行的航空器应当携带下列设备，这些设备应当安装 在有醒目标记的地方且在发生水上迫降时机上乘员易于取用： (1) 供航空器上每一乘员使用的、经批准的救生衣，其上配有一个经批准的救生衣 定位灯。救生衣的存放应当易于为每位就坐的乘员取用； (2) 经批准的、具有额定浮力和容量能运载航空器上所有乘员的救生筏。 (b) 本条(a)款所要求的救生筏应当至少配备或者包含有下列设备： (1) 一个经批准的救生筏定位灯； (2) 一个经批准的烟火信号装置； (3) 一套依据所飞航路适当配备的救生装具，或者下列物品： (i) 一个篷盖（用作帆、遮阳或者收集雨水）； 46

(ii) 一个雷达反射器； (iii) 一个救生筏修理包； (iv) 一个舀水桶； (v) 一面信号镜； (vi) 一支警哨； (vii) 一把救生筏刀； (viii) 一个用于应急充气的二氧化碳（CO2）气瓶； (ix) 一台充气泵； (x) 两把桨； (xi) 一根 23 米（75 英尺）长的系留绳； (xii) 一个磁罗盘； (xiii) 一包染色剂； (xiv) 一个至少带有两节 1 号电池的手电筒或者等效品； (xv) 两天的应急食品供应，按照每人每天至少供应 1000 卡路里； (xvi) 按照救生筏额定载员，每两人 1 升（2 品脱）淡水或者一个海水淡化包； (xvii) 一套钓鱼工具； (xviii) 一本适用于航空器飞行区域的生存指南。 (c) 实施延伸跨水运行的航空器按照本条(a)款规定配备的救生筏应当装有一个经 批准的救生型应急定位发射机。当发射机的累计使用时间超过 1 小时或者当已达到经批 准的发射机生产厂家确定的使用寿命的 50%（或者，对于充电电池，达到电池充电使用 寿命的 50%）时，应当更换发射机中的电池（或者如果是充电电池，重新充电）。更换的 新电池或者充好电的电池的新有效期应当清楚地标注在发射机外表面。本款中的电池的 使用寿命（或者充电使用寿命）要求不适用于在可能的储存期内基本上不受影响的电池 （如水激活电池）。 第 135.177 条 飞行机组成员工作位肩带的要求 (a) 按照本规则运行的涡喷航空器或者旅客座位数超过 9 座（不包含驾驶员座位） 的航空器应当在每个飞行机组成员工作位置配备有经批准的肩带。 (b) 在配备有肩带的工作位置上的每个飞行机组成员在起飞和着陆时应当系紧肩 带，但机组成员在履行职责需要时可以松开肩带。 第 135.179 条 机载雷暴探测设备的要求 (a) 除昼间目视飞行规则条件下运行的旋翼机外，按照本规则实施载客运行的旅客 座位数（不包括驾驶员座位）为超过 9 座的航空器，应当配备有经批准的机载雷暴探测 设备或者机载气象雷达设备。 (b) 当现行有效的气象报告表明沿所飞航路预期会有机载雷暴探测设备能探测到的 47

雷暴或者其它潜在的危险气象条件时，按照本规则在夜间目视飞行规则下实施载客运行 的旅客座位数量（不包括驾驶员座位）超过 9 座的旋翼机应当配备有经批准的机载雷暴 探测设备或者机载气象雷达设备。 (c) 当现行有效的气象报告表明沿所飞航路预期会有本条(a)或者(b)款要求的机载 雷暴探测设备能探测到的雷暴或者其它潜在的危险气象条件时，航空器的机载雷暴探测 设备应当处于完好的工作状态，方可以开始在仪表飞行规则或者夜间目视飞行规则条件 下运行。 (d) 如果机载雷暴探测设备在航路上失效，则应当按照本规则第 135.41 条要求的 手册中针对这种情况规定的程序和指令操作航空器。 (e) 本条规定不适用于训练、试飞或者调机飞行。 (f) 本条要求的机载雷暴探测设备无需配有备用电源。 第 135.181 条 机载气象雷达设备的要求 (a) 按照本规则实施载客运行的运输类航空器应当安装有经批准的机载气象雷达设 备。 (b) 当现行有效的气象报告表明沿所飞航路预期会有机载气象雷达设备能探测到的 雷暴或者其它潜在的危险气象条件时，本条(a)款要求的机载气象雷达设备应当处于完 好的工作状态，方可以开始在仪表飞行规则或者夜间目视飞行规则条件下运行。 (c) 如果机载气象雷达设备在航路上失效，则应当按照本规则第 135.41 条要求的 手册中针对这种情况规定的程序和指令操作航空器。 (d) 本条不适用于任何训练、试飞或者调机飞行。 (e) 本条要求的机载气象雷达设备无需配备备用电源。 第 135.183 条 旅客座位数超过 19 座的航空器的应急设备要求 (a) 按照本规则实施运行的旅客座位数（不包括驾驶员座位）超过 19 座的航空器 应当装备有下列应急设备： (1) 一个经批准的急救箱，用于处置飞行中或者轻微事故中可能发生的伤害，该急 救箱应当符合下列要求： (i) 恰当固定，放在防尘、防潮和温度适宜的地方； (ii) 易于客舱乘务员取用； (iii) 至少装有下列种类和数量的有效可以用物品： 品名

数量

粘性绷带，1 英寸

16

消毒药签

20

阿摩尼亚吸入剂

10 48

绷带压迫器，4 英寸

8

三角绷带压迫器，40 英寸

5

手臂夹板，非膨胀的

1

腿部夹板，非膨胀的

1

绷带卷，4 英寸

4

胶黏绷带，1 英寸标准卷

2

绷带剪刀

1

防护橡胶手套或者等效非渗透手套

1双

(2) 一把应急斧，放置在机组易于取用但在正常运行中旅客难以接近的地方； (3) 所有乘员都可以看到的“禁止吸烟”和“系好安全带”信号装置。该信号装置 应当在航空器地面移动、每次起飞或者着陆以及机长认为有必要的其它任何时候可以接 通，“禁止吸烟”的信号装置应当按照本规则第 135.129 条的要求接通。 (b)各项设备应当按照运行规范中确定的检查周期进行定期检查，确保其处于持续 可用状态并随时可以用于完成其预定的应急功能。 第 135.185 条 附加应急设备的要求 按照本规则实施运行的旅客座位数超过 19 座的飞机，应当按照本条(a)款至(l)款 的规定安装下列附加应急设备： (a) 应急撤离装置。起落架放下时其应急出口（翼上出口除外）高于地面 1.83 米 （6 英尺）以上的载客陆上飞机，应当安装有经批准的能协助机上乘员撤离到地面的装 置。地板高度应急出口的辅助撤离装置应当满足 CCAR-25 部第 25.809 条的要求。自动 展开的辅助撤离装置在滑行、起飞和着陆中应当预位；但是，如果由于出口的设计达不 到上述预位要求，并且辅助撤离装置在展开时能自动竖立，同时针对这些出口，按照 CCAR-121 部第 121.161 条(a)款的要求完成了相应的应急撤离演示，局方可以批准对自 动展开要求的偏离。 (b) 内部应急出口标志。每一载客飞机应当符合下列要求： (1) 每一旅客应急出口的位置，其接近以及打开方式应当有明显标志。每一旅客应 急出口的标志和位置指示标志应当在客舱宽度的距离内可以识别。每一旅客应急出口的 标志应当让通过客舱通道任何位置的乘员可以看到。下列各处应当有位置指示标志： (i) 每一翼上旅客应急出口附近的通道上方或者如果因客舱内部高度低而放置在更 切合实际的客舱天花板上的其他地方； (ii) 每一地板高度旅客应急出口附近均应当安装紧急出口位置指示标志，如果一 个位置指示标志可以清楚标明两个应急出口的位置，则一个位置指示标志可以用于两个 应急出口； 49

(iii) 在阻挡客舱前后视线的每一隔框或者分隔物处应当有应急出口位置指示标 志，以指示出在其后面或者被遮挡的应急出口。但是，如果上述位置难以安装应急出口 位置指示标志，可以将该位置指示标志安装在另一合适位置。 (2) 每一旅客应急出口标志和每一位置指示标志应当满足该飞机型号合格审定规章 对内部应急出口标志的要求。在这些飞机上，如果位置指示标志的发光（亮度）下降到 250 微朗伯以下，则不能继续使用。 (c) 内部应急出口标志灯光。每一载客飞机应当装有一个独立于主灯光系统的应急 灯光系统；但是，如果应急灯光系统的电源独立于主灯光系统的电源，客舱照明灯可以 为应急灯光系统和主灯光系统所共用。应急灯光系统应当满足下列要求： (1) 照亮每一旅客出口标志和位置指示标志； (2) 为客舱提供足够的照明，使得在座椅扶手高度、沿客舱主通道中心线每 1 米(40 英寸)间隔测量出的平均照明度至少为 0.538 勒克斯（0.05 英尺烛光）； (3) 应当具有满足 CCAR-25 部第 25.812 条要求的靠近地板的应急撤离路线标志。 (d) 应急灯的操作：除符合 CCAR-25 部第 25.812 条规定（如本条(h)款所规定的）、 仅用于辅助撤离装置的应急灯光子系统的照明灯（独立于飞机主应急灯光系统，在辅助 撤离装置展开时能自动工作）外，本条(c)和(h)款中要求的各应急灯应当满足下列要求： (1) 可以从飞行机组位置以及客舱乘务员座位易于接近处进行人工操纵； (2) 具有防止人工控制装置意外操纵的措施； (3) 当从任何位置将其预位或者接通时，保持点亮或者在飞机正常电源中断时点亮； (4) 在滑行、起飞和着陆时预位或者接通； (5) 在紧急着陆后危急环境条件下提供所要求的照明度至少 10 分钟； (6) 具有一个驾驶舱控制设备，其上有“开”、“关”和“预位”位。 (e) 应急出口操纵手柄。对于每一旅客应急出口操纵手柄的位置以及出口打开的说 明应当按照飞机型号审定的要求予以标明。在这些飞机上，如果任何操纵手柄或者操纵 手柄盖的照明亮度下降到 100 微朗伯以下，则不得继续使用。 (f) 应急出口通道。每一载客飞机应当按照下述要求提供应急出口通道： (1) 不同旅客区域之间或者通向 I 型或者 II 型应急出口的每一通道应当畅通无阻 且至少有 50 厘米（20 英寸）的宽度； (2) I 型或者 II 型应急出口附近应当有充足的空间，允许机组协助旅客撤离而不会 将通道的无障碍宽度减少到本条(f)款第(1)项要求的宽度以下；但是，如果局方发现存 在的特殊情况可以提供同等的安全水平，则可以批准偏离本要求； (3) 从主过道到每一 III 型和 IV 型出口之间应当有通道。从过道到这些出口的通 道不得因座椅、铺位或者其它伸出物阻挡而降低出口的有效性。此外，对于运输类飞机， 应当按照 CCAR－25 部第 25.813 条(c)款第(3)项的规定为每一个 III 型出口安装标牌； (4) 如果从客舱的任何座位到达任一要求的应急出口需要穿过一客舱间的通道，则 50

该通道应当是畅通无阻的。但是，如果帘布不阻碍通道的自由出入，则可以使用帘布； (5) 客舱之间的任何分隔处不得安装门； (6) 如果从任何旅客座位到达任一要求的应急出口需要穿过客舱与其它区域的分隔 门道，则该门应当具有锁定在打开位的功能，并且在每次起飞和着陆中该门应当锁定在 打开位。锁定机构应当能够经得住 CCAR-25 部第 25.561 条(b)款中所列的门及其周围结 构在承受最大惯性力时所附加的载荷。 (g) 外部出口标志。每一旅客应急出口以及从外部打开该出口的方式应当标明在飞 机的外侧。机身一侧的每一旅客应急出口应当用 5 厘米（2 英寸）的彩色带描画其轮廓。 每一外侧标志（包括彩色带）应当以明显的色彩反差将其与其四周的机身区域区分开来。 该标志应当符合下列要求： (1) 如果深色的标志反射率为 15％或者更低，则浅色标志的反射率至少应当为 45 ％； (2) 如果深色标志的反射率大于 15％，则应当确保浅色标志的反射率与深色的反射 率之间至少相差 30％； (3) 不位于机身两侧的紧急出口应当能够从外部打开，并以红色明显标明适用的指 导说明，如果红色与背景色的反差不明显，以鲜铬黄色标明，当该出口只能从机身的一 侧打开时，应当在机身的另一侧明显标明这种情况。 (h) 外部应急灯光和撤离路线。 (1) 每一载客飞机应当装有满足该飞机型号合格审定要求的外部灯光； (2) 每一载客飞机应当装有满足该飞机型号合格审定要求的防滑撤离路线。 (i) 地板高度出口。机身一侧大于 111 厘米（44 英寸）（含）高、50 厘米（20 英寸） （含）宽（但不超过 117 厘米（46 英寸）宽）的每一地板高度门或者出口（不包括那些 通向货舱或者行李舱而从客舱无法接近的出口）、机身腹部每一旅客出口以及尾部每一 出口应当满足本条有关地板高度出口的要求。但是，如果局方发现存在特殊情况，无法 满足本款要求但能达到可以接受的安全水平，则可以批准对本款规定的偏离。 (j) 附加的应急出口。客舱中经批准的、规定的最小应急出口数量以外的应急出口 应当满足本条(f)款第(1)、(2)项和(3)项以外的所有适用要求，且应当是易于接近的。 (k) 在每架大型载客的涡轮喷气飞机上，每一个机腹出口和尾部出口应当满足下列 要求： (1) 设计和建造成在飞行期间无法打开； (2) 安装在该出口打开装置附近的显著位置，并在距离 76 厘米（30 英寸）处可以 读的标牌进行标识，同时说明该出口被设计和建造成在飞行期间无法打开。 (l) 便携式应急照明灯。按照本规则实施载客运行的飞机应当装有从每一客舱乘务 员座位处可以取用的应急手电筒。 51

第 135.187 条 不工作的仪表和设备 (a)在航空器所装的仪表或者设备失效时，只有符合下列条件，方可起飞： (1)该航空器具有经批准的最低设备清单； (2)局方颁发给该合格证持有人的运行规范批准其按照最低设备清单运行，飞行机 组应当能在飞行之前直接查阅经批准的最低设备清单上的所有信息。查阅方法可以是阅 读印刷资料或者其他方式，但这些方式应当经局方批准并规定在合格证持有人的运行规 范中。经批准的最低设备清单，在运行规范中得到局方授权的，构成经批准的对型号设 计的修改，而不需要重新进行型号合格审定； (3)经批准的最低设备清单应当符合以下规定： (i)根据本条(b)款规定的限制编写； (ii)在某些仪表和设备处于不工作状态时对该航空器的运行作出规定。 (4)应当向驾驶员提供注明不工作仪表与设备的记录和本款第(3)项第(ii)目要求 的信息； (5)该航空器按照最低设备清单和运行规范中规定的所有适用条件与限制实施运 行。 (b)下列仪表和设备不得包含在最低设备清单中： (1)该航空器型号合格审定所依据的适航规章中明确规定或者所要求的，并且在所 有运行条件下对安全运行都是必需的仪表和设备； (2)适航指令要求应当处于工作状态的那些仪表和设备，但适航指令提供了其他方 法的除外； (3)本规则要求该种运行应当具有的仪表和设备。 (c)尽管有本条(b)款第(1)、(3)项的规定，但是航空器上某些仪表或者设备不工作 时，仍可以依据局方颁发的特殊飞行许可运行。 第 135.189 条 机载防撞系统（ACAS II） (a）按照本规则实施运行的所有最大审定起飞全重超过 5700 千克或者批准旅客座 位数超过 19 座的涡轮发动机飞机，应当安装经批准的机载防撞系统(ACAS II)。 (b) 本规则第 135.41 要求的相应手册中应当包含下述有关机载防撞系统（ACAS II） 的信息： (1) 设备的操作使用程序及飞行机组的正确处置程序； (2)列出所有与机载防撞系统（ACAS II）正常工作相关的输入源。 (c)飞机的机载防撞系统(ACAS II)及其安装应当满足相应的适航要求。 (d)本条中规定的机载防撞系统（ACAS II）等同于 TCAS II 7.0 版本。 第 135.191 条 航空器云上或者仪表飞行规则条件下运行的性能要求 (a) 除本条(b)、(c)款的规定外，任何人不得： 52

(1) 实施单发航空器的云上载客运行； (2) 在云上或者仪表飞行规则条件下实施多发航空器的载客运行，除非航空器在拟 飞航路的最低航路高度（MEA）或者 1520 米（5000 英尺）平均海平面高度（取两者的较 大值）飞行时，其重量允许航空器在临界发动机不工作的情况下以至少 15 米/分钟（50 英尺/分钟）的速率爬升。 (b) 尽管有本条(a)(2)的限制，如果多发旋翼机在拟飞航路的最低航路高度（MEA） 或者 450 米（1500 英尺）平均海平面高度（取两者的较大值）飞行时，其重量允许该旋 翼机在临界发动机不工作的情况下以至少 15 米/分钟（50 英尺/分钟）的速率爬升，则 多发旋翼机可以在云上或者仪表飞行规则条件下实施近海载客运行。 (c) 按照本规则运行的航空器实施下列飞行时，不受本条（a）款的限制： (1) 如果最新天气报告、预报或者两者的组合表明，沿计划航路（包括起飞和着陆） 的天气允许云下（如果存在云底）按照目视飞行规则飞行，并且预报的天气状况将持续 保持到预计到达目的地时刻后至少 1 小时，则可以实施航空器的云上运行； (2) 如果最新天气报告、预报或者两者的组合表明，航空器从起飞机场以正常巡航 速度飞行不超过 15 分钟的距离起，沿计划航路的天气允许云下（如果存在云底）按照 目视飞行规则飞行，则可以： (i) 按照仪表飞行规则，从出发机场起飞按照正常巡航速度飞行到距出发机场不超 过 15 分钟飞行时间的位置处； (ii) 如果在计划按照目视飞行规则飞行的航路上遭遇到非预报的天气状况时，按 照仪表飞行规则实施航空器的运行； (iii) 如果在该机场遭遇到非预报的天气状况，无法按照目视飞行规则实施进近时， 在目的地机场实施仪表进近。 (d) 按照本规则运行的航空器如果符合下列条件，可以实施航空器的云上运行而不 受本条（a）款的限制： (1) 对于多发航空器，当其临界发动机失效时，航空器可以按照目视飞行规则下降 或者继续飞行； (2) 对于单发航空器，当其发动机失效时，航空器可以按照目视飞行规则下降。 第 135.193 条 陆上航空器跨水运行的性能要求 在下列情况下，陆上航空器可以实施跨水载客运行： (a) 当发动机失效时，航空器能从运行的高度到达陆上。 (b) 在起飞或者着陆过程中不可避免飞越水面。 (c) 对于多发航空器，其运行重量允许该航空器在临界发动机不工作的情况下，能 在离地（水面）高度 300 米（1000 英尺）上以至少 0.25 米/秒（50 英尺/分钟）的速率 爬升。 53

(d) 对于旋翼机，装有浮筒装置。 第 135.195 条 空重和重心数据的更新要求 (a) 任何人不得运行多发航空器，除非该航空器的空重与重心是在最近 36 个日历 月内实际称重确定的数据计算得出的。 (b) 本条(a)款不适用下列情况： (1)自颁发初始适航证之日起不满 36 个日历月的航空器； (2) 航空器的运行符合合格证持有人运行规范中批准的载重和平衡系统的要求。 第 135.197 条 航空器标记和标牌的文字要求 (a) 航空器上所有对旅客进行的提示、警告和通知的文字标记和标牌应当至少有中 文表述。 (b) 机上所有向旅客或者机外营救人员指示应急出口和门的位置以及开启方法的文 字标记和标牌应当至少有中文表述。 (c)旅客可能使用的所有应急设备的操作、使用说明应当至少有中文表述。 第 135.199 条 空速管加温指示系统 按照本规则实施运行的、配备有飞行仪表空速管加温系统的运输类飞机应当安装工 作正常的、满足 CCAR-25 部第 25.1326 条规定的空速管加温指示系统。 第 135.203 条

机舱材料要求

按照本规则运行的飞机的货舱或者行李舱应当符合下列要求： (a) 凡型号审定为运输类的飞机上容积大于 5.66 立方米（200 立方英尺）、且按照 CCAR-25 部第 25.857 条定义为 C 或者 D 级的每个舱，其顶板和侧壁板衬垫应当由下列材 料之一构成： (1) 玻璃纤维加强树脂； (2) 满足 CCAR-25 部附录 F 第 III 部分试验要求的材料； (3) 铝制材料（仅限于 1989 年 3 月 20 日前获得安装批准的衬垫）。 (b) 在本款中的“衬垫”包括影响衬垫安全包容火的能力的任何设计结构（如接头 或者紧固件）。

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D章 第 135.211 条

目视/仪表飞行规则的运行限制和天气要求

适用性

本章规定了按照本规则实施目视飞行规则（VFR）和仪表飞行规则（IFR）飞行时需 满足的运行限制和天气条件要求。 第 135.213 条

目视飞行规则飞行的最低高度要求

除航空器起飞和着陆外，按照目视飞行规则（VFR）运行的航空器应当满足下列最 低高度要求： (a) 飞机： (1) 昼间飞行时，离地面、水面的高度不得低于 150 米（500 英尺），并且离障碍物 的水平距离不得小于 150 米（500 英尺）； (2) 夜间飞行时，飞行高度应当高于离预定飞行航路水平距离 8 公里（5 英里）范 围内的最高障碍物至少 300 米（1000 英尺）。在山区，飞行高度应当高于离预定飞行航 路水平距离 8 公里（5 英里）范围内的最高障碍物至少 600 米（2000 英尺）。 (b) 旋翼机在飞越人口稠密区上空时，离地高度不得低于 90 米（300 英尺）。 第 135.215 条

目视飞行规则飞行的能见度要求

(a) 在运输机场空域以外的空域按照目视飞行规则运行飞机时，如果云底高小于 300 米(1000 英尺)，则飞行能见度不得小于 3200 米（2 英里）。 (b) 在修正海平面气压高度 900 米(3000 英尺)以下或者离地高度 300 米（1000 英 尺）以下（以高者为准）按照目视飞行规则运行旋翼机时，飞行能见度在昼间不得小于 800 米（1/2 英里），在夜间不得小于 1600 米（1 英里）。 第 135.217 条

旋翼机目视飞行规则飞行中的目视参考要求

按照目视飞行规则运行旋翼机时，驾驶员应当建立足够的目视地面参考，或者在夜 间飞行时建立足够的目视地面灯光参考，能够保证其安全操作旋翼机。 第 135.219 条

目视飞行规则飞行的燃油供应要求

(a) 按照目视飞行规则运行飞机时，应当在考虑风和预报的天气条件后，有足够的 燃油飞至第一个预计着陆点，并且以正常巡航燃油消耗率完成下列飞行： (1) 在昼间，至少再飞行 30 分钟； (2) 在夜间，至少再飞行 45 分钟。 (b) 按照目视飞行规则运行旋翼机时，应当在考虑风和预报的天气条件后，有足够 的燃油飞至第一个预计着陆点，并且以正常巡航燃油消耗率再飞行 20 分钟。 55

第 135.221 条

目视飞行规则云上载客飞行的运行限制

除满足本规则第 135.191 条的要求外，航空器按照目视飞行规则进行云上载客飞行 时，还应当满足下列条件： (a)天气报告、预报或者两者的组合表明，在预计的航空器云上飞行结束时刻，天 气条件满足下列要求之一： (1) 允许航空器按照目视飞行规则下降到云层之下，并且天气预报表明，该天气条 件能够一直保持到预计的云上飞行结束时刻之后至少 1 小时； (2) 允许在无云条件下飞行至规定的最终进近设施上方的起始进近高度，然后再按 照仪表飞行规则进近和着陆，但按照 CCAR-91 部第 91.175 条的规定使用雷达引导的情 况除外。 (b) 具备按照目视飞行规则完成下列飞行的条件： (1) 对于多发航空器，如果其临界发动机失效，能够按照目视飞行规则下降或者继 续飞行； (2) 对于单发航空器，在发动机失效后能够按照目视飞行规则下降。 第 135.223 条

天气报告和预报

(a) 按照本规则运行航空器的人员，应当使用经局方批准的气象服务系统提供的天 气报告或者预报。但是，对于按照目视飞行规则实施的运行，当不能得到这些报告时， 机长可以使用基于自己的观察，或者基于其他有相应能力的人员所作的观察而得到的气 象信息。 (b) 在本条(a)款中，在某机场进行仪表飞行规则运行时，提供给驾驶员使用的天 气观察应当在实施该次仪表飞行规则运行的机场完成。但是，如果局方认为对于合格证 持有人的某些特定运行，使用该机场以外地点完成的观察亦能达到同等安全水平，则局 方可以允许其偏离本条要求，在运行规范中批准其在该次仪表飞行规则运行所在机场以 外的地点完成观察。 第 135.225 条

仪表飞行规则运行的限制

(a) 除本条(b)、(c)款规定的情况外，任何人不得在国家公布的航路之外的空域， 以及没有经批准的标准仪表进近程序的机场按照仪表飞行规则（IFR）运行航空器。 (b) 当满足下列条件时，局方可以颁发运行规范，允许合格证持有人在国家公布的 航路之外的航路上按照仪表飞行规则实施运行： (1) 合格证持有人向局方证明，飞行机组成员有能力在没有建立地面目视参考的情 况下沿预订航迹飞行，并且不会偏离预计航迹 5 度或者 8 公里（5 英里）(取两者中较小 者)； (2) 局方认定所申请的运行能够安全实施。 (c) 当局方确认合格证持有人需要按照仪表飞行规则从某一没有经批准的标准进近 56

程序的机场离场，并且合格证持有人所申请的运行能够安全实施时，可以允许其从该机 场离场。在该机场运行的批准不包括对仪表飞行规则进近的批准。 第 135.227 条

仪表飞行规则起飞限制

当天气条件不低于起飞最低标准，但低于经批准的仪表飞行规则着陆最低标准时， 任何人不得按照仪表飞行规则起飞航空器，除非在距起飞机场 1 小时飞行时间(在静止 空气中以正常巡航速度飞行)的距离内有一备降机场。 第 135.229 条

仪表飞行规则目的地机场最低天气标准

任何人不得按照仪表飞行规则起飞航空器或者进入仪表飞行规则飞行或者云上运 行，除非最新的天气报告、预报或者两者的组合表明，在航空器到达预定着陆机场的预 计时刻，天气条件达到或者高于经批准的仪表飞行规则着陆最低标准。 第 135.231 条

仪表飞行规则备降机场最低天气标准

(a) 对于仪表飞行规则飞行中所用的备降机场，应当有相应的天气实况报告、预报 或者两者的组合表明，当航空器到达该机场时，该机场的天气条件等于或者高于备降机 场最低天气标准。 (b) 对于按本规则运行的飞机，合格证持有人应当在经批准的机场最低运行标准上 增加至少下列数值，作为该机场用作备降机场时的最低天气标准： (1) 对于只有一套进近设施与程序的机场，最低下降高度或者决断高度增加 120 米 (400 英尺)，能见度增加 1600 米(1 英里)； (2) 对于具有两套（含）以上非精密进近设施与程序并且能提供不同跑道进近的机 场，最低下降高度增加 60 米(200 英尺)，能见度增加 800 米(1/2 英里)，在两条较低标 准的跑道中取较高值； (3) 对于具有两套（含）以上精密进近设施与程序并且能提供不同跑道进近的机场， 决断高度增加 60 米(200 英尺)，能见度增加 800 米(1/2 英里)，在两条较低标准的跑道 中取较高值。 第 135.233 条

仪表飞行规则燃油及备降机场要求

(a) 除本条(b)款规定的情况外，任何人不得在仪表飞行规则条件下运行航空器， 除非在考虑到天气报告、预报或者两者的组合后，航空器上携带了能完成下列飞行的燃 油： (1) 完成到达第一个预定着陆机场的飞行； (2) 从该机场飞至备降机场； (3) 此后以正常巡航速度飞行 45 分钟。对于旋翼机，以正常巡航速度飞行 30 分钟。 (b) 如果第一个预定着陆机场具有经批准的标准仪表进近程序，并且相应的天气报 告、预报或者两者的组合表明，在预计到达时刻前后至少 1 小时的时间段内达到下列天 57

气条件，则可以不选择备降机场，本条(a)款第(2)项不适用： (1) 云高在盘旋进近的最低下降高度（MDA）之上至少增加 450 米（1500 英尺）；或 者，如果该机场没有经批准的仪表盘旋进近程序，云高为公布的最低标准之上至少 450 米（1500 英尺）或者机场标高之上至少 600 米（2000 英尺）(取两者中较高者)； (2) 在目的地机场实施仪表进近程序时，该机场预报的能见度至少为 4.8 公里（3 英里），或者至少比最低的适用能见度最低标准大 3.2 公里（2 英里）(取两者中较大者)； (3) 对于旋翼机，云高高于机场标高 300 米或高于适用的进近最低标准之上 120 米 （以高者为准），能见度 3000 米。 第 135.235 条

仪表飞行规则起飞、进近和着陆最低标准

(a) 航空器在某一机场实施仪表进近程序前，应当满足下列条件： (1) 该机场具有经局方批准的气象报告机构； (2) 该气象报告机构发布的最新气象报告表明，天气条件达到或者高于该机场经批 准的仪表飞行规则（IFR）着陆最低标准。 (b) 当本条(a)款第(1)项所述的机构发布的最新天气报告表明天气条件达到或者高 于经批准的仪表着陆最低标准时，航空器驾驶员方可以进入仪表进近程序中的最后进近 阶段继续实施进近。 (c) 当驾驶员已经按照本条(b)款规定开始了仪表进近程序中的最后进近阶段，并 在此后收到后续的气象报告表明天气条件低于着陆最低标准，驾驶员仍可以操作航空器 继续进近。当航空器进近至经批准的决断高度或者最低下降高度时，如果驾驶员断定实 际的天气条件不低于该机场的最低着陆天气标准，则可以继续进近并完成着陆。本款所 述的最后进近阶段是指下列情况之一： (1) 航空器实施仪表着陆系统(ILS)进近时，已经通过最后进近定位点； (2) 航空器实施机场监视雷达(ASR)或者精密进近雷达(PAR)进近时，已经移交至最 后进近管制员； (3) 航空器使用甚高频全向信标台（VOR)、无方向性导航台（NDB）实施进近或者 实施其他类似方法的进近时，该航空器已经通过相应的设施或者最后进近定位点，或者 在没有规定最后进近定位点时，已经完成了程序转弯并且位于程序规定的距离内，按照 最后进近航道向机场归航。 (d) 对于在该型别飞机上担任机长时间未达到 100 小时的涡轮发动机飞机机长，应 当在局方公布的机场运行最低标准或者运营人的运行规范中规定的决断高度或者最低 下降高度之上增加 30 米（100 英尺）,能见度在着陆最低标准上增加 800 米（1/2 英里）， 但不超过合格证持有人将该机场作为备降机场时使用的着陆最低标准。 (e) 驾驶员在军方或者国外机场实施仪表飞行规则起飞、进近和着陆时，应当遵守 该机场规定的仪表进近程序和适用的最低天气标准。如果该机场没有规定最低天气标 58

准，应当遵守下列标准： (1) 按照仪表飞行规则起飞时，能见度不得低于 1600 米(1 英里)； (2) 进行仪表进近时，能见度不得低于 800 米（1/2 英里）。 (f) 当本条(a)款(1)项规定的气象报告机构所报告的天气条件低于局方公布的机场 运行最低标准或者合格证持有人运行规范中规定的起飞最低标准时，航空器驾驶员不得 按照仪表飞行规则起飞航空器。 (g) 除本条(h)款规定的情况外，当局方没有为该起飞机场规定起飞最低标准，本 条(a)款第(1)项规定的气象报告机构所报告的天气条件低于 CCAR-91 部或者合格证持有 人运行规范中规定的起飞最低标准时，航空器驾驶员不得按照仪表飞行规则起飞航空 器。 (h) 除另有限制的机场外，在具有经批准的直接仪表进近程序的机场，当本条(a) 款第(1)项规定的气象报告机构所报告的天气条件不低于直接进近着陆最低标准时，如 果满足下列条件，航空器驾驶员可以按照仪表飞行规则起飞航空器： (1) 起飞时刻所用跑道的风向和风速可以允许在该跑道上实施直接仪表进近； (2) 有关的地面设施和机载设备工作正常； (3) 合格证持有人已经被批准实施此种运行。 第 135.237 条

结冰条件下的运行限制

(a) 当有霜、冰或者雪附着在航空器的旋翼叶片、螺旋桨、风挡、机翼、安定面或 者操纵面、动力装置上或者附着在空速、高度、爬升率或者飞行姿态仪表系统上时，驾 驶员不得使航空器起飞，但是： (1) 当有霜附着在机翼、安定面或者操纵面上，已经确定霜被除掉，使表面光滑后 可以起飞； (2) 经局方批准，当有霜附着在机翼下部油箱区域时，可以起飞。 (b) 在任何时间，当有理由认为霜、冰或者雪会附着在飞机上时，合格证持有人不 得批准飞机起飞，驾驶员也不得使其起飞，除非驾驶员已经完成了本规则第 135.347 条 要求的所有适用训练，并且符合下列条件之一： (1) 在开始起飞前 5 分钟之内完成了一次起飞前污染物检查，该检查针对特定飞机 型号，由合格证持有人建立并得到局方批准。起飞前污染物检查是用于确认机翼和操纵 表面没有霜、冰或者雪的检查； (2) 合格证持有人具有经批准的备用程序，并使用该程序确定没有霜、冰或者雪； (3) 合格证持有人具有满足 CCAR-121 部第 121.649 条要求的经批准的除冰/防冰大 纲，该次起飞遵守了该大纲的要求。 (c) 除配备有满足运输类飞机型号合格审定要求的防冰装置的飞机外，驾驶员应当 遵守下列规定： 59

(1) 不得按照仪表飞行规则飞入已知的或者预报的轻度或者中度结冰区； (2) 不得按照目视飞行规则飞入已知的轻度或者中度结冰区，除非航空器具有起作 用的除冰或者防冰设备，可以保护每个旋翼叶片、螺旋桨、风挡、机翼、安定面或者操 纵面，以及每个空速、高度、爬升率或者飞行姿态仪表系统。 (d) 任何人不得驾驶旋翼机按照仪表飞行规则飞入已知的或者预报的结冰区，或者 按照目视飞行规则进入已知的结冰区，除非该旋翼机经型号合格审定，装备了适合结冰 条件中运行的设备。 (e) 除配备有满足运输类飞机型号合格审定要求的防冰装置的飞机外，任何驾驶员 不得将航空器飞入已知的或者预报的严重结冰区。 (f) 如果机长依据当前的天气报告和通报信息发现，上次预报之后的天气条件发生 了变化，原来预报的将阻止该次飞行的结冰条件将不会在飞行中遇到，则本条(c)、(d) 和(e)款基于预报条件的限制不再适用。 第 135.239 条

机场要求

(a) 合格证持有人使用的任何机场，应当考虑到机场的规模、道面、障碍物和灯光 等因素认定该机场足以供运行使用。 (b) 在夜间载运旅客的航空器驾驶员不得在机场起飞和着陆，除非满足下列条件： (1) 驾驶员已经通过带照明的风向指示器或者与当地的通信联络中确定了风向，或 者在起飞前通过驾驶员的个人观察确定了风向； (2) 用于起飞或者着陆的区域界线已用下列设施清晰标出： (i) 对于飞机，使用边界标志灯或者跑道标志灯； (ii) 对于旋翼机，使用边界标志灯或者跑道标志灯，或者反光材料。 (c) 对于本条(b)款，如果起飞或者着陆区域使用马灯等其他发光装置标记，应当 得到局方的批准。

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E章 第 135.241 条

飞行机组成员合格要求

适用范围

按照本规则参加运行的飞行机组成员应当满足本章规定的合格要求。 第 135.243 条

机长的资格要求

(a) 使用型号合格审定为两名驾驶员的航空器按照本规则实施运行时，担任航空器 机长的驾驶员应当持有带合适类别和级别等级的航线运输驾驶员执照，以及在需要时， 持有适合于该航空器的型别等级。 (b) 除本条(a)款规定的情况外，在按照目视飞行规则实施的运行中担任航空器机 长的驾驶员应当满足下列要求： (1) 至少持有带合适类别等级和级别等级的商用驾驶员执照，以及在需要时，带有 适合于该航空器的型别等级； (2) 至少具有 500 小时驾驶员飞行经历时间，包括至少 100 小时的转场飞行时间， 其中至少 25 小时在夜间完成； (3) 当运行飞机时，持有飞机仪表等级或者航线运输驾驶员执照；对于按照目视飞 行规则实施云上飞行的旋翼机，持有旋翼机仪表等级。 (c) 除本条(a)款规定的情况外，按照仪表飞行规则（IFR）实施的运行中担任航空 器机长的驾驶员应当满足下列要求： (1) 至少持有带合适类别等级和级别等级的商用驾驶员执照，以及在需要时，带有 适合于该航空器的型别等级； (2) 至少具有 1200 小时驾驶员飞行经历时间，包括 500 小时的转场飞行时间、100 小时的夜间飞行时间以及 75 小时的实际或者模拟仪表时间(其中至少 50 小时为实际飞 行)； (3) 当运行飞机时，持有飞机仪表等级；当运行旋翼机时，持有旋翼机仪表等级。 (d) 满足下列所有条件时，担任飞机机长的驾驶员可以偏离本条(b)款第(3)项要求， 无需持有仪表等级： (1) 航空器为活塞式发动机驱动的单发飞机； (2) 经局方批准，在因为无线电导航不可靠而主要使用地标导航的区域内飞行； (3) 每次飞行按照昼间目视飞行规则（VFR）实施，符合 CCAR-91 部第 91.155 条的 基本目视飞行规则最低天气标准，在飞行中能持续保持地面目视参考，且能见度不小于 5 公里； (4)每次飞行距合格证持有人飞行基地距离不超过 400 公里； 61

(5)飞行区域在合格证持有人的运行规范中得到批准。 第 135.245 条

运行经历

(a) 合格证持有人不得使用任何人员在按照本规则运行的载客航空器上担任机长， 任何人员也不得接受合格证持有人的安排担任机长，除非该人员在指派为机长前已经在 该型号的航空器上和该机组成员职位上取得了下列运行经历： (1) 单发航空器为 10 小时； (2) 活塞式发动机驱动的多发航空器为 15 小时； (3) 涡轮发动机驱动的多发航空器(除涡喷飞机外)为 20 小时； (4) 涡喷发动机驱动的飞机为 25 小时。 (b) 在获取运行经历时应当符合下列要求： (1) 运行经历应当在圆满完成针对该航空器和机组职位的相应地面和飞行训练后获 取。在合格证持有人的训练大纲中应当包括关于获取运行经历的经批准的规定； (2) 该经历应当在按照本规则实施的载客运行的飞行中获得。但是，如果该航空器 先前没有在合格证持有人按照本规则实施的运行中使用过，可以使用在参加验证飞行或 者调机飞行的航空器上获取的运行经历来满足这一要求； (3) 驾驶员在获取运行经历时，应当在有资格的飞行教员或者飞行检查员的监视下 履行机长职责； (4) 在非载客运行中完成的一次起飞和着陆，或者载客运行中飞行时间不足 1 小时 的飞行中完成的一次起飞和着陆，可以算作一个飞行小时数，用于满足本条(a)款要求 的运行经历小时数，但以该种方法计算的飞行小时数不得超过本条(a)款要求的小时数 的 50%。 第 135.247 条

副驾驶资格要求

(a) 除本条(b)款规定的情况外，在型号合格审定为两名驾驶员的运行中或者按照 本规则第 135.103 条要求配备副驾驶的运行中，担任副驾驶的驾驶员应当至少持有带合 适类别和级别等级的商用驾驶员执照和仪表等级，并满足 CCAR-61 部中的近期仪表经历 要求。 (b) 按照目视飞行规则(除云上飞行外)运行型号合格审定为两名驾驶员的旋翼机 时，副驾驶应当持有带合适的航空器类别和级别等级的商用驾驶员执照，无需持有仪表 等级。 (c) 对于本规则未作要求而合格证持有人出于自身运行需要配备的副驾驶，应当至 少持有带合适类别和级别等级的商用驾驶员执照，并且在本规则要求机长持有仪表等级 时，该驾驶员也应当持有仪表等级并满足 CCAR-61 部中的近期仪表经历要求。

62

第 135.249 条

近期经历

在按照本规则实施的载客运行中担任机长的驾驶员，应当在参加每次运行前 90 天 内满足下列近期经历要求： (a) 在所服务的同类别、同级别，以及适用时的同型别的航空器上作为飞行控制装 置的唯一操纵者完成 3 次起飞和 3 次着陆。 (b) 对于夜间运行，本条(a)款所要求的 3 次起飞和 3 次着陆应当在夜间完成；满 足本款要求的驾驶员即认为其满足昼间运行的近期经历要求。 (c) 对于后三点飞机的运行，本条(a)款所要求的 3 次起飞和 3 次着陆应当在后三 点飞机上完成，并且每次着陆均为全停着陆。满足该款要求的驾驶员即认为其满足对同 类别、同级别且不需要型别等级的其他飞机的近期经历要求。 第 135.251 条 违禁药物、酒精的使用和测试 (a) 处于下列身体状况的人员不得担任按照本规则运行航空器的机组成员： (1) 饮用含酒精饮料之后 8 小时以内； (2) 处于酒精作用之下； (3) 其血液中酒精含量，以重量为计量单位，达到或者超过 0.04%； (4) 使用了大麻、可卡因、鸦片、天使粉或者安非他明等禁用药物或者影响人体官 能的药品。 (b) 除紧急情况外，航空器的驾驶员不得允许在航空器上载运呈现醉态或者由其举 止或者身体状态可以判明处于药物控制之下的人员(受到看护的病人除外)。 (c) 航空器机组成员应当在局方要求时，接受局方人员或者局方委托的人员检查其 血液中酒精含量百分比的测试。当局方认为某人有可能违反本条(a)款第(1)项或者第(3) 项的规定时，此人应当根据局方的要求，将其担任或者试图担任机组成员之后 4 小时内 所做的血液酒精含量百分比测试结果提供给局方。 (d) 如果局方认为某人有可能违反本条(a)款第(4)项的规定，此人应当根据局方的 要求，将其担任或者试图担任机组成员之后 4 小时内所做的每次体内药物测试的结果提 供给局方。 (e) 局方根据本条(c)或者(d)款所取得的测试结果可以用来判定该人员是否具备担 任机组成员执行该次飞行任务的资格，或者是否有违反中国民用航空法规的行为，并且 可以在相应的法律程序中作为证据。

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F章 第 135.261 条

机组成员飞行时间和值勤时间限制及休息要求

概则

(a)任何合格证持有人在实施本规则运行中不得指派机组成员超出本章规定的机组 成员适用的值勤期限制、飞行时间限制和不符合休息要求的情况下执行飞行任务，任何 机组成员也不得接受超出这些限制和要求的飞行任务指派。 (b)本章中的用语定义如下： (1)经批准的睡眠区，是指经局方批准，为使机组成员获得良好睡眠而指定的场所； (2)日历日，是指按照世界协调时或者当地时间划分的一个时间段，从当日零点到 次日零点之间的 24 小时； (3)值勤期，是指机组成员在接受合格证持有人安排的飞行任务后，从为了完成该 次任务而到指定地点报到时刻开始（不包括从居住地或者驻地到报到地点所用的地面时 间），到解除任务时刻为止的连续时间段。在一个值勤期内，当发生运行延误时，如机 组成员能在有睡眠条件的场所得到休息，则该休息时间可以不计入该值勤期的值勤时间 内； (4)休息期，是指从机组成员到达休息地点起，到为执行下一次任务离开休息地点 为止的连续时间段，在该段时间内，合格证持有人不得为该员安排任何工作和给予任何 干扰。为了完成指派的飞行任务往来于休息地点和值勤地点的时间不得计入休息期； (5)运行延误，是指由于出现恶劣的气象条件、航空器设备故障、空中交通管制不 畅等客观情况而导致的延误。 (c)在本章中，机组成员的飞行时间是指机组成员在航空器飞行期间的值勤时间， 包括在座飞行时间(飞行经历时间)和不在座飞行时间。 第 135.263 条

驾驶员值勤期限制、飞行时间限制和休息要求

(a) 当飞行机组配备 1 名驾驶员时，驾驶员的值勤期限制、飞行时间限制和休息要 求应当符合以下规定： (1) 值勤期最多 14 小时，该值勤期内的飞行时间不得超过 8 小时，值勤期后应当 安排至少 10 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值 勤期开始时刻之间； (2) 发生运行延误时，如驾驶员的实际值勤时间未超过 14 小时的限制，则该值勤 期后的休息期可以缩短至 9 小时； (3) 发生运行延误时，值勤期最多可以延长至 16 小时，但该值勤期后 10 小时的休 息期不得缩短。 64

(b) 当飞行机组配备 2 名驾驶员时，驾驶员的值勤期限制、飞行时间限制和休息要 求应当符合以下规定： (1) 值勤期最多 14 小时，该值勤期内的飞行时间不得超过 10 小时，值勤期后应当 安排至少 10 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值 勤期开始时刻之间； (2) 发生运行延误时，如驾驶员的实际值勤时间未超过 14 小时的限制，则该值勤 期后的休息期可以缩短至 9 小时； (3) 发生运行延误时，值勤期最多可以延长至 16 小时，但该值勤期后 10 小时的休 息期不得缩短。 (c) 当飞行机组配备 3 名驾驶员，其中包含 2 名具有机长资格的驾驶员时，驾驶员 的值勤期限制、飞行时间限制和休息要求应当符合以下规定： (1) 值勤期最多 16 小时，该值勤期内的飞行时间不得超过 12 小时，值勤期后应当 安排至少 14 个连续小时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值 勤期开始时刻之间； (2) 发生运行延误时，如驾驶员的实际值勤时间未超过 16 小时的限制，则该值勤 期后的休息期可以缩短至 12 小时； (3) 发生运行延误时，值勤期最多可以延长至 18 小时，但该值勤期后 14 小时的休 息期不得缩短。 (d) 当飞行机组配备 3 名驾驶员，其中包含 2 名具有机长资格的驾驶员并且为飞行 机组提供睡眠区时，驾驶员的值勤期限制、飞行时间限制和休息要求应当符合以下规定： (1) 值勤期最多 18 小时，该值勤期内的飞行时间不得超过 16 小时，但每个驾驶员 在飞行中应当有机会在经批准的睡眠区得到休息，值勤期后应当安排至少 18 个连续小 时的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间； (2) 发生运行延误时，如驾驶员的实际值勤时间未超过 18 小时的限制，则该值勤 期后的休息期可以缩短至 16 小时； (3) 发生运行延误时，值勤期最多可以延长至 20 小时，但该值勤期后 18 小时的休 息期不得缩短。 (e) 在包含一个境外着陆地点的运行中，当飞行机组配备 4 名驾驶员，其中包含 2 名具有机长资格的驾驶员并且为飞行机组提供经批准的睡眠区时，驾驶员的值勤期限 制、飞行时间限制和休息要求应当符合以下规定： (1) 值勤期最多 22 小时，该值勤期内的飞行时间不得超过 18 小时，但每个驾驶员 在飞行中应当有机会在批准的睡眠区得到休息，值勤期后应当安排至少 22 个连续小时 的休息期，这个休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间； (2) 发生运行延误时，如驾驶员的实际值勤时间未超过 22 小时的限制，则该值勤 期后的休息期可以缩短至 20 小时； 65

(3) 发生运行延误时，值勤期最多可以延长至 24 小时，但该值勤期后 22 小时的休 息期不得缩短。 第 135.265 条

客舱乘务员值勤期限制和休息要求

当按照本规则第 135.105 条配备客舱乘务员或者在 19 座以下航空器配备客舱乘务 员并担负应急撤离职责时，其值勤期限制和休息要求应当符合以下规定： (a)当配备一名客舱乘务员时，其值勤期不得超过 14 小时，值勤期后应当安排至少 9 个连续小时的休息期，这一休息期应当安排在该值勤期结束时刻与下一值勤期开始时 刻之间。 (b)在最低配置基础上增加 1 名客舱乘务员时，其值勤期不得超过 22 小时。若值勤 期超过 14 小时但不超过 18 小时，值勤期后应当安排至少 16 个连续小时的休息期；若 值勤期超过 18 小时但不超过 22 小时，值勤期后应当安排至少 20 个连续小时的休息期； 上述休息期应当安排在该值勤期结束时刻与下一值勤期开始时刻之间。 (c)合格证持有人按规定安排客舱乘务员值勤期时，如果运行延误，所安排的飞行 没有按照预计时间到达目的地，超出值勤期限制时间，则不认为该客舱乘务员超出了值 勤期限制。 第 135.267 条

机组成员的周、月、年飞行时间限制

(a) 合格证持有人在为飞行机组成员安排飞行时，应当保证飞行机组成员的总飞行 时间遵守以下规定，总飞行时间包括按照本规则实施运行的飞行时间和训练、调机飞行 等的其他飞行时间： (1) 任何 7 个连续日历日内不得超过 40 小时； (2)任一日历月内不得超过 100 小时，且在任何连续三个日历月内的总飞行时间不 得超过 270 小时； (3) 任一日历年内不得超过 1000 小时。 (b) 合格证持有人在为客舱乘务员安排飞行时，应当保证客舱乘务员的总飞行时间 遵守以下规定： (1) 任何 7 个连续日历日内不得超过 40 小时； (2) 任一日历月内不得超过 120 小时； (3) 任一日历年内不得超过 1300 小时。 第 135.269 条

机组成员值勤期和飞行时间安排的附加限制

(a) 合格证持有人安排机组成员的值勤期时，如果按照正常情况能够在限制时间内 终止值勤期，但由于运行延误，所安排的飞行没有按照预计时间到达目的地，超出了值 勤期的限制时间，则不认为该机组成员在排班时超出了值勤期限制。但是，应当遵守本 规则第 135.263 条和第 135.265 条的规定，值勤期的延长最多不超过 2 个小时。 66

(b) 合格证持有人安排机组成员的飞行时间时，如果正常情况下能够在限制飞行时 间内结束飞行，但由于运行延误，所安排的飞行没有按照预计时间到达目的地，超出了 飞行时间限制，则不认为该机组成员在排班时超出了飞行时间限制。 (c) 如果机组成员以取酬为目的参加其他运行，则在参加本规则运行时，值勤时间、 飞行时间的总和应当满足本规则规定的值勤期和飞行时间限制。 (d) 机组成员在起飞前由于延误造成的待命时间，计入值勤期时间之内。 第 135.271 条

机组成员休息时间的附加要求

(a) 合格证持有人不得在机组成员规定的休息期内为其安排任何工作，该机组成员 也不得接受合格证持有人的任何工作。 (b) 本章要求的休息期可以包含在其他休息期之内。 (c) 只有在发生运行延误时，才允许按照本规则第 135.263 条和第 135.265 条中的 规定缩短休息期，不允许作事先安排。 (d) 当合格证持有人为机组成员安排了其他工作任务时，该任务时间可以计入、也 可以不计入值勤期。当不计入值勤期时，在值勤期开始前应当为其安排至少 8 个小时的 休息期。 (e) 如果飞行的终止地点所在时区与机组成员的基地所在时区之间有 6 个或者 6 个 小时以上的时差，则当机组成员回到基地以后，合格证持有人应当为其安排一个至少 48 个连续小时的休息期。这一休息期应当在机组成员进入下一值勤期之前安排。本款所述 基地是指合格证持有人确定的机组成员驻地并接受排班的地方。 (f) 合格证持有人将机组成员运送到执行飞行任务的机场，或者将其从解除任务的 机场运送回驻地，这些路途上所耗费的时间不应当被认为是休息期的组成部分。

67

G章 第 135.291 条

机组成员考试要求

适用性

(a)合格证持有人及其在本规则运行中使用的机组成员应当满足本章规定的检查要 求。 (b) 按照 CCAR-142 部批准的训练中心的人员，在满足本规则第 135.339 条和第 135.343 条要求的条件下，可以按照合同或者其他协议为参加本规则运行的机组成员提 供训练、检查。 第 135.293 条

初始训练和复训中的驾驶员考试要求

(a) 合格证持有人不得使用任何驾驶员、任何人员也不得为其担任驾驶员，除非在 参加该次服务之前 12 个日历月内，该驾驶员通过了由局方人员或者经批准的飞行检查 员实施的对下列知识的笔试或者口试的考试： (1) CCAR-61 部、CCAR-91 部和本规则的相应条款内容，以及合格证持有人的运行 规范和手册； (2) 针对该驾驶员所飞的每一型号航空器的动力装置、主要部件和系统、主要设备、 性能和使用限制、标准和应急操作程序以及按照适用情况经批准的航空器飞行手册或者 等效资料中的内容； (3) 针对该驾驶员所飞的每一型号航空器，确定其符合起飞、着陆和航路运行的重 量和平衡限制的方法； (4) 导航和适用的导航设备的使用，包括适用的仪表进近设施和程序； (5) 空中交通管制程序，包括适用的仪表飞行规则程序； (6) 一般气象学知识，包括锋面系统、结冰、雾、雷暴和风切变的原理，以及当适 用于合格证持有人的运行的高空天气； (7) 下列程序： (i) 识别和避让恶劣天气条件； (ii) 在遭遇不利天气情况，包括低空风切变时从恶劣天气条件中脱离；对于旋翼 机驾驶员，不要求作脱离低空风切变的考试； (iii) 进入或者靠近雷暴(包括最佳穿越高度)，颠簸(包括晴空颠簸)，结冰，冰雹 和其他危险天气环境； (8) 按照适用情况，新的设备、程序和技术。 (b)合格证持有人不得在任何航空器上使用驾驶员，任何人也不得担任任何航空器 的驾驶员，除非在该次服务之前的 12 个日历月之内，该驾驶员已经在该级别 (如为涡 68

喷飞机之外的单发飞机) 或者型别(如为旋翼机、多发飞机或者涡喷飞机)的航空器通过 了由局方或者经批准的飞行检查员作出的旨在确定该驾驶员在该级别或者型别航空器 上的实际技术能力的一次检查。技术能力检查的范围由实施检查的局方人员和经批准的 飞行检查员确定。能力检查可以包括在初始颁发批准的运行所要求的并且和所使用的航 空器的类别、级别和型别相适应的特定驾驶员执照时所需完成的动作和程序。 (c)本规则第 135.297 条要求的仪表熟练检查可用按照本条要求在相同型别航空器 上进行的能力检查来代替。 (d)就本条而言，某人作为驾驶员实施一项程序或者动作的合格表现，是该驾驶员 能圆满地、不受怀疑地完成动作，显现出对航空器充分地的驾驭能力。 (e)对于通过知识或者飞行检查的每个驾驶员，局方人员或者经批准的飞行检查员 在合格证持有人的驾驶员记录中为其作出能力证明。 (f)经局方批准，要求的技术能力检查中的某些部分可以在航空器模拟机或其他相 应的训练设备上完成。 第 135.295 条

客舱乘务员初始训练和复训中的考试要求

合格证持有人不得使用任何客舱乘务员，任何人也不得担任客舱乘务员，除非在该 次服务之前 12 个日历月之内，合格证持有人已经通过相应的初始训练或者定期复训的 考试，确定该人员已具备与其指派的职责相适应的下列知识和胜任能力： (a) 机长的权力和机组成员的职责。 (b) 处理旅客事务，包括处理神经错乱的或者其行为可能危及安全的乘客时需遵守 的程序。 (c)在航空器迫降（包括水上迫降）和紧急撤离时，机组成员的分工、职能和责任， 包括帮助需要他人协助的人员快速撤至出口。 (d) 对乘客所作的安全讲解； (e) 便携式灭火器与其它紧急设备的位置和使用方法。 (f) 客舱中的设备和控制开关的正确使用方法。 (g) 乘客氧气装置的位置和使用方法。 (h) 所有正常和紧急出口的位置和使用方法，包括撤离滑梯和绳索的使用方法。 (i) 合格证持有人的运行手册中规定的，在紧急情况时需他人帮助方可以快速撤至 出口的人员的就座方法。 第 135.297 条

仪表熟练检查要求

(a) 在按照本规则实施的运行中担任机长和副驾驶的驾驶员，在每次参加按照本规 则实施的运行时，应当在前 6 个日历月内按照本条要求通过了由局方人员或者经批准的 飞行检查员实施的仪表熟练检查。但是，对于本规则不要求驾驶员持有仪表等级的目视 飞行规则运行，只需在前 12 个日历月内通过熟练检查。 69

(b) 对于在 CCAR-61 部要求驾驶员具有型别等级的航空器上服务的驾驶员，其仪表 熟练检查应当在所服务的该型别航空器上完成；对于不要求驾驶员具有型别等级的航空 器，仪表熟练检查应当在所服务的该级别航空器上完成，但是对于多发飞机，应当在所 服务的该厂家和型号的飞机上完成。 (c) 对于在几种级别或者型别的航空器上服务的驾驶员，本条(a)款要求的熟练检 查只需轮流在其中一种航空器上进行。但对于每种航空器，应当在按照本规则运行前 12 个日历月内，针对该航空器完成仪表熟练检查。 (d)仪表熟练检查要求的内容： (1)对于运行中要求航线运输驾驶员执照的，应当包括针对相应类别、级别及型别 等级（如适用）初始颁发航线运输驾驶员执照所规定的动作和程序； (2)对于运行中要求商用驾驶员执照的，应当包括针对相应类别、级别及型别等级 （如适用）初始颁发商用驾驶员执照所规定的动作和程序；对于运行中要求仪表等级的， 应当包括初始颁发仪表等级所规定的动作和程序。 (e)经局方批准，仪表熟练检查的全部或者部分动作和程序可以在飞行模拟机或者 训练器上完成。 (f)仪表熟练检查不得在按照本规则实施的运行中进行。 第 135.299 条

机长航路与机场资格的航线检查

(a) 合格证持有人不得使用任何驾驶员担任机长，任何驾驶员也不得担任这一职位， 除非在该次服务之前 12 个日历月内，该驾驶员在其所飞的一种型别航空器上通过了航 线检查，该检查应当： (1) 由局方人员或者经批准的飞行检查员进行； (2) 包括了至少一次一个航段的飞行；对于按照仪表飞行规则（IFR）运行的驾驶 员，该检查应当按照仪表飞行规则实施； (3) 包括在一个或者多个合格证持有人运行的机场进行的起飞和着陆。 (b) 实施该次检查的人员应当确定接受检查的驾驶员是否合格于在本规则运行中担 任机长，并且在该驾驶员的训练记录中予以确认。 (c) 合格证持有人应当在本规则第 135.41 条所要求的手册中建立一套程序，确保 在前 90 天之内未飞过某条航线或者某一机场的驾驶员，能够在开始该次飞行前熟悉该 次飞行安全运行所必需的所有可用资料。 第 135.301 条

考试和检查的附加规定

(a) 如果被要求按照本规则接受考试或者飞行检查的机组成员，在所要求的那个日 历月之前或者之后一个日历月完成考试或者飞行检查，则认为该机组成员是在所要求的 那个日历月内完成考试或者检查的。 (b) 如果被检查的驾驶员未能圆满完成规定的动作，实施检查的人员可以在实施检 70

查的飞行过程中对该驾驶员进行附加训练。除了需要重复先前未通过的动作外，检查人 员可以要求该驾驶员重复其它判断该驾驶员的熟练性所必需的动作。如果接受检查的驾 驶员不能向实施检查的人员演示令人满意的能力，则合格证持有人不得允许该驾驶员参 加运行，该驾驶员本人也不得作为飞行机组成员参加运行，直至其圆满完成该检查。

71

H章 第 135.321 条

训练

适用范围

除本规则第 135.3 条的规定外，本章规定适用于下列： (a) 委托按照 CCAR-142 部审定合格的训练中心为其实施训练、考试和检查职能的 合格证持有人。 (b) 为每个雇佣或者使用的机组成员、飞行检查员和教员或者其他运行人员建立并 保持经批准的训练大纲的合格证持有人。 (c)为实施大纲而使用经批准的飞行模拟机和飞行训练器的合格证持有人。 第 135.323 条

训练的基本要求

(a) 按照本规则第 135.347 条被要求具备训练大纲的每位合格证持有人应当： (1) 制定训练大纲，获得相应的初始和最终批准，提供满足本章要求的训练，确保 每个机组成员、飞行教员、飞行检查员和经指派担负危险品载运和处理职责的每个人员 能得到充分的训练来履行他们被指派的职责； (2) 对本章所要求的训练，提供足够的地面和飞行训练设施； (3) 对于每一型别航空器或者该航空器型别范围内的特定改型，提供实施本规则要 求的训练和检查时所用的合适的训练资料、试题、表格、指南和程序，并使其保持现行 有效； (4) 提供足够的飞行教员、飞行检查员和模拟机教员和合格的地面教员，以实施本 章要求的飞行训练、飞行检查和模拟机训练课程。 (b) 对于按照本章要求进行定期复训的机组成员，在要求进行训练的那个日历月之 前或者之后一个日历月中完成训练的，被视为在所要求的那个日历月中完成了训练。 (c) 负责按照本规则实施的某一特定地面训练课目、飞行训练课程段、训练课程、 飞行检查或者资格检查的每个教员、主管人员或者飞行检查员，在完成这些训练或者检 查后，应当对被训练或者检查合格的机组成员、飞行教员或者飞行检查员的技术熟练程 度和知识水平作出合格证明。这种合格证明应当作为该人员个人记录的一部分。当本款 要求的合格证明被输入计算机记录保持系统时，作合格证明的教员、主管人员或者飞行 检查员应当确认这一输入。但是，作合格证明的教员、主管人员或者飞行检查员的签名 不要求使用计算机输入。 (d) 适用于一种以上航空器或者机组成员职位的训练科目，如果作为该合格证持有 人的雇员在先前的训练中已经在另一航空器或者另一机组成员职位上完成了该训练科 目，则这些科目在以后的训练中，除定期复训之外，不需要重复训练。 72

第 135.325 条

训练的附加要求

(a) 除合格证持有人自身外，只有其他按照本规则或者 CCAR-121 部审定合格的合 格证持有人或者按照 CCAR-142 部审定合格的训练中心，有资格按照合同或者其他协议 为按照本章要求接受训练的人员提供训练、考试和检查。 (b) 合格证持有人可以通过签订训练合同，或者用其他方式使用按照 CCAR-142 部 审定合格的训练中心为其提供本章所要求的训练、考试和检查，但该训练中心应当满足 下列要求： (1) 持有适用的按照 CCAR-142 部颁发的运行规范； (2) 具有符合 CCAR-142 部中适用要求的设施、训练设备和教材； (3) 具有适合于本章要求的训练中使用,并经批准的课程、课程段和课程段的组成 部分； (4) 具有足够的符合本规则第 135.339 条至第 135.345 条中适用要求并审定合格, 为按照本章要求接受训练的人员提供训练、考试和检查的教员和飞行检查员。 第 135.327 条

训练大纲制定、修订及批准

(a) 为了得到训练大纲以及一份经批准的训练大纲的修订项的初始批准和最终批 准，每个合格证持有人应当向局方提交： (1) 建议的或者修订后的课程的纲要和可以为建议的训练大纲或者修订项提供初步 评审的足够资料； (2) 附加的局方可能要求的相关资料。 (b) 对于符合本章要求的训练大纲或者其修订项，局方以书面形式发出初始批准， 合格证持有人即可以依照该大纲实施训练。局方在训练过程中对该训练大纲的训练效果 作出评估，并且在发现存在缺陷时，向合格证持有人指出应当予以纠正的缺陷。 (c) 如果局方确认合格证持有人按照本条(b)款得到初始批准后的大纲实施的训练 能保证每个受训人员获得充分的训练来履行其指派的职责，局方可以为其颁发该建议的 训练大纲或者其修订的最终批准。 (d) 当局方认为，为了使已经获得最终批准的训练大纲继续保持良好训练效果，应 当对其作某些修订时，则合格证持有人在接到局方的通知之后应当对大纲进行局方认为 应当进行的修改。合格证持有人在接到这种通知后 30 天之内，可以向局方提出重新考 虑的请求。在对重新考虑的请求未作出决定的期间，上述局方通知暂停生效。但是，如 果局方认为出于安全考虑应当使修订立即生效，局方可以在向合格证持有人说明原因 后，要求其立即对训练大纲作出修改。 第 135.329 条

训练大纲中的课程

(a) 合格证持有人应当针对每种型别航空器上每一必需机组成员制定书面的训练大 纲课程，并保持其最新有效。该课程应当包括本章要求的地面和飞行训练。 73

(b) 每个训练大纲课程中应当包括以下内容： (1) 所提供的主要地面训练科目的清单，包括应急训练科目； (2) 合格证持有人使用的所有训练设备、模拟设备、系统练习设备、程序练习设备 和其它训练辅助设备的清单； (3) 在飞行训练各阶段中或者飞行检查时将用到的正常、非正常和紧急操作动作、 程序以及用以表明在飞行训练和飞行检查的空中阶段要完成的动作、程序和职能功能的 详尽文字描述或者图解。 第 135.331 条

机组成员训练要求

(a) 合格证持有人应当根据机组成员的职位，在其训练大纲中包含下列初始和转机 型地面训练： (1) 对于新招聘的机组成员的基础教育地面训练，至少包括下列内容： (i) 机组成员的相应职责； (ii) 本章的相应规定； (iii) 合格证持有人的运行合格证和运行规范中的内容(对客舱乘务员不作要求)； (iv) 合格证持有人的运行手册中的相应部分。 (2) 按照适用情况，本规则第 135.351 条和第 135.355 条规定的初始和转机型地面 训练； (3) 本规则第 135.333 条规定的应急生存训练。 (b) 每一训练大纲中应当按照适用情况，提供本规则第 135.353 条规定的初始和转 机型飞行训练。 (c) 每一训练大纲中应当提供本规则第 135.357 条规定的定期复训地面和飞行训 练。 (d) 训练大纲中应当包括本规则第 135.351 条和第 135.353 条规定的，作为合格的 副驾驶在服务过的一特定型别航空器上转升机长的升级训练。 (e) 除初始、转机型、升级和定期复训训练外，合格证持有人还应当提供必要的地 面和飞行训练内容、教学和实践，以确保每一机组成员达到下列要求： (1) 对于所服务的每架航空器、机组成员工作位置及运行类型，持续保持充分的训 练和近期熟练水平； (2) 对新的设备、设施、程序和技术，包括对航空器的改装，具有合格水平； (3) 先前训练过并获得资格的机组成员，由于在要求的期限内没有满足下列要求而 失去资格后应当进行重新获得资格训练： (i) 本规则第 135.293 条的定期复训驾驶员考试要求； (ii) 本规则第 135.297 条的仪表熟练检查要求； (iii) 本规则第 135.299 条要求的航线检查。 74

(4) 在某一特定型别的航空器上审定合格并服务过的机组成员，在其到该航空器一 个特定改型的相同职位上服务之前，当局方认为需要进行差异训练时应当进行差异训 练。 第 135.333 条

机组成员应急生存训练

(a) 每一机组成员应当完成训练大纲规定的应急生存训练。该训练大纲应当针对每 一航空器型别、型号和布局，以及与每位机组成员和合格证持有人相适应的每种运行类 型制订。 (b) 应急生存训练应当包括下列内容： (1) 应急工作的任务分派和程序，包括机组成员之间的协调配合； (2) 下列应急设备的所在位置、功能和使用方法： (i) 用于水上迫降和撤离的设备； (ii) 急救设备及其正常使用； (iii) 手提灭火瓶，重点是适用不同类型失火的灭火瓶型号。 (3) 紧急情况的处理，包括下列内容： (i) 急剧释压； (ii) 空中或者地面的失火和烟雾控制程序，重点是找到客舱区域内的电气设备和 相关的跳开关； (iii) 水上迫降和撤离； (iv) 旅客或者机组成员生病、受伤等非正常情况的处置； (v) 劫机和其他偶然事件。 (4) 回顾和讨论该合格证持有人以前与实际紧急情况有关的飞行事故和事件。 (c) 除非对于下列特定的演练，局方通过机组成员的演示发现其能够得到足够的训 练，每一个机组成员应当使用适当的应急设备和程序进行演练： (1) 当适用时，水上迫降； (2) 应急撤离； (3) 灭火和烟雾控制； (4) 操作和使用紧急出口，包括在适用时，展开和使用撤离滑梯； (5) 机组和乘客氧气的使用方法； (6) 当适用时，从航空器上放下救生筏，充气，使用救生绳索，以及乘客和机组的 登筏； (7) 救生衣的穿戴和充气，以及在适用时，其它漂浮装置的使用。 (d) 在 25000 英尺以上高度飞行的机组成员，应当接受下列内容的培训： (1) 呼吸原理； (2) 缺氧； 75

(3) 高空不供氧情况下的有知觉持续时间； (4) 气体膨胀； (5) 气泡的形成； (6) 减压的物理现象和事件。 第 135.335 条

危险物品的处置和载运的训练要求

(a) 除本条(d)款规定的情况外，合格证持有人不得使用任何人员履行危险物品的 处置和载运的职能和责任，任何人也不得履行这些职责，除非在前 24 个日历月内，该 人员顺利完成了合格证持有人制定的相应训练大纲中的初始训练或者定期复训，这些训 练包括下列方面的内容： (1) 危险物品的正常的托运审验、包装、标记、标签和文件工作； (2) 危险物品的相容性、装运、储存及处理特性。 (b) 合格证持有人应当保存一份被指派履行危险物品处置、载运职能和责任的机组 成员和地面人员圆满完成初始训练或者定期复训的记录。 (c) 选择不受理危险物品的每个合格证持有人应当确保每位机组成员得到足够的识 别那些归类为危险物品的训练。 (d) 如果合格证持有人运行至或者离开那些不符合本条(a)和(b)款要求的雇员或者 合同人员的机场，只有在按照本条(a)和(b)款通过资格审定的机组成员的监督下，方可 以使用这些人员来装载、卸载或者用其他方法处理危险物品。 第 135.337 条

飞行模拟机和其他训练设备的批准

(a) 经局方批准后，合格证持有人的训练大纲中可以包括使用飞行模拟机和其他训 练设备的训练课程。 (b) 在本章要求的训练课程和检查中使用的每个级别飞行模拟机和其他训练设备应 当满足下列要求： (1) 应当针对该合格证持有人的该型别航空器和具体的动作、程序和相关的机组职 能得到批准； (2) 应当持续保持得到批准时所要求的性能、功能和其他品质； (3) 对于飞行模拟机还应当满足： (i) 被批准适用于实施训练或者检查所使用的航空器型别以及适用时该型别内的特 定改型； (ii) 在所模拟的航空器作了改装，使型号合格批准所要求的性能、功能或者其他 特性起到了改变时，对模拟机作相应的改装来保持符合性。 (c) 一台具体的飞行模拟机或者其他训练设备可以由一个以上的合格证持有人使 用。

76

第 135.339 条

飞行检查员的资格审定

(a) 在本条和本规则第 135.343 条中飞行检查员分为航空器飞行检查员和模拟机飞 行检查员： (1) 航空器飞行检查员是指有资格针对特定型别的航空器，在航空器、飞行模拟机 或者飞行训练器上实施飞行检查的人员； (2) 模拟机飞行检查员是指有资格针对特定型别的航空器，在飞行模拟机或者飞行 训练器上实施飞行检查的人员； (3) 航空器飞行检查员和模拟机飞行检查员履行本规则第 135.321 条(a)款和第 135.323 条(a)款第(4)项及(c)款所述职能。 (b) 合格证持有人不得使用任何人、任何人也不得在按照本章制定的训练大纲中担 任航空器飞行检查员，除非对于相应的航空器型别，该人员： (1) 持有在按照本规则实施的相应运行中担任机长所需的驾驶员人员执照和等级； (2) 圆满完成了在按照本规则运行中担任机长所需的在该航空器上的训练，包括定 期复训； (3) 圆满完成了在按照本规则运行中担任机长所需的熟练检查和资格检查； (4) 满足本规则第 135.343 条规定的适用的训练要求； (5) 持有 I 级体检合格证； (6) 满足本规则第 135.249 条中的近期经历要求； (7)具有合格证持有人批准的飞行检查职能。 (c) 合格证持有人不得使用任何人、任何人也不得在按照本章制定的训练大纲中担 任模拟机飞行检查员，除非对于相应的航空器型别，该人员符合本条(b)款的要求或者： (1) 持有在按照本规则实施的相应运行中担任机长所需的驾驶人员执照和等级(体 检合格证除外)； (2) 圆满完成了在本规则运行中担任机长所需的针对该航空器的训练； (3) 圆满完成了在本规则运行中担任机长所需的熟练检查和资格检查； (4) 满足本规则第 135.343 条规定的适用的训练要求； (5) 具有合格证持有人批准的模拟机飞行检查职能。 (d) 在合格证持有人建立的个人训练记录中，应当按照适用情况记入对飞行检查员 满足本条(b)款第(2)、(3)和(4)项或者(c)款第(2)、(3)和(4)项要求的记录。 (e) 未持有适当体检合格证的飞行检查员可以担任模拟机飞行检查员，但不得在本 规则运行中担任飞行机组成员。 (f) 飞行检查员(模拟机)应当完成： (1) 在飞行模拟机上履行飞行检查员职责前 12 个日历月内，作为该型别、级别或 者类别航空器的机组必需成员完成至少两个航段的飞行； 77

(2) 顺利完成了经批准的航线观察大纲，参加航线观察的期限在该大纲中规定并且 应当是在飞行模拟机上履行飞行检查员职责之前。 (g) 本条(f)款要求的飞行航段或者航线观察大纲，如果在应当完成的那个日历月 之前或者之后一个日历月内完成，则被认为是在所要求的那个日历月内完成。 第 135.341 条

航空器飞行教员和模拟机飞行教员的资格审定

(a) 在本条和本规则第 135.345 条中： (1) 飞行教员(航空器)是指有资格针对特定型别、级别或者类别的航空器，在航空 器、飞行模拟机或者飞行训练器上实施教学的人员； (2) 飞行教员(模拟机)是指有资格针对特定型别、级别或者类别的航空器，在飞行 模拟机、飞行训练器或者两者上实施教学的人员； (3) 飞行教员(航空器)和飞行教员(模拟机)是履行本规则第 135.321 条(a)款和本 规则第 135.323 条(a)款第(4)项及(c)款所述职能的教员。 (b) 合格证持有人不得使用任何人、任何人也不得在按照本章制定的训练大纲中担 任飞行教员(航空器)，除非该人员对于相应的航空器型别、级别或者类别： (1) 持有在按照本规则实施的相应运行中担任机长所需的航空人员执照和等级； (2) 圆满完成了在按照本规则运行中担任机长所需的在该航空器上的训练阶段，包 括定期复训； (3) 圆满完成了在按照本规则运行中担任机长所需的熟练检查和资格检查； (4) 满足本规则第 135.345 条规定的适用的训练要求； (5)持有 I 级体检合格证； (6) 满足本规则第 135.249 条中的近期经历要求。 (c) 合格证持有人不得使用任何人、任何人也不得在按照本章制定的训练大纲中担 任飞行教员(模拟机)，除非该人员对于相应的航空器型别、级别或者类别符合本条(b) 款的要求，或者： (1) 持有在按照本规则实施的相应运行中担任机长所需的航空人员执照和等级(体 检合格证除外)； (2) 圆满完成了在按照本规则运行中担任机长所需的在该航空器上的训练阶段，包 括定期复训； (3) 圆满完成了在按照本规则运行中担任机长所需的熟练检查和资格检查； (4) 满足本规则第 135.345 条规定的适用的训练要求。 (d) 在合格证持有人建立的个人训练记录中，应当按照适用情况记入对教员满足本 条(b)款第(2)、(3)和(4)项或者(c)款第(2)、(3)和(4)项要求的记录。 (e) 未持有适当体检合格证的飞行教员可以作为非机组应当成员在航空器上担任教 员，但不得在按照本规则运行中担任飞行机组成员。 78

(f) 飞行教员(模拟机)应当完成： (1) 在飞行模拟机上履行飞行教员职责前 12 个日历月内，作为该型别、级别或者 类别航空器的机组必需成员完成至少两个航段的飞行； (2) 顺利完成了经批准的航线观察大纲，参加航线观察的期限在该大纲中规定并且 应当是在飞行模拟机上履行飞行教员职责之前。 (g) 本条(f)款要求的飞行航段或者航线观察大纲，如果在应当完成的那个日历月 之前或者之后一个日历月内完成，则被认为是在所要求的那个日历月内完成。 第 135.343 条

航空器飞行检查员和模拟机飞行检查员的训练要求

飞行检查员应当按照下列要求完成训练： (a) 飞行检查员的初始地面训练应当包括： (1) 飞行检查员的职能、作用和责任； (2) 适用的民用航空法规以及合格证持有人的政策和程序； (3) 实施要求的检查的适用方法、程序和技术； (4) 对学生表现的正常评估，包括发现： (i) 不正常的和不充分的训练； (ii) 申请人可能对安全有不利影响的个性。 (5) 检查不满意时的纠正措施； (6) 经批准的在航空器上实施要求的正常、非正常和应急程序的方法、程序和限制。 (b) 在飞行检查员的地面训练中，应当包括实施适用于该飞行检查员的航空器的正 常、非正常和应急程序的经批准的方法、程序和限制。 (c) 飞行检查员(航空器)的飞行训练应当包括： (1) 在检查期间可能会遇到的紧急情况下的安全措施； (2) 在检查期间采取的安全措施不正常、不及时或者不执行安全措施会造成的潜在 结果； (3) 从左座和右座实施必需的正常、非正常和应急程序的飞行检查的训练和实践， 确保其实施本规则要求的驾驶员飞行检查的能力； (4) 在检查期间可能产生的紧急情况下，从任一驾驶员座位采取的安全措施。 (d) 对于本条(c)款的要求可以按照适用情况，全部和部分在飞行中、飞行模拟机 上和飞行训练器上完成。 (e) 飞行检查员(模拟机)的飞行训练应当包括： (1) 实施必需的正常、非正常和应急程序的飞行检查的训练和实践，确保其具备实 施本规则要求的驾驶员飞行检查的能力。这种训练和实践应当在飞行模拟机或者飞行训 练器上完成； (2) 操作飞行模拟机、飞行训练器或者两者的训练，确保其具备实施本规则要求的 79

飞行检查的能力。 第 135.345 条

飞行教员的训练要求

飞行教员应当按照下列要求完成训练： (a) 飞行教员的初始地面训练应当包括： (1) 飞行教员的职能、作用和责任； (2) 适用的民用航空法规以及合格证持有人的政策和程序； (3) 实施要求的检查的适用方法、程序和技术； (4) 对学员表现的正常评估，包括发现： (i) 不正常的和不充分的训练； (ii) 申请人可能对安全有不利影响的个性。 (5) 检查不满意时的纠正措施； (6) 经批准的在航空器上实施要求的正常、非正常和应急程序的方法、程序和限制； (7) 假如不是飞行教员执照的持有人，还需： (i) 教学过程的基本原理； (ii) 教授方法和程序； (iii) 教员和学员的关系。 (b) 在飞行教员的地面训练中，应当包括实施适用于该飞行教员型别、级别和类别 航空器的正常、非正常和应急程序的经批准的方法、程序和限制。 (c) 飞行教员(航空器)的飞行训练应当包括： (1) 在教学期间可能会遇到的紧急情况下的安全措施； (2) 在教学期间采取的安全措施不及时、不正确所带给安全飞行的潜在后果； (3) 从左座和右座实施必需的正常、非正常和应急机动飞行的训练和实践，确保其 具备实施本规则要求的飞行教学的能力； (4) 教学期间，在可能产生的紧急情况下，从任一驾驶员座位采取的安全措施。 (d) 对于本条(c)款的要求，可以按照适用情况全部和部分在飞行中、飞行模拟机 上和飞行训练器上完成。 (e) 飞行教员(模拟机)的飞行训练应当包括： (1) 实施必需的正常、非正常和应急程序的训练和实践，确保其实施本规则要求的 飞行教学的能力。这种飞行和程序应当全部和部分在飞行模拟机或者飞行训练器上完 成； (2) 操作飞行模拟机、飞行训练器或者两者的训练，确保其具备实施本规则要求的 飞行教学的能力。 第 135.347 条

驾驶员和客舱乘务员训练大纲

(a) 除了那些在其运行中仅使用一名驾驶员的合格证持有人外，每位合格证持有人 80

应当建立并保持一份经批准的驾驶员训练大纲，使用客舱乘务员的每位合格证持有人应 当建立并保持经批准的客舱乘务员训练大纲。大纲应当与每个驾驶员和客舱乘务员被指 派参加的运行相适应，并保证他们得到充分的训练来满足本规则第 135.293 条至本规则 第 135.301 条中适用的知识和实践考试要求。但是，如果局方认为由于运行的规模和范 围的限制，偏离这些要求可以保证安全，局方可以批准对本条要求的偏离。 (b) 每一按照本条(a)款要求具有训练大纲的合格证持有人，应当在其训练大纲中 包含关于下列训练的地面和飞行训练课程： (1) 初始训练； (2) 转机型训练； (3) 升级训练； (4) 差异训练； (5) 定期复训。 (c) 每一按照本条(a)款要求具有训练大纲的合格证持有人，应当提供每位必需驾 驶员和客舱乘务员使用的有效和适当的学习材料。 (d) 合格证持有人应当为局方提供机组成员训练大纲及其所有修订的副本。如果合 格证持有人使用他人的训练设施，还应当提供在这些训练设施上使用的训练大纲或者其 适当部分的副本。 第 135.349 条

机组成员初始训练和定期复训要求

合格证持有人不得在按照本规则运行中使用任何人员担任、任何人员也不得担任机 组成员，除非该人员在参加本次运行前 12 个日历月内，完成了与其所服务的运行类型 相适应的训练大纲中的初始训练或者定期复训课程。 第 135.351 条

驾驶员初始、转机型和升级地面训练

驾驶员的初始、转机型和升级地面训练中，应当包括适用其职责的至少下列方面的 教学： (a) 一般课目： (1) 合格证持有人的飞行定位程序； (2) 确定重量和平衡的原则和方法，以及对起飞和着陆的跑道限制； (3) 足够的气象学知识，以保证具有对天气现象的实践知识，包括锋面系统、结冰、 雾、雷暴、风切变以及适用时的高空天气条件的原理； (4) 空中交通管制系统、程序和术语； (5) 导航和导航设备的使用，包括仪表进近程序； (6) 正常和应急通信程序； (7) 下降到决断高（DH）或者最低下降高度（MDA）以下之前和下降到低于决断高 或者最低下降高度过程中的目视参考； 81

(8) 其他保证驾驶员能力所需的教学。 (b) 对于每一航空器型别： (1) 一般介绍； (2) 性能特征； (3) 发动机和螺旋桨； (4) 主要部件； (5) 主要的航空器系统(如飞行操纵、电气和液压系统)，其他系统(按照适用情况)， 正常、非正常和应急操作的原理，适用的程序和限制； (6) 下列方面的知识和程序： (i) 辨别和避绕恶劣天气条件； (ii) 在遭遇不利天气情况，包括低空风切变时从恶劣天气条件中脱离(对于旋翼机 驾驶员，不要求作脱离低空风切变的考试)； (iii) 进入或者靠近雷暴(包括最佳穿越高度)，颠簸(包括晴空颠簸)，结冰，冰雹 和其他危险天气环境； (iv) 如果合格证持有人期望在地面结冰条件下批准起飞，在地面结冰条件(如有理 由认为霜、冰或者雪会附着在航空器上的任何时间条件)下运行航空器，包括： (A) 使用除冰/防冰液时对保持时间的限制； (B) 航空器除冰/防冰程序，包括监察和检查程序及责任； (C) 通信； (D) 航空器表面污染物(如霜、冰或者雪的附着)和关键区域的辨别，以及污染物如 何对航空器性能和飞行特性带来不利影响的知识； (E) 合格证持有人使用的除冰/防冰液的类型和特性； (F) 寒冷天气下的飞行前检查程序； (G) 辨别航空器上污染物的方法。 (7) 使用限制； (8) 燃油消耗和巡航控制； (9) 飞行计划； (10) 每一正常和应急程序； (11) 经批准的航空器飞行手册和等效文件。 第 135.353 条

驾驶员初始、转机型、升级和差异飞行训练

(a) 驾驶员的初始、转机型、升级和差异训练中应当包括经批准的训练大纲课程中 每种动作和程序的飞行和练习。 (b) 本条(a)款要求的动作和程序应当在飞行中完成，除了本章允许外，某些特定 的动作和程序可以在飞行模拟机或者适当的飞行训练器上完成。 82

(c) 如果合格证持有人经批准的训练大纲中包括使用航空器模拟机或者其他训练器 的训练课程，每个驾驶员应当圆满完成： (1) 模拟机或者训练器上的训练和练习，应当是包含在那些可以在航空器模拟机和 训练器上实施的本章的动作和程序中； (2) 一次为检查机长或者副驾驶(按照适用情况)的熟练水平，在航空器上实施的飞 行检查，或者在模拟机或者训练器上的检查至少是包含在那些可以在航空器模拟机或者 训练设备上实施的动作和程序中。 第 135.355 条

客舱乘务员初始和转机型地面训练

客舱乘务员的初始和转机型地面训练应当至少包括下列方面的教学： (a) 一般课目： (1) 机长的权力； (2) 处理乘客事务，包括处理神经错乱的或者其行为可能危及安全的乘客时需遵守 的程序。 (b) 对于每种航空器型别： (1) 对航空器的概述，着重于对水上迫降、撤离、飞行中应急程序和其他相关职责 存在相互影响的物理特性； (2) 机上广播系统和与其他飞行机组成员之间通话设施的使用，包括在有人企图劫 机或者其他异常情况下的紧急措施； (3) 厨房电气设备以及客舱加温和通风控制器的正常使用。 第 135.357 条

定期复训

(a) 每个合格证持有人应当确保每位机组成员得到定期复训，并且对于相关的航空 器型别和机组成员位置得到充分训练和当前熟练性。 (b) 机组成员的定期复训地面训练应当至少包括下列各项： (1) 一次确定机组成员对于相关航空器和机组成员位置所具备的知识的问答或者其 他形式的复习； (2) 本章对初始地面训练规定的课目中所必需的教学，根据适用情况，包括本规则 第 135.347 条和第 135.351 条规定的低空风切变训练和在地面结冰条件下的操纵训练， 以及应急训练。 (c) 驾驶员的定期复训飞行训练应当至少包括本章规定的动作和程序的飞行训练。 但如果在前 12 个日历月内顺利通过了本规则第 135.293 条要求的技术能力检查，则该 检查可以代替定期复训飞行训练。

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I章 第 135.361 条

飞机性能使用限制

适用范围

(a) 本章规定了本规则第 135.363 条所列类别的飞机按照本规则实施运行时所遵守 的飞机性能使用限制。 (b) 在本章中的用语按照下述定义： (1) “跑道有效长度”是指飞机在着陆时跑道进近端的超障面与跑道中心线的交点 至跑道最远端的距离； (2) “超障面”是指与水平面成 1：20 的斜率从跑道向上倾斜，并与跑道周围规定 区域内的所有障碍物相切或者越过其上的平面。在平面图上看，该规定区域的中心线与 跑道的中心线相重合，以超障面与跑道中心线的交点为起点，延伸到距起点至少为 450 米（1500 英尺）的那一点处。此后，该中心线与该跑道的起飞轨迹（在起飞时）重合， 或者与仪表进近轨迹（在着陆时）重合，或者当这些轨迹中适用的一个未确定时，它沿 至少 1200 米（4000 英尺）半径的转弯延伸，直至某点，在此点外，超障面超越所有障 碍物。这一区域在超障面与跑道中心线交点处的中心线两侧横向扩展各 60 米（200 英 尺），并以此宽度延伸至跑道端点；然后，向中心线两侧均匀扩大，至距超障面与跑道 相交处 450 米（1500 英尺）那一点扩展至两侧各 150 米（500 英尺）；在此之后，保持 此宽度延伸。 第 135.363 条

总则

(a) 使用活塞式发动机驱动的大型运输类飞机的合格证持有人应当遵守本规则第 135.365 条至第 135.377 条的要求。 (b) 使用涡轮发动机驱动的大型运输类飞机的合格证持有人应当遵守本规则第 135.379 条至第 135.387 条的要求。 (c) 使用大型非运输类飞机的合格证持有人应当遵守本规则第 135.389 条至第 135.395 条的要求，并且对符合性的任何判定应当仅以经批准的性能数据为依据。 (d) 使用小型运输类飞机的合格证持有人应当遵守本规则第 135.397 条的要求。 (e) 使用小型非运输类飞机的合格证持有人应当遵守本规则第 135.401 条的要求。 (f) 在确定是否符合本规则第 135.365 至本规则第 135.387 条的要求时，使用飞机 飞行手册中的性能数据。当涉及的条件与这些性能数据所依据的条件不同时，如果内插 法或者计算法所得结果在实质上与直接试验的结果同样准确，则可以用内插法或者通过 计算具体变量变化的影响来确定是否符合规定。 84

(g) 如果特定的环境已经使得遵守某项限制对于安全没有必要，局方可以在运行规 范中批准偏离本章的要求。 (h) 在按照目视飞行规则飞行时，或者在导航设施对位于预定航迹每侧 10 公里以 外 25 公里以内的高地或者障碍物提供可靠和精确标识的地方，本规则第 135.369 条至 第 135.373 条规定的 25 公里宽度可以缩小至 10 公里，但纵向的距离不得超过 35 公里。 (i) 使用通勤类飞机的合格证持有人应当遵守本规则第 135.399 条的要求。 第 135.365 条

活塞式发动机驱动的大型运输类飞机的重量限制

(a) 任何人不得从标高在确定飞机最大起飞重量所用的气压高度范围之外的机场起 飞活塞式发动机驱动的大型运输类飞机。 (b) 任何人不得起飞活塞式发动机驱动的大型运输类飞机，飞往某个预定的标高在 确定该飞机最大着陆重量所用的气压高度范围之外的机场。 (c) 任何人不得指定或者预先指定机场标高超出所用的活塞式发动机驱动的大型运 输类飞机确定最大着陆重量时所对应的高度范围的机场为备降机场。 (d) 任何人不得以超过按照机场标高所确定的最大批准起飞重量的重量起飞活塞式 发动机驱动的大型运输类飞机。 (e) 如果在考虑了航路上正常的燃油和滑油消耗后，飞机在到达目的地机场时的重 量超过按照该机场标高所确定的最大批准着陆重量，则任何人不得起飞活塞式发动机驱 动的大型运输类飞机。 第 135.367 条

活塞式发动机驱动的大型运输类飞机的起飞限制

(a) 合格证持有人在使用活塞式发动机驱动的大型运输类飞机时，应当满足下列要 求： (1) 在起飞过程中达到临界发动机失效决断速度(V1)之前的任一时刻，按照加速停 止距离数据所示，能使该飞机安全停止在跑道或者停止道上； (2) 如果临界发动机在飞机达到V1速度之后的任一时刻失效后继续起飞，在通过可 用起飞距离末端上空之前，按照起飞轨迹数据所示，高度能达到 15.2 米（50 英尺）； (3) 在达到 15.2 米(50 英尺)的高度（按照起飞轨迹数据所示）之前不带坡度，在 此后坡度不超过 15 度的情况下，预定起飞飞行轨迹能以 15.2 米(50 英尺)的余度垂直超 越所有障碍物，或者在机场边界内能以 60 米(200 英尺)、在机场边界外能以 90 米(300 英尺)的水平距离避开障碍物。 (b) 在使用本条时，应当对所有跑道坡度进行修正。考虑到风的影响，对于以静止 大气为基础的起飞数据，可以按照不大于 50％的报告的逆风分量和不小于 150％的报告 的顺风分量进行修正。

85

第 135.369 条

活塞式发动机驱动的大型运输类飞机所有发动机工作的航路限制

活塞式发动机驱动的飞机起飞前的重量，应当在考虑正常的燃油和滑油消耗后，能 使飞机在所有发动机工作的条件下，在预定航迹两侧各 25 公里以内最高地面或者障碍 物之上至少 300 米（1000 英尺）的高度上，上升率(以米/秒为单位)至少达到 0.0189 Vso 米/秒（Vso 的公里/小时数乘以 0.0189 得到的上升率每秒米数）或者 6.90 Vso 英尺/ 分（Vso 的海里／小时数乘以 6.90 得到的上升率每分钟英尺数）。 第 135.371 条

活塞式发动机驱动的大型运输类飞机一台发动机不工作时的航路限制

(a) 除本条(b)款规定外，活塞式发动机驱动的飞机起飞前的重量，应当在考虑正 常的燃油和滑油消耗后，能使飞机在一台发动机不工作的条件下，在预定航迹两侧各 25 公里以内最高地面或者障碍物之上至少 300 米（1000 英尺）的高度上，上升率至少达到 0.00148（0.079－0.106/N) Vso2米/秒（其中N为所装的发动机台数，Vso以公里／小时 2

表示）或者(0.079-0.106/N) Vso 英尺/分（其中N为所装的发动机台数，Vso以海里／小 时表示）。 (b) 为代替本条(a)款的要求，活塞式发动机驱动的大型运输类飞机可以按照经批 准的程序，在所有发动机工作的某个高度上运行，在该高度上，当一台发动机停车后， 考虑到正常的燃油和滑油消耗，飞机可以继续飞至符合本规则 135.377 规定能进行着陆 的备降机场。在假定的故障发生之后，飞行轨迹应当高于预定航迹两侧各 25 公里范围 内的地面和障碍物至少 600 米（2000 英尺）。 (c) 如果按照本条(b)款使用经批准的程序，合格证持有人应当遵守下列各项规定： (1) 对于按照 CCAR-25 部审定合格的飞机，计算飞机飞行轨迹时所用的上升率（按照飞 机飞行手册中对相应重量和高度所确定的数值）应当减去一个等于 0.00148(0.079 -0.106/N) Vso2 米/秒的量（其中N为所装的发动机台数，Vso以公里／小时表示），或者 减去一个等于(0.079-0.106/N) Vso2 英尺/分的量（其中N为所装的发动机台数，Vso以 海里／小时表示）； (2) 在航路上任何一点临界发动机停止工作时，通过使用经批准的程序，所有发动 机工作时的高度应当能够足以使飞机继续飞行到某一预定的备降机场。在确定起飞重量 时，假定飞机是在某点发动机停车后越过临界障碍物的，而且这一点距临界障碍物的距 离不小于距最近的经批准的无线电导航定位点的距离。但是，如果局方批准了依据不同 的原则制定的程序，且该程序有足够的运行安全保证，对该点可以不作要求； (3) 在该程序中，飞机飞至备降机场上空 300 米（1000 英尺）处时，其上升率应当 符合本条(a)款的规定； (4) 在该程序中，应当包括对飞行轨迹有不利影响的风和温度的经批准的计算方法； (5) 在使用这一程序时，允许应急放油。但合格证持有人应当有充足的训练大纲， 对飞行机组人员进行了合适的应急放油训练，并且为保证程序的安全性采取了其他安全 86

措施； (6) 合格证持有人和机长应当共同选择一个备降机场，有合适的天气报告、预报或 者两者的组合表明，在飞机预计到达该机场时刻，天气条件达到或者超过合格证持有人 的运行规范中规定的备降最低天气标准。 第 135.373 条 活塞式发动机驱动的 4 台或者 4 台以上发动机的 25 部运输类飞机两台 发动机不工作时的航路限制 (a) 合格证持有人运行按照 CCAR-25 部审定的具有 4 台或者 4 台以上发动机的飞机， 应当遵守下列规定之一： (1) 预定航道上任何一点到符合本规则第 135.377 条要求的机场的飞行时间不超过 所有发动机以巡航功率工作飞行 90 分钟； (2) 飞机在某一重量下运行，在此重量下，飞机在预定航迹两侧各 25 公里范围内 最高地面或者障碍物之上 300 米（1000 英尺）或者MSL高度 1500 米（5000 英尺）两者 中较高的高度上，在两台临界发动机不工作情况下，能以 0.000019 Vso2米/秒的上升率 （由Vso的公里/小时的平方乘以 0.000019 而得的上升率每秒米数）或者以 0.013 Vso2英 尺／分钟的上升率（由Vso的海里／小时数的平方乘以 0.013 而得到的上升率每分钟英 尺数）上升。 (b) 对于本条(a)款第(2)项，假定： (1) 这两台发动机在对于起飞重量最为临界的那一点上失效； (2) 对于燃油和滑油消耗，在两台发动机失效的那一点之前，以所有发动机工作时 的正常消耗计算，在那一点之后，以这两台发动机不工作时的正常消耗计算； (3) 假定发动机是在高于规定的最低高度上失效的，在由巡航高度下降到规定的最 低高度期间，无需证明是否符合在规定的最低高度上达到规定的上升率，但是在到达此 规定的最低高度时，应当能满足这些要求，并且假定飞机是沿着净飞行轨迹下降的，其 2

下降率应当比经批准的性能数据中规定的速率大 0.000019 Vso 米/秒（Vso单位为公里/ 小时）或者大 0.013 Vso2英尺/分钟（Vso单位为海里/小时）； (4) 如果有应急放油设备，则认为飞机在两台发动机失效那一点上的重量不小于包 括足够燃油的重量，这些燃油可以使飞机飞到符合本规则第 135.377 条要求的机场并到 达该机场正上空至少 300 米（1000 英尺）的高度。 第 135.375 条

活塞式发动机驱动大型运输类飞机目的地机场着陆限制

(a) 除本条(b)款规定外，活塞式发动机驱动的飞机在起飞前，应当在考虑到飞行 中正常的燃油和滑油消耗后，使该飞机在到达目的地机场时的重量允许其在预定目的地 的下述跑道上，自超障面与该跑道交点上方 15.2 米（50 英尺）处算起，在跑道有效长 度的 60％以内作全停着陆。为确定在目的地机场允许的着陆重量，假定： (1) 飞机是在最理想的跑道上在静止大气中以最理想的方向着陆； 87

(2) 考虑到可能的风速和风向（预期到达时间的预报风）、该型别飞机的地面操纵 特性以及诸如着陆助航设备和地形等其他条件，飞机在最适宜的跑道上着陆，允许考虑 不大于 50％逆风分量或者不小于 150％顺风分量对着陆轨迹和着陆滑跑的影响。 (b) 对于不能符合本条(a)款第(2)项的要求而被禁止起飞的飞机，如果指定了备降 机场，除允许该飞机在备降机场跑道有效长度 70％内完成全停着陆外，该备降机场符合 本条的所有其他要求，则可以允许该飞机起飞。 第 135.377 条

活塞式发动机驱动的大型运输类飞机备降机场的着陆限制

在飞行计划中所列的备降机场，应当能使飞机以到达该机场时预计的重量和按照本 规则第 135.375 条(a)款第(1)和第(2)项假定的条件在该跑道有效长度的 70％以内完成 全停着陆。 第 135.379 条

涡轮发动机驱动的大型运输类飞机的起飞限制

(a) 涡轮发动机驱动的大型运输类飞机不得以大于该飞机飞行手册中对应于该机场 气压高度和起飞时环境温度所确定的重量起飞。 (b) 涡轮发动机驱动大型运输类飞机，不得以大于该飞机飞行手册中对应最短起飞 所需距离而列出的重量起飞。该重量应当保证飞机符合下列各项要求： (1) CCAR-25 部第 25.109 条所定义的加速停止距离不得超过跑道长度加上任何停止 道的长度； (2) 起飞距离不得超过跑道长度加上净空道长度，但净空道长度不得大于跑道长度 的一半； (3) 起飞滑跑距离不得大于跑道长度。 (c) 涡轮发动机驱动的大型运输类飞机不得以大于该飞机飞行手册中所确定的某个 重量起飞，在该重量下，预定净起飞飞行轨迹以 10.7 米（35 英尺）的余度超越所有障 碍物，或者在机场边界内能以 60 米(200 英尺)、在机场边界外能以 90 米(300 英尺)的 水平距离避开障碍物。 (d) 在按照本条(a)至(c)款确定最大重量、最小距离和飞行轨迹时，应当对拟用的 跑道、机场的标高、有效跑道坡度和起飞时的环境温度、风的分量进行修正。如果对于 从湿跑道起飞所要求的最小距离存在使用限制，还需修正跑道表面状态(干或者湿)。如 果在飞机飞行手册中有规定，可以使用与沟槽式或者多孔式摩擦跑道相关的湿跑道距 离，但仅可以用于具有上述表面特征的跑道，并且合格证持有人确认这些跑道是以局方 可以接受的方式设计、建造和维护的。 (e) 在本条中，按照飞机飞行手册中规定的起飞轨迹或者净起飞飞行轨迹数据中的 适用者，假定飞机在到达 15.2 米（50 英尺）高度之前无坡度，在此之后坡度不超过 15 度。 (f) 在本条中，“起飞距离”、“起飞滑跑”、“净起飞飞行轨迹”等术语，与对该飞 88

机进行型号合格审定的规章中所规定的术语具有相同的含义。 第 135.381 条

涡轮发动机驱动的大型运输类飞机一台发动机不工作时的航路限制

(a) 涡轮发动机驱动的大型运输类飞机不得超过某一重量起飞，在该重量下，考虑 到正常的燃油、滑油消耗并根据航路上预计的环境温度，根据经批准的该飞机飞行手册 确定的一台发动机不工作时的航路净飞行轨迹数据，应当能够符合下列两项要求之一： (1) 在预定航迹两侧各 25 公里范围内的所有地形和障碍物上空至少 300 米（1000 英尺）的高度上有正梯度，并且，在发动机失效后飞机需着陆的机场上空 450 米（1500 英尺）的高度上有正梯度； (2) 净飞行轨迹允许飞机由巡航高度开始，继续飞到可以按照 135.387 要求进行着 陆的机场，能以至少 600 米（2000 英尺）的高度垂直超越预定航迹两侧各 25 公里范围 内所有地形和障碍物，并且，在发动机失效后飞机需着陆的机场上空 450 米（1500 英尺） 的高度上有正梯度。 (b) 就本条(a)款第(2)项而言，假定： (1) 发动机在航路上最临界的一点失效； (2) 飞机在发动机失效点之后飞越临界障碍物，该点距临界障碍物的距离不小于距 最近的经批准的无线电导航定位点的距离，除非局方为充分保障运行安全批准了一个不 同的程序； (3) 使用经批准的方法考虑了不利的风的影响； (4) 如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他安全措 施，能保证程序的安全性，则允许应急放油； (5) 选择了备降机场，且该备降机场符合规定的最低气象条件； (6) 发动机失效后燃油和滑油的消耗与飞机飞行手册中经批准的净飞行轨迹数据所 给定的消耗相同。 第 135.383 条 的航路限制

三台或者三台以上涡轮发动机驱动大型运输类飞机二台发动机不工作时

涡轮发动机驱动的大型运输类飞机沿预定航路运行时，应当符合下列条件之一： (a) 在预定航迹上任何一点到符合本规则第 135.387 条要求的机场的飞行时间(所 有发动机以巡航功率工作)不超过 90 分钟。 (b) 根据飞机飞行手册中航路上两台发动机不工作时的净飞行轨迹数据，其重量允 许该飞机从假定两台发动机同时失效的地点，飞到符合本规则第 135.387 条要求的某一 机场。在这段飞行中，考虑到沿该航路的预计环境温度，其净飞行轨迹在垂直方向上至 少高出预定航迹两侧各 25 公里范围内所有地形和障碍物 600 米（2000 英尺）。就本款而 言，假定： (1) 两台发动机在航路上最临界的地点失效； 89

(2) 这些发动机失效后在预定着陆的机场正上空 450 米（1500 英尺）处，该净飞行 轨迹具有正梯度； (3) 如果合格证持有人证明，机组人员进行了恰当的训练，并且采取了其他预防措 施，能保证程序的安全性，则可以批准应急放油； (4) 在两台发动机失效的那一点，该飞机重量包含有足够的燃油，使其能继续飞到 该机场正上空至少 450 米（1500 英尺）的高度，此后还能以巡航功率或者推力飞行 15 分钟； (5) 发动机失效后，燃油和滑油的消耗与飞机飞行手册中净飞行轨迹数据所给定的 消耗相同。 第 135.385 条

涡轮发动机驱动的大型运输类飞机的目的地机场着陆限制

(a) 涡轮发动机驱动的大型运输类飞机起飞前，应当在考虑到至目的地机场或者备 降机场飞行中正常的燃油和滑油消耗后，使飞机到达时的重量不得超过该飞机飞行手册 中以该目的地机场或者备降机场的气压高度以及着陆时预计的环境温度所确定的着陆 重量。 (b) 除本条(c)、(d)、(e)款规定外，涡轮发动机驱动的大型运输类飞机起飞前， 应当在考虑到飞行中正常的燃油和滑油消耗后，使该飞机到达目的地机场时的重量，根 据飞机飞行手册中对该目的地机场的气压高度和预计在着陆时当地风的情况所规定的 着陆距离，允许其在预定的目的地机场的下述跑道上，由超障面与该跑道交点上方 15.2 米（50 英尺）处算起，在跑道的有效长度 60％以内作全停着陆。为确定在目的地机场 的允许着陆重量，假定： (1) 飞机在最理想的跑道上在静止大气中以最理想的方向着陆； (2) 考虑到可能的风速、风向和该飞机的地面操纵特性，以及考虑到诸如着陆助航 设备和地形等其他条件，飞机在最适宜的跑道上着陆。 (c) 对于不能符合本条(b)款第(2)项的要求而被禁止起飞的涡轮螺旋桨驱动的飞 机，如果指定了备降机场，除允许飞机在跑道有效长度的 70％以内完成全停着陆外，该 备降机场符合本条所有其他要求，则可以允许该飞机起飞。 (d) 对于涡轮喷气飞机，在有关的气象报告、预报或者两者的任意组合表明目的地 机场跑道在预计着陆时刻可能是湿的或者滑的时，该目的地机场的有效跑道长度应当至 少为本条(b)款所要求的跑道长度的 115％，否则，该飞机不得起飞。如果在湿跑道上的 实际着陆技术证明，对特定型号的飞机，已经批准了某一较短但不小于本条(b)款要求 的着陆距离，并且已经载入飞机飞行手册，则可以按照手册的要求执行。 (e) 由于不能符合本条(b)款第(2)项而被禁止起飞的涡轮喷气飞机，如果为其指定 了符合本条(b)款所有要求的备降机场，则可以起飞。

90

第 135.387 条

涡轮发动机驱动的大型运输类飞机备降机场的着陆限制

在涡轮发动机驱动的大型运输类飞机的飞行计划中列为备降机场的机场，应当能使 该飞机在到达该备降机场时以根据本规则第 135.385 条(b)项规定的假定条件预计的重 量，由超障面与跑道交点上方 15.2 米（50 英尺）处算起，在跑道有效长度的 70％（涡 轮螺旋桨动力飞机）或者 60％（涡轮喷气动力飞机）以内完成全停着陆。 第 135.389 条

大型非运输类飞机的起飞限制

(a) 大型非运输类飞机不得以大于某一重量起飞，该重量允许飞机在达到最小操纵 速度(飞行中一台发动机停车后能安全操纵飞机的最小速度)的 105％或者起飞形态下无 动力失速速度的 115％(取两者中较大者)之前任何一点开始中断起飞，在跑道有效长度 内能够安全停住。 (b) 在本条中： (1) 可以假定在加速时所有发动机都使用起飞功率； (2) 可以考虑不大于 50％的报告逆风分量或者不小于 150％的报告顺风分量； (3) 如果平均跑道坡度(跑道两端的海拔高度差值除以跑道长度)大于 0.5％，则应 当考虑该坡度； (4) 假定飞机在标准大气条件下运行； (5) 对于起飞，“有效跑道长度”是从考虑起飞时所在的跑道一端开始至跑道另一 端相关的超障面与跑道中心线的交点为止的距离。 第 135.391 条

大型非运输类飞机一台发动机不工作时的航路限制

(a) 除本条(b)款规定外，大型非运输类飞机起飞前的重量，应当能使飞机在一台 临界发动机失效情况下，在预定航迹两侧各 25 公里以内最高障碍物之上至少 300 米 （1000 英尺）的高度或者 MSL 高度 1500 米（5000 英尺）两者中较高的高度上，具有至 少每分钟 15.2 米（50 英尺）的上升率。 (b) 尽管有本条(a)款的要求，如果局方认为不会降低安全运行水平，则可以允许 飞机在某个高度上运行，在该高度上，当一台发动机失效后，飞机可以超越预定航迹两 侧各 25 公里以内的最高障碍物 300 米（1000 英尺）。如果使用本程序，假定相应重量和 高度条件下的下降率比经批准中的下降率每分钟大 15.2 米（50 英尺）。在批准该程序前， 局方将对相关的航路、航段或者区域考虑下列因素： (1) 风和天气预报的可靠性； (2) 导航设备的位置和类型； (3) 盛行的天气情况，尤其是通常遇到的紊流的频率和强度； (4) 地形特征； (5) 空中交通问题； (6) 任何其他影响运行的运行因素。 91

(c) 对于本条作如下假定： (1) 临界发动机不工作； (2) 不工作发动机的螺旋桨处于最小阻力位置； (3) 襟翼和起落架处于最有利位置； (4) 工作的发动机以最大连续可用功率工作； (5) 飞机在标准大气中运行； (6) 飞机的重量随着预计的燃油和滑油消耗而逐渐减少。 第 135.393 条

大型非运输类飞机目的地机场的着陆限制

(a) 大型非运输类飞机不得以下列重量起飞： (1) 考虑到预计的燃油和滑油消耗后，飞机的重量大于允许飞机在目的地机场最适 宜的跑道的有效长度的 60％内完成全停着陆的重量； (2) 飞机重量大于允许在下列情况的跑道上着陆的重量： (i) 静风条件下的最大有效长度； (ii) 按照可能有风的要求，考虑不大于 50％的逆风分量或者不小于 150％的顺风 分量。 (b) 对于本条作以下假定： (1) 飞机以不小于着陆形态下的失速速度（Vso）的 1.3 倍的指示真空速作稳定下 滑进近时，以 15.2 米（50 英尺）的高度飞越超障面与跑道交点的正上方； (2) 着陆不需要特殊的驾驶技能； (3) 飞机在标准大气中运行。 第 135.395 条

大型非运输类飞机备降机场的着陆限制

当选择一个机场作为大型非运输类飞机的备降机场时，应当根据本规则第 135.393 条(b)款的假定条件，该飞机以到达时刻的预计重量能在跑道有效长度的 70％以内完成 全停着陆。 第 135.397 条

小型运输类飞机的性能使用限制

(a) 运行活塞发动机驱动的小型运输类飞机应当满足本规则第 135.365 条的重量限 制、本规则第 135.367 条(除(a)款第(3)项外)的起飞限制，以及本规则第 135.375 条和 本规则第 135.377 条的着陆限制。 (b) 运行涡轮发动机驱动的小型运输类飞机应当满足本规则第 135.379 条(除(d)和 (f)款外)的起飞限制，以及本规则第 135.385 条和第 135.387 条的着陆限制。 第 135.399 条

通勤类飞机的性能使用限制

(a) 运行通勤类飞机应当满足经批准的飞机飞行手册中的起飞重量限制。 (b) 按照通勤类进行型号合格审定的飞机不得以大于该飞机飞行手册中所确定的某 92

个重量起飞，在该重量下，能使其净起飞飞行轨迹以至少 10.7 米（35 英尺）的垂直间 隔超越所有障碍物，或者在机场边界内至少以 60 米（200 英尺）的水平距离、在机场边 界外至少以 90 米（300 英尺）的水平距离避让障碍物。 (c) 通勤类飞机应当满足本规则第 135.385 条和第 135.387 条规定的着陆限制，否 则不得起飞。 (d) 在按照本条(a)至(c)款确定最大重量、最小距离和飞行轨迹时，应当根据所使 用的跑道、机场的标高、有效的跑道坡度、环境温度以及起飞时刻风的分量对该重量进 行修正。 (e) 在本条中，假定飞机按照飞机飞行手册中的净起飞飞行轨迹飞行，飞机在到达 15.2 米（50 英尺）高度之前没有坡度，此后坡度不超过 15 度。 第 135.401 条

小型非运输类飞机的性能使用限制

(a) 小型非运输类飞机在按照本规则运行时，应当满足经批准的飞机飞行手册或者 等效文件中的起飞重量限制和着陆重量限制。 (b) 旅客座位数(不包括驾驶员座位)为 10 座(含)以上的正常类飞机，应当满足本 规则第 135.385 条和第 135.387 条规定的着陆限制。

93

J章

航空器维修

第 135.411 条 总则 本章在 CCAR-91 部要求的基础上增加了维修要求，按照本规则运行的合格证持有人 应当遵守： (a) 合格证持有人应当建立一个维修系统来保证其飞机持续符合型号设计要求及有 关中国民用航空规章中的维修要求。 (b)按照本规则运行的合格证持有人的航空器及其部件的维修工作应当满足下述要 求： (1) 对于型号合格审定为旅客座位数量(不包括机组座位)不超过 9 座的航空器应当 按照本规则第 135.423 条要求的航空器检查大纲实施或者安排实施航空器的维修工作； (2) 对于型号合格审定为旅客座位数量(不包括机组座位)超过 9 座的航空器应当由 按照 CCAR-145 部批准的维修单位按照本规则第 135.425 条要求的维修方案进行维修工 作； (3) 对于单发实施载客仪表飞行规则(IFR)运行的航空器，还应当满足本规则第 135.427 条规定的附加维修要求； (4) 任何航空器都可以按照本条(b)款的要求进行航空器维修； (5) 对于任何航空器的机体翻修和航空器部件维修（不包括按照检查大纲和维修方 案进行的不离位检查）应当由按照 CCAR-145 部批准的维修单位进行。 (c)合格证持有人应当保证其航空器及其部件、维修系统接受局方为保证其对本章 规定的符合性而进行的检查和监督。 第 135.413 条

航空器的适航性责任

(a) 合格证持有人对其按照本规则运行的航空器，包括机体、发动机、螺旋桨、旋 翼、设备和部件，承担适航性责任，并使其航空器按照本规则的要求进行维修。 (b) 合格证持有人应当按照局方批准或者认可的程序完成下列工作，确保航空器的 适航性和运行设备、应急设备的可用性： (1) 每次飞行前按照本规则第 135.423 条要求的航空器检查大纲或者本规则第 135.425 条要求的航空器维修方案完成或者安排完成所有维修任务，并进行必要的检查 和放行； (2) 对于影响安全运行的有关缺陷和损伤进行排故并达到经批准的标准，如该型航 空器有局方批准的最低设备清单（MEL）和构型偏离清单(CDL)，应当符合这些清单规定 的要求； 94

(3) 完成运行指令、适航指令和局方要求强制执行的任何其他持续适航要求； (4) 依据批准的标准完成改装，对于非强制性改装，制定具体政策。 (c) 合格证持有人可以通过协议将上述（b）款中的全部或者部分工作进行委托， 但对其航空器负有同样的适航性责任。

第 135.415 条

合格证持有人的维修系统

(a) 合格证持有人应当建立一个由维修主管负责的，落实其维修责任和保证航空器 适航性的维修系统。维修系统应当具备必要的机构、设施、工具设备、器材、人员和工 作程序来实施或者安排实施维修（包括一般勤务）工作。 (b) 对于运行旅客座位数量(不包括机组座位)超过 9 座的航空器的合格证持有人， 维修系统应当包括一个至少获得 CCAR-145 部有关航空器航线维修批准的维修单位，这 个维修单位可以是自己建立的，也可以是通过协议委托的协议维修单位。

第 135.417 条

维修系统的要求

(a) 维修系统应当具有一个工程技术系统来负责制定本规则第 135.423 条要求的检 查大纲或者第 135.425 条要求的维修方案，并提出具体维修技术要求和改装方案。 (b) 维修系统应当具有一个维修计划系统来来根据本条(a)款所述工程技术系统制 定的检查大纲或者维修方案、维修技术要求和改装方案来选择和安排实施维修工作，保 证航空器运行和维修中必要的器材供应，并统计航空器及其部件的使用状况使其达到合 理使用。这个计划系统可以是自己建立的，也可以是通过协议委托的协议维修单位。 (c) 维修系统应当具有一个相对独立的质量部门来监督其维修系统人员责任和各项 工作程序的落实，并具有以下职能： (1) 对维修系统使用的各类人员和单位进行评估； (2) 对单机适航性状况进行监控； (3) 维修差错管理和质量调查。 (d) 合格证持有人的维修系统应当建立一个培训管理系统，来保证维修系统的人员、 协议维修单位中代表维修系统行使管理职责的人员和维修系统授权的维修放行人员经 过足够的培训，并能胜任所从事的工作和所承担的职责。 (e) 如使用按照 CCAR-145 部批准的维修单位进行航空器的维修工作，其维修人员 资格可以仅满足 CCAR-145 部的要求；如不使用 CCAR-145 部批准的维修单位进行航空器 的维修工作，则其实施航空器维修工作的人员应当具有 CCAR-66 部的《维修人员执照》， 并且其专业和机型类别应当与所从事的工作相适应，维修放行人员还应当经过质量部门 主管对其进行资格评估和书面授权。 (f) 对于在边远地区和地点运行的旋翼机，在没有其他合格人员时，如果满足下列 95

条件，局方可以批准由一名驾驶员实施必需的检查程序： (1) 该驾驶员由合格证持有人雇佣； (2) 能以让局方满意的程度表明，每个被批准实施必需检查的驾驶员得到了合适的 训练和资格审定； (3) 该必需的检查是机械原因所引起的，而不是合格证持有人的维修方案的组成部 分； (4) 每个项目在每次飞行之后应当得到由本条(e)款规定的合格单位或者人员进行 的检查； (5) 作为飞行操纵系统的组成部分的每个工作项目，应当在批准该航空器重新投入 运行前对其进行试飞检查。 (g) 对于规模较小的合格证持有人，经局方批准可以对本条(a)至(d)款要求的偏离。

第 135.419 条 培训大纲和人员技术档案 (a) 合格证持有人应当针对本规则第 135.417 条(d)款要求的培训制订培训大纲， 其中应当至少明确培训对象、培训目标、培训内容、学时要求、培训形式、考试制度及 培训机构、培训管理职责等内容。培训大纲及其任何修订应当经过局方的批准。 (b) 专业知识和专业技能的培训应当由局方批准或者认可的培训机构实施，但合格 证持有人的培训管理部门应当对其培训进行监督，并确保能满足合格证持有人的培训大 纲的要求。 (c) 维修系统应当建立并保存其所有人员的技术档案及培训记录，并保证现行有效。 人员技术档案至少应当包括如下内容： (1) 现任职务或者工作范围； (2) 按照年月填写的技术简历； (3) 参加过的培训课程、培训形式、培训学时及考试成绩(如适用)； (4) 学历证明及合格证件的复印件。 (d) 人员技术档案及培训记录应当妥善保存，防止非授权人员接近和修改。人员技 术档案应当在人员离开合格证持有人后至少保存 2 年。 第 135.421 条

合格证持有人的维修工程管理手册

(a) 合格证持有人的维修系统应当制定阐述如何符合本章要求及实施规范性管理 的维修工程管理手册，并在实际工作中执行。 (b) 维修工程管理手册应当载明合格证持有人落实其航空器适航性责任和符合本 章要求的总体叙述、具体工作程序和管理要求，并应当获得局方的批准或者认可。 (c) 维修工程管理手册应当至少包括以下内容： (1) 概述部分：其中至少包括维修系统的总体状况及政策、维修主管签署的符合性 96

声明、对本手册的符合性和有效性控制方法； (2) 维修系统的组织机构和设施：其中至少包括组织机构图及其必要说明、厂房设 施图及其必要的说明(包括基地以外的航线维修和一般勤务设施)； (3) 人员和职责说明：其中至少包括维修主管、本规则第 135.417 条(c)款要求的 质量部门主管的名单和技术经历；维修系统中各部门、人员及其包含的 CCAR-145 部批 准的维修单位或者协议维修单位的职责说明；维修放行人员清单及其授权的放行范围； (4) 工程技术管理：其中至少包括编制检查大纲或者维修方案、最低设备清单相 关部分、制定具体维修技术要求和改装方案的要求和程序说明； (5) 维修计划和控制：其中至少包括航空器使用和维修计划、选择和安排实施一 般勤务工作和维修工作、器材供应、统计和监控航空器及其部件的使用状况、航空器放 行的要求和程序说明； (6) 协议维修：其中至少包括协议维修单位说明、协议委托工作范围、协调方式和 对协议维修单位的监督管理的要求和程序； (7) 质量管理：其中至少包括监督维修系统人员责任和各项工作程序的落实的方 法和程序，维修系统使用各类人员和单位评估的方法和程序，单机适航性状况监控的 方法和程序、维修差错管理和质量调查的要求和程序； (8) 人员培训管理：其中应当至少包括培训要求、计划、实施、人员技术档案和培 训记录的管理要求和程序； (9) 有关附件：其中至少包括实际使用的表格标牌样件，工作程序清单及其它必要 的附件； (10) 符合性说明。 (d)维修工程管理手册中经局方批准部分的任何变化应当至少在计划的生效前的 30 天向局方申请批准，只有在获得局方的批准后维修工程管理手册才能变更。 第 135.423 条 航空器检查大纲 (a) 合格证持有人应当为其运营的超过一架的任何型号合格审定为旅客座位数量 (不包括机组座位)不超过 9 座的航空器编制航空器检查大纲，并获得局方的批准。 (b) 航空器检查大纲应当依据航空器制造厂家的持续适航文件编写，并列明适用该 大纲的航空器注册号。合格证持有人应当按照适用的航空器检查大纲维修每架航空器。 (c) 航空器检查大纲应当至少包括以下内容： (1) 实施航空器检查（包括必要的测试）的说明和标准，应当具体到机体、发动机、 螺旋桨、旋翼和设备（包括应急设备）应当检查的部件和区域； (2) 实施本条(c)款第(1)项所述航空器检查工作的计划，并应当以使用时间、日历 时间、使用循环或者其组合的方式表述； (3) 记录检查发现缺陷、改正缺陷或者保留缺陷的说明和程序，包括使用的表格和 97

记录存放。 (d) 合格证持有人应当持续分析和监督航空器检查大纲的有效性，并修订其存在的 缺陷，航空器检查大纲的任何修订应当获得局方的批准。当局方认为现行的航空器检查 大纲需要修改以保证航空器维修的充分性时，合格证持有人应当在接到局方的修改通知 后按照局方的要求修改。 第 135.425 条

航空器维修方案

(a) 合格证持有人应当为其所营运的旅客座位数量(不包括机组座位)超过 9 座的航 空器编制维修方案，并呈交给局方审查批准后按照方案准备和计划维修任务。 (b) 合格证持有人航空器的初始维修方案应当以局方批准或者认可的维修审查委员 会报告(MRBR) 以及型号合格证持有人的维修计划文件或者维修手册中制造商建议的维 修方案为基础。这些维修建议的结构和形式可以由合格证持有人重新调整，以更好地符 合合格证持有人特定维修方案的执行和控制。 (c) 对于没有局方批准或者认可的维修审查委员会报告(MRBR) 的航空器，合格证 持有人应当按照维修审查委员会报告(MRBR)的逻辑决断方法和过程制订初始维修方案。 (d) 合格证持有人应当对维修方案进行定期检查以确保其反映出航空器使用特点、 型号合格证持有人最新建议和维修审查委员会报告(MRBR)修订的评估、改装的状况以及 局方的强制性要求。维修方案的任何修订应当获得局方的批准。 (e) 维修方案应当至少包括下列基本信息： (1) 维修方案的使用说明和控制； (2) 载重平衡控制； (3) 航空器计划检查和维修工作； (4) 航空器非计划检查和维修工作； (5) 发动机、螺旋桨、旋翼、设备的修理或者翻修； (6) 结构检查或者机体翻修； (7) 必检项目； (8) 维修资料的使用。 (f) 当合格证持有人的航空器从一个已批准的维修方案转为另一个经批准的维修方 案时，应当对航空器利用率、使用环境、安装的设备和维修系统的经验进行评估，进行 必要的转换检查，并经局方批准后方可以转换。 (g) 当合格证持有人使用其他合格证持有人经批准的维修方案时，应当通过书面的 协议进行，并经局方批准后方可以使用。 (h) 在合理的不可以预见情况下导致无法按照计划实施维修方案规定的维修工作 时，其对维修方案的偏离应当在局方规定的范围内，并向局方报告。

98

第 135.427 条

附加维修要求

(a) 对于按照仪表飞行规则(IFR)进行载客运行中使用的每架单台发动机航空器， 合格证持有人应当将下列项目之一纳入其航空器检查大纲或者维修方案： (1) 制造厂家建议的发动机趋势监控大纲，包括滑油分析(如适用)； (2) 经局方批准的发动机趋势监控大纲，包括以 100 小时间隔或者制造厂家建议的 间隔(取两者中较小者)进行的滑油油样分析。 (b) 对于按照仪表飞行规则(IFR)进行载客运行中使用的每架单台发动机航空器， 合格证持有人应当在其发动机维修记录中记录并保存本条(a)款要求监控的记录，包括 每次试验的结果、建议和相应的发动机趋势监控大纲要求的检查工作。 第 135.429 条

航空器的修理和改装

(a) 按照本规则运行的合格证持有人在对其航空器及其部件实施设计更改如果对航 空器的重量、平衡、结构强度、性能、动力装置工作、飞行特性有显著影响或者影响适 航性的其他特性，应当按照 CCAR-21 部第 21.28 条的规定申请更改型号合格证数据单或 者补充型号合格证。 (b) 任何合格证持有人在对其航空器及其部件实施超过持续适航文件规定的修理或 者实施对航空器的重量、平衡、结构强度、可靠性、使用特性及适航性没有显著影响的 改装时，应当向局方申请批准，并提交证明性和说明性资料。 第 135.431 条

维修记录

(a) 合格证持有人应当保存其所运营的航空器的下述记录： (1) 能表明每一本规则第 135.433 条要求的航空器放行满足其要求的所有详细维修 记录。 (2) 包含下述信息的记录内容： (i) 机体、发动机、螺旋桨和旋翼总使用时间； (ii) 每一机体、发动机、螺旋桨、旋翼和设备上的时寿件的现行状况； (iii) 装在航空器上的所有要求定期翻修项目自上次翻修后的使用时间； (vi) 航空器的目前维修状态，包括按照航空器检查大纲或者维修方案要求进行的 上次检查或者维修工作后的使用时间； (v) 目前适用的适航指令的符合状况，包括符合的方法和数据，如果适航指令涉及 连续的工作，应当列明下次工作的时间和日期； (vi) 目前对每一机体、发动机、螺旋桨、旋翼和设备进行的重要改装和重要修理 的情况。 (b) 合格证持有人应当按照下述期限要求保存本条要求的维修记录： (1) 除机体、发动机、螺旋桨、旋翼和设备的上一次翻修的记录外，本条(a)款第 (1)项要求的维修记录应当保存至该工作完成后至少二年； 99

(2) 机体、发动机、螺旋桨、旋翼和设备的上一次翻修记录应当保存至该工作被等 同范围和深度的工作所取代； (3) 本条(a)款第(2)项要求的维修记录应当保存至航空器出售或者永久性退役后一 年，航空器出售时维修记录应当随同航空器转移。 (c) 合格证持有人终止运行时，所有保存的维修记录应当转交给新的合格证持有人。 (d) 合格证持有人将航空器干租给另一合格证持有人超过 6 个月时，所有保存的维 修记录应当转交给新的合格证持有人；如果干租的租赁期小于 6 个月，所有本条(a)款 第(2)项要求的维修记录都应当转交给承租方或者承租方可以获取这些记录的副本。 (e) 合格证持有人应当保证所有的维修记录可以提供给局方或者国家授权的安全调 查机构的检查。 第 135.433 条

航空器飞行记录本

(a) 合格证持有人应当对于每一架航空器建立航空器飞行记录本，记录运行中发现 的缺陷和工作不正常情况及所进行的维修工作；另外，它还用于记录与飞行安全有关的 运行信息、飞行机组和维修人员需要了解的有关数据。 (b)航空器飞行记录本中应当包括航空器运行信息、影响航空器适航性和安全运行 的任何缺陷及保留状况、要求的维修项目、维修工作记录、航空器放行等内容。 (c) 航空器飞行记录本的格式应当为局方所接受，各项内容应当使用墨水或者不可 以更改的书写工具及时填写，并且有足够的复页以保证满足使用和保存要求。 (d) 除经局方批准外，合格证持有人应当在航空器上飞行机组成员易于取用的地方 放置一份航空器飞行记录本原件，其中至少记录包括每次飞行前三次飞行期间填写内容 的连续记录，并且每次起飞前在地面保存一份记录上一次飞行和本次飞行前填写内容的 航空器飞行记录本的复页。 (e) 合格证持有人应当在维修工程管理手册中规定航空器飞行记录本的格式及填 写、使用和保存要求。 第 135.435 条

航空器放行

(a) 合格证持有人在每次完成维修工作和对任何缺陷、故障进行处理后，在符合本 条(b)款的要求后由合格证持有人授权的维修放行人员在航空器飞行记录本上签署航空 器放行。 (b) 航空器放行的条件如下： (1) 维修工作是按照合格证持有人的要求进行的； (2) 由 CCAR-145 部批准维修单位完成的工作项目已按照 CCAR-145 部颁发了维修放 行证明； (3) 没有任何已知的航空器不适航状况； (4) 至目前所完成的维修工作为止，航空器处于安全运行的状态。 100

(c) 在规定的使用限制条件下，合格证持有人可以在符合局方批准的最低设备清单 和外形缺损清单时放行带有某些不工作的设备或者带有缺陷飞行。 (d) 对于航线维修、A 检或者相当级别（含）以下的航空器定期检修工作及结合其 完成的改装工作，如航空器放行结合 CCAR-145 部维修放行证明一同进行，则无需重复 签署。 (e) 合格证持有人没有将飞行前检查规定为航线维修要求的，机长应当按照本规则 第 135.71 条的规定完成要求的检查。 第 135.437 条

航空器的适航性检查

(a)合格证持有人的每架航空器在首次投入运行前应当通过局方的检查，符合本规 则的要求并获得适航证签署或者其他方式的签署后才能投入运行。 (b) 按照本规则运营的航空器应当接受局方进行的年度适航性检查，符合本规则的 要求并获得适航证签署或者其他方式的签署后才能继续投入运行。 (c) 合格证持有人应当接受局方在任何时间对其正在运营的航空器进行的适航性检 查，对检查中发现的任何存在缺陷的航空器，应当在其改正措施满足局方的要求后方可 以再投入运行。 (d) 对于航空器首次投入运行的检查和年度适航性检查，合格证持有人应当按照规 定支付检查费用。 第 135.439 条

使用困难报告(运行)

(a) 合格证持有人应当报告在某架航空器上出现或者发现的有关下述情况： (1) 飞行中的失火以及有关火警系统工作不正常； (2) 飞行中的假火警信号； (3) 在飞行中引起发动机、相邻结构、设备或者部件损坏的排气系统故障或者失效； (4) 飞行中引起烟、蒸汽、有毒或者有害烟雾在驾驶舱或者客舱积聚或者流通的航 空器部件的故障或者失效； (5) 飞行中或者地面发动机熄火或者停车； (6) 螺旋桨顺桨系统失效或者在飞行中该系统控制超速的能力不正常； (7) 飞行中燃油系统或者应急放油系统的故障或者渗漏； (8) 飞行中非正常的起落架收放或者起落架舱门的开启和关闭； (9) 导致航空器在地面运动中刹车力丧失的任何刹车系统部件的失效或者故障； (10) 航空器系统及其部件的故障或者失效导致中断起飞或者在飞行中采取紧急措 施的情况； (11) 在实际撤离、培训、测试、维修、演示或者无意使用时，任何应急撤离系统 或者其部件(包括应急出口、旅客应急撤离灯光系统、撤离设备)的缺陷或者不能完成预 定的功能； 101

(12) 自动油门、自动飞行或者飞行操纵系统或者其部件的缺陷或者不能完成预定 的功能； (13) 需要进行重要修理的航空器结构损伤； (14) 超出航空器制造厂家或者局方可以接受的结构裂纹、永久损伤或者腐蚀； (15) 其他已经危及或者可能危及航空器安全运行的故障或者缺陷。 (b) 合格证持有人应当在 24 小时之内向局方报告本条(a)款所要求报告的情况，并 至少保存报告 30 天，以备局方核查。 (c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条(a)款所要求报 告的情况，报告中应当至少包括下述信息： (1) 航空器的制造厂家、型号、航空器、发动机、螺旋桨、旋翼的序号； (2) 航空器登记号； (3) 合格证持有人的名称； (4) 发生或者发现的日期和地点； (5) 失效、故障或者缺陷的发生阶段； (6) 失效、故障或者缺陷的性质； (7) 适用的 ATA 章节； (8) 航空器、发动机、螺旋桨或者部件的总使用时间或者循环； (9) 失效、故障或者存在缺陷的零部件的制造厂家、件号、名称、序号和部位； (10) 采取的预防或者紧急措施； (11) 为了更完整地分析失效、故障或者缺陷原因的其他信息，包括主要部件与型 号设计有关的可提供信息和自上次翻修、修理和检测后使用的时间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可提供内容的报 告时间，并且应当尽快补充报告没有提供的信息。 第 135.441 条

使用困难报告(结构)

(a) 合格证持有人应当向局方报告下述有关的事件或者发现的失效现象： (1) 腐蚀、裂纹、或者开裂导致要求更换有关的零部件； (2) 腐蚀、裂纹、或者开裂因超出制造厂家规定的允许损伤的限度导致要求修理或 者打磨； (3) 在复合材料结构中，制造厂家指定作为主要结构或者关键结构件的腐蚀、裂纹、 或者开裂； (4) 根据制造厂家维修手册之外的经批准资料的修理情况； (5) 其他航空器结构中已经或者可能危及航空器安全运行的失效或者缺陷。 (b) 合格证持有人应当在 24 小时之内向局方报告本条(a)款所要求报告的情况，并 至少保存报告 30 天，以备局方核查。 102

(c) 合格证持有人应当按照局方要求的方式和表格向局方报告本条(a)款所要求报 告的情况，报告中应当至少包括下述信息： (1) 航空器制造厂家、型号、批号和登记号； (2) 合格证持有人名称； (3) 发现故障或者缺陷的时间； (4) 发现故障或者缺陷的地面运行阶段； (5) 故障或者缺陷件的名称、状况和位置； (6) 适用的 ATA 章节名称； (7) 航空器总使用循环(如适用)和总使用时间； (8) 其他对更完整地分析故障或者缺陷原因必要的信息，包括腐蚀等级、裂纹长度 及可以提供的与其主要部件设计有关的信息，自上一次翻修、修理或者检查后的使用时 间。 (d) 即使上述要求的信息不能完全提供，合格证持有人也不能推迟可以提供内容的 报告时间，并且应当尽快补充报告没有提供的信息。 第 135.443 条

机械原因中断使用汇总报告

(a) 合格证持有人应当在每月 10 日之前向局方报告前一个月出现的因机械原因导 致的下述情况的汇总报告： (1) 中断飞行； (2) 非计划更换航空器； (3) 延误、备降或者改航； (4) 因已知或者怀疑的机械原因引起的非计划换发； (5) 飞行中螺旋桨顺桨的次数，并列明螺旋桨和其所装的发动机、航空器型号（训 练、演示和飞行检查中的螺旋桨顺桨无需报告）。 (b) 合格证持有人应当按照局方规定的格式和方式提交本条所要求的报告。

103

K章 第 135.513 条

法律责任

小型航空器商业运输运营人运行合格证的吊扣和吊销

(a)合格证持有人有下列行为之一并且情节严重的，局方可以依据国家法律或者行 政法规吊扣其运行合格证 1 至 6 个月或者吊销其运行合格证： (1)违反本规则第 135.7 条(g)款规定，未按照局方颁发的运行合格证和运行规范实 施运行，或者违反局方给其颁发的偏离许可和豁免许可的； (2)违反本规则第 135.49 条规定，未经批准运输危险品的； (3)未按照本规则 E、G 章的规定使用或者搭配航空人员的； (4)违反本规则 H 章规定，使用未经局方批准的训练大纲或者未按照经批准的训练 大纲进行规定的训练而实施运行的； (5)超过本规则 I 章规定的飞机性能使用限制实施运行的； (6)违反本规则 J 章规定，未落实其飞机适航性责任的； (7)其他严重影响运行安全或者已造成严重后果的行为。 (b)运行合格证被吊扣期间或者运行合格证被吊销后，运行合格证持有人应当将运 行合格证交还给相应的局方机构。 第 135.515 条

警告和罚款

(a)合格证持有人有下列行为之一的，局方可以责令其停止违法行为，并处以警告 或者 3 万元以下罚款： (1)本规则第 135.513 条(a)款中所规定的各种行为，情节较轻的； (2)违反本规则第 135.25 条规定不能提供规定文件的； (3)违反本规则第 135.41 条规定，其手册未按照本规则的要求进行有效管理，被局 方认定影响运行安全的； (4)违反本规则第 135.45 条(b)款规定，未按照要求运行航空器的； (5)违反本规则第 135.47 条规定，未按照规定在所运行的航空器上标示合格证持有 人名称的； (6)未按照本规则第 135.51 条规定向境外湿租航空器的； (7)违反本规则第 135.63 条、第 135.65 条规定，未按照规定进行记录或者未按规 定保存相关记录的； (8) 违反本规则 B 章规定，在实施运行的过程中未对航空器上的人员、货物和设备 进行有效管理，被局方认定影响运行安全的； 104

(9)未按照本规则 F 章规定安排航空人员的值勤期、飞行时间和休息时间的； (10)违反本规则 J 章规定，未按照规定设置维修系统或者未对飞机维修进行有效管 理，被局方认定影响运行安全的。 (b)合格证持有人违反本规则第 135.45 条(a)款规定，航空器不具备有效适航证或 者航空器不处于适航状态实施运行的，局方可以没收违法所得并处违法所得一倍以上五 倍以下的罚款；没有违法所得的，处以 10 万元以上 100 万元以下的罚款。 (c)飞行机组成员未按照本规则完成规定的训练并取得合适的执照即作为飞行机组 必需成员参加本规则运行的，局方可以按照《中华人民共和国民用航空法》第二百零五 条的规定对合格证持有人处以 20 万元以下罚款。 (d)直接参与运行的航空人员和其他个人，未按照合格证持有人的运行手册或者维 修工程管理手册实施运行，导致违反本规则规定，局方可以对其处以警告或者 1000 元 以下罚款。

105

l章 第 135.613 条

附

则

施行和废止

(a)本规则自 2006 年 1 月 1 日起施行。 (b)在本规则施行之日前经民航总局批准运行的小型航空器商业运输运营人，应当 逐步按照本规则规范其运行，并应当自本规则施行之日起 1 年内通过运行合格审定，取 得运行合格证，否则不得继续实施本规则规定的运行。 (c)自本规则施行之日起， 1985 年 5 月 8 日民航总局发布的《中国民用航空直升机 近海飞行规则》和 1997 年 9 月 22 日民航总局令第 67 号发布的《民用直升机水上平台 运行规定》（CCAR－94FS－III）同时废止。

106

附件 A

定义

定期载客运行：是指航空承运人或者航空运营人以取酬或者出租为目的，通过本人 或者其代理人以广告或者其他形式提前向公众公布的，包括起飞地点、起飞时间、到达 地点和到达时间在内的任何载客运行。 商业运输运营人：是指使用本规则第 135.3 条规定的民用航空器并从事本规则第 135.3 条规定的飞行和运行种类的航空运营人。 航空运营人：指在中华人民共和国登记的公共航空运输企业、通用航空企业和从事 民用航空飞行活动的其他单位。 偏离：对于规章中明确允许偏离的条款，合格证持有人在提出恰当理由和证明能够 达到同等安全水平的情况下，经局方批准，可以不遵守相应条款的规定或者遵守替代的 规定、条件或者限制。 豁免：对于规章中没有明确允许偏离的条款，合格证持有人在提出恰当的理由、相 应的安全措施并证明这些安全措施能保证同等安全水平的情况下，经民航总局批准，可 以不执行相应的规章条款，而执行民航总局在作出此项批准时所列的规定、条件或者限 制。豁免是遵守规章的一种替代做法，遵守所颁发的豁免及其条件和限制，就是遵守规 章。 运行控制：是指合格证持有人使用用于飞行动态控制的系统和程序，对某次飞行的 起始、持续和终止行使控制权的过程。 运营基地：设立在不同于合格证持有人主运营基地的地点，具有飞行运行或者适航 维修，或者两者兼有的运行资源和能力，且连续 6 个日历月内定期载客运行达到 10 班， 非定期或者全货机运行达到 15 班的基地。 湿租：是指按照租赁协议，承租人租赁航空器时携带出租人一名或者多名机组成员 的租赁。 飞行机组成员：指飞行期间在航空器驾驶舱内执行任务的驾驶员、领航员、飞行通 信员和飞行机械员。 机组成员：指飞行期间在航空器上执行任务的航空人员，包括飞行机组成员和客舱 乘务员。 机长：是指经合格证持有人指定，在飞行时间内为航空器的运行和安全负最终责任 的驾驶员。 新雇员训练：是指合格证持有人新雇佣的人员，或者已雇佣但没有在机组成员岗位 上工作过的人员，在进入机组成员岗位之前所需进行的训练。新雇员训练包括基础理论 教育和针对特定机型和岗位的训练。 初始训练：未曾在相同组类其他航空器的相同职务上经审定合格并服务过的机组成 107

员需要进行的改飞机型训练。 转机型训练：曾在相同组类不同型别航空器的相同职务上经审定合格并服务过的机 组成员需要进行的改飞机型训练。 升级训练：已在某一特定型别的航空器上经审定合格并担任副驾驶的机组成员，在 该型别航空器上担任机长之前需要进行的训练。 定期复训：是指已取得资格的机组成员，为了保持其资格和技术熟练水平，在规定 的期限内按照规定的内容所进行的训练。 重新获得资格训练：已在特定航空器型别和特定工作岗位上经审定合格，但因某种 原因失去资格的机组成员，为恢复这一资格所应当进行的训练。 差异训练：对于已在某一特定型别的航空器上经审定合格并服务过的机组成员，当 局方认为其使用的同型别航空器与原航空器在性能、设备或者操作程序等方面存在差 异，需要进行补充性训练时应当完成的训练。 日历月：是指按照世界协调时或者当地时间划分，从本月 1 日零点到下个月 1 日零 点之间的时间段。 飞行时间：指航空器为准备起飞而借自身动力开始移动时起，直到飞行结束停止移 动为止的时间。 飞行经历时间：指机组必需成员在其值勤岗位上执行任务的飞行时间，即在座飞行 时间。 延伸跨水运行：是指航空器距最近海岸线的水平距离超过 93 公里(50 海里)的跨水 运行。 最低油量：是指飞行过程中应当报告空中交通管制采取应急措施的一个特定燃油油 量最低值，该油量最多可以供航空器在飞抵着陆机场后，能以等待空速在高于机场标高 450 米(1500 英尺)的高度上飞行 30 分钟，其中应当考虑到规定的燃油油量指示系统误 差。 非精密仪表进近:使用全向信标（VOR） 、导航台（NDB）或者航向台（LLZ）（ILS 系 统下滑台不工作）等地面导航设施，只提供方位引导，不具备下滑引导的进近。 精密仪表进近:使用仪表着陆系统（ILS）或者精密仪表进近雷达（PAR）提供方位 和下滑引导的进近。 决断高度(DA)/决断高(DH)：精密进近中，如不能建立继续进近所必需的目视参考， 则应当开始复飞的特定高度或者高。 最低下降高度(MDA)/最低下降高(MDH)：在非精密进近或者盘旋进近中，如不能建 立必需的目视参考，则不能继续下降的特定高度或者高。 机场运行最低标准：指机场用于起飞和着陆时的条件限制。对于起飞，用能见度和 /或者跑道视程以及云高（需要时）来表示；对于精密进近和着陆运行中的着陆，用与 相应运行类型对应的能见度和/或者跑道视程，以及决断高度(DA)/决断高(DH)来表示； 108

对于非精密进近和着陆运行中的着陆，用能见度和/或者跑道视程、最低下降高度(MDA)/ 最低下降高(MDH)以及云高（需要时）来表示。 目视气象条件：用能见度、离云的距离和云高表示，等于或者高于规定最低标准的 气象条件。 仪表气象条件：用能见度、离云的距离和云高表示，低于为目视气象条件所规定的 最低标准的气象条件。 超障高度(OCA)/超障高(OCH)：为遵循适当的超障准则所确定的相关跑道入口标高 或者机场标高之上的特定高度或者高。 备降机场：当航空器不能或者不宜飞往预定着陆机场或者在该机场着陆时可以飞往 的另一个机场。备降机场包括起飞备降机场、航路备降机场和目的地备降机场。 起飞备降机场：当航空器在起飞后较短时间内需要着陆而又不能使用原起飞机场 时，用以进行着陆的备降机场。 航路备降机场：当航空器在航路中遇到不正常或者紧急情况后，用以进行着陆的备 降机场。 目的地备降机场：当航空器不能或者不宜在预定着陆机场着陆时可以飞往着陆的备 降机场。 主最低设备清单(MMEL)：局方确定在特定运行条件下可以不工作并且仍能保持可以 接受的安全水平的设备清单。主最低设备清单包含这些设备不工作时航空器运行的条 件、限制和程序，是运营人制定各自最低设备清单的依据。 最低设备清单(MEL)：运营人依据主最低设备清单并考虑到各航空器的构型、运行 程序和条件为其运行所编制的设备清单。最低设备清单经局方批准后，允许航空器在规 定条件下，所列设备不工作时继续运行。最低设备清单应当遵守相应航空器型号的主最 低设备清单，或者比其更为严格。 最大商载： (1) 对于在局方批准的技术文件中列出最大无燃油重量的航空器，用最大无燃油重 量减去空重、适用的航空器携带设备的重量和运行载重（包括最少机组、餐饮及与餐饮 有关的补给和设备，不包括可用燃油和滑油）； (2) 对于其他航空器，用审定的最大起飞重量减去空重、适用的航空器携带设备的 重量和运行载重（包括最少燃油、滑油和机组重量）。机组、滑油和燃油的重量计算如 下： (i) 机组－对于局方可以的每名机组成员（含随身携带行李）： (A) 男性飞行机组－82 公斤； (B) 女性飞行机组－64 公斤； (C) 男性客舱乘务员－82 公斤； (D) 女性客舱乘务员－59 公斤； 109

(E) 对于未指明性别的客舱乘务员－64 公斤。 (ii) 滑油－157 公斤或者根据航空器型别证书中列出的滑油容量计算出的数据； (iii) 燃油－按照中国民用航空规章要求实施飞行所需的最低燃油重量。

110

附件 B

载客数超过 9 人飞机的附加适航要求

1．本附件规定了本规则第 135.45 条要求的附加适航要求。 2．除非特别说明，本附件引用的中国民用航空规章第 CCAR-23 部的条款为 1990 年 7 月 18 日第一次修订中的具体条款。 飞行要求 3． 按照本规则运行的飞机应当表明符合 CCAR-23 部 B 分部对通勤类飞机的适用要 求，并且飞机配平应当满足 2004 年 10 月 12 日 CCAR-23 部第三次修订中第 23.161 条对 通勤类飞机的要求。 操纵系统 4.电动配平调整片应当符合 CCAR-23 部第 23.677 条的要求。 仪表安装 5．仪表的布局和可以见度应当符合 CCAR-23 部第 23.1321 条的要求。 6．空速指示系统应当符合 CCAR-23 部第 23.1323 条中对通勤类飞机的要求。 7．静压通气系统应当符合 CCAR-23 部第 23.1325 条中对通勤类飞机的要求。 使用限制和资料 8．最大使用限制速度应当根据 VMO/MMO 按照如下规定确定（而不是根据 VNE 和 VNO 来 确定使用限制）： （a）最大使用限制速度不超过设计巡航速度 VC，并且充分低于 VD/MD 或者 VDF/MDF， 以使得在飞行中因疏忽造成超过这两种速度的情况变得极不可能； （b）速度 VMO 不得超过 0.8 VD/MD 或者 0.8 VDF/MDF，除非局方规定的某些有关失去 操纵性(安定性)情况的飞行试验表明较低的速度余度不会造成速度超过 VD/MD 或者 VDF， 要考虑大气变化、水平阵风、系统和设备误差以及机体制造改型。 9. 飞行机组应当符合 CCAR-23 部第 23.1523 条的规定。 10．空速指示器的刻度标志应当易于为驾驶员判读和理解。在空速指示器近旁安置 限制值说明牌是表明符合 CCAR-23.1545(c)的一种可接受的方法。 飞机飞行手册 11．航空器飞行手册应当按照 CCAR23 部第 23.1583 至第 23.1587 条中通勤类飞机 的规定编制，并且符合： （a）在运行中受飞行、结构、动力装置、功能或者设备特性限制的最大允许使用 高度应当在航空器飞行手册中加以规定； （b）航空器飞行手册应当存放在驾驶员易于取用的合适的固定容器内。 客舱和货舱的内部设施 12．货舱和行李舱的设计应当符合 CCAR-23 部第 23.787 条的要求。 111

13．舱门和出口应当符合 CCAR-23 部第 23.783、第 23.803 条、第 23.807 条、第 23.811 条、第 23.813 条、第 23.815 条中对通勤类飞机的规定。 持续适航文件 14．在交付航空器时应当使航空器拥有人获得符合 CCAR-23 部附录 G 要求的（包括 对通勤类飞机的要求）为正确维修航空器所必需的资料。 推进系统 15．对于以涡轮螺旋桨发动机为动力的航空器，发动机安装造成的发动机振动特性 不得超过发动机型号合格审定时确定的值，并且安装的发动机符合 CCAR-23 部第 23.903 条的要求（包括对通勤类飞机的要求）。 16．涡轮螺旋桨飞机的反推力系统应当符合 CCAR-23.933 条中对通勤类飞机的要求。 17．燃油流量应当符合下述要求： （a）对于以涡轮螺旋桨发动机为动力的航空器： （1）燃油系统应当连续向发动机供给正常工作所需燃油，不得因除主油箱外的任 一油箱燃油耗尽而中断； （2）涡轮螺旋桨发动机燃油系统的燃油流量不得低于标准海平面大气条件下产生 起飞功率所需燃油流量的 125％，该起飞功率被选定为使用限制并被列入航空器飞行手 册中。 （b）对于以活塞式发动机为动力的航空器，每一燃油泵系统(主供油和备用供油) 的燃油流量定为发动机起飞耗油量的 125％是可以接受的。 燃油系统部件 18．燃油过滤器和燃油滤应当符合 CCAR-23 部第 23.997 条中对于通勤类飞机的要 求。 动力装置点火系统和附件 19．发动机点火系统应当符合 CCAR-23 部第 23.1165 条中对于通勤类飞机的要求。 20．动力装置附件应当符合 CCAR-23 部第 23.1163 条的规定。 动力装置防火 21．整流罩和短舱蒙皮的防火应当符合 CCAR-23 部第 23.1193 条中对于通勤类飞机 的要求。 22．如果发动机舱以外的区域内液体系统的泄漏能流出易燃液体或者逸出易燃蒸 汽，则应当具有以下措施之一： （a）防止任何其他设备点燃这种液体或者蒸汽； （b）控制由于上述液体或者蒸汽点燃而引起的火焰。 设备 23．动力装置仪表应当符合 CCAR-23 部第 23.1305 条的要求。 系统和设备 112

24．系统和设备及其安装应当符合 CCAR-23 部第 23.1309 条的要求。 电气系统和设备 25．电气系统和设备应当符合 CCAR-23 部第 23.1351 条的要求。

113

附件 C 飞机飞行数据记录器规范 IA 型飞行数据记录器 (1)满足 IA 型飞行数据记录器（FDR）要求的各项参数列于以下各段。不带星号（） 的参数是应当记录的强制性参数。此外，带星号（）的参数在固定翼飞机系统或者飞 行机组为操纵固定翼飞机而使用该参数的信息数据源时也应当记录。以下是确定飞行航 迹和速度所要求的各项参数： 1.压力海拔高度； 2.指示空速或者校正空速； 3.地—空状态和实际可行时每个起落架的空—地传感器； 4.总温或者外界气温； 5.航向（飞行机组基本参照）； 6.法向加速度； 7.横向加速度； 8.纵向加速度； 9.时间或者相对时间计算； 10.航行数据*：偏流角、风速、风向、纬度/经度； 11.地速*； 12.无线电海拔高度*。 (2)以下是确定姿态所要求的各项参数： 13.俯仰姿态； 14.滚转姿态； 15.偏转或者侧滑角*； 16.迎角*。 (3)以下是确定发动机功率所要求的各项参数： 17.发动机推力/功率：每台发动机的推力/功率、驾驶舱推力/推力杆位置； 18.反推状况*； 19.发动机推力指令*； 20.发动机推力目标*； 21.发动机放气活门位置*； 22.发动机其他参数*：发动机压力比（EPR）、N1、指示振动指示、N2、排气温度（EGT）、 油门杆角度（TLA）、燃油流量、燃油切断手柄的位置、N3。 (4)以下是确定构型所要求的各项参数： 23.俯仰配平面位置； 24.襟翼*：后缘襟翼位置、驾驶舱操纵手柄选择； 114

25.缝翼*：前缘襟翼（缝翼）位置、驾驶舱操纵手柄选择； 26.起落架*：起落架、起落架选择手柄位置； 27.偏转配平面位置*； 28.滚转配平面位置*； 29.驾驶舱配平控制输入位置俯仰*； 30.驾驶舱配平控制输入位置滚转*； 31.驾驶舱配平控制输入位置偏转*； 32.地面扰流板和减速板*：地面扰流板位置、地面扰流板选择、减速板位置、减速 板选择； 33.除冰和/或者防冰系统选择*； 34.液压（每个系统）； 35.燃油量； 36.交流电汇流条状态*； 37.直流电汇流条状态*； 38.辅助动力装置（APU）放气活门位置*； 39.计算出的重心*。 (5)以下是确定运行所要求的各项参数： 40.警告； 41.主要飞行操纵面和主要飞行操纵驾驶员输入俯仰轴、滚转轴、偏转轴； 42.指点信标通道； 43.每个导航接收器频率选择； 44.手工无线电发送键盘操作和驾驶舱话音记录器/飞行数据记录器同步参照； 45.自动驾驶/自动油门/自动飞行控制系统模式和衔接状态*； 46.选定的气压设置*：驾驶员、副驾驶员； 47.选定的海拔高度（可以供驾驶员选择的所有运行模式）； 48.选定的速度（可以供驾驶员选择的所有运行模式）； 49.选定的马赫数（可以供驾驶员选择的所有运行模式）； 50.选定的垂直速度（可以供驾驶员选择的所有运行模式）； 51.选定的航向（可以供驾驶员选择的所有运行模式）； 52.选定的飞行航迹（可以供驾驶员选择的所有运行模式）：航道/所需航迹、航 迹角； 53.选定的决断相对高度*； 54.电子飞行仪表系统（EFIS）显示格式*：驾驶员、副驾驶员； 55.多动能/发动机/告警显示格式*； 56.近地警告系统（GPWS）/地形意识和警告系统（TAWS）/防撞地系统（GCAS）状 115

态*：地形显示模式的选择（包括弹出显示状态、地形告警、小心和警告、及咨询）、开 /关钮位置； 57.低压警告*：液压、压缩气压； 58.计算机故障*； 59.客舱失压*； 60.交通告警和防撞系统（TCAS）/机载防撞系统（ACAS）； 61.结冰探测； 62.发动机振动警告*； 63.发动机超温警告*； 64.发动机低油压警告*； 65.发动机超速警告*； 66.风切变警告*； 67.运行失速保护、振杆器和推杆器启动*； 68.驾驶舱所有飞行操纵器的受力*：驾驶盘、驾驶杆、方向舵脚蹬的受力情况； 69.垂直偏转*：ILS 下滑道、MLS 标高、GNSS 进近航迹； 70.水平偏转*：ILS 航向信标台、MLS 方位、GNSS 进近航迹； 71.测距仪 1 和 2 距离*； 72.主导航系统参照*：全球导航卫星系统（GNSS）、惯性导航系统（INS）、甚高频 全向无线电指向标/测距仪（VOR/DME） 、微波着陆系统（MLS）、罗兰 C、仪表着陆系统（ILS）； 73.制动器*：左侧和右侧制动器压力、左侧和右侧制动器脚蹬位置； 74.日期*； 75.事件标志*； 76.头顶显示器的使用*； 77.侧面直观显示器开启*。

I 型和 II 型飞行数据记录器

116

序 号 1

参数 时间(能得到时用世界协调

记录

精度限制

间隔

(传感输入值与飞行数据

(秒)

记录器读出值之比)

24 小时

4

±0.125%/小时

-300 米(-1000 英

1

±30 米到±200 米(±100 英

测量范围

时，否则用经过的时间) 2

气压高度

尺)到航空器的最大

尺到±700 英尺)

审定高度+1500 米 (5000 英尺) 3

指示空速

95 公里/小时(50

1

±5%

节)到最大 Vs0(注 1)

±3%

Vs0 到 1.2VD(注 2) 4

航向

360°

1

±2°

5

垂直加速度

-3g 到+6g

0.125

最大测量范围的±1%不 包括原始数据误差±5%

6

俯仰姿态

±75°

1

±2°

7

横滚姿态

±180°

1

±2°

8

无线电发送键

通－断(一次不连续

1

的) 9

每台发动机功率(注 3)

全程

1(每

±2%

发) 10 11 12

后缘襟翼或者驾驶舱操纵

全程或者每个分立

手柄选择

位置

前缘襟翼或者驾驶舱操纵

全程或者每个分立

手柄选择

位置

反推装置位置

收起、过渡和反推

2

±5%或者按照驾驶员仪 表

2

±5%或者按照驾驶员仪 表

1(每 发)

13

地面扰流板/减速板选择

全程或者每个分立

1

位置

±2%，除非特别要求较高 精度

14

外界空气温度

传感器范围

2

15

自动驾驶/自动油门/自动

各分立信号的适当

1

飞行控制系统方式和衔接

组合

状态 117

±2℃

序 号

参数

测量范围

记录

精度限制

间隔

(传感输入值与飞行数据

(秒)

记录器读出值之比)

注：以上 15 个参数满足 II 型飞行数据记录器的要求 16

纵向加速度

0.25

±1g

最大范围的±1.5%不包 括原始数据误差±5%

17

横向加速度

0.25

±1g

最大范围的±1.5%不包 括原始数据误差±5%

18

驾驶员输入和/或者操纵面

全程

1

位置－主操纵(俯仰、横滚、

±2°，除非特别要求较高 精度

偏航) (注 4) 19

俯仰配平位置

全程

1

±3%，除非特别要求较高 精度

20

无线电高度

-6 米到 750 米(-20

1

英尺到 2500 英尺)

±0.6 米(±2 英尺)或者 ±3%，以较大者为准，在 150 米(500 英尺)以下； ±5％在 150 米(500 英尺) 以上

21

下滑道偏离

信号作用范围

1

±3%

22

航向信标偏离

信号作用范围

1

±3%

23

指点信标通道

分立信号

1

24

主警告

分立信号

1

25

导航 1 与 2 频率选择(注 5) 全程

4

按照安装情况

26

测距机 1 与 2 的距离(注 5

0－370 公里

4

按照安装情况

分立信号

1

和注 6) 27

起落架减震支柱安全电门 位置

28

近地警告系统

分立信号

1

29

迎角

全程

0.5

30

每个液力系统(低压)

分立信号

2

31

导航数据(经度、纬度、地

按照安装情况

1

按照安装情况

分立信号

4

按照安装情况

按照安装情况

速和偏流角)(注 7) 32

起落架或者起落架选择手

118

序 号

参数

测量范围

记录

精度限制

间隔

(传感输入值与飞行数据

(秒)

记录器读出值之比)

柄位置 注：以上 32 个参数满足 I 型飞行数据记录器的要求。 注 1-注 7 如下： 注 1. Vs0 失速速度或者着陆形态下的最小稳定飞行速度。 注 2. VD 设计俯冲速度。 注 3. 记录足够的输入信号以确定功率。 注 4. 对有常规操纵系统的固定翼飞机用“或者”。对非机械性操纵系统的固定翼飞 机用“和”。对具有操纵面开度不一致的固定翼飞机，用一种适当的输入组合代替分别 记录每个操纵面是可以接受的。 注 5. 如信号可以用数字形式得到。 注 6. 记录来自惯性导航系统或者其他导航系统所得的纬度和经度是一种优选的替 代办法。 注 7. 如信号可以很容易地得到。 如果有更大的记录容量，应当考虑记录下列附加的信息： (a) 来自电子显示系统的运行信息，诸如电子飞行仪表系统、航空器综合电子监控 器和发动机指示与机组警戒系统。采用下述优先顺序： (1) 由飞行机组选择的有关所需飞行航迹的参数，如大气压力的设定、选择的海拔 高度、选择的空速、决断高度以及自动飞行系统衔接与方式指示(如未从另一个来源记 录到)； (2) 显示系统选择/状态，如区域(SECTOR)、计划(PLAN)、360°罗盘(ROSE)、导航 (NAV)、气象(WXR)、合成(COMPOSITE)、拷贝(COPY)等； (3) 警告与警戒； (4) 应急程序和检查单显示页的特性。 (b) 在着陆冲出跑道和中断起飞等调查时使用的减速信息包括刹车使用情况。 (c) 附加的发动机参数：发动机压力比、高压涡轮转速(N2)、排气温度(EGT)、燃 油流量等。 (d)上述飞行数据记录器(FDR)应当能够记录上述规定的适用参数。然而，考虑到机 型和记录设备的特性，也可以用其他参数替换。 (e)IIA 型飞行数据记录器(FDR)除有 30 分钟记录时间长度之外，还应当保存前一次 起飞的足够信息以供校验之需。 119

(f)所安装设备的测量范围、记录间隔和所记录参数的精度应当满足局方相应适用 的适航要求，并得到局方的批准。

120

附件 D 旋翼机飞行数据记录器规范 IVA 型飞行数据记录器 满足 IVA 型飞行数据记录器（FDR）要求的各项参数列于以下各段。不带星号（） 的参数是应当记录的强制性参数。此外，带星号（）的参数在旋翼机系统或者飞行机 组为操纵旋翼机而使用该参数的信息数据源时也应当记录。 以下是确定飞行航迹和速度所要求的各项参数： 1.气压高度； 2.指示空速； 3.外界气温； 4.航向； 5.法向加速度； 6.横向加速度； 7.纵向加速度（机轴）； 8.时间或者相对时间计算； 9.航行数据*：偏流角、风速、风向、纬度/经度； 10.地速*； 11.无线电高度*。 以下是确定姿态所要求的各项参数： 12.俯仰姿态； 13.滚转姿态； 14.偏航率。 以下是确定发动机功率所要求的各项参数： 15.发动机功率：自由动力涡轮转速(Nf)、发动机扭距、发动机燃气发生器转速(Ng)、 驾驶舱功率控制位置； 16.旋翼：主旋翼转速、旋翼制动； 17.主齿轮箱滑油压力*； 18.齿轮箱滑油温度*：主齿轮箱滑油温度、传动齿轮箱滑油温度、尾桨齿轮箱滑油 温度； 19.发动机排气温度(T4)； 20.涡轮入口温度(TIT)。 以下是确定构型所要求的各项参数： 21.起落架或者起落架选择手柄位置*； 22.燃油量*； 121

  1. 结冰传感器含水量*。 以下是确定运行所要求的各项参数： 24.液压低压； 25.警告； 26.主要飞行控制－驾驶员的输入和/或者控制输出位置：总距、纵向周期变距、横 向周期变距、尾桨脚蹬、可控制安定面、液压选择； 27.指点信标通道； 28.每个导航接收器频率选择； 29.自动飞行控制系统模式和衔接状态*； 30.配平增稳系统的衔接*； 31.指示吊挂载荷力*； 32.垂直偏离*：仪表着陆系统下滑道、微波着陆系统的标高、全球导航卫星系统的 进近航迹； 33.水平偏离*：仪表着陆系统航向道、微波着陆系统的方位、全球导航卫星系统的 进近航迹； 34.测距仪 1 和 2 距离*； 35.高度变化率*； 36.结冰传感器含水量*； 37.旋翼机状况和使用监视系统(HUMS)*：发动机数据，金属屑探测器，桨叶同步， 离散的超限值、宽带平均发动机振动。

122

V 型和 IV 型飞行数据记录器 序 号 1

参数

精度限制

间隔

（传感输入值与飞行数

测量范围

记录

（秒） 据记录器读出值之比） 时间（有则用世界协调时， 24 小时

4

±0.125%/小时

1

±30 米到±200 米（±100

否则用经过的时间） 2

气压高度

-300 米（-1000 英 尺）到航空器的最大

英尺到±700 英尺）

审定高度+1500 米 （5000 英尺） 3

指示空速

同已安装的测量系

1

±3%

统 4

航向

360°

1

±2°

5

正常加速度

-3g 到+6g

0.125

±1%

6

俯仰姿态

±75°

0.5

±2°

7

横滚姿态

±180°

0.5

±2°

8

无线电发送键

通－断（一次不连续 1 的）

9

每台发动机功率（注 1）

全程

1（每

±2%

发） 10

主旋翼速度

50-130%

0.5

±2%

11

驾驶员输入和/或者操纵面

全程

1

±2°，除非特别要求较高

位置－主操纵（旋翼总距、

精度

纵向周期桨距、横向周期桨 距、尾桨脚蹬） （注 2） 12

每个液压系统（低压）

离散信号

2

13

外界空气温度

传感器范围

2

14

自动驾驶/自动油门/自动

各离散信号的适当

1

飞行控制系统方式和接通

组合

状态 15

增稳系统接通

离散信号

2

注：以上 15 个参数满足 V 型飞行数据记录器的要求 123

±2℃

序 号

参数

测量范围

记录

精度限制

间隔

（传感输入值与飞行数

（秒） 据记录器读出值之比）

16

主减速器滑油压力

按照安装情况

1

按照安装情况

17

主减速器滑油温度

按照安装情况

2

按照安装情况

18

偏航加速度（或者偏航速

±1g

0.25

最大范围的±1.5%不包

率）

括原始数据误差±5%

19

吊挂力

许可负载的 0-200%

0.5

最大范围的±3%

20

纵向加速度

±1g

0.25

最大范围的±1.5%不包 括原始数据误差±5%

21

横向加速度

0.25

±1g

最大范围的±1.5%不包 括原始数据误差±5%

22

无线电高度

-6 米到 750 米（-20 1

±0.6 米（±2 英尺）或者

英尺到 2500 英尺）

±3%，以较大者为准，在 150 米（500 英尺）以下； ±5％在 150 米（500 英尺） 以上

23

下滑道偏离

信号作用范围

1

±3%

24

航向信标偏离

信号作用范围

1

±3%

25

指点信标通道

离散信号

1

26

主警告

离散信号

1

27

导航 1 与 2 频率选择（注 3） 全程

4

按照安装情况

28

测距机 1 与 2 的距离（注 3 0－370 公里

4

按照安装情况

2

按照安装情况

4

按照安装情况

和注 4） 29

导航数据（经度、纬度、地 按照安装情况 速）（注 5）

30

起落架或者起落架选择手

离散信号

柄位置 注：以上 30 个参数满足 IV 型飞行数据记录器的要求。 注 1. 记录足够的输入信号以确定功率。 注 2. 对常规操纵系统的旋翼机用“或者”。对非机械性操纵系统的旋翼机用“和”。 注 3. 如果信号可以用数字形式获得。 注 4. 记录来自惯性导航系统或者其他导航系统所得的纬度和经度是一种可取的替 124

代办法。 注 5. 如果信号可以轻易获取。 如果有更大的记录容量，应当考虑记录下列附加的信息： (a） 来自电子显示系统的运行信息，诸如电子飞行仪表系统（EFIS）、飞机电子中 央监控器（ECAM）和发动机指示与机组警告系统（EICAS）。采用下述优先顺序： (1） 由飞行机组选择的与所需飞行航迹有关的参数，如大气压力的设定、选择的 高度、选择的空速、决断高度以及自动飞行系统接通与方式指示（如未从另一个来源记 录到）； (2） 显示系统选择/状态，如区域（SECTOR）、计划（PLAN）、全罗盘（ROSE）、导 航（NAV）、气象（WXR）、合成（COMPOSITE）、拷贝（COPY）等； (3） 警告与警戒数据； (4） 显示的应急程序和检查单页面的内容。 (b） 附加的发动机参数（发动机增压比（EPR）、高压轴转速（N1）、排气温度（EGT）、 燃油流量等）。 (c)上述飞行数据记录器(FDR)应当能够记录上述规定的适用参数。然而，考虑到机 型和记录设备的特性，也可以用其他参数替换。 (d)所安装设备的测量范围、记录间隔和所记录参数的精度应当满足局方相应适用 的适航要求，并得到局方的批准。

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附件 E 旋翼机水上平台运行要求 总则 (a)旋翼机水上平台，是指海上漂浮或者固定的建筑物上供旋翼机降落和起飞的场 地，包括水上移动平台、移动钻井平台、移动采油平台、自升式采油平台、柱稳式平台 （即半潜式平台和坐底式平台）、水面式平台（即船式平台和驳式平台）等，俗称旋翼 机甲板。 (b)旋翼机水上平台的规格、设施、标准和运行条件，应当经民航总局或者其授权 的机构审查批准，未经批准的旋翼机水上平台不得投入使用。 旋翼机水上平台及障碍物限制 (c)供旋翼机水上平台降落、起飞的旋翼机甲板及障碍物扇形区应当符合下列条件： (1)旋翼机甲板只能设在 210°抵／离扇区内（见图－1）； (2)旋翼机甲板 210°扇区的 180°范围内，甲板边缘至水面 5:1 的斜坡以外，不允 许有固定障碍物，如图－2 所示； (3)单旋翼和横列式双旋翼旋翼机甲板不得小于所用旋翼机旋翼转动时最大全长 （D）为直径的圆形区域；高于旋翼机甲板平面 0.25 米以上的设施，只能设在主起降方 面一侧以图－3 圆周Ａ点为圆心的 150°扇形区内，对其高度的限制如图－3 所示； (4)纵列式双旋翼旋翼机甲板不得小于所用旋翼机 0.9 D 为直径的圆形区域，150° 扇形区障碍物限制如图－4 所示； (5)纵列式双旋翼旋翼机，可以在矩形旋翼机甲板上平行于长边的方向进行双向降 落和起飞，但旋翼机甲板应当满足下列条件： i.长边不小于 0.9D； ii.短边不小于 0.75D； iii.150°扇形区在矩形旋翼机甲板长边的一侧。 旋翼机甲板及 150°扇形区障碍物限制如图－5 所示。 (6)如果旋翼机甲板严格限制在昼间使用，并在风速不大于所用旋翼机“飞行手册” 规定最大风速的 0.5 倍、气流平稳、云高 300 米以上、能见度大于 5 公里，则： i.单旋翼旋翼机可以在以所用旋翼机旋翼直径（RD）为直径的直升机甲板上降落和 起飞，对其 180°区域障碍物限制如图－6 所示； ii.纵列式双旋翼旋翼机可以在不小于所用旋翼机 0.75D 为直径的旋翼机甲板上降 落和起飞，对其 180°区域障碍物限制如图－6 所示。 (d)海上船舶旋翼机甲板的规格及障碍物限制，应当符合图－7 或者图－8 的所示条 件，方可以用于旋翼机的降落和起飞。 灯光及助航设备 126

(a)旋翼机水上平台在夜间使用时，降落区应当设有供旋翼机夜间降落和起飞的探 照灯，其安装位置及角度应当能保证灯光光束照射在降落环中心，并不得妨碍驾驶员的 视线和操作。 (b)旋翼机甲板周边应当装设波长为 570-590 纳米的黄色或者黄、蓝交替的边界灯， 灯的间隔不大于 3 米。在灯上装有必要的滤光器或者灯罩时，发光强度不应少于 15.2 坎德拉（cd）。灯的安装高度不得低于甲板平面，且不高于甲板平面 0.25 米。 (c)在 150°扇形区内，从 A 点到以降落环中心为圆心的 0.83D 范围内（见图－3）， 如有高于甲板平面 3 米-15 米高度的障碍物，应当在其适当位置装设发光强度不少于 10.2 坎德拉（cd）的全方向红灯，或者用泛光灯照射；在 150°扇形区内，从降落环中 心 0.83D 范围以外（见图－3），如障碍物或者障碍物群高出甲板平面 15 米以上，应当 在其障碍物或者障碍物群的最高点安装发光强度为 25.48-203.8 坎德拉（cd）的全方向 红灯；如障碍物高出甲板平面 45 米以上时，应当在其中间层加设障碍物灯，这些加设 的中间层障碍物灯应当在顶部灯与平台之间，以相等的间距设置，并且灯间距不得超过 45 米。 (d)在 150°扇形区内，从降落环中心到 1.5 倍所用旋翼机最大全长的范围内（见图 －3），如有高于 3 米以上的障碍物，应当用宽度为 0.5 米-0.6 米桔红、白色交替或者红、 白交替或者黑、白交替的条纹箍表示。 (e)旋翼机平台应当装设性能可以满足飞行任务需要的收发信机（HF 和 VHF） 、无方 向性无线电信标发射机（NDB）及气象保证设施（风标、计风仪、场压计、温度计等） 。 标识 旋翼机甲板上应当在规定位置（见图－1）用 1.2 米 x1.2 米的白色漆字标出水上平 台的识别标志；旋翼机甲板应当漆成深灰色或者深绿色，其周缘用 0.3 米-0.4 米宽度的 白色漆勾画；降落环应当设在旋翼机水上平台的中心位置，漆成宽度为 1 米，内径等于 所用最大旋翼机 0.5D 的黄色圆环；降落环中心应当漆有笔划宽度为 0.4 米，字的尺寸 为 4 米×2.4 米的白色“H”字样（见图－1）。 安全设施 (a)旋翼机甲板表面应当设有防滑网或者与防滑网等效的设施。甲板周边应当设有 宽度不小于 1.5 米的安全网，安全网的外缘不得高出该甲板边缘以上 0.15 米。 (b)旋翼机甲板应当设有埋头系留点，其数量、位置和强度应当能满足系牢停在平 台上的旋翼机的要求。 (c)在旋翼机平台附近易取的位置，应当设有标志明显的消防救护设施和应急用 品。 (d)执行水上平台飞行任务的旋翼机，应当装备永久性或者可以迅速展开的浮漂救 生设施（包括浮筒、救生衣、救生筏等）。 运行 127

(a)旋翼机起飞、降落时，除必要的值班人员外，任何人不得在旋翼机甲板上逗留。 旋翼机甲板上不允许有妨碍旋翼机降落和起飞的物体。乘客应当按照规定的路线上下旋 翼机。 (b)旋翼机在水上平台起飞、降落的风速限制，按照所使用旋翼机飞行手册的规定 执行。 (c)驾驶员在行进中的船舶旋翼机甲板上起飞、降落，应当经过严格训练，并在降 落前准确了解船的行进速度及滚动角度；驾驶员在船舶旋翼机甲板降落前，应当向值班 员询问纵向和横向的运动数据，超过该机型手册规定时不得降落。 (d)旋翼机驾驶员可以根据水上平台值班员通报的气象条件，参考风向标（袋）及 海浪建立起落航线，无把握时应当以不小于经济速度的速度，距障碍物 50 米以上的高 度通场观察。对以主平台为中心，半径 3 公里海域内的平台群，如果严格限制在昼间、 并云高 200 米以上、能见度大于 3 公里的条件下使用，可以由主平台值班员指挥旋翼机 降落和起飞。 (e)执行水上平台飞行任务的旋翼机驾驶员，应当认真计算起飞重量、严禁超员、 超载、超天气标准飞行。旋翼机增速前应当经过悬停检查，确信发动机工作正常，并具 备无地效起飞的剩余功率，方可以增速。 (f)执行水上平台飞行任务的旋翼机机长，应当具备下列条件： (1)经水上平台带飞，掌握了水上平台起飞、降落的飞行技术，有 100 小时以上的 海上飞行经历，熟悉海上飞行特点，飞行理论、技术考试合格，取得海上飞行正驾驶的 技术授权； (2)取得航线运输驾驶员执照； (3)海上昼间或者夜间间断飞行 90 天，应当经飞行检查合格后，方可以执行水上平 台飞行任务。 (g)外籍旋翼机驾驶员，应当在民航总局办理执照认可手续并经熟练带飞后，方可 以在中华人民共和国领海区域内执行水上平台飞行任务。 (h)旋翼机驾驶员目视水上平台起飞、降落的最低天气标准为： (1)昼间云高 200 米，能见度 3 公里； (2)夜间云高 300 米，能见度 5 公里。 (i)旋翼机驾驶员用平台导航台作仪表进近的最低天气标准为： (1)用气压高度表时，最低下降高度等于井架高度加上 80 米； (2)用无线电高度表时，最低下降高度等于井架高度加上 60 米； (3)最低云底高等于最低下降高度加上 10 米； (4)昼间能见度为 1 公里，夜间能见度为 1.5 公里。 (j)旋翼机驾驶员用机载雷达／导航台作仪表进近昼间的最低天气标准为： (1)用气压高度表时，最低下降高度等于 90 米，云高为 100 米，能见度为 1 公里； 128

(2)用无线电高度表时，最低下降高度等于 60 米，云高为 70 米，能见度为 1 公里。 (k)旋翼机驾驶员用机载雷达／导航台作仪表进近夜间的最低天气标准为： (1)用气压高度表时，最低下降高度等于 120 米，云高为 130 米，能见度为 1.5 公 里； (2)用无线电高度表时，最低下降高度等于 90 米，云高为 100 米，能见度为 1.5 公 里。 (l)旋翼机水上平台运营人应当根据本规则第 135.41 条规定在其运行手册中增加 水上平台的相关部分。

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关于《小型航空器商业运输运营人运行合格审定规则》的说明 《小型航空器商业运输运营人运行合格审定规则》（以下简称本规则,CCAR-135 部） 是从 2001 年年初开始起草，经过反复研讨和修订后制定的，旨在规范使用起飞全重较 小或者载运能力较低的航空器进行商业运输的运营人的运行。现将有关问题说明如下： 一、制定规则的必要性 近些年来,我国的民用航空活动发展很快，但由于历史原因，我国民用航空运营人 的运行管理规章仍然不够完整和系统，在运行管理的严密性和运行标准上与国际民航组 织的要求仍存在较大差距。按照民航总局确定的制定民用航空器运行规章体系的规划， 航空器运行规章主要由《一般运行和飞行规则》(CCAR-91 部)、《小型航空器商业运输运 营人运行合格审定规则》(CCAR-135 部)和《大型飞机公共航空运输承运人运行合格审定 规则》(CCAR-121 部)组成。其中 CCAR-91 部是基础规章，适用于所有在我国空域内运行 的民用航空器，而 CCAR-121 部和 CCAR-135 部是在 CCAR-91 部的基础上，为大型飞机公 共航空运输承运人和小型航空器商业运输运营人提出更高的运行标准。其中 CCAR-135 部适用于旋翼机、单发航空器和起飞全重较小或者载运能力较低的多发航空器的运输飞 行，而 CCAR-121 部则适用于除此之外的起飞全重较大或者载运能力较强的多发飞机的 运输飞行。 在上述运行规章中，CCAR-121 部已于 1999 年公布施行，CCAR-91 部已于 2004 年 1 月 14 日正式公布，而本规则的制定，将最终使我国的民用航空器运行规章体系得到完 善，为我国迅速发展的相关航空器运输飞行提供有效的管理依据。 二、制定的依据和原则 本规则依据《中华人民共和国民用航空法》和《国务院对确需保留的行政许可项目设定 行政许可的决定》制定。在制定中参考了《国际民航公约》附件 6 和其他附件的相关标 准和建议措施、美国的联邦航空条例和欧洲的联合航空要求，同时结合我国多年的运行 经验和实际情况予以补充。在本规则的制定中考虑了以下原则： （一）先进性和可行性相结合 在先进性与可行性关系的处理上，优先考虑先进性原则，以促进运行安全水平的提 高，同时考虑到我国的实际情况，不提出过高标准。对于航空器和直升机的运输飞行， 国际民航组织在《国际民航公约》附件六的第一和第三部分中提出了相应的运行标准。 但由于附件六所管理的对象为从事“国际商业航空运输”的航空器，而且基本上没有针 对不同起飞重量的航空器提出不同标准，所以该附件的某些规定对于使用小型航空器实 施的以国内飞行为主的航空运输来说有些偏高。鉴此，我们参考了美国和欧洲的一些具 体标准和做法，在附件六的基础上适当调低了对此类运行的要求。这样做兼顾了飞行安 全和经济效益，保证我国的相关安全标准与发达国家基本一致，同时保证小型航空器商 130

业运输的顺利发展。 （二）与 CCAR-121 部和 CCAR-91 部相衔接 颁发运行合格证和运行规范的目的是提高各类航空运营人的安全运行水平。 CCAR-121 部和 CCAR-91 部分别规定了大型飞机公共航空运输承运人和商业非运输运营 人颁发运行合格证和运行规范的要求。本规则管理的对象是介于上述两类运营人之间的 运营人，即小型航空器商业运输运营人。这三部规章是按照不同航空运营人使用的民用 航空器类型和运行类别划分的，与持有的经营许可证的类别，即公共航空运输企业或者 通用航空企业经营许可证，没有对应关系。所以不存在用公共航空运输企业安全标准去 要求通用航空运行活动的问题。 （三）保持版本的国际通用性 为使本规则版本保持其国际通用性，便于以后修改和增补内容，本规则在编排格式 上采用国际通用格式并保留备用条款。 三、政策性问题的说明 （一）关于适用范围 本规则的适用范围规定为在中华人民共和国境内依法设立的商业运输运营人所实 施的下列公共航空运输飞行： 1、使用单发航空器、旋翼机或者最大起飞全重 5700 千克以下的多发航空器实施的 定期载客运输飞行； 2、使用单发航空器、旋翼机或者旅客座位数量(不包括机组座位)不超过 30 座并且 最大商载不超过 3400 千克的多发航空器实施的非定期载客运输飞行： 3、使用单发航空器、旋翼机或者最大商载不超过 3400 千克的多发飞机的全货机运 输飞行。 在上述 CCAR-135 部的适用对象中，使用起飞全重 5700 千克以上、旅客座位数 30 座以下且商载 3400 千克以下的多发航空器进行的非定期载客运输和全货运输，原来属 于 CCAR-121 部管辖的范围，由于在 CCAR-121 部的实际贯彻过程中发现对这些运行要求 过高，不利于小型航空公司和包机公司的发展，因此考虑借鉴 FAA 的做法，决定调整到 CCAR-135 部中管理。在修订 CCAR-121 部时需要对 CCAR-121 部的适用范围作相应修改。 （二）CCAR-135 部与 CCAR-121 部之间的异同 CCAR-135 部和 CCAR-121 部所管理的对象分别为商业运输运营人和公共航空运输承 运人。两部规章的管理程序基本相同。本规则公布后，局方将按照本规则对商业运输运 营人进行运行合格审定，包括对相关手册、大纲、资料、设备、人员进行审定，以及实 施运行的验证演示等，只有申请人证明确实达到本规则和其他有关规定的要求，能够安 全运行时，才能为其颁发运行合格证和运行规范，批准其实施运行。商业运输运营人获 得运行合格证开始运行之后，局方的飞行标准部门将对其实施持续监督，保证其运行始 终符合规章的要求。当商业运输运营人发生改变运行种类、引进新机型、改变航线等涉 131

及到修改其运行规范的情况时，应当提出申请并经飞行标准部门的人员按照程序进行相 应的补充审定；在承运人修改其运行手册、大纲时，应当经局方飞行标准部门批准。通 过这种审定和持续监督，保证承运人的运行建立在更加安全可靠的基础上。但是，由于 所使用的航空器的大小、载运能力不同，而且在实际运行中，按照 CCAR-121 部实施的 运行以定期航班运行为主，按照 CCAR-135 部实施的运行以非定期运行为主，所以从两 部规章所体现的具体运行安全标准上看，CCAR-121 部要高于 CCAR-135 部。如在运行控 制的要求上，CCAR-121 部要求承运人建立飞行签派系统，由飞行签派员和机长共同负责 航空器的签派放行，并且要求定期载客的航空器在飞行期间与签派室之间建立全程通 信；而 CCAR-135 部只要求承运人建立飞行定位系统，不要求设置飞行签派员，也不要 求建立全程通信。其他在机组成员的训练和资格要求、航空器设备、航空器性能、机组 值勤时间要求等各个方面，也存在 CCAR-135 部要求低于 CCAR-121 部要求的情况。 （三）对几个具体条款的说明 1、关于副驾驶的配备 本规则没有笼统要求所有航空器均配备副驾驶。对于什么样的航空器和什么样的运 行中应当配备副驾驶，在本规则中有几个条款涉及。按照本规则第 135.99 条的要求， 型号审定为两名驾驶员的航空器应当配备副驾驶；按照本规则第 135.101 条的要求，在 按照仪表飞行规则实施载客运行时应当配备副驾驶，但是如果运行规范中批准承运人使 用自动驾驶仪代替副驾驶，并且机长在本机型上担任机长的时间达到了 100 小时，则可 以不配备副驾驶；按照本规则第 135.111 条的要求，在 II 类运行中应当配备副驾驶； 按照本规则第 135.263 条的要求，在值勤时间和飞行时间较长时，也应当增加副驾驶。 所以在按照本规则运行时，判断是否需要配备副驾驶，需要根据这些要求进行综合考虑。 2、驾驶员的服务年限 近年来民用航空器驾驶员的短缺在很大程度上制约了航空运输发展速度，本规则在 权衡规章技术标准、欠发达地区航空运输的需求、驾驶员技术和身体现状和参照航空发 达国家的做法情况下，对于服务于 CCAR－135 部商业运输营运人的驾驶员服务年限不做 出硬性规定，旨在本规则公布施行之后，能够在保障飞行运行安全基础上，有效缓解和 推动我国小型航空器在航空运输方面的快速发展。 3、驾驶员定期复训和仪表熟练检查 本规则将驾驶员定期复训的间隔规定为每 12 个日历月进行一次，较 CCAR－121 部 驾驶员定期复训的时间间隔有所放宽，但相对于目视飞行规则而言，按仪表飞行规则运 行的驾驶员增加每 6 个日历月进行一次仪表熟练检查。做出这样区别规定的实际意义在 于，一方面给予按照目视飞行规则运行的商业运输营运人以驾驶员训练的自主权，另一 方面对于较复杂的仪表飞行规则的运行，确保驾驶员驾驶技能的熟练程度，弥补由于定 期复训间隔较长可能带来某些操作技术上的生疏，从整体上保证小型航空器驾驶员的技 术水平。 132

4、关于运行控制问题。 对于运行控制，本规则第 135.77 条中要求合格证持有人对运行控制负责。在 CCAR －121 部中也有相同的要求。但是在 CCAR-121 部中明确要求航空承运人建立签派系统， 并且详细规定了机长和飞行签派员在运行控制中所担负的责任。CCAR-135 部没有要求合 格证持有人配备飞行签派员，只是在本规则第 135.77 条中要求合格证持有人在其运行 控制程序中确定机长对航空器的放行所负有的责任，而没有明确机长的具体责任。所以 按照本规则实施运行的合格证持有人在运行控制系统的建立上具有很大的自由度，可以 根据其运行的复杂程度建立形式不同的系统。如对于小航空器的定期载客运行，可以参 照 CCAR-121 部的要求建立由飞行签派员和机长共同负责的系统；对于非定期的或者季 节性的游览飞行，可以建立由机长全面负责的简单的定位系统，但是合格证持有人应当 能向局方证明其对运行实施有效控制的能力。 5、关于机组成员的飞行、值勤和休息时间要求 在美国的联邦航空条例 FAR-135 部中，对机组成员的飞行、值勤时间要求控制较松， 远低于其 121 部的要求。我们考虑到小型航空器和旋翼机的飞行在飞行强度上并不亚于 大型航空器，决定采用与 CCAR-121 部基本类似的标准。对于飞行机组成员的每日飞行、 值勤时间要求，考虑到 CCAR-135 部所管理的飞行的灵活性要求，较 CCAR-121 部有所放 松；在飞行机组成员的周、月、年飞行时间要求上与 CCAR-121 部一致，分别为 40、100、 1000 小时。此外，对客舱乘务员也提出了每日飞行时间要求，以及连续 7 个日历日的飞 行时间为 40 小时、月飞行时间为 120 小时、年飞行时间为 1300 小时的要求。

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Part 139 — CCAR-139 机场使用许可

民用机场使用许可的申请、审核、颁发和管理规定。

Part 139 — CCAR-139 机场使用许可

FAR Part 139 原文

Part 139

Authority:

Source:

§ 139.1

Applicability.

(a) This part prescribes rules governing the certification and operation of airports in any State of the United States, the District of Columbia, or any territory or possession of the United States serving any—

(1) Scheduled passenger-carrying operations of an air carrier operating aircraft configured for more than 9 passenger seats, as determined by the regulations under which the operation is conducted or the aircraft type certificate issued by a competent civil aviation authority; and

(2) Unscheduled passenger-carrying operations of an air carrier operating aircraft configured for at least 31 passenger seats, as determined by the regulations under which the operation is conducted or the aircraft type certificate issued by a competent civil aviation authority.

(b) This part applies to those portions of a joint-use or shared-use airport that are within the authority of a person serving passenger-carrying operations defined in paragraphs (a)(1) and (a)(2) of this section.

(c) This part does not apply to—

(1) Airports serving scheduled air carrier operations only by reason of being designated as an alternate airport;

(2) Airports operated by the United States;

(3) Airports located in the State of Alaska that only serve scheduled operations of small air carrier aircraft and do not serve scheduled or unscheduled operations of large air carrier aircraft;

(4) Airports located in the State of Alaska during periods of time when not serving operations of large air carrier aircraft; or

(5) Heliports.

§ 139.3

Delegation of authority.

The authority of the Administrator to issue, deny, and revoke Airport Operating Certificates is delegated to the Associate Administrator for Airports, Director of Airport Safety and Standards, and Regional Airports Division Managers.

§ 139.5

Definitions.

The following are definitions of terms used in this part:

Accountable executive means an individual designated by the certificate holder to act on its behalf for the implementation and maintenance of the Airport Safety Management System. The accountable executive has control of the certificate holder's human and financial resources for operations conducted under an Airport Operating Certificate. The accountable executive has ultimate responsibility to the FAA, on behalf of the certificate holder, for the safety performance of operations conducted under the certificate holder's Airport Operating Certificate.

AFFF means aqueous film forming foam agent.

Air carrier aircraft means an aircraft that is being operated by an air carrier and is categorized as either a large air carrier aircraft if designed for at least 31 passenger seats or a small air carrier aircraft if designed for more than 9 passenger seats but less than 31 passenger seats, as determined by the aircraft type certificate issued by a competent civil aviation authority.

Air carrier operation means the takeoff or landing of an air carrier aircraft and includes the period of time from 15 minutes before until 15 minutes after the takeoff or landing.

Airport means an area of land or other hard surface, excluding water, that is used or intended to be used for the landing and takeoff of aircraft, including any buildings and facilities.

Airport Operating Certificate means a certificate, issued under this part, for operation of a Class I, II, III, or IV airport.

Airport Safety Management System (SMS) means an integrated collection of processes and procedures that ensures a formalized and proactive approach to system safety through risk management.

Average daily departures means the average number of scheduled departures per day of air carrier aircraft computed on the basis of the busiest 3 consecutive calendar months of the immediately preceding 12 consecutive calendar months. However, if the average daily departures are expected to increase, then “average daily departures” may be determined by planned rather than current activity, in a manner authorized by the Administrator.

Certificate holder means the holder of an Airport Operating Certificate issued under this part.

Class I airport means an airport certificated to serve scheduled operations of large air carrier aircraft that can also serve unscheduled passenger operations of large air carrier aircraft and/or scheduled operations of small air carrier aircraft.

Class II airport means an airport certificated to serve scheduled operations of small air carrier aircraft and the unscheduled passenger operations of large air carrier aircraft. A Class II airport cannot serve scheduled large air carrier aircraft.

Class III airport means an airport certificated to serve scheduled operations of small air carrier aircraft. A Class III airport cannot serve scheduled or unscheduled large air carrier aircraft.

Class IV airport means an airport certificated to serve unscheduled passenger operations of large air carrier aircraft. A Class IV airport cannot serve scheduled large or small air carrier aircraft.

Clean agent means an electrically nonconducting volatile or gaseous fire extinguishing agent that does not leave a residue upon evaporation and has been shown to provide extinguishing action equivalent to halon 1211 under test protocols of FAA Technical Report DOT/FAA/AR-95/87.

Hazard means a condition that could foreseeably cause or contribute to: (1) injury, illness, death, damage to or loss of system, equipment, or property, or (2) an aircraft accident as defined in 49 CFR 830.2.

Heliport means an airport, or an area of an airport, used or intended to be used for the landing and takeoff of helicopters.

Index means the type of aircraft rescue and firefighting equipment and quantity of fire extinguishing agent that the certificate holder must provide in accordance with § 139.315.

Joint-use airport means an airport owned by the Department of Defense, at which both military and civilian aircraft make shared use of the airfield.

Movement area means the runways, taxiways, and other areas of an airport that are used for taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas.

Non-movement area means the area, other than that described as the movement area, used for the loading, unloading, parking, and movement of aircraft on the airside of the airport (including ramps, apron areas, and on-airport fuel farms).

Regional Airports Division Manager means the airports division manager for the FAA region in which the airport is located.

Risk means the composite of predicted severity and likelihood of the potential effect of a hazard.

Risk analysis means the process whereby a hazard is characterized for its likelihood and the severity of its effect or harm. Risk analysis can be either a quantitative or qualitative analysis; however, the inability to quantify or the lack of historical data on a particular hazard does not preclude the need for analysis.

Risk mitigation means any action taken to reduce the risk of a hazard's effect.

Safety area means a defined area comprised of either a runway or taxiway and the surrounding surfaces that is prepared or suitable for reducing the risk of damage to aircraft in the event of an undershoot, overshoot, or excursion from a runway or the unintentional departure from a taxiway.

Safety assurance means processes within the SMS that function systematically to ensure the performance and effectiveness of risk controls or mitigations and that the organization meets or exceeds its safety objectives through the collection, analysis, and assessment of information.

Safety policy means the certificate holder's documented commitment to safety, which defines its safety objectives and the accountabilities and responsibilities of its employees in regard to safety.

Safety promotion means a combination of training and communication of safety information to support the implementation and operation of a SMS in an organization.

Safety risk management means a process within the SMS composed of describing the system, identifying the hazards, and analyzing, assessing, and controlling or mitigating the risk.

Scheduled operation means any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier for which the air carrier or its representatives offers in advance the departure location, departure time, and arrival location. It does not include any operation that is conducted as a supplemental operation under 14 CFR part 121 or public charter operations under 14 CFR part 380.

Shared-use airport means a U.S. Government-owned airport that is co-located with an airport specified under § 139.1(a) and at which portions of the movement areas and safety areas are shared by both parties.

Unscheduled operation means any common carriage passenger-carrying operation for compensation or hire, using aircraft designed for at least 31 passenger seats, conducted by an air carrier for which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer's representative. It includes any passenger-carrying supplemental operation conducted under 14 CFR part 121 and any passenger-carrying public charter operation conducted under 14 CFR part 380.

Wildlife hazard means a potential for a damaging aircraft collision with wildlife on or near an airport. As used in this part, “wildlife” includes feral animals and domestic animals out of the control of their owners.

§ 139.7

Methods and procedures for compliance.

Certificate holders must comply with requirements prescribed by subparts C and D of this part in a manner authorized by the Administrator. FAA Advisory Circulars contain methods and procedures for compliance with this part that are acceptable to the Administrator.

§ 139.101

General requirements.

(a) Except as otherwise authorized by the Administrator, no person may operate an airport specified under § 139.1 of this part without an Airport Operating Certificate or in violation of that certificate, the applicable provisions, or the approved Airport Certification Manual.

(b) Each certificate holder shall adopt and comply with an Airport Certification Manual as required under § 139.203.

§ 139.103

Application for certificate.

Each applicant for an Airport Operating Certificate must—

(a) Prepare and submit an application, in a form and in the manner prescribed by the Administrator, to the Regional Airports Division Manager.

(b) Submit with the application, two copies of an Airport Certification Manual, and a Safety Management System Manual (where applicable), prepared in accordance with subparts C and E of this part.

§ 139.105

Inspection authority.

Each applicant for, or holder of, an Airport Operating Certificate must allow the Administrator to make any inspections, including unannounced inspections, or tests to determine compliance with 49 U.S.C. 44706 and the requirements of this part.

§ 139.107

Issuance of certificate.

An applicant for an Airport Operating Certificate is entitled to a certificate if—

(a) The applicant provides written documentation that air carrier service will begin on a date certain.

(b) The applicant meets the provisions of § 139.103.

(c) The Administrator, after investigation, finds the applicant is properly and adequately equipped and able to provide a safe airport operating environment in accordance with—

(1) Any limitation that the Administrator finds necessary to ensure safety in air transportation.

(2) The requirements of the Airport Certification Manual, as specified under § 139.203.

(3) Any other provisions of this part that the Administrator finds necessary to ensure safety in air transportation.

(d) The Administrator approves the Airport Certification Manual.

§ 139.109

Duration of certificate.

An Airport Operating Certificate issued under this part is effective until the certificate holder surrenders it or the certificate is suspended or revoked by the Administrator.

§ 139.111

Exemptions.

(a) An applicant or a certificate holder may petition the Administrator under 14 CFR part 11, General Rulemaking Procedures, of this chapter for an exemption from any requirement of this part.

(b) Under 49 U.S.C. 44706(c), the Administrator may exempt an applicant or a certificate holder that enplanes annually less than one-quarter of 1 percent of the total number of passengers enplaned at all air carrier airports from all, or part, of the aircraft rescue and firefighting equipment requirements of this part on the grounds that compliance with those requirements is, or would be, unreasonably costly, burdensome, or impractical.

(1) Each petition filed under this paragraph must—

(i) Be submitted in writing at least 120 days before the proposed effective date of the exemption;

(ii) Set forth the text of §§ 139.317 or 139.319 from which the exemption is sought;

(iii) Explain the interest of the certificate holder in the action requested, including the nature and extent of relief sought; and

(iv) Contain information, views, or arguments that demonstrate that the requirements of §§ 139.317 or 139.319 would be unreasonably costly, burdensome, or impractical.

(2) Information, views, or arguments provided under paragraph (b)(1) of this section shall include the following information pertaining to the airport for which the Airport Operating Certificate is held:

(i) An itemized cost to comply with the requirement from which the exemption is sought;

(ii) Current staffing levels;

(iii) The current annual financial report, such as a single audit report or FAA Form 5100-127, Operating and Financial Summary;

(iv) Annual passenger enplanement data for the previous 12 calendar months;

(v) The type and frequency of air carrier operations served;

(vi) A history of air carrier service;

(vii) Anticipated changes to air carrier service;

(c) Each petition filed under this section must be submitted in duplicate to the—

(1) Regional Airports Division Manager and

(2) Federal Docket Management System, as specified under 14 CFR part 11.

§ 139.113

Deviations.

In emergency conditions requiring immediate action for the protection of life or property, the certificate holder may deviate from any requirement of subpart D of this part, or the Airport Certification Manual, to the extent required to meet that emergency. Each certificate holder who deviates from a requirement under this section must, within 14 days after the emergency, notify the Regional Airports Division Manager of the nature, extent, and duration of the deviation. When requested by the Regional Airports Division Manager, the certificate holder must provide this notification in writing.

§ 139.115

Falsification, reproduction, or alteration of applications, certificates, reports, or records.

(a) No person shall make or cause to be made:

(1) Any fraudulent or intentionally false statement on any application for a certificate or approval under this part.

(2) Any fraudulent or intentionally false entry in any record or report that is required to be made, kept, or used to show compliance with any requirement under this part.

(3) Any reproduction, for a fraudulent purpose, of any certificate or approval issued under this part.

(4) Any alteration, for a fraudulent purpose, of any certificate or approval issued under this part.

(b) The commission by any owner, operator, or other person acting on behalf of a certificate holder of an act prohibited under paragraph (a) of this section is a basis for suspending or revoking any certificate or approval issued under this part and held by that certificate holder and any other certificate issued under this title and held by the person committing the act.

§ 139.201

General requirements.

(a) No person may operate an airport subject to this part unless that person adopts and complies with an Airport Certification Manual, as required under this part, that—

(1) Has been approved by the Administrator;

(2) Contains only those items authorized by the Administrator;

(3) Is in printed form and signed by the certificate holder acknowledging the certificate holder's responsibility to operate the airport in compliance with the Airport Certification Manual approved by the Administrator; and

(4) Is in a form that is easy to revise and organized in a manner helpful to the preparation, review, and approval processes, including a revision log. In addition, each page or attachment must include the date of the Administrator's initial approval or approval of the latest revision.

(b) Each holder of an Airport Operating Certificate must—

(1) Keep its Airport Certification Manual current at all times;

(2) Maintain at least one complete and current copy of its approved Airport Certification Manual on the airport, which will be available for inspection by the Administrator; and

(3) Furnish the applicable portions of the approved Airport Certification Manual to airport personnel responsible for its implementation.

(c) Each certificate holder must ensure that the Regional Airports Division Manager is provided a complete copy of its most current approved Airport Certification Manual, as specified under paragraph (b)(2) of this section, including any amendments approved under § 139.205.

(d) FAA Advisory Circulars contain methods and procedures for the development of Airport Certification Manuals that are acceptable to the Administrator.

§ 139.203

Contents of Airport Certification Manual.

(a) Except as otherwise authorized by the Administrator, each certificate holder must include in the Airport Certification Manual a description of operating procedures, facilities and equipment, responsibility assignments, and any other information needed by personnel concerned with operating the airport in order to comply with applicable provisions of subpart D of this part and paragraph (b) of this section.

(b) Except as otherwise authorized by the Administrator, the certificate holder must include in the Airport Certification Manual the following elements, as appropriate for its class:

§ 139.205

Amendment of Airport Certification Manual.

(a) Under § 139.3, the Regional Airports Division Manager may amend any Airport Certification Manual approved under this part, either—

(1) Upon application by the certificate holder or

(2) On the Regional Airports Division Manager's own initiative, if the Regional Airports Division Manager determines that safety in air transportation requires the amendment.

(b) A certificate holder must submit in writing a proposed amendment to its Airport Certification Manual to the Regional Airports Division Manager at least 30 days before the proposed effective date of the amendment, unless a shorter filing period is allowed by the Regional Airports Division Manager.

(c) At any time within 30 days after receiving a notice of refusal to approve the application for amendment, the certificate holder may petition the Associate Administrator for Airports to reconsider the refusal to amend.

(d) In the case of amendments initiated by the FAA, the Regional Airports Division Manager notifies the certificate holder of the proposed amendment, in writing, fixing a reasonable period (but not less than 7 days) within which the certificate holder may submit written information, views, and arguments on the amendment. After considering all relevant material presented, the Regional Airports Division Manager notifies the certificate holder within 30 days of any amendment adopted or rescinds the notice. The amendment becomes effective not less than 30 days after the certificate holder receives notice of it, except that, prior to the effective date, the certificate holder may petition the Associate Administrator for Airports to reconsider the amendment, in which case its effective date is stayed pending a decision by the Associate Administrator for Airports.

(e) Notwithstanding the provisions of paragraph (d) of this section, if the Regional Airports Division Manager finds there is an emergency requiring immediate action with respect to safety in air transportation, the Regional Airports Division Manager may issue an amendment, effective without stay on the date the certificate holder receives notice of it. In such a case, the Regional Airports Division Manager incorporates the finding of the emergency and a brief statement of the reasons for the finding in the notice of the amendment. Within 30 days after the issuance of such an emergency amendment, the certificate holder may petition the Associate Administrator for Airports to reconsider either the finding of an emergency, the amendment itself, or both. This petition does not automatically stay the effectiveness of the emergency amendment.

§ 139.301

Records.

In a manner authorized by the Administrator, each certificate holder must—

(a) Furnish upon request by the Administrator all records required to be maintained under this part.

(b) Maintain records required under this part as follows:

(1) Personnel training. Twenty-four consecutive calendar months for personnel training records and orientation materials, as required under §§ 139.303, 139.327, and 139.402(d).

(2) Emergency personnel training. Twenty-four consecutive calendar months for aircraft rescue and firefighting and emergency medical service personnel training records, as required under § 139.319.

(3) Airport fueling agent inspection. Twelve consecutive calendar months for records of inspection of airport fueling agents, as required under § 139.321.

(4) Fueling personnel training. Twelve consecutive calendar months for training records of fueling personnel, as required under § 139.321.

(5) Self-inspection. Twelve consecutive calendar months for self-inspection records, as required under § 139.327.

(6) Movement areas and safety areas training. Twenty-four consecutive calendar months for records of training given to pedestrians and ground vehicle operators with access to movement areas and safety areas, as required under § 139.329.

(7) Accident and incident. Twelve consecutive calendar months for each accident or incident in movement areas and safety areas involving an air carrier aircraft and/or ground vehicle, as required under § 139.329.

(8) Airport condition. Twelve consecutive calendar months for records of airport condition information dissemination, as required under § 139.339.

(9) Safety risk management documentation. The longer of thirty-six consecutive calendar months after the risk analysis of identified hazards under § 139.402(b)(2) has been completed, or twelve consecutive calendar months after mitigations required under § 139.402(b)(2)(v) have been completed.

(10) Safety communications. Twelve consecutive calendar months for safety communications, as required under § 139.402(d).

(c) Make and maintain any additional records required by the Administrator, this part, and the Airport Certification Manual.

§ 139.303

Personnel.

In a manner authorized by the Administrator, each certificate holder must—

(a) Provide sufficient and qualified personnel to comply with the requirements of its Airport Certification Manual and the requirements of this part.

(b) Equip personnel with sufficient resources needed to comply with the requirements of this part.

(c) Train all persons who access movement areas and safety areas and perform duties in compliance with the requirements of the Airport Certification Manual and the requirements of this part. This training must be completed prior to the initial performance of such duties and at least once every 12 consecutive calendar months. The curriculum for initial and recurrent training must include at least the following areas:

(1) Airport familiarization, including airport marking, lighting, and signs system.

(2) Procedures for access to, and operation in, movement areas and safety areas, as specified under § 139.329.

(3) Airport communications, including radio communication between the air traffic control tower and personnel, use of the common traffic advisory frequency if there is no air traffic control tower or the tower is not in operation, and procedures for reporting unsafe airport conditions.

(4) Duties required under the Airport Certification Manual and the requirements of this part.

(5) Any additional subject areas required under §§ 139.319, 139.321, 139.327, 139.329, 139.337, and 139.339, as appropriate.

(d) Make a record of all training completed after June 9, 2004 by each individual in compliance with this section that includes, at a minimum, a description and date of training received. Such records must be maintained for 24 consecutive calendar months after completion of training.

(e) As appropriate, comply with the following training requirements of this part:

(1) § 139.319, Aircraft rescue and firefighting: Operational requirements;

(2) § 139.321, Handling and storage of hazardous substances and materials;

(3) § 139.327, Self-inspection program;

(4) § 139.329, Pedestrians and Ground Vehicles;

(5) § 139.337, Wildlife hazard management;

(6) § 139.339, Airport condition reporting; and

(7) § 139.402, Components of airport safety management system.

(f) Use an independent organization, or designee, to comply with the requirements of its Airport Certification Manual and the requirements of this part only if—

(1) Such an arrangement is authorized by the Administrator;

(2) A description of responsibilities and duties that will be assumed by an independent organization or designee is specified in the Airport Certification Manual; and

(3) The independent organization or designee prepares records required under this part in sufficient detail to assure the certificate holder and the Administrator of adequate compliance with the Airport Certification Manual and the requirements of this part.

§ 139.305

Paved areas.

(a) In a manner authorized by the Administrator, each certificate holder must maintain, and promptly repair the pavement of, each runway, taxiway, loading ramp, and parking area on the airport that is available for air carrier use as follows:

(1) The pavement edges must not exceed 3 inches difference in elevation between abutting pavement sections and between pavement and abutting areas.

(2) The pavement must have no hole exceeding 3 inches in depth nor any hole the slope of which from any point in the hole to the nearest point at the lip of the hole is 45 degrees or greater, as measured from the pavement surface plane, unless, in either case, the entire area of the hole can be covered by a 5-inch diameter circle.

(3) The pavement must be free of cracks and surface variations that could impair directional control of air carrier aircraft, including any pavement crack or surface deterioration that produces loose aggregate or other contaminants.

(4) Except as provided in paragraph (b) of this section, mud, dirt, sand, loose aggregate, debris, foreign objects, rubber deposits, and other contaminants must be removed promptly and as completely as practicable.

(5) Except as provided in paragraph (b) of this section, any chemical solvent that is used to clean any pavement area must be removed as soon as possible, consistent with the instructions of the manufacturer of the solvent.

(6) The pavement must be sufficiently drained and free of depressions to prevent ponding that obscures markings or impairs safe aircraft operations.

(b) Paragraphs (a)(4) and (a)(5) of this section do not apply to snow and ice accumulations and their control, including the associated use of materials, such as sand and deicing solutions.

(c) FAA Advisory Circulars contain methods and procedures for the maintenance and configuration of paved areas that are acceptable to the Administrator.

§ 139.307

Unpaved areas.

(a) In a manner authorized by the Administrator, each certificate holder must maintain and promptly repair the surface of each gravel, turf, or other unpaved runway, taxiway, or loading ramp and parking area on the airport that is available for air carrier use as follows:

(1) No slope from the edge of the full-strength surfaces downward to the existing terrain must be steeper than 2:1.

(2) The full-strength surfaces must have adequate crown or grade to assure sufficient drainage to prevent ponding.

(3) The full-strength surfaces must be adequately compacted and sufficiently stable to prevent rutting by aircraft or the loosening or build-up of surface material, which could impair directional control of aircraft or drainage.

(4) The full-strength surfaces must have no holes or depressions that exceed 3 inches in depth and are of a breadth capable of impairing directional control or causing damage to an aircraft.

(5) Debris and foreign objects must be promptly removed from the surface.

(b) FAA Advisory Circulars contain methods and procedures for the maintenance and configuration of unpaved areas that are acceptable to the Administrator.

§ 139.309

Safety areas.

(a) In a manner authorized by the Administrator, each certificate holder must provide and maintain, for each runway and taxiway that is available for air carrier use, a safety area of at least the dimensions that—

(1) Existed on December 31, 1987, if the runway or taxiway had a safety area on December 31, 1987, and if no reconstruction or significant expansion of the runway or taxiway was begun on or after January 1, 1988; or

(2) Are authorized by the Administrator at the time the construction, reconstruction, or expansion began if construction, reconstruction, or significant expansion of the runway or taxiway began on or after January 1, 1988.

(b) Each certificate holder must maintain its safety areas as follows:

(1) Each safety area must be cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations.

(2) Each safety area must be drained by grading or storm sewers to prevent water accumulation.

(3) Each safety area must be capable under dry conditions of supporting snow removal and aircraft rescue and firefighting equipment and of supporting the occasional passage of aircraft without causing major damage to the aircraft.

(4) No objects may be located in any safety area, except for objects that need to be located in a safety area because of their function. These objects must be constructed, to the extent practical, on frangibly mounted structures of the lowest practical height, with the frangible point no higher than 3 inches above grade.

(c) FAA Advisory Circulars contain methods and procedures for the configuration and maintenance of safety areas acceptable to the Administrator.

§ 139.311

Marking, signs, and lighting.

(a) Marking. Each certificate holder must provide and maintain marking systems for air carrier operations on the airport that are authorized by the Administrator and consist of at least the following:

(1) Runway markings meeting the specifications for takeoff and landing minimums for each runway.

(2) A taxiway centerline.

(3) Taxiway edge markings, as appropriate.

(4) Holding position markings.

(5) Instrument landing system (ILS) critical area markings.

(b) Signs. (1) Each certificate holder must provide and maintain sign systems for air carrier operations on the airport that are authorized by the Administrator and consist of at least the following:

(i) Signs identifying taxiing routes on the movement area.

(ii) Holding position signs.

(iii) Instrument landing system (ILS) critical area signs.

(2) Unless otherwise authorized by the Administrator, the signs required by paragraph (b)(1) of this section must be internally illuminated at each Class I, II, and IV airport.

(3) Unless otherwise authorized by the Administrator, the signs required by paragraphs (b)(1)(ii) and (b)(1)(iii) of this section must be internally illuminated at each Class III airport.

(c) Lighting. Each certificate holder must provide and maintain lighting systems for air carrier operations when the airport is open at night, during conditions below visual flight rules (VFR) minimums, or in Alaska, during periods in which a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than six degrees below the horizon. These lighting systems must be authorized by the Administrator and consist of at least the following:

(1) Runway lighting that meets the specifications for takeoff and landing minimums, as authorized by the Administrator, for each runway.

(2) One of the following taxiway lighting systems:

(i) Centerline lights.

(ii) Centerline reflectors.

(iii) Edge lights.

(iv) Edge reflectors.

(3) An airport beacon.

(4) Approach lighting that meets the specifications for takeoff and landing minimums, as authorized by the Administrator, for each runway, unless provided and/or maintained by an entity other than the certificate holder.

(5) Obstruction marking and lighting, as appropriate, on each object within its authority that has been determined by the FAA to be an obstruction.

(d) Maintenance. Each certificate holder must properly maintain each marking, sign, or lighting system installed and operated on the airport. As used in this section, to “properly maintain” includes cleaning, replacing, or repairing any faded, missing, or nonfunctional item; keeping each item unobscured and clearly visible; and ensuring that each item provides an accurate reference to the user.

(e) Lighting interference. Each certificate holder must ensure that all lighting on the airport, including that for aprons, vehicle parking areas, roadways, fuel storage areas, and buildings, is adequately adjusted or shielded to prevent interference with air traffic control and aircraft operations.

(f) Standards. FAA Advisory Circulars contain methods and procedures for the equipment, material, installation, and maintenance of marking, sign, and lighting systems listed in this section that are acceptable to the Administrator.

(g) Implementation. The sign systems required under paragraph (b)(3) of this section must be implemented by each holder of a Class III Airport Operating Certificate not later than 36 consecutive calendar months after June 9, 2004.

§ 139.313

Snow and ice control.

(a) As determined by the Administrator, each certificate holder whose airport is located where snow and icing conditions occur must prepare, maintain, and carry out a snow and ice control plan in a manner authorized by the Administrator.

(b) The snow and ice control plan required by this section must include, at a minimum, instructions and procedures for—

(1) Prompt removal or control, as completely as practical, of snow, ice, and slush on each movement area;

(2) Positioning snow off the movement area surfaces so all air carrier aircraft propellers, engine pods, rotors, and wing tips will clear any snowdrift and snowbank as the aircraft's landing gear traverses any portion of the movement area;

(3) Selection and application of authorized materials for snow and ice control to ensure that they adhere to snow and ice sufficiently to minimize engine ingestion;

(4) Timely commencement of snow and ice control operations; and

(5) Prompt notification, in accordance with § 139.339, of all air carriers using the airport when any portion of the movement area normally available to them is less than satisfactorily cleared for safe operation by their aircraft.

(c) FAA Advisory Circulars contain methods and procedures for snow and ice control equipment, materials, and removal that are acceptable to the Administrator.

§ 139.315

Aircraft rescue and firefighting: Index determination.

(a) An index is required by paragraph (c) of this section for each certificate holder. The Index is determined by a combination of—

(1) The length of air carrier aircraft and

(2) Average daily departures of air carrier aircraft.

(b) For the purpose of Index determination, air carrier aircraft lengths are grouped as follows:

(1) Index A includes aircraft less than 90 feet in length.

(2) Index B includes aircraft at least 90 feet but less than 126 feet in length.

(3) Index C includes aircraft at least 126 feet but less than 159 feet in length.

(4) Index D includes aircraft at least 159 feet but less than 200 feet in length.

(5) Index E includes aircraft at least 200 feet in length.

(c) Except as provided in § 139.319(c), if there are five or more average daily departures of air carrier aircraft in a single Index group serving that airport, the longest aircraft with an average of five or more daily departures determines the Index required for the airport. When there are fewer than five average daily departures of the longest air carrier aircraft serving the airport, the Index required for the airport will be the next lower Index group than the Index group prescribed for the longest aircraft.

(d) The minimum designated index shall be Index A.

(e) A holder of a Class III Airport Operating Certificate may comply with this section by providing a level of safety comparable to Index A that is approved by the Administrator. Such alternate compliance must be described in the ACM and must include:

(1) Pre-arranged firefighting and emergency medical response procedures, including agreements with responding services.

(2) Means for alerting firefighting and emergency medical response personnel.

(3) Type of rescue and firefighting equipment to be provided.

(4) Training of responding firefighting and emergency medical personnel on airport familiarization and communications.

§ 139.317

Aircraft rescue and firefighting: Equipment and agents.

Unless otherwise authorized by the Administrator, the following rescue and firefighting equipment and agents are the minimum required for the Indexes referred to in § 139.315:

(a) Index A. One vehicle carrying at least—

(1) 500 pounds of sodium-based dry chemical, halon 1211, or clean agent; or

(2) 450 pounds of potassium-based dry chemical and water with a commensurate quantity of AFFF to total 100 gallons for simultaneous dry chemical and AFFF application.

(b) Index B. Either of the following:

(1) One vehicle carrying at least 500 pounds of sodium-based dry chemical, halon 1211, or clean agent and 1,500 gallons of water and the commensurate quantity of AFFF for foam production.

(2) Two vehicles—

(i) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and

(ii) One vehicle carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by both vehicles is at least 1,500 gallons.

(c) Index C. Either of the following:

(1) Three vehicles—

(i) One vehicle carrying the extinguishing agents as specified in paragraph (a)(1) or (a)(2) of this section; and

(ii) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 3,000 gallons.

(2) Two vehicles—

(i) One vehicle carrying the extinguishing agents as specified in paragraph (b)(1) of this section; and

(ii) One vehicle carrying water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by both vehicles is at least 3,000 gallons.

(d) Index D. Three vehicles—

(1) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and

(2) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 4,000 gallons.

(e) Index E. Three vehicles—

(1) One vehicle carrying the extinguishing agents as specified in paragraphs (a)(1) or (a)(2) of this section; and

(2) Two vehicles carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by all three vehicles is at least 6,000 gallons.

(f) Foam discharge capacity. Each aircraft rescue and firefighting vehicle used to comply with Index B, C, D, or E requirements with a capacity of at least 500 gallons of water for foam production must be equipped with a turret. Vehicle turret discharge capacity must be as follows:

(1) Each vehicle with a minimum-rated vehicle water tank capacity of at least 500 gallons, but less than 2,000 gallons, must have a turret discharge rate of at least 500 gallons per minute, but not more than 1,000 gallons per minute.

(2) Each vehicle with a minimum-rated vehicle water tank capacity of at least 2,000 gallons must have a turret discharge rate of at least 600 gallons per minute, but not more than 1,200 gallons per minute.

(g) Agent discharge capacity. Each aircraft rescue and firefighting vehicle that is required to carry dry chemical, halon 1211, or clean agent for compliance with the Index requirements of this section must meet one of the following minimum discharge rates for the equipment installed:

(1) Dry chemical, halon 1211, or clean agent through a hand line—5 pounds per second.

(2) Dry chemical, halon 1211, or clean agent through a turret—16 pounds per second.

(h) Extinguishing agent substitutions. Other extinguishing agent substitutions authorized by the Administrator may be made in amounts that provide equivalent firefighting capability.

(i) AFFF quantity requirements. In addition to the quantity of water required, each vehicle required to carry AFFF must carry AFFF in an appropriate amount to mix with twice the water required to be carried by the vehicle.

(j) Methods and procedures. FAA Advisory Circulars contain methods and procedures for ARFF equipment and extinguishing agents that are acceptable to the Administrator.

(k) Implementation. Each holder of a Class II, III, or IV Airport Operating Certificate must implement the requirements of this section no later than 36 consecutive calendar months after June 9, 2004.

§ 139.319

Aircraft rescue and firefighting: Operational requirements.

(a) Rescue and firefighting capability. Except as provided in paragraph (c) of this section, each certificate holder must provide on the airport, during air carrier operations at the airport, at least the rescue and firefighting capability specified for the Index required by § 139.317 in a manner authorized by the Administrator.

(b) Increase in Index. Except as provided in paragraph (c) of this section, if an increase in the average daily departures or the length of air carrier aircraft results in an increase in the Index required by paragraph (a) of this section, the certificate holder must comply with the increased requirements.

(c) Reduction in rescue and firefighting. During air carrier operations with only aircraft shorter than the Index aircraft group required by paragraph (a) of this section, the certificate holder may reduce the rescue and firefighting to a lower level corresponding to the Index group of the longest air carrier aircraft being operated.

(d) Procedures for reduction in capability. Any reduction in the rescue and firefighting capability from the Index required by paragraph (a) of this section, in accordance with paragraph (c) of this section, must be subject to the following conditions:

(1) Procedures for, and the persons having the authority to implement, the reductions must be included in the Airport Certification Manual.

(2) A system and procedures for recall of the full aircraft rescue and firefighting capability must be included in the Airport Certification Manual.

(3) The reductions may not be implemented unless notification to air carriers is provided in the Airport/Facility Directory or Notices to Airmen (NOTAM), as appropriate, and by direct notification of local air carriers.

(e) Vehicle communications. Each vehicle required under § 139.317 must be equipped with two-way voice radio communications that provide for contact with at least—

(1) All other required emergency vehicles;

(2) The air traffic control tower;

(3) The common traffic advisory frequency when an air traffic control tower is not in operation or there is no air traffic control tower, and

(4) Fire stations, as specified in the airport emergency plan.

(f) Vehicle marking and lighting. Each vehicle required under § 139.317 must—

(1) Have a flashing or rotating beacon and

(2) Be painted or marked in colors to enhance contrast with the background environment and optimize daytime and nighttime visibility and identification.

(g) Vehicle readiness. Each vehicle required under § 139.317 must be maintained as follows:

(1) The vehicle and its systems must be maintained so as to be operationally capable of performing the functions required by this subpart during all air carrier operations.

(2) If the airport is located in a geographical area subject to prolonged temperatures below 33 degrees Fahrenheit, the vehicles must be provided with cover or other means to ensure equipment operation and discharge under freezing conditions.

(3) Any required vehicle that becomes inoperative to the extent that it cannot perform as required by paragraph (g)(1) of this section must be replaced immediately with equipment having at least equal capabilities. If replacement equipment is not available immediately, the certificate holder must so notify the Regional Airports Division Manager and each air carrier using the airport in accordance with § 139.339. If the required Index level of capability is not restored within 48 hours, the airport operator, unless otherwise authorized by the Administrator, must limit air carrier operations on the airport to those compatible with the Index corresponding to the remaining operative rescue and firefighting equipment.

(h) Response requirements. (1) With the aircraft rescue and firefighting equipment required under this part and the number of trained personnel that will assure an effective operation, each certificate holder must—

(i) Respond to each emergency during periods of air carrier operations; and

(ii) When requested by the Administrator, demonstrate compliance with the response requirements specified in this section.

(2) The response required by paragraph (h)(1)(ii) of this section must achieve the following performance criteria:

(i) Within 3 minutes from the time of the alarm, at least one required aircraft rescue and firefighting vehicle must reach the midpoint of the farthest runway serving air carrier aircraft from its assigned post or reach any other specified point of comparable distance on the movement area that is available to air carriers, and begin application of extinguishing agent.

(ii) Within 4 minutes from the time of alarm, all other required vehicles must reach the point specified in paragraph (h)(2)(i) of this section from their assigned posts and begin application of an extinguishing agent.

(i) Personnel. Each certificate holder must ensure the following:

(1) All rescue and firefighting personnel are equipped in a manner authorized by the Administrator with protective clothing and equipment needed to perform their duties.

(2) All rescue and firefighting personnel are properly trained to perform their duties in a manner authorized by the Administrator. Such personnel must be trained prior to initial performance of rescue and firefighting duties and receive recurrent instruction every 12 consecutive calendar months. The curriculum for initial and recurrent training must include at least the following areas:

(i) Airport familiarization, including airport signs, marking, and lighting.

(ii) Aircraft familiarization.

(iii) Rescue and firefighting personnel safety.

(iv) Emergency communications systems on the airport, including fire alarms.

(v) Use of the fire hoses, nozzles, turrets, and other appliances required for compliance with this part.

(vi) Application of the types of extinguishing agents required for compliance with this part.

(vii) Emergency aircraft evacuation assistance.

(viii) Firefighting operations.

(ix) Adapting and using structural rescue and firefighting equipment for aircraft rescue and firefighting.

(x) Aircraft cargo hazards, including hazardous materials/dangerous goods incidents.

(xi) Familiarization with firefighters' duties under the airport emergency plan.

(3) All rescue and firefighting personnel must participate in at least one live-fire drill prior to initial performance of rescue and firefighting duties and every 12 consecutive calendar months thereafter.

(4) At least one individual, who has been trained and is current in basic emergency medical services, is available during air carrier operations. This individual must be trained prior to initial performance of emergency medical services. Training must be at a minimum 40 hours in length and cover the following topics:

(i) Bleeding.

(ii) Cardiopulmonary resuscitation.

(iii) Shock.

(iv) Primary patient survey.

(v) Injuries to the skull, spine, chest, and extremities.

(vi) Internal injuries.

(vii) Moving patients.

(viii) Burns.

(ix) Triage.

(5) A record is maintained of all training given to each individual under this section for 24 consecutive calendar months after completion of training. Such records must include, at a minimum, a description and date of training received.

(6) Sufficient rescue and firefighting personnel are available during all air carrier operations to operate the vehicles, meet the response times, and meet the minimum agent discharge rates required by this part.

(7) Procedures and equipment are established and maintained for alerting rescue and firefighting personnel by siren, alarm, or other means authorized by the Administrator to any existing or impending emergency requiring their assistance.

(j) Hazardous materials guidance. Each aircraft rescue and firefighting vehicle responding to an emergency on the airport must be equipped with, or have available through a direct communications link, the “North American Emergency Response Guidebook” published by the U.S. Department of Transportation or similar response guidance to hazardous materials/dangerous goods incidents. Information on obtaining the “North American Emergency Response Guidebook” is available from the Regional Airports Division Manager.

(k) Emergency access roads. Each certificate holder must ensure that roads designated for use as emergency access roads for aircraft rescue and firefighting vehicles are maintained in a condition that will support those vehicles during all-weather conditions.

(l) Methods and procedures. FAA Advisory Circulars contain methods and procedures for aircraft rescue and firefighting and emergency medical equipment and training that are acceptable to the Administrator.

(m) Implementation. Each holder of a Class II, III, or IV Airport Operating Certificate must implement the requirements of this section no later than 36 consecutive calendar months after June 9, 2004.

§ 139.321

Handling and storing of hazardous substances and materials.

(a) Each certificate holder who acts as a cargo handling agent must establish and maintain procedures for the protection of persons and property on the airport during the handling and storing of any material regulated by the Hazardous Materials Regulations (49 CFR 171 through 180) that is, or is intended to be, transported by air. These procedures must provide for at least the following:

(1) Designated personnel to receive and handle hazardous substances and materials.

(2) Assurance from the shipper that the cargo can be handled safely, including any special handling procedures required for safety.

(3) Special areas for storage of hazardous materials while on the airport.

(b) Each certificate holder must establish and maintain standards authorized by the Administrator for protecting against fire and explosions in storing, dispensing, and otherwise handling fuel (other than articles and materials that are, or are intended to be, aircraft cargo) on the airport. These standards must cover facilities, procedures, and personnel training and must address at least the following:

(1) Bonding.

(2) Public protection.

(3) Control of access to storage areas.

(4) Fire safety in fuel farm and storage areas.

(5) Fire safety in mobile fuelers, fueling pits, and fueling cabinets.

(6) Training of fueling personnel in fire safety in accordance with paragraph (e) of this section. Such training at Class III airports must be completed within 12 consecutive calendar months after June 9, 2004.

(7) The fire code of the public body having jurisdiction over the airport.

(c) Each certificate holder must, as a fueling agent, comply with, and require all other fueling agents operating on the airport to comply with, the standards established under paragraph (b) of this section and must perform reasonable surveillance of all fueling activities on the airport with respect to those standards.

(d) Each certificate holder must inspect the physical facilities of each airport tenant fueling agent at least once every 3 consecutive months for compliance with paragraph (b) of this section and maintain a record of that inspection for at least 12 consecutive calendar months.

(e) The training required in paragraph (b)(6) of this section must include at least the following:

(1) At least one supervisor with each fueling agent must have completed an aviation fuel training course in fire safety that is authorized by the Administrator. Such an individual must be trained prior to initial performance of duties, or enrolled in an authorized aviation fuel training course that will be completed within 90 days of initiating duties, and receive recurrent instruction at least every 24 consecutive calendar months.

(2) All other employees who fuel aircraft, accept fuel shipments, or otherwise handle fuel must receive at least initial on-the-job training and recurrent instruction every 24 consecutive calendar months in fire safety from the supervisor trained in accordance with paragraph (e)(1) of this section.

(f) Each certificate holder must obtain a written confirmation once every 12 consecutive calendar months from each airport tenant fueling agent that the training required by paragraph (e) of this section has been accomplished. This written confirmation must be maintained for 12 consecutive calendar months.

(g) Unless otherwise authorized by the Administrator, each certificate holder must require each tenant fueling agent to take immediate corrective action whenever the certificate holder becomes aware of noncompliance with a standard required by paragraph (b) of this section. The certificate holder must notify the appropriate FAA Regional Airports Division Manager immediately when noncompliance is discovered and corrective action cannot be accomplished within a reasonable period of time.

(h) FAA Advisory Circulars contain methods and procedures for the handling and storage of hazardous substances and materials that are acceptable to the Administrator.

§ 139.323

Traffic and wind direction indicators.

In a manner authorized by the Administrator, each certificate holder must provide and maintain the following on its airport:

(a) A wind cone that visually provides surface wind direction information to pilots. For each runway available for air carrier use, a supplemental wind cone must be installed at the end of the runway or at least at one point visible to the pilot while on final approach and prior to takeoff. If the airport is open for air carrier operations at night, the wind direction indicators, including the required supplemental indicators, must be lighted.

(b) For airports serving any air carrier operation when there is no control tower operating, a segmented circle, a landing strip indicator and a traffic pattern indicator must be installed around a wind cone for each runway with a right-hand traffic pattern.

(c) FAA Advisory Circulars contain methods and procedures for the installation, lighting, and maintenance of traffic and wind indicators that are acceptable to the Administrator.

§ 139.325

Airport emergency plan.

(a) In a manner authorized by the Administrator, each certificate holder must develop and maintain an airport emergency plan designed to minimize the possibility and extent of personal injury and property damage on the airport in an emergency. The plan must—

(1) Include procedures for prompt response to all emergencies listed in paragraph (b) of this section, including a communications network;

(2) Contain sufficient detail to provide adequate guidance to each person who must implement these procedures; and

(3) To the extent practicable, provide for an emergency response for the largest air carrier aircraft in the Index group required under § 139.315.

(b) The plan required by this section must contain instructions for response to—

(1) Aircraft incidents and accidents;

(2) Bomb incidents, including designation of parking areas for the aircraft involved;

(3) Structural fires;

(4) Fires at fuel farms or fuel storage areas;

(5) Natural disaster;

(6) Hazardous materials/dangerous goods incidents;

(7) Sabotage, hijack incidents, and other unlawful interference with operations;

(8) Failure of power for movement area lighting; and

(9) Water rescue situations, as appropriate.

(c) The plan required by this section must address or include—

(1) To the extent practicable, provisions for medical services, including transportation and medical assistance for the maximum number of persons that can be carried on the largest air carrier aircraft that the airport reasonably can be expected to serve;

(2) The name, location, telephone number, and emergency capability of each hospital and other medical facility and the business address and telephone number of medical personnel on the airport or in the communities it serves who have agreed to provide medical assistance or transportation;

(3) The name, location, and telephone number of each rescue squad, ambulance service, military installation, and government agency on the airport or in the communities it serves that agrees to provide medical assistance or transportation;

(4) An inventory of surface vehicles and aircraft that the facilities, agencies, and personnel included in the plan under paragraphs (c)(2) and (3) of this section will provide to transport injured and deceased persons to locations on the airport and in the communities it serves;

(5) A list of each hangar or other building on the airport or in the communities it serves that will be used to accommodate uninjured, injured, and deceased persons;

(6) Plans for crowd control, including the name and location of each safety or security agency that agrees to provide assistance for the control of crowds in the event of an emergency on the airport; and

(7) Procedures for removing disabled aircraft, including, to the extent practical, the name, location, and telephone numbers of agencies with aircraft removal responsibilities or capabilities.

(d) The plan required by this section must provide for—

(1) The marshalling, transportation, and care of ambulatory injured and uninjured accident survivors;

(2) The removal of disabled aircraft;

(3) Emergency alarm or notification systems; and

(4) Coordination of airport and control tower functions relating to emergency actions, as appropriate.

(e) The plan required by this section must contain procedures for notifying the facilities, agencies, and personnel who have responsibilities under the plan of the location of an aircraft accident, the number of persons involved in that accident, or any other information necessary to carry out their responsibilities, as soon as that information becomes available.

(f) The plan required by this section must contain provisions, to the extent practicable, for the rescue of aircraft accident victims from significant bodies of water or marsh lands adjacent to the airport that are crossed by the approach and departure flight paths of air carriers. A body of water or marshland is significant if the area exceeds one-quarter square mile and cannot be traversed by conventional land rescue vehicles. To the extent practicable, the plan must provide for rescue vehicles with a combined capacity for handling the maximum number of persons that can be carried on board the largest air carrier aircraft in the Index group required under § 139.315.

(g) Each certificate holder must—

(1) Coordinate the plan with law enforcement agencies, rescue and firefighting agencies, medical personnel and organizations, the principal tenants at the airport, and all other persons who have responsibilities under the plan;

(2) To the extent practicable, provide for participation by all facilities, agencies, and personnel specified in paragraph (g)(1) of this section in the development of the plan;

(3) Ensure that all airport personnel having duties and responsibilities under the plan are familiar with their assignments and are properly trained; and

(4) At least once every 12 consecutive calendar months, review the plan with all of the parties with whom the plan is coordinated, as specified in paragraph (g)(1) of this section, to ensure that all parties know their responsibilities and that all of the information in the plan is current.

(h) Each holder of a Class I Airport Operating Certificate must hold a full-scale airport emergency plan exercise at least once every 36 consecutive calendar months.

(i) Each airport subject to applicable FAA and Transportation Security Administration security regulations must ensure that instructions for response to paragraphs (b)(2) and (b)(7) of this section in the airport emergency plan are consistent with its approved airport security program.

(j) FAA Advisory Circulars contain methods and procedures for the development of an airport emergency plan that are acceptable to the Administrator.

(k) The emergency plan required by this section must be submitted by each holder of a Class II, III, or IV Airport Operating Certificate no later than 24 consecutive calendar months after June 9, 2004.

§ 139.327

Self-inspection program.

(a) In a manner authorized by the Administrator, each certificate holder must inspect the airport to assure compliance with this subpart according to the following schedule:

(1) Daily, except as otherwise required by the Airport Certification Manual;

(2) When required by any unusual condition, such as construction activities or meteorological conditions, that may affect safe air carrier operations; and

(3) Immediately after an accident or incident.

(b) Each certificate holder must provide the following:

(1) Equipment for use in conducting safety inspections of the airport;

(2) Procedures, facilities, and equipment for reliable and rapid dissemination of information between the certificate holder's personnel and air carriers; and

(3) Procedures to ensure qualified personnel perform the inspections. Such procedures must ensure personnel are trained, as specified under § 139.303, and receive initial and recurrent instruction every 12 consecutive calendar months in at least the following areas:

(i) Airport familiarization, including airport signs, marking and lighting.

(ii) Airport emergency plan.

(iii) Notice to Airmen (NOTAM) notification procedures.

(iv) Procedures for pedestrians and ground vehicles in movement areas and safety areas.

(v) Discrepancy reporting procedures; and

(4) A reporting system to ensure prompt correction of unsafe airport conditions noted during the inspection, including wildlife strikes.

(c) Each certificate holder must—

(1) Prepare, and maintain for at least 12 consecutive calendar months, a record of each inspection prescribed by this section, showing the conditions found and all corrective actions taken.

(2) Prepare records of all training given after June 9, 2004 to each individual in compliance with this section that includes, at a minimum, a description and date of training received. Such records must be maintained for 24 consecutive calendar months after completion of training.

(d) FAA Advisory Circulars contain methods and procedures for the conduct of airport self-inspections that are acceptable to the Administrator.

§ 139.329

Pedestrians and ground vehicles.

In a manner authorized by the Administrator, each certificate holder must—

(a) Limit access to movement areas and safety areas only to those pedestrians and ground vehicles necessary for airport operations;

(b) Establish and implement procedures for the safe and orderly access to and operation in movement areas and safety areas by pedestrians and ground vehicles, including provisions identifying the consequences of noncompliance with the procedures by all persons;

(c) When an air traffic control tower is in operation, ensure that each pedestrian and ground vehicle in movement areas or safety areas is controlled by one of the following:

(1) Two-way radio communications between each pedestrian or vehicle and the tower;

(2) An escort with two-way radio communications with the tower accompanying any pedestrian or vehicle without a radio; or

(3) Measures authorized by the Administrator for controlling pedestrians and vehicles, such as signs, signals, or guards, when it is not operationally practical to have two-way radio communications between the tower and the pedestrian, vehicle, or escort;

(d) When an air traffic control tower is not in operation, or there is no air traffic control tower, provide adequate procedures to control pedestrians and ground vehicles in movement areas or safety areas through two-way radio communications or prearranged signs or signals;

(e) Ensure that all persons are trained on procedures required under paragraph (b) of this section prior to the initial performance of such duties and at least once every 12 consecutive calendar months, including consequences of noncompliance, prior to moving on foot, or operating a ground vehicle, in movement areas or safety areas; and

(f) Maintain the following records:

(1) A description and date of training completed after June 9, 2004 by each individual in compliance with this section. A record for each individual must be maintained for 24 consecutive months after the termination of an individual's access to movement areas and safety areas.

(2) A description and date of any accidents or incidents in the movement areas and safety areas involving air carrier aircraft, a ground vehicle or a pedestrian. Records of each accident or incident occurring after the June 9, 2004 must be maintained for 12 consecutive calendar months from the date of the accident or incident.

§ 139.331

Obstructions.

In a manner authorized by the Administrator, each certificate holder must ensure that each object in each area within its authority that has been determined by the FAA to be an obstruction is removed, marked, or lighted, unless determined to be unnecessary by an FAA aeronautical study. FAA Advisory Circulars contain methods and procedures for the lighting of obstructions that are acceptable to the Administrator.

§ 139.333

Protection of NAVAIDS.

In a manner authorized by the Administrator, each certificate holder must—

(a) Prevent the construction of facilities on its airport that, as determined by the Administrator, would derogate the operation of an electronic or visual NAVAID and air traffic control facilities on the airport;

(b) Protect—or if the owner is other than the certificate holder, assist in protecting—all NAVAIDS on its airport against vandalism and theft; and

(c) Prevent, insofar as it is within the airport's authority, interruption of visual and electronic signals of NAVAIDS.

§ 139.335

Public protection.

(a) In a manner authorized by the Administrator, each certificate holder must provide—

(1) Safeguards to prevent inadvertent entry to the movement area by unauthorized persons or vehicles; and

(2) Reasonable protection of persons and property from aircraft blast.

(b) Fencing that meets the requirements of applicable FAA and Transportation Security Administration security regulations in areas subject to these regulations is acceptable for meeting the requirements of paragraph (a)(l) of this section.

§ 139.337

Wildlife hazard management.

(a) In accordance with its Airport Certification Manual and the requirements of this section, each certificate holder must take immediate action to alleviate wildlife hazards whenever they are detected.

(b) In a manner authorized by the Administrator, each certificate holder must ensure that a wildlife hazard assessment is conducted when any of the following events occurs on or near the airport:

(1) An air carrier aircraft experiences multiple wildlife strikes;

(2) An air carrier aircraft experiences substantial damage from striking wildlife. As used in this paragraph, substantial damage means damage or structural failure incurred by an aircraft that adversely affects the structural strength, performance, or flight characteristics of the aircraft and that would normally require major repair or replacement of the affected component;

(3) An air carrier aircraft experiences an engine ingestion of wildlife; or

(4) Wildlife of a size, or in numbers, capable of causing an event described in paragraphs (b)(1), (b)(2), or (b)(3) of this section is observed to have access to any airport flight pattern or aircraft movement area.

(c) The wildlife hazard assessment required in paragraph (b) of this section must be conducted by a wildlife damage management biologist who has professional training and/or experience in wildlife hazard management at airports or an individual working under direct supervision of such an individual. The wildlife hazard assessment must contain at least the following:

(1) An analysis of the events or circumstances that prompted the assessment.

(2) Identification of the wildlife species observed and their numbers, locations, local movements, and daily and seasonal occurrences.

(3) Identification and location of features on and near the airport that attract wildlife.

(4) A description of wildlife hazards to air carrier operations.

(d) The wildlife hazard assessment required under paragraph (b) of this section must be submitted to the Administrator for approval and determination of the need for a wildlife hazard management plan. In reaching this determination, the Administrator will consider—

(1) The wildlife hazard assessment;

(2) Actions recommended in the wildlife hazard assessment to reduce wildlife hazards;

(3) The aeronautical activity at the airport, including the frequency and size of air carrier aircraft;

(4) The views of the certificate holder;

(5) The views of the airport users; and

(6) Any other known factors relating to the wildlife hazard of which the Administrator is aware.

(e) When the Administrator determines that a wildlife hazard management plan is needed, the certificate holder must formulate and implement a plan using the wildlife hazard assessment as a basis. The plan must—

(1) Provide measures to alleviate or eliminate wildlife hazards to air carrier operations;

(2) Be submitted to, and approved by, the Administrator prior to implementation; and

(3) As authorized by the Administrator, become a part of the Airport Certification Manual.

(f) The plan must include at least the following:

(1) A list of the individuals having authority and responsibility for implementing each aspect of the plan.

(2) A list prioritizing the following actions identified in the wildlife hazard assessment and target dates for their initiation and completion:

(i) Wildlife population management;

(ii) Habitat modification; and

(iii) Land use changes.

(3) Requirements for and, where applicable, copies of local, State, and Federal wildlife control permits.

(4) Identification of resources that the certificate holder will provide to implement the plan.

(5) Procedures to be followed during air carrier operations that at a minimum includes—

(i) Designation of personnel responsible for implementing the procedures;

(ii) Provisions to conduct physical inspections of the aircraft movement areas and other areas critical to successfully manage known wildlife hazards before air carrier operations begin;

(iii) Wildlife hazard control measures; and

(iv) Ways to communicate effectively between personnel conducting wildlife control or observing wildlife hazards and the air traffic control tower.

(6) Procedures to review and evaluate the wildlife hazard management plan every 12 consecutive months or following an event described in paragraphs (b)(1), (b)(2), and (b)(3) of this section, including:

(i) The plan's effectiveness in dealing with known wildlife hazards on and in the airport's vicinity and

(ii) Aspects of the wildlife hazards described in the wildlife hazard assessment that should be reevaluated.

(7) A training program conducted by a qualified wildlife damage management biologist to provide airport personnel with the knowledge and skills needed to successfully carry out the wildlife hazard management plan required by paragraph (d) of this section.

(g) FAA Advisory Circulars contain methods and procedures for wildlife hazard management at airports that are acceptable to the Administrator.

§ 139.339

Airport condition reporting.

In a manner authorized by the Administrator, each certificate holder must—

(a) Provide for the collection and dissemination of airport condition information to air carriers.

(b) In complying with paragraph (a) of this section, use the NOTAM system, as appropriate, and other systems and procedures authorized by the Administrator.

(c) In complying with paragraph (a) of this section, provide information on the following airport conditions that may affect the safe operations of air carriers:

(1) Construction or maintenance activity on movement areas, safety areas, or loading ramps and parking areas.

(2) Surface irregularities on movement areas, safety areas, or loading ramps and parking areas.

(3) Snow, ice, slush, or water on the movement area or loading ramps and parking areas.

(4) Snow piled or drifted on or near movement areas contrary to § 139.313.

(5) Objects on the movement area or safety areas contrary to § 139.309.

(6) Malfunction of any lighting system, holding position signs, or ILS critical area signs required by § 139.311.

(7) Unresolved wildlife hazards as identified in accordance with § 139.337.

(8) Nonavailability of any rescue and firefighting capability required in §§ 139.317 or 139.319.

(9) Any other condition as specified in the Airport Certification Manual or that may otherwise adversely affect the safe operations of air carriers.

(d) Each certificate holder must prepare and keep, for at least 12 consecutive calendar months, a record of each dissemination of airport condition information to air carriers prescribed by this section.

(e) FAA Advisory Circulars contain methods and procedures for using the NOTAM system and the dissemination of airport information that are acceptable to the Administrator.

§ 139.341

Identifying, marking, and lighting construction and other unserviceable areas.

(a) In a manner authorized by the Administrator, each certificate holder must—

(1) Mark and, if appropriate, light in a manner authorized by the Administrator—

(i) Each construction area and unserviceable area that is on or adjacent to any movement area or any other area of the airport on which air carrier aircraft may be operated;

(ii) Each item of construction equipment and each construction roadway, which may affect the safe movement of aircraft on the airport; and

(iii) Any area adjacent to a NAVAID that, if traversed, could cause derogation of the signal or the failure of the NAVAID; and

(2) Provide procedures, such as a review of all appropriate utility plans prior to construction, for avoiding damage to existing utilities, cables, wires, conduits, pipelines, or other underground facilities.

(b) FAA Advisory Circulars contain methods and procedures for identifying and marking construction areas that are acceptable to the Administrator.

§ 139.343

Noncomplying conditions.

Unless otherwise authorized by the Administrator, whenever the requirements of subpart D of this part cannot be met to the extent that uncorrected unsafe conditions exist on the airport, the certificate holder must limit air carrier operations to those portions of the airport not rendered unsafe by those conditions.

§  139.401

General requirements.

(a) Each certificate holder or applicant for an Airport Operating Certificate meeting at least one of the following criteria must develop, implement, maintain, and adhere to an Airport Safety Management System pursuant to the requirements established in this subpart. If the certificate holder:

(1) Is classified as a large, medium, or small hub based on passenger data extracted from the Air Carrier Activity Information System;

(2) Has an average of 100,000 or more total annual operations, meaning the sum of all arrivals and departures, over the previous three calendar years; or

(3) Is classified as a port of entry, designated international airport, landing rights airport, or user fee airport.

(b) The scope of an Airport Safety Management System must encompass aircraft operation in the movement area, aircraft operation in the non-movement area, and other airport operations addressed in this part.

(c) The Airport Safety Management System should correspond in size, nature, and complexity to the operations, activities, hazards, and risks associated with the certificate holder's operations.

(d) If a certificate holder qualifies exclusively under paragraph (a)(3) of this section and has no tenants that are required to comply with SMS requirements of any jurisdiction, the certificate holder is eligible for a waiver from the requirements of paragraph (a) of this section.

(1) To obtain the waiver, the certificate holder must submit a written request to the Regional Airports Division Manager justifying its request.

(2) If FAA grants a certificate holder's request for a waiver, the certificate holder must validate its waiver eligibility to the Regional Airports Division Manager every two years.

(e) If an airport has a tenant required to maintain a SMS subject to the requirements of part 5 of this title, then the certificate holder may develop a data sharing and reporting plan to address the reporting and sharing of hazard and safety data with the tenant.

(1) Any data sharing and reporting plan must include, at a minimum:

(i) The types of information the certificate holder expects the tenant to share;

(ii) The timeliness of sharing relevant safety data and reports;

(iii) Processes for analyzing joint safety issues or hazards;

(iv) Other processes, procedures, and policies to aid the certificate holder's compliance with its obligations under the Airport Safety Management System; and

(v) Identification of the mechanisms through which the certificate holder will ensure compliance with the plan to achieve the full implementation of the requirements.

(2) With a data sharing and reporting plan, the requirement for the certificate holder to provide safety awareness orientation to the tenants or their employees under § 139.402(d)(1) is waived.

(3) The certificate holder remains the ultimate responsible party for compliance with its Airport Safety Management System.

(f) Each certificate holder required to develop, implement, maintain, and adhere to an Airport Safety Management System under this subpart must describe its compliance with the requirements identified in § 139.402, either:

(1) Within a separate section of the certificate holder's Airport Certification Manual titled Airport Safety Management System; or

(2) Within a separate Airport Safety Management System Manual. If the certificate holder chooses to use a separate Airport Safety Management System Manual, the Airport Certification Manual must incorporate by reference the Airport Safety Management System Manual.

(g) On an annual basis or upon FAA request, the certificate holder shall provide the FAA copies of any changes to the Airport Safety Management System Manual.

(h) A certificate holder that starts implementation of an Airport Safety Management System but no longer qualifies under paragraph (a) of this section must continue to develop, implement, maintain, and adhere to its Airport Safety Management System for the longest of the following periods:

(1) Twenty-four consecutive calendar months after full implementation; or

(2) Twenty-four consecutive calendar months from the date it no longer qualifies under paragraph (a) of this section.

§  139.402

Components of Airport Safety Management System.

An Airport Safety Management System must include:

(a) Safety Policy. A Safety Policy that, at a minimum:

(1) Identifies the accountable executive;

(2) Establishes and maintains a safety policy statement signed by the accountable executive;

(3) Ensures the safety policy statement is available to all employees and tenants;

(4) Identifies and communicates the safety organizational structure;

(5) Describes management responsibility and accountability for safety issues;

(6) Establishes and maintains safety objectives; and

(7) Defines methods, processes, and organizational structure necessary to meet safety objectives.

(b) Safety Risk Management. Safety Risk Management processes and procedures for identifying hazards and their associated risks within airport operations and for changes to those operations covered by this part that, at a minimum:

(1) Establish a system for identifying operational safety issues.

(2) Establish a systematic process to analyze hazards and their associated risks, which include:

(i) Describing the system;

(ii) Identifying hazards;

(iii) Analyzing the risk of identified hazards and/or analyzing proposed mitigations;

(iv) Assessing the level of risk associated with identified hazards; and

(v) Mitigating the risks of identified hazards, when appropriate.

(3) Establish and maintain records that document the certificate holder's Safety Risk Management processes.

(i) The records shall provide a means for airport management's acceptance of responsibility for assessed risks and mitigations.

(ii) Records associated with the certificate holder's Safety Risk Management processes must be retained for the longer of:

(A) Thirty-six consecutive calendar months after the risk analysis of identified hazards under paragraph (b)(2) of this section has been completed; or

(B) Twelve consecutive calendar months after mitigations required under paragraph (b)(2)(v) of this section have been completed.

(c) Safety assurance. Safety assurance processes and procedures to ensure mitigations developed through the certificate holder's Safety Risk Management processes and procedures are adequate, and the Airport's Safety Management System is functioning effectively. Those processes and procedures must, at a minimum:

(1) Provide a means for monitoring safety performance including a means for ensuring that safety objectives identified under paragraph (a)(6) of this section are being met.

(2) Establish and maintain a safety reporting system that provides a means for reporter confidentiality.

(3) Report pertinent safety information and data on a regular basis to the accountable executive. Reportable data includes:

(i) Compliance with the requirements under this subpart and subpart D of this part;

(ii) Performance of safety objectives established under paragraph (a)(6) of this section;

(iii) Safety critical information distributed in accordance with paragraph (d)(5)(ii) of this section;

(iv) Status of ongoing mitigations required under the Airport's Safety Risk Management processes as described under paragraph (b)(2)(v) of this section; and

(v) Status of a certificate holder's schedule for implementing the Airport Safety Management System as described under § 139.403.

(d) Safety Promotion. Safety Promotion processes and procedures to foster an airport operating environment that encourages safety. Those processes and procedures must, at a minimum:

(1) Provide all persons authorized to access the airport areas regulated under this part with a safety awareness orientation, which includes hazard identification and reporting. The safety awareness orientation materials must be readily available and must be reviewed and updated every twenty-four calendar months or sooner if necessary.

(2) Maintain a record of all safety awareness orientation materials made available under paragraph (d)(1) of this section including any revisions and means of distribution. Such records must be retained for twenty-four consecutive calendar months after the materials are made available.

(3) Provide safety training on those requirements of SMS and its implementation to each employee with responsibilities under the certificate holder's SMS that is appropriate to the individual's role. This training must be completed at least every twenty-four months.

(4) Maintain a record of all training by each individual under paragraph (d)(3) of this section that includes, at a minimum, a description and date of training received. Such records must be retained for twenty-four consecutive calendar months after completion of training.

(5) Develop and maintain formal means for communicating important safety information that, at a minimum:

(i) Ensures all persons authorized to access the airport areas regulated under this part are aware of the SMS and their safety roles and responsibilities;

(ii) Conveys critical safety information;

(iii) Provides feedback to individuals using the airport's safety reporting system required under paragraph (c)(2) of this section; and

(iv) Disseminates safety lessons learned to relevant airport employees or other stakeholders.

(6) Maintain records of communications required under this section for 12 consecutive calendar months.

§  139.403

Airport Safety Management System implementation.

(a) Each certificate holder required to develop, implement, maintain, and adhere to an Airport Safety Management System under this subpart must submit an Implementation Plan to the FAA for approval according to the following schedule:

(1) For certificate holders identified under § 139.401(a)(1), on or before April 24, 2024;

(2) For certificate holders identified under § 139.401(a)(2), on or before October 24, 2024;

(3) For certificate holders identified under § 139.401(a)(3), on or before April 24, 2025.

(4) For a certificate holder that qualifies under § 139.401(a) after April 24, 2023, on or before 18 months after the certificate holder receives notification from the Regional Airports Division Manager of the change in its status.

(b) An Implementation Plan must provide:

(1) A detailed proposal on how the certificate holder will meet the requirements prescribed in this subpart.

(2) A schedule for implementing SMS components and elements prescribed in § 139.402. The schedule must include timelines for the following requirements:

(i) Developing the safety policy statement as prescribed in § 139.402(a)(2) and when it will be made available to all employees and tenants as prescribed in § 139.402(a)(3);

(ii) Identifying and communicating the safety organizational structure as prescribed in § 139.402(a)(4);

(iii) Establishing a system for identifying operational safety issues as prescribed in § 139.402(b)(1);

(iv) Establishing a safety reporting system as prescribed in § 139.402(c)(2);

(v) Developing, providing, and maintaining safety awareness orientation materials as prescribed in § 139.402(d)(1);

(vi) Providing SMS-specific training to employees with responsibilities under the certificate holder's SMS as prescribed in § 139.402(d)(3); and

(vii) Developing, implementing, and maintaining formal means for communicating important safety information as prescribed in § 139.402(d)(5).

(3) A description of any existing programs, policies, or procedures that the certificate holder intends to use to meet the requirements of this subpart.

(c) Each certificate holder required to develop, implement, maintain, and adhere to an Airport Safety Management System under this subpart must submit its amended Airport Certification Manual and Airport Safety Management System Manual, if applicable, to the FAA in accordance with its Implementation Plan but not later than 12 months after receiving FAA approval of the certificate holder's Implementation Plan.

(d) A certificate holder that qualifies under § 139.401(a) must fully implement its Airport Safety Management System no later than 36 months after the approval of its Implementation Plan.

Part 139 — CCAR-139 机场使用许可

CCAR-139 原文

CCAR-139

来源: CAAC官网

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Part 141 — CCAR-141 驾驶员学校合格审定

驾驶员学校（飞行培训机构的合格审定、课程批准和管理。

Part 141 — CCAR-141 驾驶员学校合格审定

FAR Part 141 原文

Part 141

Authority:

Source:

§ 141.1

Applicability.

This part prescribes the requirements for issuing pilot school certificates, provisional pilot school certificates, and associated ratings, and the general operating rules applicable to a holder of a certificate or rating issued under this part.

§ 141.1

Applicability.

This part prescribes the requirements for issuing pilot school certificates, provisional pilot school certificates, and associated ratings, and the general operating rules applicable to a holder of a certificate or rating issued under this part. Additional requirements for pilot schools seeking to provide training courses for powered-lift certification and ratings are set forth in part 194 of this chapter.

§ 141.3

Certificate required.

No person may operate as a certificated pilot school without, or in violation of, a pilot school certificate or provisional pilot school certificate issued under this part.

§ 141.5

Requirements for a pilot school certificate.

The FAA may issue a pilot school certificate with the appropriate ratings if, within the 24 calendar months before the date application is made, the applicant—

(a) Completes the application for a pilot school certificate on the form and in the manner prescribed by the FAA;

(b) Has held a provisional pilot school certificate;

(c) Meets the applicable requirements under subparts A through C of this part for the school certificate and associated ratings sought;

(d) Has established a pass rate of 80 percent or higher on the first attempt for all:

(1) Knowledge tests leading to a certificate or rating;

(2) Practical tests leading to a certificate or rating;

(3) End-of-course tests for an approved training course specified in appendix K of this part; and

(4) End-of-course tests for special curricula courses approved under § 141.57.

(e) Has graduated at least 10 different people from the school's approved training courses.

§ 141.7

Provisional pilot school certificate.

An applicant that meets the applicable requirements of subparts A, B, and C of this part, but does not meet the recent training activity requirements of § 141.5(d) of this part, may be issued a provisional pilot school certificate with ratings.

§ 141.9

Examining authority.

The FAA issues examining authority to a pilot school for a training course if the pilot school and its training course meet the requirements of subpart D of this part.

§ 141.11

Pilot school ratings.

(a) The ratings listed in paragraph (b) of this section may be issued to an applicant for:

(1) A pilot school certificate, provided the applicant meets the requirements of § 141.5 of this part; or

(2) A provisional pilot school certificate, provided the applicant meets the requirements of § 141.7 of this part.

(b) An applicant may be authorized to conduct the following courses:

(1) Certification and rating courses. (Appendixes A through J).

(i) Recreational pilot course.

(ii) Private pilot course.

(iii) Commercial pilot course.

(iv) Instrument rating course.

(v) Airline transport pilot course.

(vi) Flight instructor course.

(vii) Flight instructor instrument course.

(viii) Ground instructor course.

(ix) Additional aircraft category or class rating course.

(x) Aircraft type rating course.

(2) Special preparation courses. (Appendix K).

(i) Pilot refresher course.

(ii) Flight instructor refresher course.

(iii) Ground instructor refresher course.

(iv) Agricultural aircraft operations course.

(v) Rotorcraft external-load operations course.

(vi) Special operations course.

(vii) Test pilot course.

(viii) Airline transport pilot certification training program.

(ix) Flight instructor enhanced qualification training program.

(3) Pilot ground school course. (Appendix L).

(4) Combined Private Pilot Certification and Instrument Rating Course. (Appendix M).

§ 141.13

Application for issuance, amendment, or renewal.

(a) Application for an original certificate and rating, an additional rating, or the renewal of a certificate under this part must be made on a form and in a manner prescribed by the Administrator.

(b) Application for the issuance or amendment of a certificate or rating must be accompanied by two copies of each proposed training course curriculum for which approval is sought.

§ 141.17

Duration of certificate and examining authority.

(a) Unless surrendered, suspended, or revoked, a pilot school's certificate or a provisional pilot school's certificate expires:

(1) On the last day of the 24th calendar month from the month the certificate was issued;

(2) Except as provided in paragraph (b) of this section, on the date that any change in ownership of the school occurs;

(3) On the date of any change in the facilities upon which the school's certificate is based occurs; or

(4) Upon notice by the Administrator that the school has failed for more than 60 days to maintain the facilities, aircraft, or personnel required for any one of the school's approved training courses.

(b) A change in the ownership of a pilot school or provisional pilot school does not terminate that school's certificate if, within 30 days after the date that any change in ownership of the school occurs:

(1) Application is made for an appropriate amendment to the certificate; and

(2) No change in the facilities, personnel, or approved training courses is involved.

(c) An examining authority issued to the holder of a pilot school certificate expires on the date that the pilot school certificate expires, or is surrendered, suspended, or revoked.

§ 141.18

Carriage of narcotic drugs, marijuana, and depressant or stimulant drugs or substances.

If the holder of a certificate issued under this part permits any aircraft owned or leased by that holder to be engaged in any operation that the certificate holder knows to be in violation of § 91.19(a) of this chapter, that operation is a basis for suspending or revoking the certificate.

§ 141.19

Display of certificate.

(a) Each holder of a pilot school certificate or a provisional pilot school certificate must display that certificate in a place in the school that is normally accessible to the public and is not obscured.

(b) A certificate must be made available for inspection upon request by:

(1) The Administrator;

(2) An authorized representative of the National Transportation Safety Board; or

(3) A Federal, State, or local law enforcement officer.

§ 141.21

Inspections.

Each holder of a certificate issued under this part must allow the Administrator to inspect its personnel, facilities, equipment, and records to determine the certificate holder's:

(a) Eligibility to hold its certificate;

(b) Compliance with 49 U.S.C. 40101 et seq., formerly the Federal Aviation Act of 1958, as amended; and

(c) Compliance with the Federal Aviation Regulations.

§ 141.23

Advertising limitations.

(a) The holder of a pilot school certificate or a provisional pilot school certificate may not make any statement relating to its certification and ratings that is false or designed to mislead any person contemplating enrollment in that school.

(b) The holder of a pilot school certificate or a provisional pilot school certificate may not advertise that the school is certificated unless it clearly differentiates between courses that have been approved under part 141 of this chapter and those that have not been approved under part 141 of this chapter.

(c) The holder of a pilot school certificate or a provisional pilot school certificate must promptly remove:

(1) From vacated premises, all signs indicating that the school was certificated by the Administrator; or

(2) All indications (including signs), wherever located, that the school is certificated by the Administrator when its certificate has expired or has been surrendered, suspended, or revoked.

§ 141.25

Business office and operations base.

(a) Each holder of a pilot school or a provisional pilot school certificate must maintain a principal business office with a mailing address in the name shown on its certificate.

(b) The facilities and equipment at the principal business office must be adequate to maintain the files and records required to operate the business of the school.

(c) The principal business office may not be shared with, or used by, another pilot school.

(d) Before changing the location of the principal business office or the operations base, each certificate holder must notify the responsible Flight Standards office for the area of the new location, and the notice must be:

(1) Submitted in writing at least 30 days before the change of location; and

(2) Accompanied by any amendments needed for the certificate holder's approved training course outline.

(e) A certificate holder may conduct training at an operations base other than the one specified in its certificate, if:

(1) The Administrator has inspected and approved the base for use by the certificate holder; and

(2) The course of training and any needed amendments have been approved for use at that base.

§ 141.26

Training agreements.

(a) A training center certificated under part 142 of this chapter may provide the training, testing, and checking for pilot schools certificated under this part and is considered to meet the requirements of this part, provided—

(1) There is a training agreement between the certificated training center and the pilot school;

(2) The training, testing, and checking provided by the certificated training center is approved and conducted under part 142;

(3) The pilot school certificated under this part obtains the Administrator's approval for a training course outline that includes the training, testing, and checking to be conducted under this part and the training, testing, and checking to be conducted under part 142; and

(4) Upon completion of the training, testing, and checking conducted under part 142, a copy of each student's training record is forwarded to the part 141 school and becomes part of the student's permanent training record.

(b) A pilot school that provides flight training for an institution of higher education that holds a letter of authorization under § 61.169 of this chapter must have a training agreement with that institution of higher education.

§ 141.27

Renewal of certificates and ratings.

(a) Pilot school. (1) A pilot school may apply for renewal of its school certificate and ratings within 30 days preceding the month the pilot school's certificate expires, provided the school meets the requirements prescribed in paragraph (a)(2) of this section for renewal of its certificate and ratings.

(2) A pilot school may have its school certificate and ratings renewed for an additional 24 calendar months if the Administrator determines the school's personnel, aircraft, facility and airport, approved training courses, training records, and recent training ability and quality meet the requirements of this part.

(3) A pilot school that does not meet the renewal requirements in paragraph (a)(2) of this section, may apply for a provisional pilot school certificate if the school meets the requirements of § 141.7 of this part.

(b) Provisional pilot school. (1) Except as provided in paragraph (b)(3) of this section, a provisional pilot school may not have its provisional pilot school certificate or the ratings on that certificate renewed.

(2) A provisional pilot school may apply for a pilot school certificate and associated ratings provided that school meets the requirements of § 141.5 of this part.

(3) A former provisional pilot school may apply for another provisional pilot school certificate, provided 180 days have elapsed since its last provisional pilot school certificate expired.

§ 141.29

§ 141.31

Applicability.

(a) This subpart prescribes:

(1) The personnel and aircraft requirements for a pilot school certificate or a provisional pilot school certificate; and

(2) The facilities that a pilot school or provisional pilot school must have available on a continuous basis.

(b) As used in this subpart, to have continuous use of a facility, including an airport, the school must have:

(1) Ownership of the facility or airport for at least 6 calendar months after the date the application for initial certification and on the date of renewal of the school's certificate is made; or

(2) A written lease agreement for the facility or airport for at least 6 calendar months after the date the application for initial certification and on the date of renewal of the school's certificate is made.

§ 141.33

Personnel.

(a) An applicant for a pilot school certificate or for a provisional pilot school certificate must meet the following personnel requirements:

(1) Each applicant must have adequate personnel, including certificated flight instructors, certificated ground instructors, or holders of a commercial pilot certificate with a lighter-than-air rating, and a chief instructor for each approved course of training who is qualified and competent to perform the duties to which that instructor is assigned.

(2) If the school employs dispatchers, aircraft handlers, and line and service personnel, then it must instruct those persons in the procedures and responsibilities of their employment.

(3) Each instructor to be used for ground or flight training must hold a flight instructor certificate, ground instructor certificate, or commercial pilot certificate with a lighter-than-air rating, as appropriate, with ratings for the approved course of training and any aircraft used in that course.

(4) In addition to meeting the requirements of paragraph (a)(3) of this section, each instructor used for the airline transport pilot certification training program in § 61.156 of this chapter must:

(i) Hold an airline transport pilot certificate with an airplane category multiengine class rating;

(ii) Have at least 2 years of experience as a pilot in command in operations conducted under § 91.1053(a)(2)(i) or § 135.243(a)(1) of this chapter, or as a pilot in command or second in command in any operation conducted under part 121 of this chapter; and

(iii) If providing training in a flight simulation training device, have received training and evaluation within the preceding 12 months from the certificate holder on—

(A) Proper operation of flight simulator and flight training device controls and systems;

(B) Proper operation of environmental and fault panels,

(C) Data and motion limitations of simulation;

(D) Minimum equipment requirements for each curriculum; and

(E) The maneuvers that will be demonstrated in the flight simulation training device.

(b) An applicant for a pilot school certificate or for a provisional pilot school certificate must designate a chief instructor for each of the school's approved training courses, who must meet the requirements of § 141.35 of this part.

(c) When necessary, an applicant for a pilot school certificate or for a provisional pilot school certificate may designate a person to be an assistant chief instructor for an approved training course, provided that person meets the requirements of § 141.36 of this part.

(d) A pilot school and a provisional pilot school may designate a person to be a check instructor for conducting student stage checks, end-of-course tests, and instructor proficiency checks, provided:

(1) That person meets the requirements of § 141.37 of this part; and

(2) The school has an enrollment of at least 10 students at the time designation is sought.

(e) A person, as listed in this section, may serve in more than one position for a school, provided that person is qualified for each position.

§ 141.34

Employment of former FAA employees.

(a) Except as specified in paragraph (c) of this section, no holder of a pilot school certificate or a provisional pilot school certificate may knowingly employ or make a contractual arrangement which permits an individual to act as an agent or representative of the certificate holder in any matter before the Federal Aviation Administration if the individual, in the preceding 2 years—

(1) Served as, or was directly responsible for the oversight of, a Flight Standards Service aviation safety inspector; and

(2) Had direct responsibility to inspect, or oversee the inspection of, the operations of the certificate holder.

(b) For the purpose of this section, an individual shall be considered to be acting as an agent or representative of a certificate holder in a matter before the agency if the individual makes any written or oral communication on behalf of the certificate holder to the agency (or any of its officers or employees) in connection with a particular matter, whether or not involving a specific party and without regard to whether the individual has participated in, or had responsibility for, the particular matter while serving as a Flight Standards Service aviation safety inspector.

(c) The provisions of this section do not prohibit a holder of a pilot school certificate or a provisional pilot school certificate from knowingly employing or making a contractual arrangement which permits an individual to act as an agent or representative of the certificate holder in any matter before the Federal Aviation Administration if the individual was employed by the certificate holder before October 21, 2011.

§ 141.35

Chief instructor qualifications.

(a) To be eligible for designation as a chief instructor for a course of training, a person must meet the following requirements:

(1) Hold a commercial pilot certificate or an airline transport pilot certificate, and, except for a chief instructor for a course of training solely for a lighter-than-air rating, a current flight instructor certificate. The certificates must contain the appropriate aircraft category and class ratings for the category and class of aircraft used in the course and an instrument rating, if an instrument rating is required for enrollment in the course of training;

(2) Meet the pilot-in-command recent flight experience requirements of § 61.57 of this chapter;

(3) Pass a knowledge test on—

(i) Teaching methods;

(ii) Applicable provisions of the “Aeronautical Information Manual”;

(iii) Applicable provisions of parts 61, 91, and 141 of this chapter; and

(iv) The objectives and approved course completion standards of the course for which the person seeks to obtain designation.

(4) Pass a proficiency test on instructional skills and ability to train students on the flight procedures and maneuvers appropriate to the course;

(5) Except for a course of training for gliders, balloons, or airships, the chief instructor must meet the applicable requirements in paragraphs (b), (c), and (d) of this section; and

(6) A chief instructor for a course of training for gliders, balloons or airships is only required to have 40 percent of the hours required in paragraphs (b) and (d) of this section.

(b) For a course of training leading to the issuance of a recreational or private pilot certificate or rating, a chief instructor must have:

(1) At least 1,000 hours as pilot in command; and

(2) Primary flight training experience, acquired as either a certificated flight instructor or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 2 years and a total of 500 flight hours; or

(ii) 1,000 flight hours.

(c) For a course of training leading to the issuance of an instrument rating or a rating with instrument privileges, a chief instructor must have:

(1) At least 100 hours of flight time under actual or simulated instrument conditions;

(2) At least 1,000 hours as pilot in command; and

(3) Instrument flight instructor experience, acquired as either a certificated flight instructor-instrument or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 2 years and a total of 250 flight hours; or

(ii) 400 flight hours.

(d) For a course of training other than one leading to the issuance of a recreational or private pilot certificate or rating, or an instrument rating or a rating with instrument privileges, a chief instructor must have:

(1) At least 2,000 hours as pilot in command; and

(2) Flight training experience, acquired as either a certificated flight instructor or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 3 years and a total of 1,000 flight hours; or

(ii) 1,500 flight hours.

(e) To be eligible for designation as chief instructor for a ground school course, a person must have 1 year of experience as a ground school instructor at a certificated pilot school.

§ 141.36

Assistant chief instructor qualifications.

(a) To be eligible for designation as an assistant chief instructor for a course of training, a person must meet the following requirements:

(1) Hold a commercial pilot or an airline transport pilot certificate and, except for the assistant chief instructor for a course of training solely for a lighter-than-air rating, a current flight instructor certificate. The certificates must contain the appropriate aircraft category, class, and instrument ratings if an instrument rating is required by the course of training for the category and class of aircraft used in the course;

(2) Meet the pilot-in-command recent flight experience requirements of § 61.57 of this chapter;

(3) Pass a knowledge test on—

(i) Teaching methods;

(ii) Applicable provisions of the “Aeronautical Information Manual”;

(iii) Applicable provisions of parts 61, 91, and 141 of this chapter; and

(iv) The objectives and approved course completion standards of the course for which the person seeks to obtain designation.

(4) Pass a proficiency test on the flight procedures and maneuvers appropriate to that course; and

(5) Meet the applicable requirements in paragraphs (b), (c), and (d) of this section. However, an assistant chief instructor for a course of training for gliders, balloons, or airships is only required to have 40 percent of the hours required in paragraphs (b) and (d) of this section.

(b) For a course of training leading to the issuance of a recreational or private pilot certificate or rating, an assistant chief instructor must have:

(1) At least 500 hours as pilot in command; and

(2) Flight training experience, acquired as either a certificated flight instructor or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 1 year and a total of 250 flight hours; or

(ii) 500 flight hours.

(c) For a course of training leading to the issuance of an instrument rating or a rating with instrument privileges, an assistant chief flight instructor must have:

(1) At least 50 hours of flight time under actual or simulated instrument conditions;

(2) At least 500 hours as pilot in command; and

(3) Instrument flight instructor experience, acquired as either a certificated flight instructor-instrument or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 1 year and a total of 125 flight hours; or

(ii) 200 flight hours.

(d) For a course of training other than one leading to the issuance of a recreational or private pilot certificate or rating, or an instrument rating or a rating with instrument privileges, an assistant chief instructor must have:

(1) At least 1,000 hours as pilot in command; and

(2) Flight training experience, acquired as either a certificated flight instructor or an instructor in a military pilot flight training program, or a combination thereof, consisting of at least—

(i) 1 1/2 years and a total of 500 flight hours; or

(ii) 750 flight hours.

(e) To be eligible for designation as an assistant chief instructor for a ground school course, a person must have 6 months of experience as a ground school instructor at a certificated pilot school.

§ 141.37

Check instructor qualifications.

(a) To be designated as a check instructor for conducting student stage checks, end-of-course tests, and instructor proficiency checks under this part, a person must meet the eligibility requirements of this section:

(1) For checks and tests that relate to either flight or ground training, the person must pass a test, given by the chief instructor, on—

(i) Teaching methods;

(ii) Applicable provisions of the “Aeronautical Information Manual”;

(iii) Applicable provisions of parts 61, 91, and 141 of this chapter; and

(iv) The objectives and course completion standards of the approved training course for the designation sought.

(2) For checks and tests that relate to a flight training course, the person must—

(i) Meet the requirements in paragraph (a)(1) of this section;

(ii) Hold a commercial pilot certificate or an airline transport pilot certificate and, except for a check instructor for a course of training for a lighter-than-air rating, a current flight instructor certificate. The certificates must contain the appropriate aircraft category, class, and instrument ratings for the category and class of aircraft used in the course;

(iii) Meet the pilot-in-command recent flight experience requirements of § 61.57 of this chapter; and

(iv) Pass a proficiency test, given by the chief instructor or assistant chief instructor, on the flight procedures and maneuvers of the approved training course for the designation sought.

(3) For checks and tests that relate to ground training, the person must—

(i) Meet the requirements in paragraph (a)(1) of this section;

(ii) Except for a course of training for a lighter-than-air rating, hold a current flight instructor certificate or ground instructor certificate with ratings appropriate to the category and class of aircraft used in the course; and

(iii) For a course of training for a lighter-than-air rating, hold a commercial pilot certificate with a lighter-than-air category rating and the appropriate class rating.

(b) A person who meets the eligibility requirements in paragraph (a) of this section must:

(1) Be designated, in writing, by the chief instructor to conduct student stage checks, end-of-course tests, and instructor proficiency checks; and

(2) Be approved by the responsible Flight Standards office for the school.

(c) A check instructor may not conduct a stage check or an end-of-course test of any student for whom the check instructor has:

(1) Served as the principal instructor; or

(2) Recommended for a stage check or end-of-course test.

§ 141.37

Check instructor qualifications.

(a) * * *

(3) * * *

(ii) Except for a course of training for a lighter-than-air rating, hold either a current flight instructor certificate with the appropriate category and class of aircraft, or ground instructor certificate with appropriate ratings, to be used in the course of training; and

§ 141.38

Airports.

(a) An applicant for a pilot school certificate or a provisional pilot school certificate must show that he or she has continuous use of each airport at which training flights originate.

(b) Each airport used for airplanes and gliders must have at least one runway or takeoff area that allows training aircraft to make a normal takeoff or landing under the following conditions at the aircraft's maximum certificated takeoff gross weight:

(1) Under wind conditions of not more than 5 miles per hour;

(2) At temperatures in the operating area equal to the mean high temperature for the hottest month of the year;

(3) If applicable, with the powerplant operation, and landing gear and flap operation recommended by the manufacturer; and

(4) In the case of a takeoff—

(i) With smooth transition from liftoff to the best rate of climb speed without exceptional piloting skills or techniques; and

(ii) Clearing all obstacles in the takeoff flight path by at least 50 feet.

(c) Each airport must have a wind direction indicator that is visible from the end of each runway at ground level;

(d) Each airport must have a traffic direction indicator when:

(1) The airport does not have an operating control tower; and

(2) UNICOM advisories are not available.

(e) Except as provided in paragraph (f) of this section, each airport used for night training flights must have permanent runway lights;

(f) An airport or seaplane base used for night training flights in seaplanes is permitted to use adequate nonpermanent lighting or shoreline lighting, if approved by the Administrator.

§ 141.39

Aircraft.

(a) When the school's training facility is located within the U.S., an applicant for a pilot school certificate or provisional pilot school certificate must show that each aircraft used by the school for flight training and solo flights:

(1) Is a civil aircraft of the United States;

(2) Is certificated with a standard airworthiness certificate, a primary airworthiness certificate, or a special airworthiness certificate in the light-sport category unless the FAA determines otherwise because of the nature of the approved course;

(3) Is maintained and inspected in accordance with the requirements for aircraft operated for hire under part 91, subpart E, of this chapter;

(4) Has two pilot stations with engine-power controls that can be easily reached and operated in a normal manner from both pilot stations (for flight training); and

(5) Is equipped and maintained for IFR operations if used in a course involving IFR en route operations and instrument approaches. For training in the control and precision maneuvering of an aircraft by reference to instruments, the aircraft may be equipped as provided in the approved course of training.

(b) When the school's training facility is located outside the U.S. and the training will be conducted outside the U.S., an applicant for a pilot school certificate or provisional pilot school certificate must show that each aircraft used by the school for flight training and solo flights:

(1) Is either a civil aircraft of the United States or a civil aircraft of foreign registry;

(2) Is certificated with a standard or primary airworthiness certificate or an equivalent certification from the foreign aviation authority;

(3) Is maintained and inspected in accordance with the requirements for aircraft operated for hire under part 91, subpart E of this chapter, or in accordance with equivalent maintenance and inspection from the foreign aviation authority's requirements;

(4) Has two pilot stations with engine-power controls that can be easily reached and operated in a normal manner from both pilot stations (for flight training); and

(5) Is equipped and maintained for IFR operations if used in a course involving IFR en route operations and instrument approaches. For training in the control and precision maneuvering of an aircraft by reference to instruments, the aircraft may be equipped as provided in the approved course of training.

§ 141.41

Full flight simulators, flight training devices, aviation training devices, and training aids.

An applicant for a pilot school certificate or a provisional pilot school certificate must show that its full flight simulators, flight training devices, aviation training devices, training aids, and equipment meet the following requirements:

(a) Full flight simulators and flight training devices. Each full flight simulator and flight training device used to obtain flight training credit in an approved pilot training course curriculum must be:

(1) Qualified under part 60 of this chapter, or a previously qualified device, as permitted in accordance with § 60.17 of this chapter; and

(2) Approved by the Administrator for the tasks and maneuvers.

(b) Aviation training devices. Each basic or advanced aviation training device used to obtain flight training credit in an approved pilot training course curriculum must be evaluated, qualified, and approved by the Administrator.

(c) Training aids and equipment. Each training aid, including any audiovisual aid, projector, mockup, chart, or aircraft component listed in the approved training course outline, must be accurate and relevant to the course for which it is used.

§ 141.43

Pilot briefing areas.

(a) An applicant for a pilot school certificate or provisional pilot school certificate must show that the applicant has continuous use of a briefing area located at each airport at which training flights originate that is:

(1) Adequate to shelter students waiting to engage in their training flights;

(2) Arranged and equipped for the conduct of pilot briefings; and

(3) Except as provided in paragraph (c) of this section, for a school with an instrument rating or commercial pilot course, equipped with private landline or telephone communication to the nearest FAA Flight Service Station.

(b) A briefing area required by paragraph (a) of this section may not be used by the applicant if it is available for use by any other pilot school during the period it is required for use by the applicant.

(c) The communication equipment required by paragraph (a)(3) of this section is not required if the briefing area and the flight service station are located on the same airport, and are readily accessible to each other.

§ 141.45

Ground training facilities.

An applicant for a pilot school or provisional pilot school certificate must show that:

(a) Except as provided in paragraph (c) of this section, each room, training booth, or other space used for instructional purposes is heated, lighted, and ventilated to conform to local building, sanitation, and health codes.

(b) Except as provided in paragraph (c) of this section, the training facility is so located that the students in that facility are not distracted by the training conducted in other rooms, or by flight and maintenance operations on the airport.

(c) If a training course is conducted through an internet-based medium, the holder of a pilot school certificate or provisional pilot school certificate that provides such training need not comply with paragraphs (a) and (b) of this section but must maintain in current status a permanent business location and business telephone number.

§ 141.51

Applicability.

This subpart prescribes the curriculum and course outline requirements for the issuance of a pilot school certificate or provisional pilot school certificate and ratings.

§ 141.53

Approval procedures for a training course: General.

(a) General. An applicant for a pilot school certificate or provisional pilot school certificate must obtain the Administrator's approval of the outline of each training course for which certification and rating is sought.

(b) Application. (1) An application for the approval of an initial or amended training course must be submitted in duplicate to the responsible Flight Standards office for the area where the school is based.

(2) An application for the approval of an initial or amended training course must be submitted at least 30 days before any training under that course, or any amendment thereto, is scheduled to begin.

(3) An application for amending a training course must be accompanied by two copies of the amendment.

(c) Training courses. An applicant for a pilot school certificate or provisional pilot school certificate may request approval for the training courses specified under § 141.11(b).

(d) Additional rules for internet based training courses. An application for an initial or amended training course offered through an internet based medium must comply with the following:

(1) All amendments must be identified numerically by page, date, and screen. Minor editorial and typographical changes do not require FAA approval, provided the school notifies the FAA within 30 days of their insertion.

(2) For monitoring purposes, the school must provide the FAA an acceptable means to log-in and log-off from a remote location to review all elements of the course as viewed by attendees and to by-pass the normal attendee restrictions.

(3) The school must incorporate adequate security measures into its internet-based courseware information system and into its operating and maintenance procedures to ensure the following fundamental areas of security and protection:

(i) Integrity.

(ii) Identification/Authentication.

(iii) Confidentiality.

(iv) Availability.

(v) Access control.

§ 141.55

Training course: Contents.

(a) Each training course for which approval is requested must meet the minimum curriculum requirements in accordance with the appropriate appendix of this part.

(b) Except as provided in paragraphs (d) and (e) of this section, each training course for which approval is requested must meet the minimum ground and flight training time requirements in accordance with the appropriate appendix of this part.

(c) Each training course for which approval is requested must contain:

(1) A description of each room used for ground training, including the room's size and the maximum number of students that may be trained in the room at one time, unless the course is provided via an internet-based training medium;

(2) A description of each type of audiovisual aid, projector, tape recorder, mockup, chart, aircraft component, and other special training aids used for ground training;

(3) A description of each flight simulator or flight training device used for training;

(4) A listing of the airports at which training flights originate and a description of the facilities, including pilot briefing areas that are available for use by the school's students and personnel at each of those airports;

(5) A description of the type of aircraft including any special equipment used for each phase of training;

(6) The minimum qualifications and ratings for each instructor assigned to ground or flight training; and

(7) A training syllabus that includes the following information—

(i) The prerequisites for enrolling in the ground and flight portion of the course that include the pilot certificate and rating (if required by this part), training, pilot experience, and pilot knowledge;

(ii) A detailed description of each lesson, including the lesson's objectives, standards, and planned time for completion;

(iii) A description of what the course is expected to accomplish with regard to student learning;

(iv) The expected accomplishments and the standards for each stage of training; and

(v) A description of the checks and tests to be used to measure a student's accomplishments for each stage of training.

(d) A pilot school may request and receive initial approval for a period of not more than 24 calendar months for any training course under this part that does not meet the minimum ground and flight training time requirements, provided the following provisions are met:

(1) The school holds a pilot school certificate issued under this part and has held that certificate for a period of at least 24 consecutive calendar months preceding the month of the request;

(2) In addition to the information required by paragraph (c) of this section, the training course specifies planned ground and flight training time requirements for the course;

(3) The school does not request the training course to be approved for examining authority, nor may that school hold examining authority for that course; and

(4) The practical test or knowledge test for the course is to be given by—

(i) An FAA inspector; or

(ii) An examiner who is not an employee of the school.

(e) A pilot school may request and receive final approval for any training course under this part that does not meet the minimum ground and flight training time requirements, provided the following conditions are met:

(1) The school has held initial approval for that training course for at least 24 calendar months.

(2) The school has—

(i) Trained at least 10 students in that training course within the preceding 24 calendar months and recommended those students for a pilot, flight instructor, or ground instructor certificate or rating; and

(ii) At least 80 percent of those students passed the practical or knowledge test, as appropriate, on the first attempt, and that test was given by—

(A) An FAA inspector; or

(B) An examiner who is not an employee of the school.

(3) In addition to the information required by paragraph (c) of this section, the training course specifies planned ground and flight training time requirements for the course.

(4) The school does not request that the training course be approved for examining authority nor may that school hold examining authority for that course.

§ 141.57

Special curricula.

An applicant for a pilot school certificate or provisional pilot school certificate may apply for approval to conduct a special course of airman training for which a curriculum is not prescribed in the appendixes of this part, if the applicant shows that the training course contains features that could achieve a level of pilot proficiency equivalent to that achieved by a training course prescribed in the appendixes of this part or the requirements of part 61 of this chapter.

§ 141.61

Applicability.

This subpart prescribes the requirements for the issuance of examining authority to the holder of a pilot school certificate, and the privileges and limitations of that examining authority.

§ 141.63

Examining authority qualification requirements.

(a) A pilot school must meet the following prerequisites to receive initial approval for examining authority:

(1) The school must complete the application for examining authority on a form and in a manner prescribed by the Administrator;

(2) The school must hold a pilot school certificate and rating issued under this part;

(3) The school must have held the rating in which examining authority is sought for at least 24 consecutive calendar months preceding the month of application for examining authority;

(4) The training course for which examining authority is requested may not be a course that is approved without meeting the minimum ground and flight training time requirements of this part; and

(5) Within 24 calendar months before the date of application for examining authority, that school must meet the following requirements—

(i) The school must have trained at least 10 students in the training course for which examining authority is sought and recommended those students for a pilot, flight instructor, or ground instructor certificate or rating; and

(ii) At least 90 percent of those students passed the required practical or knowledge test, or any combination thereof, for the pilot, flight instructor, or ground instructor certificate or rating on the first attempt, and that test was given by—

(A) An FAA inspector; or

(B) An examiner who is not an employee of the school.

(b) A pilot school must meet the following requirements to retain approval of its examining authority:

(1) The school must complete the application for renewal of its examining authority on a form and in a manner prescribed by the Administrator;

(2) The school must hold a pilot school certificate and rating issued under this part;

(3) The school must have held the rating for which continued examining authority is sought for at least 24 calendar months preceding the month of application for renewal of its examining authority; and

(4) The training course for which continued examining authority is requested may not be a course that is approved without meeting the minimum ground and flight training time requirements of this part.

§ 141.65

Privileges.

A pilot school that holds examining authority may recommend a person who graduated from its course for the appropriate pilot, flight instructor, or ground instructor certificate or rating without taking the FAA knowledge test or practical test in accordance with the provisions of this subpart.

§ 141.67

Limitations and reports.

A pilot school that holds examining authority may only recommend the issuance of a pilot, flight instructor, or ground instructor certificate and rating to a person who does not take an FAA knowledge test or practical test, if the recommendation for the issuance of that certificate or rating is in accordance with the following requirements:

(a) The person graduated from a training course for which the pilot school holds examining authority.

(b) Except as provided in this paragraph, the person satisfactorily completed all the curriculum requirements of that pilot school's approved training course. A person who transfers from one part 141 approved pilot school to another part 141 approved pilot school may receive credit for that previous training, provided the following requirements are met:

(1) The maximum credited training time does not exceed one-half of the receiving school's curriculum requirements;

(2) The person completes a knowledge and proficiency test conducted by the receiving school for the purpose of determining the amount of pilot experience and knowledge to be credited;

(3) The receiving school determines (based on the person's performance on the knowledge and proficiency test required by paragraph (b)(2) of this section) the amount of credit to be awarded, and records that credit in the person's training record;

(4) The person who requests credit for previous pilot experience and knowledge obtained the experience and knowledge from another part 141 approved pilot school and training course; and

(5) The receiving school retains a copy of the person's training record from the previous school.

(c) Tests given by a pilot school that holds examining authority must be approved by the Administrator and be at least equal in scope, depth, and difficulty to the comparable knowledge and practical tests prescribed by the Administrator under part 61 of this chapter.

(d) A pilot school that holds examining authority may not use its knowledge or practical tests if the school:

(1) Knows, or has reason to believe, the test has been compromised; or

(2) Is notified by the responsible Flight Standards office that there is reason to believe or it is known that the test has been compromised.

(e) A pilot school that holds examining authority must maintain a record of all temporary airman certificates it issues, which consist of the following information:

(1) A chronological listing that includes—

(i) The date the temporary airman certificate was issued;

(ii) The student to whom the temporary airman certificate was issued, and that student's permanent mailing address and telephone number;

(iii) The training course from which the student graduated;

(iv) The name of person who conducted the knowledge or practical test;

(v) The type of temporary airman certificate or rating issued to the student; and

(vi) The date the student's airman application file was sent to the FAA for processing for a permanent airman certificate.

(2) A copy of the record containing each student's graduation certificate, airman application, temporary airman certificate, superseded airman certificate (if applicable), and knowledge test or practical test results; and

(3) The records required by paragraph (e) of this section must be retained for 1 year and made available to the Administrator upon request. These records must be surrendered to the Administrator when the pilot school ceases to have examining authority.

(f) Except for pilot schools that have an airman certification representative, when a student passes the knowledge test or practical test, the pilot school that holds examining authority must submit that student's airman application file and training record to the FAA for processing for the issuance of a permanent airman certificate.

§ 141.71

Applicability.

This subpart prescribes the operating rules applicable to a pilot school or provisional pilot school certificated under the provisions of this part.

§ 141.73

Privileges.

(a) The holder of a pilot school certificate or a provisional pilot school certificate may advertise and conduct approved pilot training courses in accordance with the certificate and any ratings that it holds.

(b) A pilot school that holds examining authority for an approved training course may recommend a graduate of that course for the issuance of an appropriate pilot, flight instructor, or ground instructor certificate and rating, without taking an FAA knowledge test or practical test, provided the training course has been approved and meets the minimum ground and flight training time requirements of this part.

§ 141.75

Aircraft requirements.

The following items must be carried on each aircraft used for flight training and solo flights:

(a) A pretakeoff and prelanding checklist; and

(b) The operator's handbook for the aircraft, if one is furnished by the manufacturer, or copies of the handbook if furnished to each student using the aircraft.

§ 141.77

Limitations.

(a) The holder of a pilot school certificate or a provisional pilot school certificate may not issue a graduation certificate to a student, or recommend a student for a pilot certificate or rating, unless the student has:

(1) Completed the training specified in the pilot school's course of training; and

(2) Passed the required final tests.

(b) Except as provided in paragraph (c) of this section, the holder of a pilot school certificate or a provisional pilot school certificate may not graduate a student from a course of training unless the student has completed all of the curriculum requirements of that course;

(c) A student may be given credit towards the curriculum requirements of a course for previous training under the following conditions:

(1) If the student completed a proficiency test and knowledge test that was conducted by the receiving pilot school and the previous training was based on a part 141- or a part 142-approved flight training course, the credit is limited to not more than 50 percent of the flight training requirements of the curriculum.

(2) If the student completed a knowledge test that was conducted by the receiving pilot school and the previous training was based on a part 141- or a part 142-approved aeronautical knowledge training course, the credit is limited to not more than 50 percent of the aeronautical knowledge training requirements of the curriculum.

(3) If the student completed a proficiency test and knowledge test that was conducted by the receiving pilot school and the training was received from other than a part 141- or a part 142-approved flight training course, the credit is limited to not more than 25 percent of the flight training requirements of the curriculum.

(4) If the student completed a knowledge test that was conducted by the receiving pilot school and the previous training was received from other than a part 141- or a part 142-approved aeronautical knowledge training course, the credit is limited to not more than 25 percent of the aeronautical knowledge training requirements of the curriculum.

(5) Completion of previous training must be certified in the student's training record by the training provider or a management official within the training provider's organization, and must contain—

(i) The kind and amount of training provided; and

(ii) The result of each stage check and end-of-course test, if appropriate.

§ 141.79

Flight training.

(a) No person other than a certificated flight instructor or commercial pilot with a lighter-than-air rating who has the ratings and the minimum qualifications specified in the approved training course outline may give a student flight training under an approved course of training.

(b) No student pilot may be authorized to start a solo practice flight from an airport until the flight has been approved by a certificated flight instructor or commercial pilot with a lighter-than-air rating who is present at that airport.

(c) Each chief instructor and assistant chief instructor assigned to a training course must complete, at least once every 12 calendar months, an approved syllabus of training consisting of ground or flight training, or both, or an approved flight instructor refresher course.

(d) Each certificated flight instructor or commercial pilot with a lighter-than-air rating who is assigned to a flight training course must satisfactorily complete the following tasks, which must be administered by the school's chief instructor, assistant chief instructor, or check instructor:

(1) Prior to receiving authorization to train students in a flight training course, must—

(i) Accomplish a review of and receive a briefing on the objectives and standards of that training course; and

(ii) Accomplish an initial proficiency check in each make and model of aircraft used in that training course in which that person provides training; and

(2) Every 12 calendar months after the month in which the person last complied with the requirements of paragraph (d)(1)(ii) of this section, accomplish a recurrent proficiency check in one of the aircraft in which the person trains students.

§ 141.81

Ground training.

(a) Except as provided in paragraph (b) of this section, each instructor who is assigned to a ground training course must hold a flight or ground instructor certificate, or a commercial pilot certificate with a lighter-than-air rating, with the appropriate rating for that course of training.

(b) A person who does not meet the requirements of paragraph (a) of this section may be assigned ground training duties in a ground training course, if:

(1) The chief instructor who is assigned to that ground training course finds the person qualified to give that training; and

(2) The training is given while under the supervision of the chief instructor or the assistant chief instructor who is present at the facility when the training is given.

(c) An instructor may not be used in a ground training course until that instructor has been briefed on the objectives and standards of that course by the chief instructor, assistant chief instructor, or check instructor.

§ 141.83

Quality of training.

(a) Each pilot school or provisional pilot school must meet the following requirements:

(1) Comply with its approved training course; and

(2) Provide training of such quality that meets the requirements of § 141.5(d) of this part.

(b) The failure of a pilot school or provisional pilot school to maintain the quality of training specified in paragraph (a) of this section may be the basis for suspending or revoking that school's certificate.

(c) When requested by the Administrator, a pilot school or provisional pilot school must allow the FAA to administer any knowledge test, practical test, stage check, or end-of-course test to its students.

(d) When a stage check or end-of-course test is administered by the FAA under the provisions of paragraph (c) of this section, and the student has not completed the training course, then that test will be based on the standards prescribed in the school's approved training course.

(e) When a practical test or knowledge test is administered by the FAA under the provisions of paragraph (c) of this section, to a student who has completed the school's training course, that test will be based upon the areas of operation approved by the Administrator.

§ 141.85

Chief instructor responsibilities.

(a) A chief instructor designated for a pilot school or provisional pilot school is responsible for:

(1) Certifying each student's training record, graduation certificate, stage check and end-of-course test reports, and recommendation for course completion, unless the duties are delegated by the chief instructor to an assistant chief instructor or recommending instructor;

(2) Ensuring that each certificated flight instructor, certificated ground instructor, or commercial pilot with a lighter-than-air rating passes an initial proficiency check prior to that instructor being assigned instructing duties in the school's approved training course, and thereafter that the instructor passes a recurrent proficiency check every 12 calendar months after the month in which the initial test was accomplished;

(3) Ensuring that each student accomplishes the required stage checks and end-of-course tests in accordance with the school's approved training course; and

(4) Maintaining training techniques, procedures, and standards for the school that are acceptable to the Administrator.

(b) The chief instructor or an assistant chief instructor must be available at the pilot school or, if away from the pilot school, be available by telephone, radio, or other electronic means during the time that training is given for an approved training course.

(c) The chief instructor may delegate authority for conducting stage checks, end-of-course tests, and flight instructor proficiency checks to the assistant chief instructor or a check instructor.

§ 141.87

Change of chief instructor.

Whenever a pilot school or provisional pilot school makes a change of designation of its chief instructor, that school:

(a) Must immediately provide the FAA responsible Flight Standards office in which the school is located with written notification of the change;

(b) May conduct training without a chief instructor for that training course for a period not to exceed 60 days while awaiting the designation and approval of another chief instructor;

(c) May, for a period not to exceed 60 days, have the stage checks and end-of-course tests administered by:

(1) The training course's assistant chief instructor, if one has been designated;

(2) The training course's check instructor, if one has been designated;

(3) An FAA inspector; or

(4) An examiner.

(d) Must, after 60 days without a chief instructor, cease operations and surrender its certificate to the Administrator; and

(e) May have its certificate reinstated, upon:

(1) Designating and approving another chief instructor;

(2) Showing it meets the requirements of § 141.27(a)(2) of this part; and

(3) Applying for reinstatement on a form and in a manner prescribed by the Administrator.

§ 141.89

Maintenance of personnel, facilities, and equipment.

The holder of a pilot school certificate or provisional pilot school certificate may not provide training to a student who is enrolled in an approved course of training unless:

(a) Each airport, aircraft, and facility necessary for that training meets the standards specified in the holder's approved training course outline and the appropriate requirements of this part; and

(b) Except as provided in § 141.87 of this part, each chief instructor, assistant chief instructor, check instructor, or instructor meets the qualifications specified in the holder's approved course of training and the appropriate requirements of this part.

§ 141.91

Satellite bases.

The holder of a pilot school certificate or provisional pilot school certificate may conduct ground training or flight training in an approved course of training at a base other than its main operations base if:

(a) An assistant chief instructor is designated for each satellite base, and that assistant chief instructor is available at that base or, if away from the premises, by telephone, radio, or other electronic means during the time that training is provided for an approved training course;

(b) The airport, facilities, and personnel used at the satellite base meet the appropriate requirements of subpart B of this part and its approved training course outline;

(c) The instructors are under the direct supervision of the chief instructor or assistant chief instructor for the appropriate training course, who is readily available for consultation in accordance with § 141.85(b) of this part; and

(d) The responsible Flight Standards office for the area in which the school is located is notified in writing if training is conducted at a base other than the school's main operations base for more than 7 consecutive days.

§ 141.93

Enrollment.

(a) The holder of a pilot school certificate or a provisional pilot school certificate must, at the time a student is enrolled in an approved training course, furnish that student with a copy of the following:

(1) A certificate of enrollment containing—

(i) The name of the course in which the student is enrolled; and

(ii) The date of that enrollment.

(2) A copy of the student's training syllabus.

(3) Except for a training course offered through an internet based medium, a copy of the safety procedures and practices developed by the school that describe the use of the school's facilities and the operation of its aircraft. Those procedures and practices shall include training on at least the following information—

(i) The weather minimums required by the school for dual and solo flights;

(ii) The procedures for starting and taxiing aircraft on the ramp;

(iii) Fire precautions and procedures;

(iv) Redispatch procedures after unprogrammed landings, on and off airports;

(v) Aircraft discrepancies and approval for return-to-service determinations;

(vi) Securing of aircraft when not in use;

(vii) Fuel reserves necessary for local and cross-country flights;

(viii) Avoidance of other aircraft in flight and on the ground;

(ix) Minimum altitude limitations and simulated emergency landing instructions; and

(x) A description of and instructions regarding the use of assigned practice areas.

(b) The holder of a pilot school certificate or provisional pilot school certificate must maintain a monthly listing of persons enrolled in each training course offered by the school.

§ 141.95

Graduation certificate.

(a) The holder of a pilot school certificate or provisional pilot school certificate must issue a graduation certificate to each student who completes its approved course of training.

(b) The graduation certificate must be issued to the student upon completion of the course of training and contain at least the following information:

(1) The name of the school and the certificate number of the school;

(2) The name of the graduate to whom it was issued;

(3) The course of training for which it was issued;

(4) The date of graduation;

(5) A statement that the student has satisfactorily completed each required stage of the approved course of training including the tests for those stages;

(6) A certification of the information contained on the graduation certificate by the chief instructor for that course of training; and

(7) A statement showing the cross-country training that the student received in the course of training.

(8) Certificates issued upon graduating from a course based on internet media must be uniquely identified using an alphanumeric code that is specific to the student graduating from that course.

§ 141.101

Training records.

(a) Each holder of a pilot school certificate or provisional pilot school certificate must establish and maintain a current and accurate record of the participation of each student enrolled in an approved course of training conducted by the school that includes the following information:

(1) The date the student was enrolled in the approved course;

(2) A chronological log of the student's course attendance, subjects, and flight operations covered in the student's training, and the names and grades of any tests taken by the student; and

(3) The date the student graduated, terminated training, or transferred to another school. In the case of graduation from a course based on internet media, the school must maintain the identifying graduation certificate code required by § 141.95(b)(8).

(b) The records required to be maintained in a student's logbook will not suffice for the record required by paragraph (a) of this section.

(c) Whenever a student graduates, terminates training, or transfers to another school, the student's record must be certified to that effect by the chief instructor.

(d) The holder of a pilot school certificate or a provisional pilot school certificate must retain each student record required by this section for at least 1 year from the date that the student:

(1) Graduates from the course to which the record pertains;

(2) Terminates enrollment in the course to which the record pertains; or

(3) Transfers to another school.

(e) The holder of a pilot school certificate or a provisional pilot school certificate must make a copy of the student's training record available upon request by the student.

Part 141 — CCAR-141 驾驶员学校合格审定

CCAR-141 原文

CCAR-141

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Part 142 — CCAR-142 飞行训练中心合格审定

飞行训练中心的合格审定、训练课程批准和管理规定。

Part 142 — CCAR-142 飞行训练中心合格审定

FAR Part 142 原文

Part 142

Authority:

Source:

§ 142.1

Applicability.

(a) This subpart prescribes the requirements governing the certification and operation of training centers. Except as provided in paragraph (b) of this section, this part provides an alternative means to accomplish training required by parts 61, 63, 65, 91, 121, 125, 135, or 137 of this chapter.

(b) Certification under this part is not required for training that is—

(1) Approved under the provisions of parts 63, 91, 121, 127, 135, or 137 of this chapter;

(2) Approved under subpart Y of part 121 of this chapter, Advanced Qualification Programs, for the authorization holder's own employees;

(3) Conducted under part 61 unless that part requires certification under this part;

(4) Conducted by a part 121 certificate holder for another part 121 certificate holder;

(5) Conducted by a part 135 certificate holder for another part 135 certificate holder; or

(6) Conducted by a part 91 fractional ownership program manager for another part 91 fractional ownership program manager.

(c) Except as provided in paragraph (b) of this section, after August 3, 1998, no person may conduct training, testing, or checking in advanced flight training devices or flight simulators without, or in violation of, the certificate and training specifications required by this part.

§ 142.1

Applicability.

(d) Additional requirements for training centers seeking to provide curriculums for powered-lift certification and ratings are set forth in part 194 of this chapter.

§ 142.3

Definitions.

As used in this part:

Advanced Flight Training Device as used in this part, means a flight training device as defined in part 61 of this chapter that has a cockpit that accurately replicates a specific make, model, and type aircraft cockpit, and handling characteristics that accurately model the aircraft handling characteristics.

Core Curriculum means a set of courses approved by the Administrator, for use by a training center and its satellite training centers. The core curriculum consists of training which is required for certification. It does not include training for tasks and circumstances unique to a particular user.

Course means—

(1) A program of instruction to obtain pilot certification, qualification, authorization, or currency;

(2) A program of instruction to meet a specified number of requirements of a program for pilot training, certification, qualification, authorization, or currency; or

(3) A curriculum, or curriculum segment, as defined in subpart Y of part 121 of this chapter.

Courseware means instructional material developed for each course or curriculum, including lesson plans, flight event descriptions, computer software programs, audiovisual programs, workbooks, and handouts.

Evaluator means a person employed by a training center certificate holder who performs tests for certification, added ratings, authorizations, and proficiency checks that are authorized by the certificate holder's training specification, and who is authorized by the Administrator to administer such checks and tests.

Flight training equipment means full flight simulators, as defined in § 1.1 of this chapter, flight training devices, as defined in § 1.1 of this chapter, and aircraft.

Instructor means a person employed by a training center and designated to provide instruction in accordance with subpart C of this part.

Line-Operational Simulation means simulation conducted using operational-oriented flight scenarios that accurately replicate interaction among flightcrew members and between flightcrew members and dispatch facilities, other crewmembers, air traffic control, and ground operations. Line operational simulation simulations are conducted for training and evaluation purposes and include random, abnormal, and emergency occurrences. Line operational simulation specifically includes line-oriented flight training, special purpose operational training, and line operational evaluation.

Specialty Curriculum means a set of courses that is designed to satisfy a requirement of the Federal Aviation Regulations and that is approved by the Administrator for use by a particular training center or satellite training center. The specialty curriculum includes training requirements unique to one or more training center clients.

Training center means an organization governed by the applicable requirements of this part that provides training, testing, and checking under contract or other arrangement to airmen subject to the requirements of this chapter.

Training program consists of courses, courseware, facilities, flight training equipment, and personnel necessary to accomplish a specific training objective. It may include a core curriculum and a specialty curriculum.

Training specifications means a document issued to a training center certificate holder by the Administrator that prescribes that center's training, checking, and testing authorizations and limitations, and specifies training program requirements.

§ 142.5

Certificate and training specifications required.

(a) No person may operate a certificated training center without, or in violation of, a training center certificate and training specifications issued under this part.

(b) An applicant will be issued a training center certificate and training specifications with appropriate limitations if the applicant shows that it has adequate facilities, equipment, personnel, and courseware required by § 142.11 to conduct training approved under § 142.37.

§ 142.7

Duration of a certificate.

(a) Except as provided in paragraph (b) of this section, a training center certificate issued under this part is effective until the certificate is surrendered or until the Administrator suspends, revokes, or terminates it.

(b) Unless sooner surrendered, suspended, or revoked, a certificate issued under this part for a training center located outside the United States expires at the end of the twelfth month after the month in which it is issued or renewed.

(c) If the Administrator suspends, revokes, or terminates a training center certificate, the holder of that certificate shall return the certificate to the Administrator within 5 working days after being notified that the certificate is suspended, revoked, or terminated.

§ 142.9

Deviations or waivers.

(a) The Administrator may issue deviations or waivers from any of the requirements of this part.

(b) A training center applicant requesting a deviation or waiver under this section must provide the Administrator with information acceptable to the Administrator that shows—

(1) Justification for the deviation or waiver; and

(2) That the deviation or waiver will not adversely affect the quality of instruction or evaluation.

§ 142.11

Application for issuance or amendment.

(a) An application for a training center certificate and training specifications shall—

(1) Be made on a form and in a manner prescribed by the Administrator;

(2) Be filed with the responsible Flight Standards office for the area in which the applicant's principal business office is located; and

(3) Be made at least 120 calendar days before the beginning of any proposed training or 60 calendar days before effecting an amendment to any approved training, unless a shorter filing period is approved by the Administrator.

(b) Each application for a training center certificate and training specification shall provide—

(1) A statement showing that the minimum qualification requirements for each management position are met or exceeded;

(2) A statement acknowledging that the applicant shall notify the Administrator within 10 working days of any change made in the assignment of persons in the required management positions;

(3) The proposed training authorizations and training specifications requested by the applicant;

(4) The proposed evaluation authorization;

(5) A description of the flight training equipment that the applicant proposes to use;

(6) A description of the applicant's training facilities, equipment, qualifications of personnel to be used, and proposed evaluation plans;

(7) A training program curriculum, including syllabi, outlines, courseware, procedures, and documentation to support the items required in subpart B of this part, upon request by the Administrator;

(8) A description of a recordkeeping system that will identify and document the details of training, qualification, and certification of students, instructors, and evaluators;

(9) A description of quality control measures proposed; and

(10) A method of demonstrating the applicant's qualification and ability to provide training for a certificate or rating in fewer than the minimum hours prescribed in part 61 of this chapter if the applicant proposes to do so.

(c) The facilities and equipment described in paragraph (b)(6) of this section shall—

(1) Be available for inspection and evaluation prior to approval; and

(2) Be in place and operational at the location of the proposed training center prior to issuance of a certificate under this part.

(d) An applicant who meets the requirements of this part and is approved by the Administrator is entitled to—

(1) A training center certificate containing all business names included on the application under which the certificate holder may conduct operations and the address of each business office used by the certificate holder; and

(2) Training specifications, issued by the Administrator to the certificate holder, containing—

(i) The type of training authorized, including approved courses;

(ii) The category, class, and type of aircraft that may be used for training, testing, and checking;

(iii) For each flight simulator or flight training device, the make, model, and series of airplane or the set of airplanes being simulated and the qualification level assigned, or the make, model, and series of rotorcraft, or set of rotorcraft being simulated and the qualification level assigned;

(iv) For each flight simulator and flight training device subject to qualification evaluation by the Administrator, the identification number assigned by the FAA;

(v) The name and address of all satellite training centers, and the approved courses offered at each satellite training center;

(vi) Authorized deviations or waivers from this part; and

(vii) Any other items the Administrator may require or allow.

(e) The Administrator may deny, suspend, revoke, or terminate a certificate under this part if the Administrator finds that the applicant or the certificate holder—

(1) Held a training center certificate that was revoked, suspended, or terminated within the previous 5 years; or

(2) Employs or proposes to employ a person who—

(i) Was previously employed in a management or supervisory position by the holder of a training center certificate that was revoked, suspended, or terminated within the previous 5 years;

(ii) Exercised control over any certificate holder whose certificate has been revoked, suspended, or terminated within the last 5 years; and

(iii) Contributed materially to the revocation, suspension, or termination of that certificate and who will be employed in a management or supervisory position, or who will be in control of or have a substantial ownership interest in the training center.

(3) Has provided incomplete, inaccurate, fraudulent, or false information for a training center certificate;

(4) Should not be granted a certificate if the grant would not foster aviation safety.

(f) At any time, the Administrator may amend a training center certificate—

(1) On the Administrator's own initiative, under section 609 of the Federal Aviation Act of 1958 (49 U.S.C. 1429), as amended, and part 13 of this chapter; or

(2) Upon timely application by the certificate holder.

(g) The certificate holder must file an application to amend a training center certificate at least 60 calendar days prior to the applicant's proposed effective amendment date unless a different filing period is approved by the Administrator.

§ 142.11

Application for issuance or amendment.

(d) * * *

(2) * * *

(iii) For each flight simulator or flight training device, the make model, and series of aircraft or the set of aircraft being simulated and the qualification level assigned;

§ 142.13

Management and personnel requirements.

An applicant for a training center certificate must show that—

(a) For each proposed curriculum, the training center has, and shall maintain, a sufficient number of instructors who are qualified in accordance with subpart C of this part to perform the duties to which they are assigned;

(b) The training center has designated, and shall maintain, a sufficient number of approved evaluators to provide required checks and tests to graduation candidates within 7 calendar days of training completion for any curriculum leading to airman certificates or ratings, or both;

(c) The training center has, and shall maintain, a sufficient number of management personnel who are qualified and competent to perform required duties; and

(d) A management representative, and all personnel who are designated by the training center to conduct direct student training, are able to understand, read, write, and fluently speak the English language.

§ 142.14

Employment of former FAA employees.

(a) Except as specified in paragraph (c) of this section, no holder of a training center certificate may knowingly employ or make a contractual arrangement which permits an individual to act as an agent or representative of the certificate holder in any matter before the Federal Aviation Administration if the individual, in the preceding 2 years—

(1) Served as, or was directly responsible for the oversight of, a Flight Standards Service aviation safety inspector; and

(2) Had direct responsibility to inspect, or oversee the inspection of, the operations of the certificate holder.

(b) For the purpose of this section, an individual shall be considered to be acting as an agent or representative of a certificate holder in a matter before the agency if the individual makes any written or oral communication on behalf of the certificate holder to the agency (or any of its officers or employees) in connection with a particular matter, whether or not involving a specific party and without regard to whether the individual has participated in, or had responsibility for, the particular matter while serving as a Flight Standards Service aviation safety inspector.

(c) The provisions of this section do not prohibit a holder of a training center certificate from knowingly employing or making a contractual arrangement which permits an individual to act as an agent or representative of the certificate holder in any matter before the Federal Aviation Administration if the individual was employed by the certificate holder before October 21, 2011.

§ 142.15

Facilities.

(a) An applicant for, or holder of, a training center certificate shall ensure that—

(1) Each room, training booth, or other space used for instructional purposes is heated, lighted, and ventilated to conform to local building, sanitation, and health codes; and

(2) The facilities used for instruction are not routinely subject to significant distractions caused by flight operations and maintenance operations at the airport.

(b) An applicant for, or holder of, a training center certificate shall establish and maintain a principal business office that is physically located at the address shown on its training center certificate.

(c) The records required to be maintained by this part must be located in facilities adequate for that purpose.

(d) An applicant for, or holder of, a training center certificate must have available exclusively, for adequate periods of time and at a location approved by the Administrator, adequate flight training equipment and courseware, including at least one flight simulator or advanced flight training device.

§ 142.17

Satellite training centers.

(a) The holder of a training center certificate may conduct training in accordance with an approved training program at a satellite training center if—

(1) The facilities, equipment, personnel, and course content of the satellite training center meet the applicable requirements of this part;

(2) The instructors and evaluators at the satellite training center are under the direct supervision of management personnel of the principal training center;

(3) The Administrator is notified in writing that a particular satellite is to begin operations at least 60 days prior to proposed commencement of operations at the satellite training center; and

(4) The certificate holder's training specifications reflect the name and address of the satellite training center and the approved courses offered at the satellite training center.

(b) The certificate holder's training specifications shall prescribe the operations required and authorized at each satellite training center.

§§ 142.21-142.25

§ 142.27

Display of certificate.

(a) Each holder of a training center certificate must prominently display that certificate in a place accessible to the public in the principal business office of the training center.

(b) A training center certificate and training specifications must be made available for inspection upon request by—

(1) The Administrator;

(2) An authorized representative of the National Transportation Safety Board; or

(3) Any Federal, State, or local law enforcement agency.

§ 142.29

Inspections.

Each certificate holder must allow the Administrator to inspect training center facilities, equipment, and records at any reasonable time and in any reasonable place in order to determine compliance with or to determine initial or continuing eligibility under 49 U.S.C. 44701, 44707, formerly the Federal Aviation Act of 1958, as amended, and the training center's certificate and training specifications.

§ 142.31

Advertising limitations.

(a) A certificate holder may not conduct, and may not advertise to conduct, any training, testing, and checking that is not approved by the Administrator if that training is designed to satisfy any requirement of this chapter.

(b) A certificate holder whose certificate has been surrendered, suspended, revoked, or terminated must—

(1) Promptly remove all indications, including signs, wherever located, that the training center was certificated by the Administrator; and

(2) Promptly notify all advertising agents, or advertising media, or both, employed by the certificate holder to cease all advertising indicating that the training center is certificated by the Administrator.

§ 142.33

Training agreements.

A pilot school certificated under part 141 of this chapter may provide training, testing, and checking for a training center certificated under this part if—

(a) There is a training, testing, and checking agreement between the certificated training center and the pilot school;

(b) The training, testing, and checking provided by the certificated pilot school is approved and conducted in accordance with this part;

(c) The pilot school certificated under part 141 obtains the Administrator's approval for a training course outline that includes the portion of the training, testing, and checking to be conducted under part 141; and

(d) Upon completion of training, testing, and checking conducted under part 141, a copy of each student's training record is forwarded to the part 142 training center and becomes part of the student's permanent training record.

§ 142.35

Applicability.

This subpart prescribes the curriculum and syllabus requirements for the issuance of a training center certificate and training specifications for training, testing, and checking conducted to meet the requirements of part 61 of this chapter.

§ 142.37

Approval of flight aircrew training program.

(a) Except as provided in paragraph (b) of this section, each applicant for, or holder of, a training center certificate must apply to the Administrator for training program approval.

(b) A curriculum approved under SFAR 58 of part 121 of this chapter is approved under this part without modifications.

(c) Application for training program approval shall be made in a form and in a manner acceptable to the Administrator.

(d) Each application for training program approval must indicate—

(1) Which courses are part of the core curriculum and which courses are part of the specialty curriculum;

(2) Which requirements of part 61 of this chapter would be satisfied by the curriculum or curriculums; and

(3) Which requirements of part 61 of this chapter would not be satisfied by the curriculum or curriculums.

(e) If, after a certificate holder begins operations under an approved training program, the Administrator finds that the certificate holder is not meeting the provisions of its approved training program, the Administrator may require the certificate holder to make revisions to that training program.

(f) If the Administrator requires a certificate holder to make revisions to an approved training program and the certificate holder does not make those required revisions, within 30 calendar days, the Administrator may suspend, revoke, or terminate the training center certificate under the provisions of § 142.11(e).

§ 142.39

Training program curriculum requirements.

Each training program curriculum submitted to the Administrator for approval must meet the applicable requirements of this part and must contain—

(a) A syllabus for each proposed curriculum;

(b) Minimum aircraft and flight training equipment requirements for each proposed curriculum;

(c) Minimum instructor and evaluator qualifications for each proposed curriculum;

(d) A curriculum for initial training and continuing training of each instructor or evaluator employed to instruct in a proposed curriculum; and

(e) For each curriculum that provides for the issuance of a certificate or rating in fewer than the minimum hours prescribed by part 61 of this chapter—

(1) A means of demonstrating the ability to accomplish such training in the reduced number of hours; and

(2) A means of tracking student performance.

§ 142.45

Applicability.

This subpart prescribes the personnel and flight training equipment requirements for a certificate holder that is training to meet the requirements of part 61 of this chapter.

§ 142.47

Training center instructor eligibility requirements.

(a) A certificate holder may not employ a person as an instructor in a flight training course that is subject to approval by the Administrator unless that person—

(1) Is at least 18 years of age;

(2) Is able to read, write, and speak and understand in the English language;

(3) If instructing in an aircraft in flight, is qualified in accordance with subpart H of part 61 of this chapter;

(4) Satisfies the requirements of paragraph (c) of this section; and

(5) Meets at least one of the following requirements—

(i) Except as allowed by paragraph (a)(5)(ii) of this section, meets the aeronautical experience requirements of § 61.129 (a), (b), (c), or (e) of this chapter, as applicable, excluding the required hours of instruction in preparation for the commercial pilot practical test;

(ii) If instructing in flight simulator or flight training device that represents an airplane requiring a type rating or if instructing in a curriculum leading to the issuance of an airline transport pilot certificate or an added rating to an airline transport pilot certificate, meets the aeronautical experience requirements of § 61.159, § 61.161, or § 61.163 of this chapter, as applicable; or

(iii) Is employed as a flight simulator instructor or a flight training device instructor for a training center providing instruction and testing to meet the requirements of part 61 of this chapter on August 1, 1996.

(b) A training center must designate each instructor in writing to instruct in each approved course, prior to that person functioning as an instructor in that course.

(c) Prior to initial designation, each instructor shall:

(1) Complete at least 8 hours of ground training on the following subject matter:

(i) Instruction methods and techniques.

(ii) Training policies and procedures.

(iii) The fundamental principles of the learning process.

(iv) Instructor duties, privileges, responsibilities, and limitations.

(v) Proper operation of simulation controls and systems.

(vi) Proper operation of environmental control and warning or caution panels.

(vii) Limitations of simulation.

(viii) Minimum equipment requirements for each curriculum.

(ix) Revisions to the training courses.

(x) Cockpit resource management and crew coordination.

(2) Satisfactorily complete a written test—

(i) On the subjects specified in paragraph (c)(1) of this section; and

(ii) That is accepted by the Administrator as being of equivalent difficulty, complexity, and scope as the tests provided by the Administrator for the flight instructor airplane and instrument flight instructor knowledge tests.

§ 142.47

Training center instructor eligibility requirements.

(a) * * *

(5) Meets at least one of the requirements in paragraphs (a)(5)(i) through (iv) of this section:

(i) Except as allowed by paragraph (a)(5)(ii) of this section, meets the aeronautical experience requirements of § 61.129(a), (b), (c), or (e) of this chapter, as applicable, excluding the required hours of instruction in preparation for the commercial pilot practical test, or holds a commercial pilot certificate with the appropriate ratings;

(ii) Meets the aeronautical experience requirements of § 61.159, § 61.161, or § 61.163 of this chapter, as applicable, or holds an unrestricted airline transport pilot certificate with the appropriate ratings, if instructing:

(A) In a flight simulation training device that represents an airplane or rotorcraft requiring a type rating, a powered-lift over 12,500 pounds, or a turbojet powered powered-lift, except as provided in paragraph (a)(5)(iv) of this section, or

(B) In a curriculum leading to the issuance of an airline transport pilot certificate or an added rating to an airline transport pilot certificate.

(iii) Is employed as a flight simulator instructor or a flight training device instructor for a training center providing instruction and testing to meet the requirements of part 61 of this chapter on August 1, 1996.

(iv) A person employed as an instructor and providing training in an FSTD that represents a rotorcraft requiring a type rating is not required to meet the aeronautical experience requirements of paragraph (a)(5)(ii) of this section and may instead meet the experience requirements of paragraph (a)(i) of this section if:

(A) The person meets the experience requirements of paragraph (a)(5)(i) of this section;

(B) The person is not providing training in a curriculum leading to the issuance of an airline transport pilot certificate or an added rating to an airline transport pilot certificate, and

(C) The person was employed and met the remaining requirements of this section on March 21, 2025.

(c) * * *

(2) * * *

(ii) That is accepted by the Administrator as being of equivalent difficulty, complexity, and scope as the tests provided by the Administrator for the applicable flight instructor and instrument flight instructor knowledge tests to the aircraft category in which they are instructing.

§ 142.49

Training center instructor and evaluator privileges and limitations.

(a) A certificate holder may allow an instructor to provide:

(1) Instruction for each curriculum for which that instructor is qualified.

(2) Testing and checking for which that instructor is qualified.

(3) Instruction, testing, and checking intended to satisfy the requirements of any part of this chapter.

(b) A training center whose instructor or evaluator is designated in accordance with the requirements of this subpart to conduct training, testing, or checking in qualified and approved flight training equipment, may allow its instructor or evaluator to give endorsements required by part 61 of this chapter if that instructor or evaluator is authorized by the Administrator to instruct or evaluate in a part 142 curriculum that requires such endorsements.

(c) A training center may not allow an instructor to—

(1) Excluding briefings and debriefings, conduct more than 8 hours of instruction in any 24-consecutive-hour period;

(2) Provide flight training equipment instruction unless that instructor meets the requirements of § 142.53 (a)(1) through (a)(4), and § 142.53(b), as applicable; or

(3) Provide flight instruction in an aircraft unless that instructor—

(i) Meets the requirements of § 142.53(a)(1), (a)(2), and (a)(5);

(ii) Is qualified and authorized in accordance with subpart H of part 61 of this chapter;

(iii) Holds certificates and ratings specified by part 61 of this chapter appropriate to the category, class, and type aircraft in which instructing;

(iv) If instructing or evaluating in an aircraft in flight while serving as a required crewmember, holds at least a valid second class medical certificate; and

(v) Meets the recency of experience requirements of part 61 of this chapter.

§ 142.51

§ 142.53

Training center instructor training and testing requirements.

(a) Except as provided in paragraph (c) of this section, prior to designation and every 12 calendar months beginning the first day of the month following an instructor's initial designation, a certificate holder must ensure that each of its instructors meets the following requirements:

(1) Each instructor must satisfactorily demonstrate to an authorized evaluator knowledge of, and proficiency in, instructing in a representative segment of each curriculum for which that instructor is designated to instruct under this part.

(2) Each instructor must satisfactorily complete an approved course of ground instruction in at least—

(i) The fundamental principles of the learning process;

(ii) Elements of effective teaching, instruction methods, and techniques;

(iii) Instructor duties, privileges, responsibilities, and limitations;

(iv) Training policies and procedures;

(v) Cockpit resource management and crew coordination; and

(vi) Evaluation.

(3) Each instructor who instructs in a qualified and approved flight simulator or flight training device must satisfactorily complete an approved course of training in the operation of the flight simulator, and an approved course of ground instruction, applicable to the training courses the instructor is designated to instruct.

(4) The flight simulator training course required by paragraph (a)(3) of this section which must include—

(i) Proper operation of flight simulator and flight training device controls and systems;

(ii) Proper operation of environmental and fault panels;

(iii) Limitations of simulation; and

(iv) Minimum equipment requirements for each curriculum.

(5) Each flight instructor who provides training in an aircraft must satisfactorily complete an approved course of ground instruction and flight training in an aircraft, flight simulator, or flight training device.

(6) The approved course of ground instruction and flight training required by paragraph (a)(5) of this section which must include instruction in—

(i) Performance and analysis of flight training procedures and maneuvers applicable to the training courses that the instructor is designated to instruct;

(ii) Technical subjects covering aircraft subsystems and operating rules applicable to the training courses that the instructor is designated to instruct;

(iii) Emergency operations;

(iv) Emergency situations likely to develop during training; and

(v) Appropriate safety measures.

(7) Each instructor who instructs in qualified and approved flight training equipment must pass a written test and annual proficiency check—

(i) In the flight training equipment in which the instructor will be instructing; and

(ii) On the subject matter and maneuvers of a representative segment of each curriculum for which the instructor will be instructing.

(b) In addition to the requirements of paragraphs (a)(1) through (a)(7) of this section, each certificate holder must ensure that each instructor who instructs in a flight simulator that the Administrator has approved for all training and all testing for the airline transport pilot certification test, aircraft type rating test, or both, has met at least one of the following three requirements:

(1) Each instructor must have performed 2 hours in flight, including three takeoffs and three landings as the sole manipulator of the controls of an aircraft of the same category and class, and, if a type rating is required, of the same type replicated by the approved flight simulator in which that instructor is designated to instruct;

(2) Each instructor must have participated in an approved line-observation program under part 121 or part 135 of this chapter, and that—

(i) Was accomplished in the same airplane type as the airplane represented by the flight simulator in which that instructor is designated to instruct; and

(ii) Included line-oriented flight training of at least 1 hour of flight during which the instructor was the sole manipulator of the controls in a flight simulator that replicated the same type aircraft for which that instructor is designated to instruct; or

(3) Each instructor must have participated in an approved in-flight observation training course that—

(i) Consisted of at least 2 hours of flight time in an airplane of the same type as the airplane replicated by the flight simulator in which the instructor is designated to instruct; and

(ii) Included line-oriented flight training of at least 1 hour of flight during which the instructor was the sole manipulator of the controls in a flight simulator that replicated the same type aircraft for which that instructor is designated to instruct.

(c) An instructor who satisfactorily completes a curriculum required by paragraph (a) or (b) of this section in the calendar month before or after the month in which it is due is considered to have taken it in the month in which it was due for the purpose of computing when the next training is due.

(d) The Administrator may give credit for the requirements of paragraph (a) or (b) of this section to an instructor who has satisfactorily completed an instructor training course for a part 121 or part 135 certificate holder if the Administrator finds such a course equivalent to the requirements of paragraph (a) or (b) of this section.

§ 142.54

Airline transport pilot certification training program.

No certificate holder may use a person nor may any person serve as an instructor in a training program approved to meet the requirements of § 61.156 of this chapter unless the instructor:

(a) Holds an airline transport pilot certificate with an airplane category multiengine class rating;

(b) Has at least 2 years of experience as a pilot in command in operations conducted under § 91.1053(a)(2)(i) or § 135.243(a)(1) of this chapter, or as a pilot in command or second in command in any operation conducted under part 121 of this chapter;

(c) Except for the holder of a flight instructor certificate, receives initial training on the following topics:

(1) The fundamental principles of the learning process;

(2) Elements of effective teaching, instruction methods, and techniques;

(3) Instructor duties, privileges, responsibilities, and limitations;

(4) Training policies and procedures; and

(5) Evaluation.

(d) If providing training in a flight simulation training device—

(1) Holds an aircraft type rating for the aircraft represented by the flight simulation training device utilized in the training program and have received training and evaluation within the preceding 12 months from the certificate holder on the maneuvers that will be demonstrated in the flight simulation training device; and

(2) Satisfies the requirements of § 142.53(a)(4).

(e) A certificate holder may not issue a graduation certificate to a student unless that student has completed all the curriculum requirements of the course.

(f) A certificate holder must conduct evaluations to ensure that training techniques, procedures, and standards are acceptable to the Administrator.

§ 142.55

Training center evaluator requirements.

(a) Except as provided by paragraph (d) of this section, a training center must ensure that each person authorized as an evaluator—

(1) Is approved by the Administrator;

(2) Is in compliance with §§ 142.47, 142.49, and 142.53 and applicable sections of part 183 of this chapter; and

(3) Prior to designation, and except as provided in paragraph (b) of this section, every 12-calendar-month period following initial designation, the certificate holder must ensure that the evaluator satisfactorily completes a curriculum that includes the following:

(i) Evaluator duties, functions, and responsibilities;

(ii) Methods, procedures, and techniques for conducting required tests and checks;

(iii) Evaluation of pilot performance; and

(iv) Management of unsatisfactory tests and subsequent corrective action; and

(4) If evaluating in qualified and approved flight training equipment must satisfactorily pass a written test and annual proficiency check in a flight simulator or aircraft in which the evaluator will be evaluating.

(b) An evaluator who satisfactorily completes a curriculum required by paragraph (a) of this section in the calendar month before or the calendar month after the month in which it is due is considered to have taken it in the month is which it was due for the purpose of computing when the next training is due.

(c) The Administrator may give credit for the requirements of paragraph (a)(3) of this section to an evaluator who has satisfactorily completed an evaluator training course for a part 121 or part 135 certificate holder if the Administrator finds such a course equivalent to the requirements of paragraph (a)(3) of this section.

(d) An evaluator who is qualified under subpart Y of part 121 of this chapter shall be authorized to conduct evaluations under the Advanced Qualification Program without complying with the requirements of this section.

§ 142.57

Aircraft requirements.

(a) An applicant for, or holder of, a training center certificate must ensure that each aircraft used for flight instruction and solo flights meets the following requirements:

(1) Except for flight instruction and solo flights in a curriculum for agricultural aircraft operations, external load operations, and similar aerial work operations, the aircraft must have an FAA standard airworthiness certificate or a foreign equivalent of an FAA standard airworthiness certificate, acceptable to the Administrator.

(2) The aircraft must be maintained and inspected in accordance with—

(i) The requirements of part 91, subpart E, of this chapter; and

(ii) An approved program for maintenance and inspection.

(3) The aircraft must be equipped as provided in the training specifications for the approved course for which it is used.

(b) Except as provided in paragraph (c) of this section, an applicant for, or holder of, a training center certificate must ensure that each aircraft used for flight instruction is at least a two- place aircraft with engine power controls and flight controls that are easily reached and that operate in a conventional manner from both pilot stations.

(c) Airplanes with controls such as nose-wheel steering, switches, fuel selectors, and engine air flow controls that are not easily reached and operated in a conventional manner by both pilots may be used for flight instruction if the certificate holder determines that the flight instruction can be conducted in a safe manner considering the location of controls and their nonconventional operation, or both.

§ 142.59

Flight simulators and flight training devices.

(a) An applicant for, or holder of, a training center certificate must show that each flight simulator and flight training device used for training, testing, and checking (except AQP) will be or is specifically qualified and approved by the Administrator for—

(1) Each maneuver and procedure for the make, model, and series of aircraft, set of aircraft, or aircraft type simulated, as applicable; and

(2) Each curriculum or training course in which the flight simulator or flight training device is used, if that curriculum or course is used to satisfy any requirement of 14 CFR chapter I.

(b) The approval required by paragraph (a)(2) of this section must include—

(1) The set of aircraft, or type aircraft;

(2) If applicable, the particular variation within type, for which the training, testing, or checking is being conducted; and

(3) The particular maneuver, procedure, or crewmember function to be performed.

(c) Each qualified and approved flight simulator or flight training device used by a training center must—

(1) Be maintained to ensure the reliability of the performances, functions, and all other characteristics that were required for qualification;

(2) Be modified to conform with any modification to the aircraft being simulated if the modification results in changes to performance, function, or other characteristics required for qualification;

(3) Be given a functional preflight check each day before being used; and

(4) Have a discrepancy log in which the instructor or evaluator, at the end of each training session, enters each discrepancy.

(d) Unless otherwise authorized by the Administrator, each component on a qualified and approved flight simulator or flight training device used by a training center must be operative if the component is essential to, or involved in, the training, testing, or checking of airmen.

(e) Training centers shall not be restricted to specific—

(1) Route segments during line-oriented flight training scenarios; and

(2) Visual data bases replicating a specific customer's bases of operation.

(f) Training centers may request evaluation, qualification, and continuing evaluation for qualification of flight simulators and flight training devices without—

(1) Holding an air carrier certificate; or

(2) Having a specific relationship to an air carrier certificate holder.

§ 142.61

Applicability.

This subpart prescribes the operating rules applicable to a training center certificated under this part and operating a course or training program curriculum approved in accordance with subpart B of this part.

§ 142.63

Privileges.

A certificate holder may allow flight simulator instructors and evaluators to meet recency of experience requirements through the use of a qualified and approved flight simulator or qualified and approved flight training device if that flight simulator or flight training device is—

(a) Used in a course approved in accordance with subpart B of this part; or

(b) Approved under the Advanced Qualification Program for meeting recency of experience requirements.

§ 142.65

Limitations.

(a) A certificate holder shall—

(1) Ensure that a flight simulator or flight training device freeze, slow motion, or repositioning feature is not used during testing or checking; and

(2) Ensure that a repositioning feature is used during line operational simulation for evaluation and line-oriented flight training only to advance along a flight route to the point where the descent and approach phase of the flight begins.

(b) When flight testing, flight checking, or line operational simulation is being conducted, the certificate holder must ensure that one of the following occupies each crewmember position:

(1) A crewmember qualified in the aircraft category, class, and type, if a type rating is required, provided that no flight instructor who is giving instruction may occupy a crewmember position.

(2) A student, provided that no student may be used in a crewmember position with any other student not in the same specific course.

(c) The holder of a training center certificate may not recommend a trainee for a certificate or rating, unless the trainee—

(1) Has satisfactorily completed the training specified in the course approved under § 142.37; and

(2) Has passed the final tests required by § 142.37.

(d) The holder of a training center certificate may not graduate a student from a course unless the student has satisfactorily completed the curriculum requirements of that course.

§ 142.71

Applicability.

This subpart prescribes the training center recordkeeping requirements for trainees enrolled in a course, and instructors and evaluators designated to instruct a course, approved in accordance with subpart B of this part.

§ 142.73

Recordkeeping requirements.

(a) A certificate holder must maintain a record for each trainee that contains—

(1) The name of the trainee;

(2) A copy of the trainee's pilot certificate, if any, and medical certificate;

(3) The name of the course and the make and model of flight training equipment used;

(4) The trainee's prerequisite experience and course time completed;

(5) The trainee's performance on each lesson and the name of the instructor providing instruction;

(6) The date and result of each end-of-course practical test and the name of the evaluator conducting the test; and

(7) The number of hours of additional training that was accomplished after any unsatisfactory practical test.

(b) A certificate holder shall maintain a record for each instructor or evaluator designated to instruct a course approved in accordance with subpart B of this part that indicates that the instructor or evaluator has complied with the requirements of §§ 142.13, 142.45, 142.47, 142.49, and 142.53, as applicable.

(c) The certificate holder shall—

(1) Maintain the records required by paragraphs (a) of this section for at least 1 year following the completion of training, testing or checking;

(2) Maintain the qualification records required by paragraph (b) of this section while the instructor or evaluator is in the employ of the certificate holder and for 1 year thereafter; and

(3) Maintain the recurrent demonstration of proficiency records required by paragraph (b) of this section for at least 1 year.

(d) The certificate holder must provide the records required by this section to the Administrator, upon request and at a reasonable time, and shall keep the records required by—

(1) Paragraph (a) of this section at the training center, or satellite training center where the training, testing, or checking, if appropriate, occurred; and

(2) Paragraph (b) of this section at the training center or satellite training center where the instructor or evaluator is primarily employed.

(e) The certificate holder shall provide to a trainee, upon request and at a reasonable time, a copy of his or her training records.

§ 142.81

Conduct of other approved courses.

(a) An applicant for, or holder of, a training center certificate may apply for approval to conduct a course for which a curriculum is not prescribed by this part.

(b) The course for which application is made under paragraph (a) of this section may be for flight crewmembers other than pilots, airmen other than flight crewmembers, material handlers, ground servicing personnel, and security personnel, and others approved by the Administrator.

(c) An applicant for course approval under this subpart must comply with the applicable requirements of subpart A through subpart F of this part.

(d) The Administrator approves the course for which the application is made if the training center or training center applicant shows that the course contains a curriculum that will achieve a level of competency equal to, or greater than, that required by the appropriate part of this chapter.

Part 142 — CCAR-142 飞行训练中心合格审定

CCAR-142 原文

CCAR-142 飞行训练中心运行合格审定规则

来源: CAAC PDF原文

民航总局令第 128 号

飞行训练中心合格审定规则

（2004 年 10 月 12 日）

CCAR-142

民航总局办公厅制版

中国民用航空总局令 第 1２8 号

《飞行训练中心合格审定规则》已经 200４年１０月１２日中国 民用航空总局局务会议通过，现予公布，自 2005 年 6 月 1 日起施行。

局长

杨元元

二○○四年十月十二日

目 A章

录

总 则 ...........................................1

142.1 目的和依据 ...................................1 142.3 适用范围 .....................................1 142.5 定义 ........................................2 142.7 管理机构 .....................................2 142.9 飞行训练中心合格证与运行规范 ....................3 142.11 飞行训练中心的内部机构和人员 ...................3 142.13 训练管理手册要求 .............................3 142.15 训练中心分支机构 .............................5 142.17 境外及香港、澳门特别行政区的飞行训练中心 .........6 142.19 训练设备的租赁 ...............................6 B章

合格审定的程序和要求...............................6

142.31 合格证的申请 ................................6 142.33 申请的受理与审定 .............................8 142.35

飞行训练中心合格证和运行规范的颁发 .............9

142.37 飞行训练中心合格证和运行规范的内容 ..............9 142.39 飞行训练中心合格证的有效期 ....................11 142.41

合格证和运行规范的修改 ......................11

142.43 保存和使用的责任 ............................12 142.45 监督检查的实施 ..............................13 C章

训练大纲要求 ....................................13

142.51

训练大纲的审批和使用 ........................13

142.53 D章

训练大纲课程的要求..........................14

人员要求 ........................................15

142.61

教员的一般要求 .............................15

142.63

地面教员的资格要求、权利和限制................16

142.65

在飞行模拟机和飞行训练器上担任教员的资格要求 ....16

142.67

航空器飞行教员的资格要求.....................18

142.69

教员的权利和限制 ...........................18

142.71

飞行训练中心检查员..........................19

E章

训练设备与设施 ...................................19

142.81

飞行模拟机与飞行训练器要求 ...................19

142.83

航空器....................................20

142.85 训练中心的设施 ..............................20 F章

记录保持 ........................................21

142.91 G章

罚则 ...........................................23

142.101 H章

记录保持要求...............................21

警告和罚款 ...............................23

附则 ...........................................24

142.111

施行日期 .................................24

关于《飞行训练中心合格审定规则》的说明 ...................25

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

飞行训练中心合格审定规则 A章

总 则

142.1 目的和依据 为了规范飞行训练中心的合格审定和持续监督检查,保证受 训的民用航空器驾驶员达到并保持规定的训练标准和质量,根据 《中华人民共和国民用航空法》和《国务院对确需保留的行政审 批项目设定行政许可的决定》 ，制定本规则。 142.3 适用范围 (a)本规则适用于为他人提供下列训练的飞行训练中心： (1)为满足中国民用航空规章（以下简称 CCAR）第 121 部、 第 135 部的要求，为公共航空运输承运人的民用航空器驾驶员提 供的训练，但公共航空运输承运人干租训练中心的训练设备实施 的训练除外。 (2)中国民用航空器驾驶员按照 CCAR 第 61 部获得和保持航 空器型别等级需接受的训练和检查。 (3)中国民用航空器驾驶员按照 CCAR 第 61 部获得航线运输 驾驶员执照需接受的训练。 (b)按照 CCAR 第 91 部或第 141 部通过审定，被批准从事本 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

条(a)(2)、(a)(3)款所述训练的商业非运输运营人或飞行学校，无 需按照本规则进行再次审定。 142.5 定义 (a)干租：在本规则中，是指飞行训练中心仅将其训练设备租赁 给公共航空运输承运人使用，由承运人使用自己的教员实施训练 的租赁方法。 (b)核心课程：是指飞行训练中心针对特定机型制定的不针对 特定客户的训练课程。 (c)特殊课程：是指飞行训练中心根据一个或几个客户的需求制 定的，仅适用于这些特定客户的训练课程。 (d)运行规范：由中国民用航空总局或民航地区管理局（以下 简称局方）向经审定合格的飞行训练中心颁发的飞行训练中心合 格证的补充文件，包括对训练中心的训练批准和限制。 142.7 管理机构 (a)中国民用航空总局（以下简称民航总局）统一管理按本规 则实施训练的飞行训练中心的审定和监督工作，负责境外和香 港、澳门特别行政区的飞行训练中心的合格审定及持续监督检查 工作。 (b)民航地区管理局负责本辖区内飞行训练中心的合格审定

CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

及持续监督检查工作。民航地区管理局应当对本辖区内每个飞行 训练中心指派一名主任监察员，负责对飞行训练中心的具体管理 工作。 142.9 飞行训练中心合格证与运行规范 飞行训练中心应当按本规则要求申请颁发飞行训练中心合 格证和运行规范，取得局方颁发的飞行训练中心合格证和运行规 范后方可实施训练。 142.11 飞行训练中心的内部机构和人员 (a)飞行训练中心应当具有足够的组织实施训练工作的机构 和人员，能够按照本规则及运行规范的要求实施训练。 (b)飞行训练中心应当具有独立于其他机构的训练质量控制 机构或人员，该机构或人员对训练中心主任负责，监督训练中心 对运行规范的贯彻执行情况。在训练中心的日常运行中对教员、 教材和教学进行监督检查，对影响训练质量的问题提出修改建 议。 142.13 训练管理手册要求 (a)除经局方批准偏离的情况外，飞行训练中心应当制定训练 管理手册，供相关的训练管理人员和教学人员使用。 (b)训练管理手册应当符合下列要求： CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(1)包含必需的指令和信息，使有关人员能完成所担负的工作 职责； (2)对于中国境内的飞行训练中心，应当具有中文版本；对于 境外和香港、澳门特别行政区的飞行训练中心，应当具有中文或 英文版本。如果合格证持有人在运行中使用了不熟悉上述文字的 人员，则应当为其提供相应文字的手册，并且应当保证这些手册 的一致性； (3)采用易于修订的形式； (4)在有关的每一页上，具有最后一次修订的日期； (5)符合适用的中国民用航空规章、该合格证持有人的飞行训 练中心合格证与运行规范。 (c)训练管理手册应当至少包含下列内容： (1)训练中心的总政策； (2)训练中心的内部机构及职能； (3)组织实施训练工作的程序和方法； (4)训练大纲、教材有效性的控制和管理方法，训练质量的控 制程序和方法； (5)教学设施、设备完善性的控制，应急和安全设备的清单及 其使用说明； (6)教员资格有效性的保持方法； CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(7)训练记录的保持方法； (8)紧急情况下的职责分工和处置程序； (9)局方要求的其他内容。 142.15 训练中心分支机构 飞行训练中心在国内外设立按本规则运行的分支机构时，应 当申请在运行规范中列明分支机构的名称、地址和训练授权。并 满足下列要求： (a)国内设立的分支机构在按照批准的运行规范实施训练时， 应当满足下列要求： (1)设施、设备、人员满足本规则中相应要求； (2)教员与质量控制人员的业务工作由总部直接进行管理； (b)对于在国内跨地区设立的分支机构，由分支机构所在地地 区管理局负责日常监督检查，并遵守下列要求： (1)监察结果不涉及运行规范修改时，该地区管理局可直接处 理并通知训练中心总部所在地地区管理局； (2)监察结果涉及运行规范修改时，该地区管理局应将修改意 见通知训练中心总部所在地地区管理局处理。 (c)在境外及香港、澳门特别行政区设立分支机构时，分支机 构的训练和质量由训练中心总部统一管理和控制，训练中心总部 所在地地区管理局对其进行监督检查。 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

142.17 境外及香港、澳门特别行政区的飞行训练中心 (a)符合本规则 142.3 条规定的境外及香港、澳门特别行政区 的飞行训练中心，由民航总局按本规则要求，组织合格审定和持 续监督检查。 (b)对于民航当局之间签订有相应双边协议的境外和香港、澳 门特别行政区的飞行训练中心，按照双边协议的要求实施管理。 142.19 训练设备的租赁 (a)飞行训练中心可以租用航空器、飞行模拟机、飞行训练器 等训练设备在训练中使用。飞行训练中心在训练期间应当对租用 的设备具有排他使用权，并且应当向局方递交租用合同的副本。 (b)租用的飞行训练设备应满足本规则 142.81、142.83 条的要 求。 B章

合格审定的程序和要求

142.31 合格证的申请 (a)境外或香港、澳门特别行政区的合格证申请人应当向民航 总局提交飞行训练中心合格证的申请书，中国境内的合格证申请 人应当向所在地区的民航地区管理局提交飞行训练中心合格证 的申请书。 (b)申请飞行训练中心合格证的申请人，其申请书及相关申请 CCAR—142

— 6 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

文件应包括以下内容： (1)申请书应包括以下内容： (i)飞行训练中心的名称、地址和联系方式； (ii)申请批准的训练课程； (iii)申请人的签字。 (2)申请人应递交的相关申请文件包括： (i)训练管理手册； (ii)载明训练中心主要管理人员、教员和检查员的简历和资格 的文件； (iii)训练中使用的航空器、飞行训练器、飞行模拟机和其他 教学设备的清单。清单中应当注明航空器的类别、级别和型别， 飞行训练器、飞行模拟机的鉴定等级，以及这些设备的产权情况； (iv)使用的各类训练大纲和教材； (v)按照局方公布的运行规范标准格式填写的运行规范草案； (vi)对审定活动日程的建议。 (c)申请人可以申请下列一项或多项训练课程的训练： (1)为公共航空运输承运人提供的针对特定机型的训练，包 括： (i)初始获得资格的训练，包括驾驶员的初始训练、转机型训 练、升级训练和差异训练； CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(ii)保持资格的训练和检查，包括定期复训、重新获得资格训 练和熟练检查； (2)按照 CCAR 第 61 部实施的型别等级训练和检查； (3)航线运输驾驶员执照的地面训练； (4)其他特殊类型的训练，如双发延程、缩小垂直间隔、极地 运行和 II 类/III 类进近等。 142.33 申请的受理与审定 (a)局方收到申请人的申请材料后，应当对材料的完整性进行 审查，以确定是否受理。对于材料不齐全或者不符合格式要求的 申请，局方应当在收到申请之后的 5 个工作日内书面通知申请人 需要补正的全部内容。逾期不通知即视为在收到申请之日受理。 申请人按照局方的通知提交全部补正材料的，局方应当受理申 请。 (b)局方作出受理或不予受理的决定，应当向申请人出具加盖 公章并注明日期的书面凭证。 (c)主任监察员组织对申请人提交的相关文件进行审查，对教 学管理和教学实施进行检查评估，并写出审定报告。 (d)局方受理申请后，应当在 20 个工作日内对申请人的申请 材料进行审查并作出许可决定。局方组织实施检验、检测和专家 评审的时间不计入前述 20 个工作日的期限。 CCAR—142

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中国民用航空总局飞行训练中心审定规则

142.35

(民航总局令第 128 号)

飞行训练中心合格证和运行规范的颁发

(a)局方完成审查后，认为申请人符合本规则要求，为其颁发 飞行训练中心合格证和运行规范；局方也可以根据审查的实际情 况，为其颁发飞行训练中心合格证和批准部分申请的运行规范。 (b)申请人具有下列情形之一的，不予颁发飞行训练中心合格 证。 (1)在最近二年中曾经被局方吊销飞行训练中心合格证。 (2)申请人安排或计划安排担任主要管理职位的人员，在最近 2 年内曾经担任另一合格证持有人的主要管理职位并对该合格证 持有人合格证的吊销或暂扣负有主要责任； (3)申请人为获得合格证，提供不完整、不准确、假冒或伪造 的资料信息； (4)申请人没有配备合适的或足够的人员、设备、设施和资料， 不能按照本规则提供合格的训练。 (c)局方在作出不予颁发飞行训练中心合格证的决定时，应当 告知申请人具有依法提起行政复议和行政诉讼的权利。 142.37 飞行训练中心合格证和运行规范的内容 (a)飞行训练中心合格证包含下列内容： (1)合格证持有人的名称； (2)合格证持有人的地址； CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(3)合格证的编号； (4)合格证的生效日期、有效期； (5)负责监督该合格证持有人运行的局方机构名称或代号； (6)说明经审定，该合格证持有人符合本规则的相应要求，批 准其按所颁发的运行规范实施训练。 (b)运行规范至少包含下列内容： (1)主训练基地的具体地址，以及其文件收发机构的名称与通 信地址； (2)授权实施的训练类型，包括批准的课程； (3)训练、考试与检查中可能用到的航空器的类别、级别与型 别； (4)每种飞行模拟机与飞行训练器的厂家、型号，以及模拟机、 训练器的鉴定等级； (5)经局方管理部门鉴定评估的每台飞行模拟机与飞行训练 器的识别号及有效期； (6)所有训练中心分部的名称与地址，以及为每个分部批准的 训练类型和课程； (7)按本规则规定授权的偏离、豁免及限制； (8)局方要求的其它内容。

CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

142.39 飞行训练中心合格证的有效期 (a)除本条(b)款规定的情况外，按本规则颁发的合格证长期有 效。 (b)民航总局按本规则为境外和香港、澳门特别行政区的飞行 训练中心颁发的飞行训练中心合格证或等效文件，其有效期限为 24 个月。 (c)飞行训练中心合格证在合格证持有人放弃或局方暂扣或 吊销该合格证时失效。合格证失效后，局方应注销其合格证，合 格证持有人应当在 5 个工作日内将其交还颁发合格证的局方机 构。 142.41

合格证和运行规范的修改

(a)下列情形下，局方可以修改按本规则颁发的飞行训练中心 合格证和运行规范： (1)局方认为为了安全和公众利益需要修改； (2)合格证持有人申请修改，局方认为其申请满足本规则的要 求。 (b)除本条(d)款规定的情形外，局方提出修改合格证、运行规 范时，应当使用下列程序： (1)局方以书面形式提出修改内容，通知合格证持有人； (2)合格证持有人可以在收到通知后的 7 个工作日内对修改内 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

容提出书面意见； (3)局方在考虑合格证持有人的意见后，作出修改决定并通知 合格证持有人，合格证持有人可以在接到通知后 5 个工作日内提 出申诉意见。 (4)局方考虑合格证持有人的申诉意见后，作出决定并重新颁 发合格证或颁发运行规范的修改项。 (c)合格证持有人申请修改其合格证和运行规范，应当参照本 规则 142.31、142.33 和 142.35 条的规定进行，局方应当在受理申 请之后的 20 个工作日内作出许可决定。 (d)如果局方发现存在危及安全、需要立即行动的紧急情况， 不能按照本条(b)、(c)款规定的程序修改合格证和运行规范，则可 采取下列措施： (1)局方可以单方面决定修改合格证和运行规范，修改项在合 格证持有人收到该修改通知之日起生效。 (2)在发给合格证持有人的通知中，应当说明原因，指出存在 危及安全、需要立即行动的紧急情况，或者指出修改推迟生效将 违背公众利益的情况。 142.43 保存和使用的责任 (a)合格证持有人应在训练中心内显著位置展示飞行训练中 心合格证并在其主训练基地保存一套完整有效的运行规范，并保 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

证能随时接受民航总局和民航地区管理局的检查。 (b)合格证持有人应将其运行规范中的有关内容或信息，写进 本中心的训练管理手册中，还应当说明运行规范的每一条要求都 具有强制性。 (c)合格证持有人应持续保证其参与训练工作的每个人员，熟 知运行规范中适用于该人员工作职责的有关规定。 142.45 监督检查的实施 (a)局方应当对合格证持有人进行监督检查，以确定其是否持 续符合本规则的规定，是否符合其飞行训练中心合格证和运行规 范。合格证持有人应当接受局方对其进行的监督检查 (b)局方可根据检查结果确定合格证持有人是否合格于继续 持有其飞行训练中心合格证和运行规范。 (c)合格证持有人负责保存记录、文件、报告的人员，应当能 向局方提供相关资料。 C章 142.51

训练大纲要求

训练大纲的审批和使用

(a)飞行训练中心合格证的申请人或持有人应当将其训练大 纲提请局方审批。 (b)训练中心提交的训练大纲所包含的课程可以分为核心课 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

程和特殊课程两大部分，训练中心应当在训练大纲中指明哪些课 程属于核心课程，哪些课程属于特殊课程。飞行训练中心的课程 用于公共航空运输承运人的训练时，该课程应当包含在承运人的 训练大纲中。 (c)按 CCAR 第 121 部、第 135 部运行的公共航空运输承运人 在飞行训练中心接受训练时，应当使用承运人自身得到局方批准 的训练大纲。该训练大纲可不作任何修改，即用于飞行训练中心 为承运人提供的训练。飞行训练中心为承运人提供承运人训练大 纲中规定的部分训练时，应当明确为承运人提供的是哪些部分的 训练。 (d)提交审批的训练大纲应当使用局方可接受的的格式和方 法编写。 (e)按批准的训练大纲开始运行后，局方发现该持有人进行的 训练与批准的训练大纲规定的条款不一致时，可要求其对训练大 纲作出修改或对训练作出更正。 142.53 训练大纲课程的要求 飞行训练中心的训练大纲中包含的课程必须满足本规则的 相应要求，并至少包含以下内容： (a)所申请的每种课程的训练提纲，包括教学目的、教学内容、 教学时间以及考试的方法和标准。 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(b)每个课程所使用的飞行训练设备的最低要求。 (c)每个课程所使用的教员与检查员的最低资格要求。 (d)受雇于飞行训练中心担任教学任务的教员与检查员应接 受的初始培训与持续训练课程。 D章 142.61

人员要求

教员的一般要求

(a)飞行训练中心应当具有足够数量的、合格的飞行教员和地 面教员，保证训练工作的顺利实施。 (b)教员应当得到飞行训练中心的书面批准方可实施教学，批 准书中应当具体指明教员可以实施哪些内容的教学。 (c)教员在初始聘任前，应当按以下项目完成至少 8 小时的地 面训练并通过相应的笔试： (1)教学法； (2)训练政策与程序； (3)学习过程的基本原理； (4)教员的职责、权利与限制； (5)每种课程对设备的最低要求； (6)训练科目的修订； (7)人为因素，包括机组资源管理； CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(d)教员应当对其承担教学任务的课程中的典型课程段，向检 查员演示其教学能力和熟练程度。 (e)在飞行训练中心的核心课程中承担教学任务的教员，除持 有按 CCAR61.221 条要求颁发的飞行教员执照的教员外，应当在 初始聘任前得到局方的批准。 142.63

地面教员的资格要求、权利和限制

除本规则 142.61(c)款的要求外，地面教员还应当符合下列要 求： (a)完成相关航空基础理论知识的培训，或者具有在航空院校 相关航空专业接受本科教育的经历； (b)对其承担的教学任务和所针对的机型，完成相应课程的初 始培训并通过训练中心的考试； (c)在飞行训练器上承担教学任务的地面教员，应当符合 142.65 条(a)、(b)、(c)款的规定。 (d)对于实施航线运输驾驶员执照理论训练的地面教员，应当 持有按照 CCAR61.233 条颁发的包含高级地面教员等级的地面教 员执照。 142.65

在飞行模拟机和飞行训练器上担任教员的资格要求

除本规则 142.61(c)款的要求外，在飞行训练器、飞行模拟机

CCAR—142

— 16 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

上担任教员还应当符合下列要求： (a)完成下列项目的地面理论和实际操作训练并通过相应的 考试： (1)飞行模拟机、飞行训练器控制部件与系统的正常使用； (2)训练设备进行训练模拟的局限性。 (3)飞行模拟机、飞行训练器教员控制台的正确使用； (4)环境与故障设置面板的正确使用； (5)每种课程对训练设备的最低要求。 (b)在飞行模拟机、飞行训练器上完成一次其所执教课程的训 练。 (c)每 12 个日历月按下列要求完成一次熟练检查： (1)在其执教的飞行模拟机或飞行训练器上进行； (2)检查的内容应当涵盖与其执教课程有关的航空器的理论 知识和实际操作方法。 (d)在飞行模拟机上担任教员，应当持有 CCAR61.221 条要求 的飞行教员执照。 (e)在飞行模拟机上承担航线运输驾驶员执照训练与航空器 型别等级训练任务的教员，还应当符合下列条件之一： (1)在前 12 个日历月内在相应机型的航空器上完成 2 小时飞 行，包括独立操纵航空器完成 3 次起落； CCAR—142

— 17 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(2)在前 12 个日历月内按运行规章要求完成观察飞行并完成 1 小时在模拟机上的航线模拟训练。 142.67

航空器飞行教员的资格要求

除本规则 142.61(c)款的要求外，在航空器上担任飞行教员还应 当符合下列要求： (a)持有有效的飞行教员执照； (b)持有有效的一级体检合格证； (c)满足 CCAR 第 61 部的近期经历要求； (d)对于其实施教学的航空器，应当持有相应的类别、级别与 型别等级。 (e)每 12 个日历月按下列要求完成一次熟练检查或定期复训： (1)在其执教的航空器上进行； (2)检查的内容应当涵盖与其执教课程有关的航空器的理论 知识和实际操作方法。 142.69

教员的权利和限制

(a)教员可以在飞行训练中心从事下列工作： (1)实施与其资格相符合的内容的教学，进行与其资格相符合的 考试与检查； (2)推荐受训者参加相应的考试。

CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(b)任何连续 24 个小时内的教学时间不得超过 8 小时（讲评 时间除外）。

142.71 飞行训练中心检查员 (a)飞行训练中心的检查员应当符合下列要求： (1)由飞行训练中心以书面形式聘任并得到局方的批准； (2)符合 142.67 的要求； (3)在初始聘任前，完成下列项目的训练： (i)检查员的职责； (ii)实施检查的方法、程序与技能； (iii)对驾驶员表现的评估； (iv)对驾驶员检查结果不满意提出的改正措施。 (b)检查员可以在飞行训练中心从事下列工作： (1)进行与其资格相符合的检查； (2)推荐受训者参加与其资格相符的考试。 (c)除局方批准外，不对其本人承担的教学进行检查。 E章 142.81

训练设备与设施

飞行模拟机与飞行训练器要求

(a)按照本规则进行训练和检查所使用的每台飞行模拟机和 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

飞行训练器均应符合中国民用航空规章规定的鉴定标准。 (b)飞行模拟机和飞行训练器应当按照 CCAR60 部的要求持 续适用于训练大纲中所列训练科目的训练。 142.83

航空器

(a)用于飞行训练的航空器必须具有有效的适航证书； (b)航空器应当满足持续适航要求； (c)实际训练中使用的航空器应当与运行规范所批课程中所 列的航空器一致。 (d)飞行训练中心供飞行教学使用的航空器，至少具有两个驾 驶员座位，而且两个座位上的驾驶员都应能方便地使用其发动机 控制装置与飞行控制装置。 142.85 训练中心的设施 (a)合格证申请人或持有人必须确认： (1)应当具有充足的飞行训练设备和教材，训练设备中至少应 包括一台飞行模拟机或鉴定等级为 6 级(含)以上的飞行训练器， 或一架航空器。 (2)教学场所，包括教室、训练准备和讲评室等满足教学需要； (3)使用的教学场所应具有良好的制冷（供暖）照明和通风设 施，保证其符合当地在建筑、卫生和健康方面的标准；

CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(4)周边环境不会经常对教学训练带来大的干扰。 (b)在局方实施监督检查时合格证申请人或持有人应在总部 和分支机构提供办公场所。 (c)应当具有用于保存训练记录的场所； (d)应当具有用于保存训练大纲及教材的场所； (e)具有其它所需设施。 F 章 记录保持 142.91

记录保持要求

(a)合格证持有人必须以书面形式为每个受训者保持记录，记 录的内容应当包括： (1)受训者姓名； (2)培训课程的名称，完成的培训时间以及使用的飞行训练设 备； (3)受训者在每一阶段的表现和教员的签名； (4)实施训练大纲要求的实践考试的日期与结果，以及实施考 试的人员的签名； (5)训练中心检查员进行的检查科目的名称、检查结果和日 期； (6)检查或考试不合格后追加的训练科目和小时数； CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

(7)通过训练后，训练中心颁发的合格证明的影印件。 (b)对按 B 章得到批准，被委任到特定科目中担任教学任务的 每个教员与检查员，训练中心合格证持有人必须为其保持一套记 录，以表明其满足了本规则中对其任职资格的要求。该记录应包 括： (1)初始资格和持续资格的审查记录； (2)所接受的所有培训的名称、内容、完成时间及培训结果或 培训合格证明； (3)训练中心合格证持有人批准其在特定教学内容中担任教 员或检查员的批准书。 (c)合格证持有人应当符合下列要求： (1)本条(a)款中要求的记录，在完成训练、考试或检查后，至 少保持 2 年； (2)教员和检查员在被合格证持有人雇佣期间或解雇后 2 年之 内，必须按(b)款中的要求保持其资格记录； (3)本条(b)款中所要求的复训和熟练检查记录，必须保存 1 年 以上。 (d)合格证持有人必须能在合理的时间内，按照局方的要求提 供训练记录。 (e)合格证持有人必须能在合理的时间内，应受训者或受训者 CCAR—142

— 22 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

所在单位的要求，为其提供本人的训练记录影印件。 (f)如合格证持有人仅提供训练设备的干租服务，则只需保存 受训人员的设备使用记录。 G章 142.101

罚则

警告和罚款

局方发现合格证持有人存在下列行为之时，可以责令其停止 违法行为，并处以警告或 3 万元以下罚款： (a) 在合格审定过程中弄虚作假，骗取飞行训练中心合格证 和运行规范的； (b) 未经局方批准，违反其运行规范的规定实施训练的； (c) 记录保持违反本规则 142.91 条的要求的； (d)合格证持有人拒绝接受检查，或者不能按局方要求提供其 飞行训练中心合格证、运行规范或任何必需的记录、文件、报告 的； (e)使用未经局方批准的训练大纲或者不按经批准的训练大 纲实施训练，或拒绝按照局方要求对训练大纲作出修改的； (f)未在其主训练地点展示飞行训练中心合格证的； (g)不按训练设备和航空器的使用要求实施训练的； (h)在训练实施过程中使用不满足本规则要求的人员实施教 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

学和训练的。 H章 142.111

附则

施行日期

(a)本规则自 2005 年 6 月 1 日施行。 (b)在 2005 年 6 月 1 日前经局方批准的飞行训练中心，应当 按本规则规范其训练，并在 2006 年 7 月 1 日前通过合格审定， 取得飞行训练中心合格证，否则不得继续按照本规则实施训练。

CCAR—142

— 24 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

关于《飞行训练中心合格审定规则》的说明 飞行训练中心主要承担航空公司飞行员的飞行训练任务，此 外还承担其他飞行员的型别等级训练和航线运输驾驶员执照的 理论训练，其训练质量的高低直接关系到民航的飞行安全。《飞 行训练中心合格审定规则》 （以下简称《规则》 ）的出台，旨在进 一步规范政府对飞行训练中心的管理，提高飞行员的训练质量， 保证飞行安全。对《规则》所涉及的主要问题说明如下： 一、建立飞行训练中心管理中的行政许可制度。 《规则》规定，飞行训练中心必须取得民航总局或民航地区 管理局颁发的飞行训练中心合格证和运行规范，方可为中国的航 空公司或飞行员提供训练。对飞行训练中心设立行政许可制度， 符合《行政许可法》第十二条第(一)项的行政许可设定范围要求， 符合规范飞行员训练管理、提高训练质量、保证航空器运行安全 的实际需求。《规则》详细规定了飞行训练中心合格证的申请条 件，涉及训练管理手册要求、训练大纲和教材要求、人员和设备 要求、记录要求等各个方面。同时《规则》明确了许可的程序、 期限等《行政许可法》要求政府在设定行政许可项目时明确的内 容。

CCAR—142

— 25 —

中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

局方颁发的运行规范作为飞行训练中心的合格证的补充文 件，比较详细地规定了局方批准训练中心实施的训练的范围、类 型和需满足的限制条件。训练中心实施训练时，除符合相应规章 的规定外，必须严格按照运行规范的批准范围实施训练。 完成审定后，局方制定监督计划，对训练中心进行日常的监 督检查。并且为每个训练中心指定一名主任监察员。 二、关于适用范围和与其他规章的关系问题。 从《规则》142.3 条的规定我们可以看到，142 部的管理对象 是为他人提供训练的飞行训练中心，而这些训练的目的是为了受 训者满足航空器运行规章或驾驶员执照管理规章的要求，具体包 括： (1)为了满足中国民用航空规章（CCAR）第 121 部、第 135 部的要求为公共航空运输承运人的驾驶员提供的训练； (2)为了满足 CCAR 第 61 部的要求为其他中国的民用航空器 驾驶员提供的型别等级训练和航线运输驾驶员执照地面理论训 练。 对于他人干租训练中心的模拟机实施的训练，由于训练大 纲、教员和教材都由受训者自己提供，训练质量亦由受训者自己 控制，所以不属于 142 部的适用范围，而是适用于受训者所适用 的规章，如 121 部或 135 部。对于按照 CCAR 第 91 部或第 141 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

部的规定从事执照训练的商业非运输运营人或飞行学校，由于其 按照 91 部或 141 部完成审定并按照 91 部或 141 部的要求控制训 练质量，也没有必要再按照本《规则》进行再次审定。 三、关于训练管理手册和训练质量控制系统。 《规则》要求飞行训练中心制定训练管理手册，对训练中心 各方面工作的组织实施作出文字性的规定；同时要求飞行训练中 心配备独立于其他机构的训练质量控制机构或人员，该机构或人 员对训练中心主任负责，监督训练中心对运行规范的贯彻执行情 况，对影响训练质量的问题提出纠正意见。提出这些要求的目的 是使训练规范化、标准化，让训练中心的各个部门在各个训练环 节中遵守统一的标准和程序，保证其提供合格的训练。 四、关于训练大纲和训练课程的问题。 《规则》规定，飞行训练中心使用的训练大纲应当得到局方 的批准。训练大纲所包含的课程可以分为核心课程和特殊课程两 大部分，其中核心课程是飞行训练中心针对特定机型制定的不针 对特定客户的训练课程，如对于 A320 机型的型别等级飞行训练 课程，因为对所有客户都适用，即为核心课程；特殊课程是飞行 训练中心根据一个或几个客户的需求制定的仅适用于这些特定 客户的训练课程，如某航空公司根据其航路特点要求训练中心制 定的 ETOPS 训练课程。训练中心应当在训练大纲中指明哪些课 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

程属于核心课程，哪些课程属于特殊课程。飞行训练中心的课程 用于公共航空运输承运人的训练时，这些课程应当包含在承运人 的训练大纲中，并得到承运人的主任运行监察员的批准。 此外， 《规则》按照用途的不同将训练课程分为以下类型： (1)为公共航空运输承运人提供的针对特定机型的训练，包括 初始获得资格的训练（包括初始训练、转机型训练、升级训练和 差异训练）和保持资格的训练和检查（包括定期复训、重新获得 资格训练和熟练检查） ； (2)按照 CCAR 第 61 部实施的型别等级训练和检查； (3)航线运输驾驶员执照的地面训练； (4)其他特殊类型的训练，如双发延程、缩小垂直间隔、极地 运行和 II 类/III 类进近等。 训练中心必须在其运行规范中得到对相应课程类型的批准， 方可从事该课程的训练。 五、关于对境外飞行训练中心进行管理的问题 我国每年有不少飞行员在国外和香港、澳门特别行政区的训 练中心接受各种类别的训练。除航空公司干租训练中心的训练设 备进行训练的情况外，这些训练中心应当接受民航总局的审定并 取得运行规范。但是，如果训练中心所在地的民航当局与民航总 局签订双边协议，同意用其他方法进行管理，也可以采用协议规 CCAR—142

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中国民用航空总局飞行训练中心审定规则

(民航总局令第 128 号)

定的管理方法。 对于境内的训练中心，局方颁发的合格证和运行规范长期有 效，但主任监察员需组织监察人员按照计划对其进行日常的监督 检查。但对于国外的训练中心，由于局方难以进行日常监督检查， 我们对其运行规范限定了 2 年的有效期。所以境外的训练中心长 期承接中国航空公司的训练，必须每两年通过一次民航总局的审 定。

CCAR—142

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Part 34 — CCAR-34 燃气涡轮发动机燃油排泄和排气排出物

燃气涡轮航空发动机的燃油排泄和排气排出物排放标准，包括测试程序、型号合格审定要求

Part 34 — CCAR-34 燃气涡轮发动机燃油排泄和排气排出物

FAR Part 34 原文

Part 34 FAR原文（待填充）

Part 34 — CCAR-34 燃气涡轮发动机燃油排泄和排气排出物

CCAR-34 原文

CCAR-34原文（待填充）

Part 45 — CCAR-45 飞机标识和适航标志

航空器国籍和登记标志的标识要求，包括位置、尺寸、颜色以及适航标志的展示规定

Part 45 — CCAR-45 飞机标识和适航标志

FAR Part 45 原文

Part 45 FAR原文（待填充）

Part 45 — CCAR-45 飞机标识和适航标志

CCAR-45 原文

CCAR-45原文（待填充）

Part 145 — CCAR-145 维修单位合格审定

航空器维修单位/机构的合格审定要求，包括维修能力、人员资质、质量体系和设施设备标准